JP5856637B2 - Railroad car - Google Patents

Description

  The present invention relates to a track-and-rail vehicle capable of traveling on a road and traveling on a track.

  A track-and-rail vehicle is known as a vehicle capable of traveling on a road and traveling on a track (see, for example, Patent Document 1). A track-and-rail vehicle is based on a truck body that can run on roads with tire wheels, etc., and a track traveling device for traveling on the track (on the rail) and easy entry work when entering the track And a turning device to be converted. The track traveling device is configured to include an iron wheel for track travel (orbit for track travel) that protrudes downward from the track-and-rail work vehicle. The iron wheel is rotatably supported by an iron wheel support member provided on the vehicle body. The iron wheel support member can be positioned at a predetermined retracted position and an extended position by being displaced in the vertical direction by a displacement mechanism. The rolling device has a turntable that can be extended downward and retracted upward with respect to the vehicle body. The turntable is extended to support the vehicle body, and in this state, the iron wheel of the track traveling device is supported. It is configured so that it can be overhanged or retracted, or can be easily turned in accordance with the direction of the track or the road.

  Some of these track-and-rail vehicles include a rear iron wheel swing mechanism that swings an iron wheel support member that supports left and right iron wheels (rear iron wheels) on the rear side of the vehicle body about an axis extending in the front-rear direction of the vehicle body. . In this way, the left and right iron wheels follow the height difference between the left and right on the track (rail) by moving the left and right iron wheels in the vertical direction with the swing of the iron wheel support member by the rear iron wheel swing mechanism. Therefore, the track-and-rail vehicle can travel stably on the track. The tracked vehicle mounting structure provided with the rear iron wheel swing mechanism is supported at three points: left and right iron wheels (front iron wheels) on the front side of the vehicle body and the swing pin of the rear iron wheel swing mechanism. Therefore, compared with the case where the bodywork is supported by four points consisting of front, rear, left and right steel wheels, the vehicle body is less stable in stability when the tracked vehicle is stopped on the track and the predetermined work is performed. The stable region (stable operation region) of the object becomes narrow. For example, when an aerial work apparatus is mounted as a bodywork, the work radius must be narrowed in the case of three-point support compared to the case of four-point support.

  By setting the swing range of the rear wheel swing mechanism narrow, even if the center of gravity of the bodywork goes out of the stable area, the vehicle body does not fall over immediately. The working radius when mounting is not extremely narrow. However, when the center of gravity of the bodywork goes out of the stable region, an event occurs in which either the left or right of the front iron wheel is lifted off the track. This lift is canceled when the center of gravity of the bodywork returns to the stable region. However, an event that the wheel does not return to an appropriate position (for example, an event in which the flange of the iron wheel rides on the rail tread) occurs. Therefore, there is a possibility that the track-rail vehicle is likely to be derailed easily.

  As a means for solving the reduction of the stable region of the bodywork and the risk of derailment, it is conceivable to provide a movable stabilization leg (hereinafter referred to as a jack) on the vehicle body. However, in order to use a jack, it is necessary to perform a jack operation on the track in order to confirm the condition of the ground plane and safety during operation. Moreover, since the form which earth | grounded the jack becomes a form exceeding the vehicle limit set in a railway business owner, in order for a track-and-rail vehicle to drive | work on a track, it is necessary to store a jack. For example, in a track-and-rail vehicle equipped with an aerial work device, an operator is usually in a cab or on a work table (work floor). Therefore, at sites where high-altitude work and track running are repeated, it is necessary for the operator to repeatedly get on and off between the track and the cab or workbench in order to perform jack operations, which may lead to a reduction in work efficiency. .

JP 2009-173060 A

  Thus, there is a demand for a measure for improving the support stability of the vehicle body when stopped on the track while maintaining the running stability during the track run.

  The present invention has been made in view of such problems, and provides a track-and-rail vehicle that improves the stability of the support of the vehicle body when stopped on the track while maintaining the running stability during the track. For the purpose.

  In order to achieve such an object, the present invention provides road traveling wheels provided on the front and rear of the vehicle body and capable of traveling on the road, and left and right track traveling wheels provided on the front and rear of the vehicle body and capable of traveling on the track. The left and right track running wheels on at least one of the front and rear sides of the vehicle body are rotatably supported on the left and right of a support member extending in the left and right direction of the vehicle body, and the support member is A pair of left and right swingable about a swing shaft extending in the front-rear direction of the vehicle body through the intermediate portion, disposed on the left and right of the vehicle body, and capable of restricting the swing of the support member with respect to the vehicle body A rocking lock cylinder composed of a hydraulic cylinder, and the rocking lock cylinder can be expanded and contracted toward the support member, and controls the operation of the pair of left and right rocking lock cylinders. Provided with a drive.

The track-and-rail vehicle further includes: an extension side position where the pair of left and right swing lock cylinders are extended; a reduction side position where the pair of left and right swing lock cylinders are reduced; with the arrangement that the swing lock cylinder can be switched to a neutral position to stop the expansion.

  In the track-and-rail vehicle, preferably, the pair of right and left rocking lock cylinders are extended to come into contact with the support member to restrict rocking of the support member, and to be reduced from the support member. It is extendable and retractable to a swingable position that allows the support member to swing apart.

  Preferably, the rail car includes a cylinder position detector that detects that the rocking lock cylinder is located at the rocking restriction position or the rockable position.

  According to the present invention, when rocking of the support member is restricted by the rocking lock cylinder, the vehicle body is firmly supported by the track running wheel, so that the vehicle body is stably supported when stopped on the track. Can be improved. Further, since the rocking lock cylinder is interposed between the vehicle body and the support member, the rocking lock cylinder can be operated without requiring confirmation of the surrounding safety. Therefore, operation from the cab or work table or automation by a vehicle control system is possible, which can contribute to improvement of work efficiency.

It is a side view of the track-and-rail work vehicle which concerns on 1st Embodiment. It is the perspective view which looked at the right and left front side track running device from the lower part. It is a front view of a rear side track traveling apparatus. It is a side view of a rear side track traveling device. It is a perspective view of a rear side track traveling device. It is an exploded view of the left gauge fixed collar. It is a block diagram which shows the control system of the track-and-rail work vehicle which concerns on 1st Embodiment. It is a block diagram which shows the control system of the track-and-rail work vehicle which concerns on 2nd Embodiment.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings. As an example of a railroad vehicle according to the first embodiment, a railroad work vehicle 1 is shown in FIG. In the present embodiment, the vehicle width direction with the direction indicated by the arrow L in FIG. 1 as the left is referred to as the left-right direction, and the vehicle length direction with the direction indicated by the arrow F in FIG. I do. The track-and-rail work vehicle 1 is configured based on a truck vehicle having a driving cab 2 a provided on a vehicle body 2, and roads are provided by tire wheels (road driving wheels) 3 attached to four places on the front, rear, left and right of the vehicle body 2. You can drive on top. Furthermore, a left front side track traveling device 20 and a right front side track traveling device 30 for traveling on the track are disposed at two locations on the left and right sides of the front side of the vehicle body 2, and for traveling on the track on the rear side of the vehicle body 2. A rear side track traveling device 40 is disposed.

  At the center of the lower part of the vehicle body 2, a turntable 6 for attaching and moving the track work vehicle 1 onto the rail R is attached. The turntable 6 can be extended downward or retracted upward by a telescopic operation of a turntable extension storage cylinder (not shown), and the vehicle body 2 is rotated by a vehicle turning motor (not shown). The vehicle can turn horizontally with respect to the chassis 6. In addition, you may comprise so that the vehicle body 2 can turn horizontally with respect to the turntable 6 by manual (human power).

  An aerial work device 10 is mounted on the upper part of the vehicle body 2 as a work device. The aerial work device 10 includes a swivel base 11 that can be horizontally swiveled with respect to the vehicle body 2, a boom 12 that can be raised and lowered on the swivel base 11, and an operator that is attached to the tip of the boom 12. It is mainly composed of a boarding work table 14. The swivel base 11 is attached to a substantially central portion of the upper portion of the vehicle body 2 and is configured to be capable of swiveling by being driven by a swivel motor 15. The base of the boom 12 is pivotally connected to the upper part of the swivel base 11, and the boom 12 is configured to be movable up and down in a substantially vertical plane by the expansion and contraction operation of the hoisting cylinder 16. The boom 12 is configured to be telescopically movable by a built-in telescopic cylinder 17 by combining a proximal boom 12a, an intermediate boom 12b, and a distal boom 12c in a nested manner. In addition, in this embodiment, although the boom 12 is comprised by the boom of 3 steps | paragraphs, it can be set as the multistage boom structure comprised by the boom of 2 steps | paragraphs or 4 steps | paragraphs or more.

  A work table support bracket 13 that can swing in the same plane as the undulating surface of the boom 12 is pivotally connected to the front end portion of the front end boom 12c. Can be swung). The worktable support bracket 13 is swung by a built-in leveling cylinder 18 so that the floor surface of the worktable 14 is always level with respect to the ground regardless of the angle of the boom 12. The work table 14 is configured to be capable of turning by a built-in swing motor 19. The work table 14 is provided with an upper operation device 14a for performing a predetermined operation. The vehicle body 2 is provided with a lower operation device (not shown) capable of the same operation as the upper operation device 14a.

  Outrigger jacks 7 that are telescopically retractable are provided at four locations on the front, rear, left, and right of the vehicle body 2. When working at a high place, the vehicle body 2 can be lifted and supported by projecting the outrigger jacks 7 downward. . The outrigger jack 7 is operated by a jack operating device (not shown) provided in the vehicle body 2.

As shown in FIG. 2, the left front track running apparatus 20 includes a base bracket 21, a support plate 22 and a support shaft 23, an iron wheel holding bracket 24, a left front iron wheel 25, a swing cylinder 26, and an iron wheel drive motor 27. And a driving force transmission device 28 and a brake device 29. The base bracket 21 is disposed on the left front side in the lower part of the vehicle body 2. The pair of left and right support plates 22 are disposed below the base bracket 21 and support both ends of a support shaft 23 that is sandwiched between the left and right support plates 22 and extends in the left-right direction. The iron wheel holding bracket 24 is supported by the left and right support plates 22 via a support shaft 23, and is provided to be swingable up and down with respect to the vehicle body 2 around the support shaft 23. The left front iron wheel (track running wheel) 25 is formed in a disk shape having a flange portion, and is held by a steel wheel holding bracket 24 so as to be rotatable about a rotation shaft (not shown) extending in the left and right directions. The swing cylinder 26 is pivotally connected to the base bracket 21 on the cylinder tube side, and is pivotally connected to the iron wheel holding bracket 24 on the rod side, and swings the iron wheel holding bracket 24 up and down. The iron wheel drive motor 27 is composed of a hydraulic motor or the like, and rotationally drives the left front iron wheel 25. The driving force transmission device 28 is attached to a side portion of the iron wheel holding bracket 24 and transmits the rotational driving force of the iron wheel driving motor 27 to the left front iron wheel 25. The brake device 29 includes a brake rotor 29a, a brake caliper 29b, and a parking brake caliper 29c, which are attached to the side portion of the driving force transmission device 28. The brake caliper 29b or the parking brake caliper 29c operates. Thus, the left front iron wheel 25 is braked.

  The right front track running device 30 has the same configuration as the left front track running device 20, and includes a base bracket 31, a support plate 32 and a support shaft 33, an iron wheel holding bracket 34, a right front iron wheel 35, and a swing cylinder 36. And an iron wheel drive motor 37, a driving force transmission device 38, and a brake device 39. The base bracket 31 is disposed on the right front side in the lower part of the vehicle body 2.

  The iron wheel holding bracket 24 for holding the left front iron wheel 25 includes a retracted position for storing the left front iron wheel 25 upward (in the vehicle body 2) by an extension operation of the swing cylinder 26, and an overhanging position for projecting the left front iron wheel 25 downward. It is provided so that it can swing up and down. Similarly, the iron wheel holding bracket 34 for holding the right front iron wheel 35 is provided with a retracted position for storing the right front iron wheel 35 upward (in the vehicle body 2) and a tension projecting the right front iron wheel 35 downward by the expansion / contraction operation of the swing cylinder 36. It is provided so as to be swingable up and down between the exit position. The track-and-rail work vehicle 1 then moves the vehicle body 2 on the rail (track) R (see FIG. 1) with the left front iron wheel 25 and the right front iron wheel 35 (and the left rear iron wheel 75 and right rear iron wheel 85 described later) projecting downward. The left front iron wheel 25 and the right front iron wheel 35 are rotationally driven by the left and right iron wheel drive motors 27 and 37 so that they can run on the rail. A left and right rod-like tie rod 95 is attached between the iron wheel holding bracket 24 of the left front track running device 20 and the iron wheel holding bracket 34 of the right front track running device 30.

  As shown in FIGS. 3 to 5, the rear-side track traveling device 40 includes a base bracket 41, a displacement mechanism 45 including a swing bracket 46 and a swing cylinder 50, a swing axle 60, and a left rear iron wheel 75. And a right rear iron wheel 85, a left brake device 77, and a right brake device 87. The base bracket 41 is disposed on the lower rear side of the vehicle body 2. A swing bracket 46 is swingably connected to the lower portion of the base bracket 41 via left and right hinge pins 42 and 43 extending in the left and right direction of the vehicle body 2. Accordingly, the swing bracket 46 is disposed at the lower portion of the vehicle body 2 so as to be swingable about the shaft (left and right hinge pins 42 and 43) extending in the left-right direction of the vehicle body 2. The central portion of the swing axle 60 is connected to the lower end of the swing bracket 46 via a swing shaft 47, and the swing axle 60 is supported by the swing bracket 46 on the swing tip side of the swing bracket 46. The

The oscillating cylinder 50 has a cylinder tube side pivoted to a cylinder bracket 44 provided at the rear portion of the base bracket 41, and a rod side pivoted to an upper end portion of the oscillating bracket 46, and can be expanded and contracted using hydraulic pressure. Configured. The swing cylinder 50 swings the swing bracket 46 about a shaft (left and right hinge pins 42, 43) extending in the left-right direction of the vehicle body 2 to support the left rear iron wheel 75 and the right rear iron wheel 85. , The left rear iron wheel 75 and the right rear iron wheel 85 stored upward (in the vehicle body 2) (see the two-dot chain line in FIG. 4), and the left rear iron wheel 75 and the right rear iron wheel 85 projecting downward. It is displaced to the exit position (see the solid line in FIG. 4).

  The swing shaft 47 is disposed so as to extend in the front-rear direction of the vehicle body 2 in a state where the swing axle 60 is located at the extended position. As a result, the swing axle 60 is pivoted about the swing shaft 47 extending in the front-rear direction of the vehicle body 2 when positioned at the extended position by the displacement mechanism 45 (the swing bracket 46 and the swing cylinder 50). It is configured to be swingable in a plane perpendicular to the shaft 47.

  A left swing lock cylinder 51 and a right swing lock cylinder 52 that restrict the swing of the swing axle 60 located at the overhanging position are attached to the left and right side portions of the base bracket 41. The left rocking lock cylinder 51 is configured to be extendable in the vertical direction using hydraulic pressure. Below the left swing lock cylinder 51 (on the rod side), a cylinder storage detector 51a that detects that the left swing lock cylinder 51 has been reduced to a predetermined swingable position is provided. The predetermined swingable position is set to a position at which the lower end of the left swing lock cylinder 51 is separated from the swing axle 60 located at the extended position and the swing axle 60 can swing. A cylinder overhang detector 51b that detects that the left swing lock cylinder 51 extends and contacts the left shaft support portion 62 of the swing axle 60 is disposed on the upper portion (cylinder tube side) of the left swing lock cylinder 51. Is provided.

  The right swing lock cylinder 52 has the same configuration as the left swing lock cylinder 51, and includes a cylinder storage detector 52a that detects that the right swing lock cylinder 52 has been reduced to a predetermined swingable position, A cylinder overhang detector 52b is provided for detecting that the dynamic lock cylinder 52 is extended and is in contact with the right shaft support 67 of the swing axle 60. As described above, the left swing lock cylinder 51 and the right swing lock cylinder 52 are respectively controllers based on the detection signals output from the cylinder storage detectors 51a and 52a and the cylinder extension detectors 51b and 52b (details will be described later). ) Is separated from the swing control position that contacts the swing axle 60 positioned at the extended position and controls the swing of the swing axle 60, and the swing axle 60 positioned at the extended position. The swingable axle 60 is configured to be extendable and retractable from a swingable position that enables the swingable axle 60 to swing.

  The swing axle 60 includes a beam portion 61 formed at an intermediate portion of the swing axle 60, and a left shaft support portion 62 and a right shaft support portion 67 formed at both left and right ends of the beam portion 61, respectively. The left rear iron wheel 75 and the right rear iron wheel 85 are rotatably supported. The beam portion 61 is formed in a rod shape extending in the left-right direction of the vehicle body 2, and the above-described swing shaft 47 is connected to the central portion of the beam portion 61 so that the beam portion 61 can swing around the swing shaft 47. The left shaft support part 62 is formed in a gate shape surrounding the left rear iron ring 75 and rotatably supports the left rear iron ring 75. The right shaft support portion 67 is formed in a gate shape surrounding the right rear iron wheel 85 and rotatably supports the right rear iron wheel 85.

  Further, the beam portion 61 is connected to the lower ends of the left shaft support portion 62 and the right shaft support portion 67 and is located side by side with the rotation shaft portions of the left rear iron wheel 75 and the right rear iron wheel 85. The left shaft support portion 62 and the right shaft support portion 67 protrude upward from the beam portion 61. As a result, when the swing axle 60 is located at the extended position, the vehicle body 2 has a substantially M shape when viewed from the front-rear direction, and the left shaft support portion 62 and the right shaft support portion 67 are formed on the upper surface side of the beam portion 61. An opening space S that opens upward is sandwiched between the two. A part of the swing bracket 46 enters the opening space S.

Further, a left swing prevention spring 56 is disposed in a gap between the swing bracket 46 and the left shaft support portion 62 in the opening space S, and the swing bracket 46 and the right shaft support portion 67 in the opening space S are arranged. A right swing prevention spring 57 is disposed in the gap. The left swing prevention spring 56 is mainly composed of a compression coil spring. One end of the left swing prevention spring 56 is connected to a left mounting angle 48 attached to the left side portion of the swing bracket 46 and the other end abuts on the left side of the beam portion 61. ing. The right swing prevention spring 57 has the same configuration as the left swing prevention spring 56, and one end is connected to a right mounting angle 49 attached to the right side of the swing bracket 46 and the other end is a beam portion 61. It is in contact with the right side. The left and right swing prevention springs 56 and 57 can swing the swing axle 60 during orbital travel. However, when the swing axle 60 is located at the retracted position or when the swing axle 60 is at the retracted position ( Unnecessary rocking of the rocking axle 60 when the left rear iron wheel 75 and the right rear iron wheel 85 are not on the rail (track) R, such as when displaced from the overhanging position) to the overhanging position (storage position). Are now regulated.

  As shown in FIG. 6, the left rear iron wheel 75 is connected to the left iron wheel shaft 71 so as to be slidable in the extending direction. The left iron wheel shaft 71 is formed in the shape of a spline shaft extending in the left-right direction of the vehicle body 2 and is supported at both ends by the left shaft support portion 62 so as to be rotatable. Thereby, the left rear iron wheel 75 spline-fitted with the left iron wheel shaft 71 is rotatably supported by the left shaft support portion 62. In the gap between the left rear iron wheel 75 and the left shaft support portion 62 in the left iron wheel shaft 71, the left iron wheel shaft is arranged so that the distance between the left rear iron wheel 75 and the right rear iron wheel 85 matches the width of the rail (track) R. A left gauge fixing collar 72 for fixing the position of the left rear iron wheel 75 on 71 is attached.

  The left gauge fixing collar 72 is formed in a cylindrical shape surrounding the left iron wheel shaft 71, and includes a first divided member 73 and a second divided member 74 obtained by dividing the cylindrical shape into two in the circumferential direction. The first split member 73 and the second split member 74 are each formed in a semi-cylindrical shape and assembled by four screw members 79a to 79d. The left gauge fixing collar 72 includes a gap (see FIG. 7) between the left rear iron wheel 75 and the left shaft support portion 62 slid to the base end side (right side) of the left iron wheel shaft 71, and the left iron wheel shaft 71. The left rear iron wheel 75 slid to the front end side (left side) and the left shaft support portion 62 are configured to be selectively attachable to any one of the gap portions. Thereby, the space | interval of the left rear iron wheel 75 and the right rear iron wheel 85 can be match | combined with the width | variety of two types of rails (track | truck) R of a standard gauge and a narrow gauge, for example.

  Similarly to the case of the left rear iron wheel 75, the right rear iron wheel 85 is connected to a right iron wheel shaft (not shown) so as to be slidable in the extending direction. The right iron wheel shaft (not shown) has the same configuration as the left iron wheel shaft 71 and is supported at both ends by the right shaft support portion 67 so as to be rotatable. Accordingly, the right rear iron wheel 85 that is spline-fitted with the right iron wheel shaft is rotatably supported by the right shaft support portion 67. In the gap between the right rear iron wheel 85 and the right shaft support portion 67 in the right iron wheel shaft, in order to adjust the distance between the left rear iron wheel 75 and the right rear iron wheel 85 to the width of the rail (track) R, A right gauge fixing collar 82 for fixing the position of the right rear iron wheel 85 is attached. The right gauge fixed collar 82 has the same configuration as the left gauge fixed collar 72, and a detailed description thereof will be omitted.

  A left brake device 77 is provided on the outer side portion (left side portion) of the left shaft support portion 62. As shown in FIGS. 3 to 5, the left brake device 77 includes a brake rotor 77 a connected to the distal end portion of the left iron wheel shaft 71 and a brake caliper attached to the outer side portion (left side portion) of the left shaft support portion 62. 77b and a parking brake caliper 77c, and the left rear iron wheel 75 is braked by the operation of the brake caliper 77b or the parking brake caliper 77c. On the other hand, a right brake device 87 is provided on the outer side portion (right side portion) of the right shaft support portion 67. As shown in FIG. 3, the right brake device 87 includes a brake rotor 87 a connected to the tip of a right iron wheel shaft (not shown) and a brake attached to the outer side (right side) of the right shaft support 67. The caliper 87b and the parking brake caliper (not shown) are configured, and the right rear iron wheel 85 is braked by the operation of the brake caliper 87b or the parking brake caliper.

The track-and-rail work vehicle 1 configured as described above includes a road running state in which the left and right front iron wheels 25 and 35 and the rear iron wheels 75 and 85 are stored in the vehicle body 2 so that the tire wheels 3 can run on the road, The front iron wheels 25, 35 and the rear iron wheels 75, 85 project downward and can be switched to a track running state in which each iron wheel can run on the rail (track) R. To set the road running state, the left and right iron wheel holding brackets 24 and 34 are swung to the retracted position by the swing cylinders 26 and 36 of the left front track running device 20 and the right front track running device 30, and the rear The swinging axle 60 is displaced to the retracted position by the displacement mechanism 45 of the side track traveling device 40, and the tire wheel 3 is grounded. On the other hand, in order to set the track running state, the left and right iron wheel holding brackets 24 and 34 are rocked and displaced to the extended position by the rocking cylinders 26 and 36 of the left front track running device 20 and the right front track running device 30. In addition, the rear-side track traveling device 40
The displacement axle 45 is used to displace the swing axle 60 to the extended position, and the left and right front iron wheels 25 and 35 and the rear iron wheels 75 and 85 are extended downward.

  The turntable 6 is used when switching the traveling state, that is, switching from the road traveling state to the track traveling state or the reverse switching. For example, in the transition from the road running state to the track running state, first, the track work vehicle 1 is traveled on the road and moved to the level crossing nearest to the work site, and the track work vehicle 1 is stopped so as to cross the track. Next, a turntable extension storage cylinder (not shown) is operated to extend the turntable 6 downward, and the vehicle body 2 is lifted and supported by the turntable 6. Next, a vehicle body turning motor (not shown) is operated to rotate the turntable 6 horizontally, and the vehicle body 2 is turned about 90 degrees until the direction of the vehicle body 2 coincides with the rail direction. Next, as described above, the left and right front iron wheels 25 and 35 and the rear iron wheels 75 and 85 are projected downward and placed on the rail R while the rolling table 6 is stored upward by the rolling table extension storage cylinder. . As a result, the track-and-rail work vehicle 1 is moved from the road onto the rail R.

  The track-and-work vehicle 1 transferred and moved on the rail R can run on the rail R by rotating the left and right front iron wheels 25 and 35 with the left and right iron wheel drive motors 27 and 37. When the track-and-rail work vehicle 1 travels on the track and moves to the work site, the worker can perform work at a high place by using a high place work device (not shown). When the work is completed, the track-and-work vehicle 1 travels on the track and moves to the level crossing, and the vehicle body 2 is supported and turned by the turntable 6. At this time, the left and right front iron wheels 25 and 35 and the rear iron wheels 75 and 85 are separated from the rail R and stored in the vehicle body 2 as described above. Then, after the turntable 6 is retracted and the vehicle body 2 is lowered onto the road, the tire wheel 3 is driven to travel on the road and move to another place.

  When the track is running, the left and right rear iron wheels 75 and 85 move in the vertical direction along with the swing of the swing axle 60, so that the left and right rear iron wheels 75 and 85 have a difference in height between the left and right on the rail (track) R. Follow. In this way, the track-and-rail work vehicle 1 can travel stably on the rail (track) R. In the present embodiment, the swing axle 60 located at the overhanging position has a substantially M shape when viewed from the front-rear direction of the vehicle body 2. As a result, the beam portion 61 of the swing axle 60 is positioned side by side with the shaft portions of the left and right rear iron wheels 75, 85, and therefore the height of the swing fulcrum (swing shaft 47) of the beam portion 61 is left and right. The height decreases to the height near the shaft portion of the rear iron wheels 75 and 85. Therefore, when the left and right rear iron wheels 75 and 85 follow the difference in height between the left and right on the rail (track) R, the lateral vibration of the vehicle body 2 due to the swinging of the beam portion 61 is reduced, and the track travels. The stability of the vehicle body 2 can be improved. Further, since the left and right shaft support portions 62 and 67 projecting upward from the beam portion 61 are formed in a gate shape, both ends of the left and right rear iron rings 75 and 85 can be supported. The required strength of the 85 shaft portions (left and right iron wheel shafts) can be reduced. Further, since the substantially M-shaped swing axle 60 is formed like a tie rod on the axis between the left and right rear iron wheels 75, 85, the rigidity against the pressure in the lateral direction can be improved.

In this embodiment, since the swing shaft 47 is arranged on a straight line passing through the shaft portions of the left and right rear iron wheels 75, 85, the height of the swing support point (swing shaft 47) of the beam portion 61 is set to each height. The height is reduced to the height of the shaft portions of the rear iron wheels 75 and 85. Therefore, when the left and right rear iron wheels 75 and 85 follow the difference in height between the left and right on the rail (track) R, the lateral movement of the vehicle body 2 due to the swinging of the beam portion 61 is further reduced, and the track travels. The stability of the vehicle body 2 at the time can be further improved.

  Further, the left swing prevention spring 56 and the right swing prevention spring 57 are arranged in the opening space S formed in the substantially M-shaped swing axle 60, so that the swing axle 60 is unnecessarily swung. Can be prevented.

  The displacement mechanism 45 that displaces the swing axle 60 in the vertical direction includes a swing bracket 46 that can swing around a shaft extending in the left-right direction of the vehicle body 2 and a swing cylinder 50 that swings the swing bracket 46. And is configured. Thereby, the swing axle 60 can be displaced between the retracted position and the extended position with a compact configuration with a small operating range.

  Further, when working at a high place on the work site, the left swing lock cylinder 51 and the right swing lock cylinder 52 are each extended from a predetermined swingable position to a swing restriction position, and the left of the swing axle 60 is moved. Abutting on the shaft support portion 62 and the right shaft support portion 67, the swing of the swing axle 60 located at the extended position is restricted. As described above, when the swing of the swing axle 60 is restricted by the left and right swing lock cylinders 51 and 52, the bodywork (elevation work apparatus 10) is supported at four points. The support stability of the vehicle body 2 when stopped at can be improved. Further, since the left rocking lock cylinder 51 and the right rocking lock cylinder 52 are interposed between the vehicle body 2 and the rocking axle 60, the left and right rocking lock cylinders 51, 52 are not required to check the surrounding safety. Can be activated. Therefore, it is possible to operate from the driving cab 2a and the work table 14 and to be automated by the vehicle control system, which can contribute to improvement of work efficiency.

  Further, the left rocking lock cylinder 51 and the right rocking lock cylinder 52 have a rocking restriction position that restricts rocking of the rocking axle 60 and a rockable position that enables the rocking axle 60 to rock. By being configured to be extendable between the two, it is possible to easily switch between a state in which the swing of the swing axle 60 is restricted and a state in which the swing axle 60 can swing. When the work is completed, the left swing lock cylinder 51 and the right swing lock cylinder 52 are respectively reduced from the swing restriction position to the swingable position, and the left shaft support 62 and the right shaft of the swing axle 60 are operated. The swing axle 60 which is separated from the support portion 67 and located at the overhang position can be swung.

  Here, the operation control of the left and right swing lock cylinders 51 and 52 will be described with reference to FIG. As shown in FIG. 7, the control device of the railroad work vehicle 1 is mainly configured by a controller 100 installed inside the vehicle body 2. The controller 100 includes a valve control unit 101 and a boom storage determination unit 102. The valve control unit 101 is electrically connected to the boom storage determination unit 102 and receives a determination signal output from the boom storage determination unit 102. Then, the valve control unit 101 electromagnetically drives the spool of the first hydraulic control valve V1 corresponding to the left and right swing lock cylinders 51 and 52 based on the determination signal input from the boom storage determination unit 102.

  The valve control unit 101 is electrically connected to the cylinder storage detectors 51a and 52a and the cylinder extension detectors 51b and 52b, and is output from the cylinder storage detectors 51a and 52a and the cylinder extension detectors 51b and 52b, respectively. The detected signal is input to the valve control unit 101. The valve control unit 101 is electrically connected to the control stop switch 111, and a stop operation signal output from the control stop switch 111 is input to the valve control unit 101. The control stop switch 111 is provided in the driving cab 2a, and outputs a stop operation signal to the valve control unit 101 when a push operation or the like is performed by an operator.

  The valve control unit 101 is electrically connected to the upper operation device 14a, and a boom operation signal output from the upper operation device 14a is input to the valve control unit 101. The valve control unit 101 electromagnetically drives the spool of the second hydraulic control valve V2 corresponding to the boom actuator 120 based on the boom operation signal input from the upper operation device 14a. Here, the boom actuator 120 is a general term for the swing motor 15, the hoisting cylinder 16, the telescopic cylinder 17, and the swing motor 19.

  The valve control unit 101 is electrically connected to the parking brake lever 112, and a brake operation signal output from the parking brake lever 112 is input to the valve control unit 101. The valve control unit 101 electromagnetically drives the spool of the third hydraulic control valve V3 corresponding to the parking brake caliper 130 based on the brake operation signal input from the parking brake lever 112. Here, the parking brake caliper 130 includes the parking brake caliper 29c of the left front track running device 20, the parking brake caliper (not shown) of the right front track running device 30, and the left brake device 77 of the rear track running device 40. The parking brake caliper 77c and the parking brake caliper (not shown) of the right brake device 87 are collectively referred to. The parking brake lever 112 is provided in the driving cab 2a, and outputs a brake operation signal to the valve control unit 101 when a pulling operation or the like is performed by an operator.

  The valve control unit 101 is electrically connected to the travel operation device 113, and a travel operation signal output from the travel operation device 113 is input to the valve control unit 101. Then, the valve control unit 101 electromagnetically drives the spool of the fourth hydraulic control valve V4 corresponding to the left and right iron wheel drive motors 27 and 37 based on the travel operation signal input from the travel operation device 113, and the brake caliper 140. The spool of the fifth hydraulic control valve V5 corresponding to is electromagnetically driven. Here, the brake caliper 140 is a brake caliper 29b of the left front track running device 20, a brake caliper (not shown) of the right front track running device 30, and a brake caliper 77b of the left brake device 77 of the rear track running device 40. The brake caliper 87b of the right brake device 87 is a general term. The travel operation device 113 is provided in the driving cab 2 a and outputs a travel operation signal corresponding to the operation of an operator or the like to the valve control unit 101.

  The first to fifth hydraulic control valves V1 to V5 are electromagnetic valves that control the supply of hydraulic oil from the hydraulic pump 150 to each actuator. A hydraulic pump 150 provided inside the vehicle body 2 is rotationally driven by an engine or an electric motor (not shown) and supplies hydraulic oil to the left and right rocking lock cylinders 51 and 52 via the first hydraulic control valve V1. Hydraulic oil is supplied to the boom actuator 120 via the second hydraulic control valve V2, hydraulic oil is supplied to the parking brake caliper 130 via the third hydraulic control valve V3, and left and right via the fourth hydraulic control valve V4. The hydraulic oil is supplied to the iron wheel drive motors 27 and 37, and the hydraulic oil is supplied to the brake caliper 140 via the fifth hydraulic control valve V5.

  The boom storage determination unit 102 is electrically connected to the boom storage detector 114, and a detection signal output from the boom storage detector 114 is input to the boom storage determination unit 102. Then, the boom storage determination unit 102 determines whether or not the aerial work device 10 (boom 12) is in the storage state (see the solid line in FIG. 1) based on the detection signal input from the boom storage detector 114. (See the two-dot chain line in FIG. 1), and a determination signal is output to the valve control unit 101. The boom storage detector 114 is provided on the vehicle body 2 and outputs a storage detection signal of the boom 12 to the boom storage determination unit 102 when the boom 12 is positioned at a predetermined storage position (see the solid line in FIG. 1). .

Next, the operation of the controller 100 when the track-and-work vehicle 1 that is set to be switched to the track running state is located on the rail (track) R will be described. First, when the aerial work device 10 is in the retracted state, a boom storage detection signal is output from the boom storage detector 114 and input to the boom storage determination unit 102. When the storage detection signal is input from the boom storage detector 114, the boom storage determination unit 102 determines that the aerial work device 10 (boom 12) is in the storage state, and outputs the storage determination signal to the valve control unit 101. To do. When the storage determination signal is input from the boom storage determination unit 102, the valve control unit 101 receives the storage detection signals (of the left and right swing lock cylinders 51, 52) from the left and right cylinder storage detectors 51a, 52a. If not, the spool of the first hydraulic control valve V1 is electromagnetically driven in a direction to reduce the left and right swing lock cylinders 51 and 52. Then, hydraulic oil is supplied from the hydraulic pump 150 to the left and right swing lock cylinders 51 and 52 via the first hydraulic control valve V1, and the left and right swing lock cylinders 51 and 52 are contracted. When storage detection signals are input from the left and right cylinder storage detectors 51a and 52a, the valve control unit 101 neutralizes the spool of the first hydraulic control valve V1 so as to stop the left and right swing lock cylinders 51 and 52. return.

  As a result, the left rocking lock cylinder 51 and the right rocking lock cylinder 52 are contracted to the above-described rockable position and separated from the left shaft support part 62 and the right shaft support part 67 of the rocking axle 60. The swing axle 60 located at the extended position can swing (centering on the swing shaft 47). Therefore, the track-and-rail work vehicle 1 can stably travel on the rail (track) R. In this case, when the travel operation device 113 is operated by an operator or the like, a travel operation signal corresponding to the operation of the worker or the like is input from the travel operation device 113 to the valve control unit 101. When the travel operation signal is input from the travel operation device 113, the valve control unit 101 electromagnetically drives the spool of the fourth hydraulic control valve V4 or the fifth hydraulic control valve V5 according to the input travel operation signal. Then, hydraulic oil is supplied from the hydraulic pump 150 to the left and right iron wheel drive motors 27 and 37 via the fourth hydraulic control valve V4, and the left and right iron wheel drive motors 27 and 37 rotate and drive the left and right front iron wheels 25 and 35. If necessary, hydraulic oil is supplied from the hydraulic pump 150 to the brake caliper 140 via the fifth hydraulic control valve V5, and the brake caliper 140 brakes the left and right front iron wheels 25 and 35 and the rear iron wheels 75 and 85.

  In addition, when working at a high place on the work site, the parking brake lever 112 is operated when the track work vehicle 1 is parked on the rail (track) R, and the upper operation device 14a is operated to operate the high place work device 10. Is operated. When a brake operation signal is input from the parking brake lever 112, the valve control unit 101 electromagnetically drives the spool of the third hydraulic control valve V3. Then, hydraulic oil is supplied from the hydraulic pump 150 to the parking brake caliper 130 via the third hydraulic control valve V3, and the parking brake caliper 130 brakes the left and right front iron wheels 25 and 35 and the rear iron wheels 75 and 85. When a boom operation signal is input from the upper operation device 14a, the valve control unit 101 electromagnetically drives the spool of the second hydraulic control valve V2 according to the input boom operation signal. Then, the hydraulic oil is supplied from the hydraulic pump 150 to the boom actuator 120 via the second hydraulic control valve V2, and the boom 12 swings, undulates, expands and contracts, and the like.

As described above, when the aerial work device 10 is in the non-retracted state, the boom storage detector 114 outputs the non-storage detection signal of the boom 12 and inputs the boom storage determination unit 102. When the non-storage detection signal is input from the boom storage detector 114, the boom storage determination unit 102 determines that the aerial work device 10 (boom 12) is in the non-storage state, and sends the non-storage determination signal to the valve control unit. 101. When the non-storage determination signal is input from the boom storage determination unit 102, the valve control unit 101 receives an extension detection signal (of the left and right swing lock cylinders 51, 52) from the left and right cylinder extension detectors 51b, 52b. When not inputted, the spool of the first hydraulic control valve V1 is electromagnetically driven in the direction in which the left and right swing lock cylinders 51 and 52 are extended. Then, hydraulic oil is supplied from the hydraulic pump 150 to the left and right swing lock cylinders 51 and 52 via the first hydraulic control valve V1, and the left and right swing lock cylinders 51 and 52 are extended. When the overhang detection signal is input from the left and right cylinder overhang detectors 51b and 52b, the valve control unit 101 causes the spool of the first hydraulic control valve V1 to stop the left and right rocking lock cylinders 51 and 52. Return to neutral.

  As a result, the left swing lock cylinder 51 and the right swing lock cylinder 52 are extended to the aforementioned swing restriction position, and come into contact with the left shaft support portion 62 and the right shaft support portion 67 of the swing axle 60, respectively. The swing of the swing axle 60 located at the extended position is restricted. Therefore, the support stability of the vehicle body 2 when stopped on the track can be improved.

  As described above, according to the first embodiment, the controller 100 includes the left and right swing lock cylinders 51, so that the swing axle 60 can swing when the aerial work device 10 is in the retracted state. The operation of the left and right rocking lock cylinders 51 and 52 is controlled so as to restrict the rocking of the rocking axle 60 when the aerial work device 10 is in the non-retracted state. Therefore, when the aerial work apparatus 10 is in the retracted state, stable track traveling is possible, and when the aerial work apparatus 10 is in the non-retracted state, the support stability of the vehicle body 2 is improved and the aerial work is performed. The working range of the device 10 can be expanded.

  When an operation signal is input from the control stop switch 111, the valve control unit 101 stops outputting the control signal to the first hydraulic control valve V1. In this case, the left and right swing lock cylinders 51 and 52 can be manually operated. In this way, by further including a control stop switch 111 for performing an operation for stopping the operation control of the left and right rocking lock cylinders 51 and 52 by the controller 100 (valve control unit 101), the cylinder storage detector 51a, When the 52a and the cylinder overhang detectors 51b and 52b are out of order, the unintended operation of the rocking lock cylinders 51 and 52 can be prevented, and the safety of the track work vehicle 1 can be improved.

  In the first embodiment described above, the aerial work device 10 using the boom 12 is mounted on the upper portion of the vehicle body 2, but the present invention is not limited to this, and the work device can be a vertical type such as a scissor type or a post type. An elevating altitude work device, a crane device, or the like may be mounted on the upper portion of the vehicle body 2.

  Next, a second embodiment of the present application will be described. The track-and-work vehicle of the second embodiment has the same configuration as that of the track-and-rail work vehicle 1 according to the first embodiment except for the configuration of the control device, and the same reference numerals as those of the first embodiment are given to the respective parts. Detailed description is omitted. As shown in FIG. 8, the control device of the second embodiment is mainly configured by a controller 200 installed inside the vehicle body 2. The controller 200 includes a valve control unit 201 and a boom position determination unit 202. The valve control unit 201 is electrically connected to the boom position determination unit 202 and receives a determination signal output from the boom position determination unit 202. Then, the valve control unit 201 electromagnetically drives the spool of the first hydraulic control valve V1 corresponding to the left and right swing lock cylinders 51 and 52 using the determination signal input from the boom position determination unit 202.

  The valve controller 201 is electrically connected to the cylinder storage detectors 51a and 52a and the cylinder extension detectors 51b and 52b, and is output from the cylinder storage detectors 51a and 52a and the cylinder extension detectors 51b and 52b, respectively. The detected signal is input to the valve control unit 201. The valve control unit 201 is electrically connected to the control stop switch 111, and a stop operation signal output from the control stop switch 111 is input to the valve control unit 201.

The valve control unit 201 is electrically connected to the upper operation device 14a, and a boom operation signal output from the upper operation device 14a is input to the valve control unit 201. Then, the valve control unit 201 electromagnetically drives the spool of the second hydraulic control valve V2 corresponding to the boom actuator 120 based on the boom operation signal input from the upper operation device 14a.

  The valve control unit 201 is electrically connected to the parking brake lever 112, and a brake operation signal output from the parking brake lever 112 is input to the valve control unit 201. The valve control unit 201 electromagnetically drives the spool of the third hydraulic control valve V3 corresponding to the parking brake caliper 130 based on the brake operation signal input from the parking brake lever 112.

  The valve control unit 201 is electrically connected to the travel operation device 113, and a travel operation signal output from the travel operation device 113 is input to the valve control unit 101. Then, the valve control unit 201 electromagnetically drives the spool of the fourth hydraulic control valve V4 corresponding to the left and right iron wheel drive motors 27 and 37 based on the travel operation signal input from the travel operation device 113, and the brake caliper 140. The spool of the fifth hydraulic control valve V5 corresponding to is electromagnetically driven. Further, the valve control unit 201 electromagnetically drives the spool of the fourth hydraulic control valve V4 corresponding to the left and right iron wheel drive motors 27 and 37 based on the traveling operation signal input from the upper operation device 14a, and the brake caliper 140 is driven. It is also possible to electromagnetically drive the spool of the fifth hydraulic control valve V5 corresponding to.

  The boom position determination unit 202 is electrically connected to the boom undulation angle detector 115, the boom turning angle detector 116, and the boom extension detector 117. The boom undulation angle detector 115, the boom turning angle detector 116, and the boom A detection signal output from the extension detector 117 is input to the boom position determination unit 202. The boom position determination unit 202 then detects the tip position of the boom 12 (that is, the work table 14) based on detection signals input from the boom undulation angle detector 115, the boom turning angle detector 116, and the boom extension detector 117. ) Is calculated, and it is determined whether or not the calculated tip position of the boom 12 is located inside a predetermined boom operation range, and a determination signal is output to the valve control unit 201. The boom undulation angle detector 115 is built in the boom 12, detects the undulation angle of the boom 12, and outputs a detection signal to the boom position determination unit 202. The boom turning angle detector 116 is built in the turntable 11, detects the turn angle of the boom 12 (the turntable 11), and outputs a detection signal to the boom position determination unit 202. The boom extension detector 117 is built in the boom 12, detects the length of the boom 12, and outputs a detection signal to the boom position determination unit 202.

  Next, the operation of the controller 200 when the track-and-work vehicle switched to the track running state is positioned on the rail (track) R will be described. First, when the brake operation of the parking brake lever 112 is not performed, the brake operation signal is not output from the parking brake lever 112, and the boom undulation angle detector 115, the boom turning angle detector 116, and the boom extension detector 117 are not output. A detection signal is output and input to the boom position determination unit 202. The boom position determination unit 202 determines the tip position of the boom 12 (that is, the position of the work table 14) based on detection signals input from the boom undulation angle detector 115, the boom turning angle detector 116, and the boom extension detector 117. ), And when it is determined that the calculated tip position of the boom 12 is located inside a predetermined boom operation range surrounding the vehicle body 2, an inner determination signal is output to the valve control unit 201. It should be noted that the predetermined boom operating range is provided in the range where the work platform 14 and overhead lines (and the like are provided around the track) when the track-and-rail work vehicle travels with the tip position (work table 14) of the boom 12 within this range. Is set as a range that does not come into contact with the track facility), and is stored in an internal memory (not shown).

When the inside determination signal is input from the boom position determination unit 202, the valve control unit 201 receives the storage detection signals (of the left and right swing lock cylinders 51, 52) from the left and right cylinder storage detectors 51a, 52a. If not, the spool of the first hydraulic control valve V1 is electromagnetically driven in a direction to reduce the left and right swing lock cylinders 51 and 52. Then, hydraulic oil is supplied from the hydraulic pump 150 to the left and right swing lock cylinders 51 and 52 via the first hydraulic control valve V1, and the left and right swing lock cylinders 51 and 52 are contracted. When storage detection signals are input from the left and right cylinder storage detectors 51a and 52a, the valve control unit 101 neutralizes the spool of the first hydraulic control valve V1 so as to stop the left and right swing lock cylinders 51 and 52. return.

  As a result, the left rocking lock cylinder 51 and the right rocking lock cylinder 52 are contracted to the above-described rockable position and separated from the left shaft support part 62 and the right shaft support part 67 of the rocking axle 60. The swing axle 60 located at the extended position can swing (centering on the swing shaft 47). Therefore, the track-and-rail work vehicle can travel stably on the rail (track) R. In this case, when the travel operation device 113 is operated by an operator or the like, a travel operation signal corresponding to the operation of the worker or the like is input from the travel operation device 113 to the valve control unit 201. When the travel operation signal is input from the travel operation device 113, the valve control unit 201 electromagnetically drives the spool of the fourth hydraulic control valve V4 or the fifth hydraulic control valve V5 according to the input travel operation signal. Then, hydraulic oil is supplied from the hydraulic pump 150 to the left and right iron wheel drive motors 27 and 37 via the fourth hydraulic control valve V4, and the left and right iron wheel drive motors 27 and 37 rotate and drive the left and right front iron wheels 25 and 35. If necessary, hydraulic oil is supplied from the hydraulic pump 150 to the brake caliper 140 via the fifth hydraulic control valve V5, and the brake caliper 140 brakes the left and right front iron wheels 25 and 35 and the rear iron wheels 75 and 85. At this time, the valve control unit 201 electromagnetically drives the spool of the fourth hydraulic control valve V4 or the fifth hydraulic control valve V5 only when the aerial work device 10 is in the retracted state described above to It can also be made orbital.

  In addition, when working at a high place on the work site, the parking brake lever 112 is operated when the track work vehicle 1 is parked on the rail (track) R, and the upper operation device 14a is operated to operate the high place work device 10. Is operated. As described above, when the brake operation of the parking brake lever 112 is performed, a brake operation signal is output from the parking brake lever 112 and input to the valve control unit 201. When a brake operation signal is input from the parking brake lever 112, the valve control unit 201 electromagnetically drives the spool of the third hydraulic control valve V3. Then, hydraulic oil is supplied from the hydraulic pump 150 to the parking brake caliper 130 via the third hydraulic control valve V3, and the parking brake caliper 130 brakes the left and right front iron wheels 25 and 35 and the rear iron wheels 75 and 85.

  Further, when a brake operation signal is input from the parking brake lever 112, the valve control unit 201 receives an extension detection signal (of the left and right swing lock cylinders 51 and 52) from the left and right cylinder extension detectors 51b and 52b. When not inputted, the spool of the first hydraulic control valve V1 is electromagnetically driven in the direction in which the left and right swing lock cylinders 51 and 52 are extended. Then, hydraulic oil is supplied from the hydraulic pump 150 to the left and right swing lock cylinders 51 and 52 via the first hydraulic control valve V1, and the left and right swing lock cylinders 51 and 52 are extended. When the overhang detection signal is input from the left and right cylinder overhang detectors 51b and 52b, the valve control unit 101 causes the spool of the first hydraulic control valve V1 to stop the left and right rocking lock cylinders 51 and 52. Return to neutral.

  As a result, the left swing lock cylinder 51 and the right swing lock cylinder 52 are extended to the aforementioned swing restriction position, and come into contact with the left shaft support portion 62 and the right shaft support portion 67 of the swing axle 60, respectively. The swing of the swing axle 60 located at the extended position is restricted. Therefore, it is possible to improve the support stability of the vehicle body 2 when it is stopped on the track before operating the aerial work apparatus 10 (such as the boom 12).

Then, when a boom operation signal is input from the upper operation device 14a, the valve control unit 201 electromagnetically drives the spool of the second hydraulic control valve V2 according to the input boom operation signal. Then, the hydraulic oil is supplied from the hydraulic pump 150 to the boom actuator 120 via the second hydraulic control valve V2, and the boom 12 swings, undulates, expands and contracts, and the like. At this time, detection signals are output from the boom undulation angle detector 115, the boom turning angle detector 116, and the boom extension detector 117, and are input to the boom position determination unit 202. The boom position determination unit 202 calculates the tip position of the boom 12 based on detection signals input from the boom undulation angle detector 115, the boom turning angle detector 116, and the boom extension detector 117. When the boom position determination unit 202 determines that the calculated tip position of the boom 12 is located inside a predetermined boom operation range, the boom position determination unit 202 outputs an inner determination signal to the valve control unit 201, and the calculated tip position of the boom 12 is determined in advance. If it is determined that the position is outside the boom operating range, an outside determination signal is output to the valve control unit 201.

  In principle, when a brake operation signal is input from the parking brake lever 112, the valve control unit 201 controls the swing control of the left and right swing lock cylinders 51 and 52 regardless of the input of the determination signal from the boom position determination unit 202. The spool of the first hydraulic control valve V1 is electromagnetically driven so as to extend to the position. However, when the travel control signal is input from the upper operation device 14a, the valve control unit 201 receives the inner determination signal from the boom position determination unit 202 even if the brake operation signal is input from the parking brake lever 112. In order to reduce the left and right swing lock cylinders 51 and 52 to a swingable position, the spool of the first hydraulic control valve V1 is electromagnetically driven, and the left and right front iron wheels 25 and 35 and the rear iron wheel by the parking brake caliper 130 are driven. The spool of the third hydraulic control valve V3 is electromagnetically driven so as to release the brakes 75 and 85. Thus, the track-and-rail work vehicle can stably travel on the rail (track) R in a state where the aerial work device 10 (boom 12 or the like) is activated. Then, the valve control unit 201 electromagnetically drives the spool of the fourth hydraulic control valve V4 or the fifth hydraulic control valve V5 according to the traveling operation signal input from the upper operation device 14a. Then, hydraulic oil is supplied from the hydraulic pump 150 to the left and right iron wheel drive motors 27 and 37 via the fourth hydraulic control valve V4, and the left and right iron wheel drive motors 27 and 37 rotate and drive the left and right front iron wheels 25 and 35. If necessary, hydraulic oil is supplied from the hydraulic pump 150 to the brake caliper 140 via the fifth hydraulic control valve V5, and the brake caliper 140 brakes the left and right front iron wheels 25 and 35 and the rear iron wheels 75 and 85.

  On the other hand, when the outside determination signal is input from the boom position determination unit 202, the valve control unit 201 does not receive a signal from the parking brake lever 112 even if a traveling operation signal is input from the upper operation device 14 a or the traveling operation device 113. Regardless of the input of the brake operation signal, the spool of the first hydraulic control valve V1 is electromagnetically driven so as to extend the left and right swing lock cylinders 51 and 52 to the swing restriction position. Further, in this case, the valve control unit 201 does not perform electromagnetic drive on the fourth hydraulic control valve V4 corresponding to the left and right iron wheel drive motors 27 and 37. Thereby, when the tip position of the boom 12 is located outside the predetermined boom operation range, the swing of the swing axle 60 is restricted, and the support stability of the vehicle body 2 is maintained, and the railroad work vehicle Orbital travel is regulated.

  As described above, according to the second embodiment, the controller 200 controls the left and right sides so that the swing axle 60 can swing when the tip position of the boom 12 is located inside the predetermined boom operation range. The left and right swing lock cylinders 51 are controlled so as to control the swing of the swing axle 60 when the operation of the swing lock cylinders 51 and 52 is controlled and the position of the boom 12 is located outside the predetermined boom operating range. , 52 are controlled. Therefore, when the position of the boom 12 is located inside the predetermined boom operating range, stable trajectory traveling is possible with the boom 12 fixed at this position, and the position of the boom 12 is outside the predetermined boom operating range. When located, the support stability of the vehicle body 2 is improved and the operating range of the boom 12 can be expanded.

  In addition, the controller 200 controls the operation of the left and right rocking lock cylinders 51 and 52 so as to restrict the rocking of the rocking axle 60 when the parking brake caliper 130 is braked. Since the support stability of the vehicle body 2 can be improved after the vehicle is stopped on the track until the boom 12 is operated, the operation of the boom 12 can be started immediately.

  When an operation signal is input from the control stop switch 111, the valve control unit 201 stops outputting the control signal to the first hydraulic control valve V1. In this case, the left and right swing lock cylinders 51 and 52 can be manually operated. In this way, by further including the control stop switch 111 for performing an operation for stopping the operation control of the left and right swing lock cylinders 51 and 52 by the controller 200 (valve control unit 201), the cylinder storage detector 51a, When the 52a or the cylinder overhang detectors 51b and 52b are out of order, the unintended operation of the rocking lock cylinders 51 and 52 can be prevented, and the safety of the track work vehicle can be improved.

  In the second embodiment described above, the brake operation signal output from the parking brake lever 112 is detected in order to determine the braking operation of the parking brake caliper 130 during the operation control of the left and right swing lock cylinders 51 and 52. However, the present invention is not limited to this, and the braking operation of the parking brake caliper 130 (for example, the operating state of the third hydraulic control valve V3) may be detected.

  In the second embodiment described above, the left and right swing lock cylinders 51 and 52 are controlled in accordance with the braking operation of the parking brake caliper 130. However, the present invention is not limited to this. Operation control of the left and right swing lock cylinders 51 and 52 may be performed according to the state. Therefore, a modification of the second embodiment will be described. The controller 200 in the modified example further includes a traveling state determination unit 203 in addition to the valve control unit 201 and the boom position determination unit 202, as indicated by a two-dot chain line in FIG.

  The traveling state determination unit 203 is electrically connected to the speed detector 118, and the speed detection signal output from the speed detector 118 is input to the boom position determination unit 202. Based on the speed detection signal input from the traveling state determining unit 203, the traveling state determining unit 203 determines whether or not the railroad work vehicle is in a traveling state and outputs a determination signal to the valve control unit 201. . The speed detector 118 is provided in at least one of the left and right front iron wheels 25 and 35 and the rear iron wheels 75 and 85, and detects the traveling speed on the rail (track) R of the railroad work vehicle from the rotational speed of the iron wheels. The speed detection signal is output to the traveling state determination unit 203.

  Next, the operation of the controller 200 in the modification will be described. When an aerial work vehicle with the aerial work device 10 retracted travels on a rail (track) R, when the travel operation device 113 is operated by an operator or the like, a travel operation signal corresponding to the operation of the operator or the like Is input from the travel operation device 113 to the valve control unit 201. When the travel operation signal is input from the travel operation device 113, the valve control unit 201 electromagnetically drives the spool of the fourth hydraulic control valve V4 or the fifth hydraulic control valve V5 according to the input travel operation signal. Then, hydraulic oil is supplied from the hydraulic pump 150 to the left and right iron wheel drive motors 27 and 37 via the fourth hydraulic control valve V4, and the left and right iron wheel drive motors 27 and 37 rotate and drive the left and right front iron wheels 25 and 35. If necessary, hydraulic oil is supplied from the hydraulic pump 150 to the brake caliper 140 via the fifth hydraulic control valve V5, and the brake caliper 140 brakes the left and right front iron wheels 25 and 35 and the rear iron wheels 75 and 85.

At this time, the speed detection signal output from the speed detector 118 is input to the traveling state determination unit 203, and the traveling speed of the railroad work vehicle is stored in an internal speed memory (not shown). When the traveling speed detected by the speed detector 118 (stored in the speed memory) exceeds a predetermined reference speed, the traveling state determination unit 203 determines that the track work vehicle is in an orbital traveling state, and travels. A determination signal is output to the valve control unit 201. Note that the predetermined reference speed is set to a speed at which it is possible to recognize that the railroad work vehicle has started running on the track, and is stored in the speed memory described above.

  At this time, since the aerial work device 10 is in the retracted state, the boom position determination unit 202 uses the detection signals input from the boom undulation angle detector 115, the boom turning angle detector 116, and the boom extension detector 117. Based on this, it is determined that the tip position of the boom 12 is located inside a predetermined boom operation range, and an inner determination signal is output to the valve control unit 201. It should be noted that the predetermined boom operating range is provided in the range where the work platform 14 and overhead lines (and the like are provided around the track) when the track-and-rail work vehicle travels with the tip position (work table 14) of the boom 12 within this range. Is set as a range that does not come into contact with the track facility), and is stored in an internal memory (not shown).

  When the inside determination signal is input from the boom position determination unit 202 and the travel determination signal is input from the travel state determination unit 203, the valve control unit 201 receives the left and right cylinder storage detectors 51a and 52a (the left and right swing locks). When the storage detection signal (for the cylinders 51 and 52) is not input, the spool of the first hydraulic control valve V1 is electromagnetically driven in a direction to reduce the left and right swing lock cylinders 51 and 52. Then, hydraulic oil is supplied from the hydraulic pump 150 to the left and right swing lock cylinders 51 and 52 via the first hydraulic control valve V1, and the left and right swing lock cylinders 51 and 52 are contracted. When storage detection signals are input from the left and right cylinder storage detectors 51a and 52a, the valve control unit 101 neutralizes the spool of the first hydraulic control valve V1 so as to stop the left and right swing lock cylinders 51 and 52. return.

  As a result, the left rocking lock cylinder 51 and the right rocking lock cylinder 52 are contracted to the above-described rockable position and separated from the left shaft support part 62 and the right shaft support part 67 of the rocking axle 60. The swing axle 60 located at the extended position can swing (centering on the swing shaft 47). Therefore, the track-and-rail work vehicle can travel stably on the rail (track) R. Even when the travel operation device 113 is not operated by an operator or the like, the valve control unit 201 receives an inner determination signal from the boom position determination unit 202 and a travel determination signal from the traveling state determination unit 203. The spool of the first hydraulic control valve V1 is electromagnetically driven so that the left and right swing lock cylinders 51 and 52 are contracted to a swingable position. For this reason, even when the track-and-rail work vehicle is towed by another track-traveling vehicle (not shown), the track-and-work vehicle can stably travel on the rail (track) R.

  When the track-and-rail work vehicle traveling on the rail (track) R stops, the traveling speed detected by the speed detector 118 becomes zero. When the traveling speed detected by the speed detector 118 (stored in the speed memory) changes to zero after exceeding a predetermined reference speed, the traveling state determination unit 203 determines that the railroad work vehicle is in a stopped state. The stop determination signal is output to the valve control unit 201. The running state determination unit 203 has a built-in timer (not shown), and is zeroed after the running speed detected by the speed detector 118 (stored in the speed memory) exceeds a predetermined reference speed. After a predetermined time has elapsed since the change, a stop determination signal is output to the valve control unit 201. The predetermined time of the timer is a time (for example, 4 to 4) that is expected to surely stop the railroad work vehicle after the traveling speed detected by the speed detector 118 (stored in the speed memory) changes to zero. 5 seconds).

When the stop determination signal is input from the traveling state determination unit 203, the valve control unit 201 receives the extension detection signals (of the left and right swing lock cylinders 51 and 52) from the left and right cylinder extension detectors 51b and 52b. If not, the spool of the first hydraulic control valve V1 is electromagnetically driven in the direction in which the left and right swing lock cylinders 51 and 52 are extended. Then, hydraulic pump 1
The hydraulic oil is supplied from 50 to the left and right swing lock cylinders 51 and 52 via the first hydraulic control valve V1, and the left and right swing lock cylinders 51 and 52 are extended. When the overhang detection signal is input from the left and right cylinder overhang detectors 51b and 52b, the valve control unit 101 causes the spool of the first hydraulic control valve V1 to stop the left and right rocking lock cylinders 51 and 52. Return to neutral.

  As a result, the left swing lock cylinder 51 and the right swing lock cylinder 52 are extended to the aforementioned swing restriction position, and come into contact with the left shaft support portion 62 and the right shaft support portion 67 of the swing axle 60, respectively. The swing of the swing axle 60 located at the extended position is restricted. Therefore, it is possible to improve the support stability of the vehicle body 2 when it is stopped on the track before operating the aerial work apparatus 10 (such as the boom 12).

  When working at a high place on the work site, the parking brake lever 112 is operated when the track work vehicle 1 is parked on the rail (track) R, and the upper operation device 14a is operated to operate the high place work device 10. Is done. When a brake operation signal is input from the parking brake lever 112, the valve control unit 201 electromagnetically drives the spool of the third hydraulic control valve V3. Then, hydraulic oil is supplied from the hydraulic pump 150 to the parking brake caliper 130 via the third hydraulic control valve V3, and the parking brake caliper 130 brakes the left and right front iron wheels 25 and 35 and the rear iron wheels 75 and 85.

  Then, when a boom operation signal is input from the upper operation device 14a, the valve control unit 201 electromagnetically drives the spool of the second hydraulic control valve V2 according to the input boom operation signal. Then, the hydraulic oil is supplied from the hydraulic pump 150 to the boom actuator 120 via the second hydraulic control valve V2, and the boom 12 swings, undulates, expands and contracts, and the like. At this time, detection signals are output from the boom undulation angle detector 115, the boom turning angle detector 116, and the boom extension detector 117, and are input to the boom position determination unit 202. The boom position determination unit 202 calculates the tip position of the boom 12 based on detection signals input from the boom undulation angle detector 115, the boom turning angle detector 116, and the boom extension detector 117. When the boom position determination unit 202 determines that the calculated tip position of the boom 12 is located inside a predetermined boom operation range, the boom position determination unit 202 outputs an inner determination signal to the valve control unit 201, and the calculated tip position of the boom 12 is determined in advance. If it is determined that the position is outside the boom operating range, an outside determination signal is output to the valve control unit 201.

  When an outer determination signal is input from the boom position determination unit 202, the valve control unit 201 does not receive the traveling operation signal from the upper operation device 14 a (and the traveling operation device 113). , 37 is not electromagnetically driven with respect to the fourth hydraulic control valve V4. In this case, the valve control unit 201 electromagnetically drives the spool of the first hydraulic control valve V1 so as to extend the left and right swing lock cylinders 51 and 52 to the swing restriction position. Thereby, when the tip position of the boom 12 is located outside the predetermined boom operation range, the swing of the swing axle 60 is restricted, and the support stability of the vehicle body 2 is maintained, and the railroad work vehicle Orbital travel is regulated.

On the other hand, when the inner determination signal is input from the boom position determination unit 202 and the traveling operation signal is input from the upper operation device 14a, the valve control unit 201 receives the left and right front iron wheels 25 and 35 and the rear iron wheel by the parking brake caliper 130. The spool of the third hydraulic control valve V3 is electromagnetically driven so as to release the brakes 75 and 85, and the fourth hydraulic control valve V4 or the fifth hydraulic control valve is selected according to the travel operation signal input from the upper operation device 14a. Electromagnetically drive the V5 spool. Then, hydraulic oil is supplied from the hydraulic pump 150 to the left and right iron wheel drive motors 27 and 37 via the fourth hydraulic control valve V4, and the left and right iron wheel drive motors 27 and 37 rotate and drive the left and right front iron wheels 25 and 35. If necessary, from the hydraulic pump 150 to the fifth hydraulic control valve V
5, hydraulic oil is supplied to the brake caliper 140, and the brake caliper 140 brakes the left and right front iron wheels 25 and 35 and the rear iron wheels 75 and 85.

  At this time, the speed detection signal output from the speed detector 118 is input to the traveling state determination unit 203, and the traveling speed of the railroad work vehicle is stored in an internal speed memory (not shown). When the traveling speed detected by the speed detector 118 (stored in the speed memory) exceeds a predetermined reference speed, the traveling state determination unit 203 determines that the track work vehicle is in an orbital traveling state, and travels. A determination signal is output to the valve control unit 201.

  When the inside determination signal is input from the boom position determination unit 202 and the travel determination signal is input from the travel state determination unit 203, the valve control unit 201 swings the left and right swing lock cylinders 51 and 52 as described above. The spool of the first hydraulic control valve V1 is electromagnetically driven so as to be reduced to the movable position. Thus, the track-and-rail work vehicle can stably travel on the rail (track) R in a state where the aerial work device 10 (boom 12 or the like) is activated.

  When the track-and-rail work vehicle traveling on the rail (track) R stops, the same processing as described above is performed. That is, the running state determination unit 203 changes to zero after the running speed detected by the speed detector 118 (stored in the speed memory) exceeds a predetermined reference speed, and after a predetermined time has elapsed, the stop determination signal Is output to the valve control unit 201. When the stop determination signal is input from the traveling state determination unit 203, the valve control unit 201 electromagnetically controls the spool of the first hydraulic control valve V1 so as to extend the left and right swing lock cylinders 51 and 52 to the swing restriction position. To drive. As a result, the left swing lock cylinder 51 and the right swing lock cylinder 52 are extended to the swing restriction position, abut on the left shaft support portion 62 and the right shaft support portion 67 of the swing axle 60, and project. The swing of the swing axle 60 located at the position is restricted.

  As described above, according to the modification, the controller 200 controls the left and right rocking lock cylinders 51 and 52 so that the rocking axle 60 can be swung when the traveling speed exceeds a predetermined reference speed. The operation of the left and right rocking lock cylinders 51 and 52 is controlled so as to regulate the rocking of the rocking axle 60 after a predetermined time has elapsed after the traveling speed has changed to zero after the traveling speed exceeds the predetermined reference speed. By controlling the above, it is possible to improve the support stability of the vehicle body when stopped on the track while maintaining the running stability during the track running even when the track work vehicle is towed.

  In addition, the controller 200 operates the left and right swing lock cylinders 51 and 52 so that the swing axle 60 can swing when the tip position of the boom 12 is located inside a predetermined boom operating range. And when the position of the boom 12 is outside the predetermined boom operation range, the operation of the left and right swing lock cylinders 51 and 52 is controlled so as to restrict the swing of the swing axle 60. Therefore, when the position of the boom 12 is located inside the predetermined boom operating range, stable trajectory traveling is possible with the boom 12 fixed at this position, and the position of the boom 12 is outside the predetermined boom operating range. When located, the support stability of the vehicle body 2 is improved and the operating range of the boom 12 can be expanded.

  When an operation signal is input from the control stop switch 111, the valve control unit 201 stops outputting the control signal to the first hydraulic control valve V1. In this case, the left and right swing lock cylinders 51 and 52 can be manually operated. In this way, by further including the control stop switch 111 for performing an operation for stopping the operation control of the left and right swing lock cylinders 51 and 52 by the controller 200 (valve control unit 201), the cylinder storage detector 51a, When the 52a or the cylinder overhang detectors 51b and 52b are out of order, the unintended operation of the rocking lock cylinders 51 and 52 can be prevented, and the safety of the track work vehicle can be improved.

  In the first embodiment described above, the controller 100 controls the left and right rocking lock cylinders 51 and 52 so as to regulate the rocking of the rocking axle 60 when the aerial work device 10 is not retracted. Although the operation is controlled, the controller 100 according to the first embodiment may be provided with the boom position determination unit 202 according to the second embodiment. That is, when a travel operation signal is input from the upper operation device 14a, the valve control unit 101 receives an inner determination signal from the boom position determination unit 202 even if a non-storage determination signal is input from the boom storage determination unit 102. In this case, the spool of the first hydraulic control valve V1 is electromagnetically driven so that the left and right swing lock cylinders 51 and 52 are contracted to the swingable position, and the left and right front iron wheels 25 and 35 by the parking brake caliper 130 The spool of the third hydraulic control valve V3 is electromagnetically driven so as to release the braking of the rear iron wheels 75 and 85. Thus, the track-and-rail work vehicle can stably travel on the rail (track) R in a state where the aerial work device 10 (boom 12 or the like) is activated. Then, the valve control unit 201 electromagnetically drives the spool of the fourth hydraulic control valve V4 or the fifth hydraulic control valve V5 according to the traveling operation signal input from the upper operation device 14a. Then, hydraulic oil is supplied from the hydraulic pump 150 to the left and right iron wheel drive motors 27 and 37 via the fourth hydraulic control valve V4, and the left and right iron wheel drive motors 27 and 37 rotate and drive the left and right front iron wheels 25 and 35. If necessary, hydraulic oil is supplied from the hydraulic pump 150 to the brake caliper 140 via the fifth hydraulic control valve V5, and the brake caliper 140 brakes the left and right front iron wheels 25 and 35 and the rear iron wheels 75 and 85.

  On the other hand, when the travel operation signal is input from the upper operation device 14a, the valve control unit 101 receives the non-storage determination signal from the boom storage determination unit 102 and the outside determination signal from the boom position determination unit 202. In this case, the spool of the first hydraulic control valve V1 is electromagnetically driven so that the left and right swing lock cylinders 51 and 52 are extended to the swing restriction position. Further, in this case, the valve control unit 101 does not perform electromagnetic driving for the fourth hydraulic control valve V4 corresponding to the left and right iron wheel drive motors 27 and 37. Thereby, when the tip position of the boom 12 is located outside the predetermined boom operation range, the swing of the swing axle 60 is restricted, and the support stability of the vehicle body 2 is maintained, and the railroad work vehicle Orbital travel is regulated.

  In the first embodiment described above, the controller 100 controls the left and right rocking lock cylinders 51 and 52 so as to regulate the rocking of the rocking axle 60 when the aerial work device 10 is not retracted. Although the operation is controlled, the operation control of the left and right swing lock cylinders 51 and 52 may be performed in accordance with the braking operation of the parking brake caliper 130. That is, the controller 100 according to the first embodiment is not limited to the case where the aerial work device 10 is in the non-retracted state, but also when the parking brake caliper 130 is braking, as in the case of the second embodiment. Thus, the operations of the left and right swing lock cylinders 51 and 52 may be controlled so as to restrict the swing of the swing axle 60.

  In the first embodiment described above, the controller 100 controls the left and right rocking lock cylinders 51 and 52 so as to regulate the rocking of the rocking axle 60 when the aerial work device 10 is not retracted. Although the operation is controlled, the operation of the left and right rocking lock cylinders 51 and 52 may be controlled in accordance with the traveling state of the railroad work vehicle. That is, the controller 100 of the first embodiment has the traveling state determination unit 203 described in the second embodiment, and the traveling speed exceeds a predetermined reference speed when the aerial work device 10 is in the retracted state. In addition, the operation of the left and right rocking lock cylinders 51 and 52 is controlled so that the rocking axle 60 can be swung, and the traveling speed has changed to zero after a predetermined reference speed and a predetermined time has elapsed. Later, the operations of the left and right swing lock cylinders 51 and 52 may be controlled so as to restrict the swing of the swing axle 60.

In the second embodiment described above, the aerial work apparatus 10 using the boom 12 is mounted on the upper part of the vehicle body 2, but the present invention is not limited to this, and a crane apparatus or the like using the boom is mounted on the upper part of the vehicle body 2. It may be mounted on.

  In each of the above-described embodiments, when the track work vehicle switched to the track running state is positioned on the rail (track) R, the left and right rocking lock cylinders 51 and 52 are expanded and contracted. It is not limited. For example, the left and right rocking lock cylinders 51 and 52 can be extended to the rocking restriction position when the railcar 1 is moved from the road onto the rail R using the turntable 6. . In this case, length detection sensors (not shown) are provided in the left and right rocking lock cylinders 51 and 52 so that the extension amounts of the left and right rocking lock cylinders 51 and 52 are controlled to be the same. In this way, regardless of the inclination of the vehicle body 2, the swing axle 60 and the left and right rear iron wheels 75 and 85 positioned at the extended position are parallel to the vehicle body 2. Therefore, even when the vehicle body 2 lifted and supported by the turntable 6 is inclined due to an inclination such as a railroad crossing, the left and right front iron wheels 25 and 35 and the rear iron wheels 75 and 85 are protruded downward to store the turntable overhang. While the turntable 6 is stored upward by a cylinder (not shown), it can be more reliably placed on the rail R.

  Further, for example, when the outrigger jack 7 is extended downward and the vehicle body 2 is lifted and supported above the rail (track) R, the left and right swing lock cylinders 51 and 52 can be extended to the swing restriction position. is there. In this case, as in the case described above, control is performed so that the extension amounts of the left and right swing lock cylinders 51 and 52 are the same. In this way, regardless of the inclination of the vehicle body 2, the swing axle 60 and the left and right rear iron wheels 75 and 85 positioned at the extended position are parallel to the vehicle body 2. Therefore, even when the vehicle body 2 lifted and supported by the outrigger jack 7 is inclined due to the inclination around the track, the left and right front iron wheels 25, 35 and the rear iron wheels 75, 85 projecting downward are connected to the outrigger jack 7. Can be more reliably placed on the rail R.

  In each of the above-described embodiments, when an operation signal is input from the control stop switch 111, the valve control units 101 and 201 stop outputting the control signal to the first hydraulic control valve V1, but the present invention is not limited thereto. It is not a thing. For example, when a switch circuit (not shown) is provided between the valve control units 101 and 201 and the first hydraulic control valve V1, and when an operation signal is input from the control stop switch 111, the switch circuit becomes the valve control unit. You may make it disconnect the circuit between 101,201 and the 1st hydraulic control valve V1.

  In each of the above-described embodiments, the left and right swing lock cylinders 51 and 52 are configured to restrict the swing of the swing axle 60 located at the extended position, but the present invention is not limited to this. For example, as a rocking lock means for restricting rocking of the rocking axle 60 located at the overhang position, the left and right rocking that can come into contact with the left shaft support part 62 and the right shaft support part 67 of the rocking axle 60, respectively. Left and right rocking locks between the rock member and the rocking restriction position that contacts the left shaft support part 62 and the right shaft support part 67 and the rocking position that is separated from the left shaft support part 62 and the right shaft support part 67 A rotary actuator that rotates each member may be used.

  In each of the above-described embodiments, the left swing prevention spring 56 and the right swing prevention spring 57 are disposed in the opening space S formed in the substantially M-shaped swing axle 60. However, the present invention is not limited to this. Instead, for example, a rocking prevention cylinder may be disposed as long as the rocking axle 60 is configured to prevent unnecessary rocking.

In each of the above-described embodiments, the displacement mechanism 45 includes the swing bracket 46 that can swing around the shaft extending in the left-right direction of the vehicle body 2 and the swing cylinder 50 that swings the swing bracket 46. However, the present invention is not limited to this. For example, the swing axle 60 may be configured to slide up and down, and the swing axle 60 can be displaced between the retracted position and the extended position. Any configuration may be used.

  In each of the above-described embodiments, the left and right rear iron wheels 75 and 85 are supported by the swing axle 60. However, the present invention is not limited to this, and the left and right front iron wheels 25 and 35 are supported by the swing axle. The left and right front iron wheels 25 and 35 are configured to follow the height difference between the left and right on the rail (track) R by moving the left and right front iron wheels 25 and 35 in the vertical direction with the swing of the swing axle. May be.

DESCRIPTION OF SYMBOLS 1 Railroad work vehicle 2 Car body 3 Tire wheel 10 Altitude work apparatus 12 Boom 20 Left front side track traveling apparatus 25 Left front railway wheel 30 Right front side track traveling apparatus 35 Right front railway wheel 40 Rear side track traveling apparatus 41 Base bracket 42 Left hinge pin 43 Right hinge pin 45 Displacement mechanism 46 Oscillation bracket 47 Oscillation shaft 50 Oscillation cylinder 51 Left oscillation lock cylinder 52 Right oscillation lock cylinder 60 Oscillation axle 75 Left rear iron wheel 85 Right rear iron wheel 100 Controller (first embodiment)
111 Control stop switch 114 Boom storage detector 115 Boom undulation angle detector 116 Boom turning angle detector 117 Boom extension detector 118 Speed detector 130 Parking brake caliper 200 Controller (second embodiment)
R rail

Claims (3)

In a roadway vehicle provided with road traveling wheels provided before and after the vehicle body and capable of traveling on the road, and left and right track traveling wheels provided before and after the vehicle body and capable of traveling on the track,
The left and right track running wheels on at least one of the front and rear sides of the vehicle body are rotatably supported on the left and right of a support member extending in the left and right direction of the vehicle body,
The support member is swingable about a swing shaft extending in the front-rear direction of the vehicle body through an intermediate portion thereof,
A swing lock cylinder is provided on the left and right sides of the vehicle body and includes a pair of left and right hydraulic cylinders capable of restricting the swing of the support member with respect to the vehicle body, the swing lock cylinder facing the support member. And stretchable
A lock control valve for controlling the operation of the pair of left and right swing lock cylinders ;
The lock control valve includes: an extension side position where the pair of left and right swing lock cylinders extend; a contraction side position where the pair of left and right swing lock cylinders contract; and the pair of left and right swing lock cylinders expand and contract It is possible to switch to a neutral position where the vehicle stops . The pair of left and right swing lock cylinders are extended to abut against the support member to restrict the swing of the support member, and are swung away from the support member to swing the support member. The track-and-rail vehicle according to claim 1 , wherein the track-and-rail vehicle is extendable and retractable to a swingable position that allows the vehicle to swing. The track-and-rail vehicle according to claim 2 , further comprising a cylinder position detector that detects that the rocking lock cylinder is located at the rocking restriction position or the rockable position.

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