JP6794157B2 - Rail carrier and rail transport method - Google Patents

Description

The present invention relates to, for example, a rail carrier for transporting people and goods along rails laid in a citrus garden, a forest, or the like, and a rail transport method.

Conventionally, rail carriers have been used on slopes such as citrus gardens and forests. A rail for the rail carrier to travel is laid on the slope, and the slope angle of the laid rail may range from an uphill angle of 45 degrees to a downhill angle of 45 degrees.

However, the rail carrier equipped with the 4-stroke engine has a drawback that the engine seizure occurs due to poor lubrication of the engine oil when the allowable inclination angle of the engine is exceeded. Therefore, it is necessary to tilt the engine in advance according to the inclination angle and mount the engine.

On the other hand, the applicant has proposed an engine tilting device for a single rail carrier (see Patent Document 1). This engine tilting device detects the tilting of the airframe and controls the engine tilting in three stages.

Japanese Unexamined Patent Publication No. 2008-126778

Here, the engine tilting device of the single rail carrier described above includes a sensor for detecting the tilt of the single rail carrier, a sensor for detecting the rotation position of the engine, an electric cylinder for rotating the engine, and a control for controlling these. A board or the like is required. Since electrical parts are used in this way, the engine tilting device of the above-mentioned single-rail carrier has a reduced useful life due to vibration of the single-rail carrier and requires maintenance such as replacement as appropriate. Met.

The present invention has been made in view of the above problems, and an object of the present invention is to provide a rail carrier and a rail transport method that do not require control by an electric system and can prevent the engine from stopping due to tilting. ..

The present invention includes an engine unit having an output shaft that rotates and outputs, a speed reducer having an input shaft that receives output from the output shaft, and a drive wheel that is connected to the speed reducer and rotates. A rail carrier that moves by engaging the drive wheels with the engaging portion of the rail installed at a certain location, of which a frame to which the speed reducer is fixed and two shafts parallel to the output shaft. one of the arm members and the other attached to the frame as a support shaft is attached to the engine unit as tilting supporting shaft, the input shaft of the output shaft and the reduction gear of the engine unit is respectively rotatably mounted and a shaft coupling member, the output shaft of the engine unit and the other of the tilting supporting shaft of said arm member is arranged so as not located on the extension of each other in the axial, the tilting support shaft is axially The engine unit is arranged above the center of gravity of the engine unit, and the engine unit rotates relative to the frame about the tilting support shaft, and is brought into a substantially horizontal state or a state close to the horizontal state by its own weight. The shaft connecting member has a structure to be maintained, and the shaft connecting member has a structure in which the output shaft rotates about the input shaft upward or downward with the relative rotation of the engine unit. , And a railroad transportation method using this.

INDUSTRIAL APPLICABILITY According to the present invention, it is possible to provide a rail carrier and a rail transport method that can prevent the engine from stopping due to tilting without requiring control by an electric system or the like.

Partial cross-sectional front view of a rail carrier in a horizontal position. Right side view of a horizontal rail carrier. Left side view of the horizontal rail carrier. Explanatory view of the side view of the rail carrier traveling on the uphill rail. An explanatory view of a side view of a rail carrier traveling on a downhill rail. The right side view of the rail carrier of the horizontal posture of Example 2. FIG.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings.

FIG. 1 is a partial cross-sectional front view of a horizontal single rail carrier 1 (rail carrier), FIG. 2 is a right side view of a horizontal single rail carrier 1, and FIG. 3 is a horizontal single rail carrier. The left side view of the transporter 1 is shown.

<Overall configuration of single rail carrier>
The single rail carrier 1 is a carrier that travels on the single rail 2 laid on a slope. On the lower surface of the single rail 2, engaging holes 2a are arranged in a row at equal intervals in the longitudinal direction in accordance with the spacing of the engaging projections 14a on the outer periphery of the drive wheel 14. In the single rail carrier 1, the engaging projection 14a of the drive wheel 14 rotates while engaging with the engaging hole of the single rail 2, so that the single rail carrier 1 stably moves forward, backward, and stops even on an inclined surface without slipping down. it can. In this way, the single rail carrier 1 is usually connected to a passenger trolley or a luggage trolley (not shown) carrying a worker and tow them.

The single rail carrier 1 includes a speed reducer 5 connected to a drive wheel 14, a frame 3 to which the speed reducer 5 is fixed, an engine unit 4A attached to the frame 3 by arm members 23a and 23b, and an engine unit. It includes a connecting unit 15 that transmits the rotational force of the engine 4 of 4A to the speed reducer 5.

The engine unit 4A is composed of an engine 4, a pedestal 26, a weight 27, and a holding member 25.
As the engine 4, a 4-stroke engine is used from the viewpoint of fuel efficiency, exhaust gas pollution, noise and other environmental factors. The engine 4 is provided with an output shaft 6 for outputting power substantially horizontally perpendicular to the traveling direction which is the longitudinal direction of the single rail 2. The output shaft 6 is provided on the speed reducer 5 side of the center of gravity of the engine 4 and below the center of gravity of the engine 4. An inner portion (not shown) of a substantially disk-shaped centrifugal clutch 7 in the connecting unit 15 is fixed to the output shaft 6. A donut-shaped substantially disk-shaped engine output shaft pulley 8 is fixed to the inner portion. In the centrifugal clutch 7, when a weight provided near the outer periphery of the inner portion that rotates with the output shaft 6 moves outward due to centrifugal force, the weight is fitted with the outer portion to engage the clutch, and the outer portion is the inner portion. It has a structure that rotates with the part. When the inner part is not rotating or is rotating weakly, the elastic force of the spring attached to the weight separates the weight from the outer part and disengages the clutch, causing the inner part to idle with respect to the outer part (engine output). The rotational force of the engine 4 is not transmitted to the shaft pulley 8).

The pedestal 26 on which the engine 4 is mounted has a weight 27 attached to the bottom and a holding member 25 attached to the front. The holding member 25 is made of a metal material having rigidity that is not deformed by the load of the engine unit 4A, and has a substantially L-shape that protrudes forward at the center of the pedestal 26 in the left-right direction, then curves upward and extends straight upward. The rod-shaped lower arm 25e, the fixing plate 25d fixed to the upper end of the lower arm 25e, and after being fixed to the fixing plate 25d and extending in the left-right direction, both ends are curved rearward and straighten substantially horizontally to the rear. It has rod-shaped left and right arms 25c that extend to. Tilt support shafts 25a and 25b whose axial directions are parallel to the output shaft 6 are provided at the left and right rear ends of the left and right arms 25c. The lower ends of the arm members 23a and 23b are attached to the tilting support shafts 25a and 25b so as to be tiltable, respectively. The tilting support shafts 25a and 25b are arranged so that the axis of the other support axis is located on the extension line of each axis, and the vicinity of the center of gravity of the engine unit 4A is on the extension line of the axis. It is arranged like this. Further, the tilting support shafts 25a and 25b are arranged so that the extension line of the axis center is located vertically above the center of gravity of the engine unit 4A on the extension line of the axis center. As a result, the engine unit 4A can maintain a substantially horizontal posture under its own weight, and the amount of movement can be small.

Further, the positional relationship between the tilting support shafts 25a and 25b and the output shaft 6 is such that the output shaft 6 is located on the speed reducer 5 side and below the tilting support shafts 25a and 25b .

The speed reducer 5 is provided with an input shaft 12 for inputting the power of the engine 4 in parallel with the output shaft 6 of the engine 4. The input shaft 12 to the drive wheel 14 are connected by an appropriate gear (not shown), and the drive wheel 14 is rotated by the rotation of the input shaft 12. Further, the positional relationship between the tilting support shafts 25a and 25b, the output shaft 6 and the input shaft 12 is such that the input shaft 12 is located on the speed reducer 5 side and below the tilting support shafts 25a and 25b and the output shaft 6. Is located in.

The input shaft 12 is provided with a donut-shaped substantially disk-shaped speed reducer input shaft pulley 9 perpendicular to the input shaft 12. The speed reducer input shaft pulley 9 is integrally formed with a ring-shaped protruding portion 9a that protrudes toward the speed reducer 5 main body side along the inner peripheral edge on the side surface facing the speed reducer 5 main body. The inner diameter of the protruding portion 9a is slightly larger than the outer diameter of the input shaft 12, and the protruding portion 9a functions as a guide for fitting the speed reducer input shaft pulley 9 into the input shaft 12 and moving it in the axial direction. The speed reducer input shaft pulley 9 is formed with a hole through which the input shaft 12 penetrates and a ring-shaped friction fastener 11 is fitted between the input shaft 12 and the speed reducer input shaft pulley 9. In the friction type fastener 11 fitted, the outer ring on the outer peripheral portion expands to expand the inner peripheral surface of the speed reducer input shaft pulley 9, and the inner ring on the inner peripheral portion contracts to cause the input shaft. It is fastened to the surface of 12 without backlash due to the surface pressure. The fastening position of the speed reducer input shaft pulley 9 is adjusted so that the outer peripheral surfaces of the engine output shaft pulley 8 and the speed reducer input shaft pulley 9 face each other.

The engine output shaft pulley 8 and the speed reducer input shaft pulley 9 are each provided with two grooves having a substantially V-shaped cross section parallel to the circumferential direction along the outer peripheral surface. Then, two V-belts 10 having a substantially V-shaped cross section are hung in parallel on the engine output shaft pulley 8 and the reducer input shaft pulley 9 so that the output shaft 6 and the input shaft 12 are in the same rotation direction. The tension pulley 10a is arranged so as to push a part of the stretched V-belt 10 inward so that the V-belt 10 is stretched without loosening. .. As a result, the rotational force of the engine 4 is transmitted to the engine output shaft pulley 8, the rotation of the engine output shaft pulley 8 causes the V-belt 10 to rotate, and the rotational force of the V-belt 10 is transmitted to the reducer input shaft pulley 9. Further, it is transmitted to the input shaft 12 of the speed reducer 5.

A shaft connecting member 16 is attached to the output shaft 6 and the input shaft 12 via bearings 6a and 12a, respectively. More specifically, the shaft connecting member 16 is a plate-shaped member arranged parallel to a plane whose normal direction is the output shaft 6 (or input shaft 12), and is not deformed even when a load of the engine unit 4A is applied. It is made of a metal material with the rigidity of. The shaft connecting member 16 is formed with an output bearing case 6b and an input bearing case 12b having holes at positions corresponding to the output shaft 6 and the input shaft 12, respectively. The bearing 6a is fixed to the output bearing case 6b and the input is input. The bearing 12a is fixed to the bearing case 12b. The output shaft 6 is rotatably supported by the bearing 6a, and the input shaft 12 is rotatably supported by the bearing 12a, so that the shaft connecting member 16 is rotatably supported by the rotation of the output shaft 6 and the rotation of the input shaft 12. Can exist. That is, when there are no other restrictive conditions, the output shaft 6 is separated from the input shaft 12 by a certain distance limited by the shaft connecting member 16, regardless of the stop and rotation conditions of the respective shafts themselves. , It can rotate and move in an arc shape centered on the input shaft 12.

The connecting unit 15 includes the centrifugal clutch 7 described above, an engine output shaft pulley 8 fixed to the outer portion of the centrifugal clutch 7, a speed reducer input shaft pulley 9, a V-belt 10, a shaft connecting member 16, and a belt cover. It is composed of 16a.

One end of the arm members 23a and 23b is rotatably attached to a part of the frame 3 about a shaft parallel to the output shaft 6. More specifically, the frame 3 is formed of a metal material having rigidity that is not deformed by the load of the engine unit 4A, and the base frame 19 to which the speed reducer 5 is fixed and the frame 3 projecting sideways from both sides of the base frame 19. It has four rod-shaped column frames 20 (20a, 20b, 20c, 20d) that are curved upward and extend upward on the way, and girder frames 21a, 21b that connect the upper ends of the column frames 20.

The pillar frames 20 (20a, 20b, 20c, 20d) are arranged in the front-rear direction on the side of the engine 4 so as to be separated from the engine 4, and when the four pillar frames 20a, 20b, 20c, 20d are viewed in a plan view, the front right front of the engine 4. , Right rear, left front, and left rear are arranged so as to surround the engine 4. The pillar frames 20a, 20b, 20c, and 20d are longer than the height of the engine 4, and all four are formed to have the same length. At the upper ends of the pillar frames 20 (20a, 20b, 20c, 20d), girder frames 21a and 21b that are substantially horizontally long in the front-rear direction (traveling direction) are provided so as to connect the two pillar frames 20 arranged in the front-rear direction. Has been done. The girder frames 21a and 21b are located higher than the output shaft 6 of the engine 4, and are arranged near the upper end of the engine 4 in this embodiment.

The girder frames 21a and 21b are rotatably supported by support shafts 21c and 21d near the upper ends of the arm members 23a and 23b, which are parallel to the output shaft 6. The support shafts 21c and 21d are arranged so that the axis of the other support axis is located on the extension line of each axis.

The other ends of the arm members 23a and 23b are pivotally supported by the holding member 25 of the engine unit 4A by tilting support shafts 25a and 25b parallel to the output shaft 6. As a result, when there are no other restrictions, the tilting support shafts 25a and 25b are separated from the support shafts 21c and 21d by a certain distance limited by the arm members 23a and 23b, respectively, and the support shafts 21c and 21d are separated from each other. It can be rotated and moved in an arc shape centered on it.

The tilting support shafts 25a and 25b and the output shaft 6 are arranged so that the extension lines of the axes of both axes do not coincide with each other, and are separated by a certain distance on a plane having the axis as a normal. This constant distance is shorter than the distance from the support shafts 21c and 21d of the arm members 23a and 23b to the tilt support shafts 25a and 25b, and is from the position of the output shaft 6 to the position of the input shaft 12 of the shaft connecting member 16. Shorter than the distance. Therefore, the extension line of the common axis of the tilting support shafts 25a and 25b and the extension line of the axis of the output shaft 6 are circles centered on the extension lines of the respective axes while maintaining a certain distance. It can rotate and move in an arc shape. That is, the input shaft 12, the output shaft 6, the tilting support shaft 25a (25b), and the support shaft 21c (21d) have the input shaft 12 and the support shaft 21c (21d) as stationary nodes, and the output shaft 6 and the tilting support shaft 25a ( It constitutes a four-section link mechanism with 25b) as an intermediate section (paired point).

As shown in FIG. 3, on the left side surface opposite to the right side surface of the engine 4 where the input shaft 12, the output shaft 6, the tilting support shaft 25a, and the support shaft 21c are arranged, instead of the connecting unit 15. A link arm 17 is provided. One end of the link arm 17 is pivotally supported by a support shaft 12c on an extension of the axis of the input shaft 12 (see FIG. 2) with respect to the speed reducer 5. The other end of the link arm 17 can be tilted with respect to the support plate 28 erected on the pedestal 26 of the engine 4 by a support shaft 6c on an extension of the axis of the output shaft 6 (see FIG. 2). Has been done.

As a result, the support shaft 12c, the support shaft 6c, the tilt support shaft 25b, and the support shaft 21d have the support shaft 12c and the support shaft 21d as stationary nodes and the support shaft 6c and the tilt support shaft 25b as intermediate nodes (equal points). It constitutes a four-section link mechanism (hereinafter referred to as the left side link mechanism). In this way, the axis is symmetrical with the four-section link mechanism (hereinafter referred to as the right side link mechanism) of the input shaft 12, the output shaft 6, the tilting support shaft 25a, and the support shaft 21c shown in FIG. By providing the link mechanism, it is possible to realize smooth tilting and improve stability and durability. That is, although the tilting of the engine 4 can be realized only by the right side link mechanism, a load is applied to the right side link mechanism due to the weight of the engine 4. Here, when the engine 4 is tilted from the traveling direction in a plan view, the output shaft 6 is also tilted, so that stress is applied to the plate-shaped shaft connecting member 16 in the direction of bending the plate. Then, there arises a problem that the shaft connecting member 16 is more easily bent than when a load is applied in the plane direction of the plate. On the other hand, by providing the left side link mechanism, it is possible to prevent the engine 4 from tilting from the traveling direction in a plan view, and it is possible to prevent deformation of the shaft connecting member 16.

One end of the piston rod 32 of the cylinder 33 is pivotally supported on the support plate 28 by a support shaft 31 parallel to the output shaft 6 (see FIG. 2). The main body of the cylinder 33 is tiltably fixed to a fixing plate 36 fixed to the pillar frame 20c by a fixing ring 37 by a support shaft 35 parallel to the output shaft 6 (see FIG. 2). The cylinder 33 is composed of a hydraulic cylinder, but may be an appropriate cylinder such as a gas cylinder. The cylinder 33 prevents the engine 4 from suddenly tilting and realizes a gentle tilting.

From the above, the tilting support shafts 25a and 25b fixed to the engine 4 and the output shaft 6 have a constant extension line of the common axis of the tilting support shafts 25a and 25b and an extension line of the axis of the output shaft 6. In addition to being able to rotate the tilting support shafts 25a, 25b around the support shafts 21c, 21d under the constrained condition of being kept at a distance, the output shaft 6 is around the input shaft 12. It is possible to rotate and move to. As a result, the engine 4 can take a forward leaning posture or a backward leaning posture without moving significantly in the front-rear direction.

More specifically, when traveling on the uphill rail 2, the single rail carrier 1 shifts from the horizontal posture up to that point to the backward leaning posture shown in the right side view of FIG. At this time, the engine 4 mounted on the single rail carrier 1 has a frame so that its own weight and the center of gravity of the weight 27 are located below the extension line of the common axis of the tilting support shafts 25a and 25b. It tries to maintain the horizontal state by rotating relative to 3. Therefore, in the connecting unit 15, the output shaft 6 of the engine 4 rotates about the input shaft 12 upward, and the arm members 23a and 23b are tilted around the support shafts 21c and 21d. The 25a and 25b rotate so as to be pushed forward and upward. In this way, even if the single rail carrier 1 travels on the single rail 2 on an uphill slope, the engine 4 can be maintained in a state close to a horizontal posture without any electrical drive or manual operation. There is.

When traveling on the downhill single rail 2, the single rail carrier 1 shifts from the horizontal posture up to that point to a forward leaning posture as shown in the right side view of FIG. At this time, the engine 4 mounted on the single rail carrier 1 has a frame so that its own weight and the center of gravity of the weight 27 are located below the extension line of the common axis of the tilting support shafts 25a and 25b. It tries to maintain the horizontal state by rotating relative to 3. Therefore, in the connecting unit 15, the output shaft 6 of the engine 4 rotates about the input shaft 12 downward, and the arm members 23a and 23b are tilted around the support shafts 21c and 21d. The 25a and 25b rotate so as to be pulled backward. In this way, even if the single rail carrier 1 travels on the downhill single rail 2, the engine 4 can be maintained in a state close to a horizontal posture.

Further, the distance between the extension line of the common axis of the tilt support shafts 25a and 25b and the extension line of the axis of the output shaft 6 is between the tilt support shaft 25a (25b) and the support shaft 21c (21d). It is shorter than the distance between the output shaft 6 and the input shaft 12. Therefore, when the engine 4 takes a forward leaning posture or a backward leaning posture, the moving distance that the tilting support shafts 25a and 25b and the output shaft 6 rotate around the support shafts 21c and 21d and the input shaft 12 is short. I'm out. As a result, the space required for changing the attitude of the engine 4 can be reduced.

Further, since the extension lines of the axes of both the tilt support shafts 25a and 25b and the output shaft 6 are not aligned with each other, the engine 4 is tilted by the driving reaction force when the engine 4 is started or stopped. Can be prevented.

The tilting support shafts 25a and 25b are located above the position of the center of gravity of the engine 4. Therefore, when the single rail carrier 1 is in a horizontal posture, the engine 4 can be in a substantially horizontal posture.

Further, by supporting the support shafts 21c and 21d on the girder frames 21a and 21b located higher than the height position of the engine 4, the extension line of the common axis of the support shafts 21c and 21d and the center of gravity of the engine 4 The distance between the two can be sufficiently long, and the engine 4 can smoothly shift to the forward leaning posture or the backward leaning posture due to its own weight.

Further, when viewed from the side view from the axial direction of the output shaft 6, it is formed by connecting the four axial centers of the support shaft 21c (21d), the tilt support shaft 25a (25b), the output shaft 6, and the input shaft 12. The internal angles of the virtual quadrangles are all less than 180 degrees. Therefore, in the side view, the forward tilting posture of the engine 4 when the three axes of the tilting support shaft 25a (25b), the output shaft 6, and the input shaft 12 are aligned in a straight line, and in the side view, the support shaft 21c (21d), the tilting support shaft 25a (25b), and the tilting posture can be smoothly changed from the backward tilting posture of the engine 4 when the three axes of the output shaft 6 are aligned in a straight line. ..

With the above configuration and operation, the engine 4 can be maintained in a substantially horizontal state even if the rail 2 is installed over steep uphill and downhill slopes such as 30 ° and 45 °, and the 4-stroke is vulnerable to inclination. It is possible to provide a single rail carrier 1 capable of stably traveling without stopping the engine 4 composed of an engine.

Further, since the tilting posture of the engine 4 is controlled by utilizing the weight of the engine 4, no electric driving unit such as a sensor and a motor is required, there are few failures, and the running cost can be suppressed.

As described above, the tilted posture of the engine 4 is linked to the relative movements of the tilting support shafts 25a and 25b and the output shaft 6 both fixed to the engine 4 with the axes separated by a certain distance in the side view. Change. Therefore, the engine 4 does not move significantly in the front-rear direction, so that the space occupied by the engine 4 can be small, and the space can be saved and the size can be reduced.

Further, since the shaft connecting member 16 is made of a metal material having rigidity enough not to be deformed even when the load of the engine unit 4A composed of the engine 4, the pedestal 26, the weight 27, and the holding member 25 is applied, the output Stable operation can be performed without changing the distance between the shaft 6 and the input shaft 12.

Further, by adopting a structure in which the left side link mechanism and the right side link mechanism are arranged symmetrically, it is possible to prevent failures such as deformation of the shaft connecting member 16 due to the weight of the engine 4 and realize stable operation. it can.

Further, the rotational force from the output shaft 6 of the engine 4 is directly transmitted to the input shaft 12 of the reducer 5 by the V-belt 10 stretched on the engine output shaft pulley 8 and the reducer input shaft pulley 9. As described above, since there is no extra member for transmitting the rotational force from the output shaft 6 of the engine 4 to the input shaft 12 of the speed reducer 5, the size can be made compact and lightweight, and the engine 4 can be tilted. While making it possible, the power of the engine 4 can be transmitted to the reduction gear 5 and the drive wheels 14 without being attenuated.

The invention of the present application is not limited to the present embodiment and may be various other embodiments.
For example, as in the single rail carrier 1A of the second embodiment shown in the right side view of FIG. 6, the support shaft 21c (21d is not shown) of the arm member 23a (23b is not shown) is pivotally supported on the pedestal 26. The structure may be such that the engine unit 4A is supported from below. Since the other configurations are the same as those in the first embodiment, the same elements are designated by the same reference numerals and detailed description thereof will be omitted.

In the case of the second embodiment as well, as in the first embodiment, the support shaft 21c (21d) and the input shaft 12 serve as a stationary node, and the arm member 23a (23b) and the output shaft 6 serve as an intermediate node during climbing a slope. The engine unit 4A can be kept almost horizontal when descending a slope.

Further, the rail carrier is not limited to a single rail, and may be an appropriate rail carrier that moves along the rail, such as a rail carrier that moves along three rails.

Further, the engagement between the drive wheel and the rail is not limited to the protrusion of the drive wheel and the hole of the rail, but the outer peripheral ribs provided on the outer circumference of the drive wheel at equal intervals and parallel to the axial direction and the corrugated shape provided on the rail. An appropriate structure such as a structure in which irregularities are engaged can be used.

Further, although the tilting support shafts 25a and 25b are provided on the left and right arms 25c connected to the pedestal 26, the present invention is not limited to this, and the shaft may be directly supported by the engine 4. In this case as well, the same effect can be achieved.

According to the present invention, rails are laid in places where there are no roads, such as the transportation industry in mountainous cultivated areas such as citrus gardens, and the transportation industry for materials and people during construction of steel towers, bridges, roads, etc. in forests. It can be used in various industries that transport people and goods by means of a carrier.

1 ... Single track carrier 2 ... Single track 3 ... Frame 4 ... Engine 4A ... Engine unit 5 ... Reducer 6 ... Output shaft 6a ... Bearing 6b ... Output bearing case 6c ... Support shaft 7 ... Centrifugal clutch 8 ... Engine output shaft pulley 9 ... Reducer input shaft pulley 9a ... Protruding part 10 ... V belt 10a ... Tension pulley 11 ... Friction type fastener 12 ... Input shaft 12a ... Bearing 12b ... Input bearing case 12c ... Support shaft 14 ... Drive wheel 14a ... Engagement protrusion 15 ... Connecting unit 16 ... Shaft connecting member 16a ... Belt cover 17 ... Link arm 19 ... Base frame 20a, 20b, 20c, 20d ... Pillar frame 21a, 21b ... Girder frame 21c, 21d ... Support shaft 23a, 23b ... Arm member 25 ... Holding members 25a, 25b ... Tilt support shaft 25c ... Left and right arms 25d ... Fixed plate 25e ... Lower arm 26 ... Pedestal 27 ... Weight 28 ... Support plate 31 ... Support shaft 32 ... Piston rod 33 ... Cylinder 35 ... Support shaft 36 ... Fixed Plate 37 ... Fixed ring

Claims (6)

An engine unit with an output shaft that rotates and outputs
A speed reducer having an input shaft into which the output from the output shaft is input, and
It is provided with a driving wheel that is connected to the speed reducer and rotates.
It is a rail carrier that moves by engaging the drive wheels with the engaging part of the rail installed in a place with a slope.
The frame to which the reducer is fixed and
An arm member having one of said output shaft and parallel to two axes other attached to the frame as a support shaft is attached to the engine unit as tilting supporting shaft,
A shaft connecting member to which the output shaft of the engine unit and the input shaft of the speed reducer are rotatably attached is provided.
Wherein the output shaft of the engine unit and the other of the tilting supporting shaft of the arm member is arranged so as not located on the extension of each other in the axial,
The tilting support shaft is arranged above the center of gravity of the engine unit when viewed in the axial direction.
The engine unit has a configuration in which it rotates relative to the frame about the tilting support shaft and is maintained in a substantially horizontal state or a state close to the horizontal state by its own weight.
The shaft connecting member is a rail carrier having a configuration in which the output shaft rotates about the input shaft so as to move upward or downward with the relative rotation of the engine unit . The shaft connecting member is
When in a backward leaning posture while traveling on the above-mentioned rail uphill
Along with the relative rotation of the engine unit, the output shaft rotates upward with respect to the input shaft, and accordingly, the arm member tilts forward with the support shaft as the center. It is configured to rotate so that it is pushed upward.
When leaning forward on the downhill rail
With the relative rotation of the engine unit, the output shaft rotates downward with respect to the input shaft, and accordingly, the arm member is tilted rearward with the support shaft as the center. The rail carrier according to claim 1, which is configured to rotate so as to be pulled by . The shaft connecting member is made of a rigid material and is made of a rigid material.
A V-belt that transmits the output from the output shaft to the input shaft,
The rail carrier according to claim 1 or 2, further comprising a tension pulley that keeps the V-belt stretched without loosening . The output shaft is arranged on the speed reducer side with respect to the tilting support shaft.
The rail carrier according to claim 1, 2, or 3, wherein the input shaft is arranged closer to the speed reducer than the tilting support shaft and the output shaft . The rail carrier according to any one of claims 1 to 4, wherein the engine unit has a weight attached below. An engine unit having an output shaft for rotating output, a speed reducer having an input shaft for inputting output from the output shaft, and a driving wheel connected to the speed reducer and rotating are provided and installed in a sloped place. It is a rail transportation method that uses a rail carrier that moves by engaging the drive wheels with the engaged portion of the rail.
The rail carrier
The frame to which the reducer is fixed and
An arm member, one of which is attached to the frame as a support shaft and the other is attached to the engine unit as a tilt support shaft, out of two shafts parallel to the output shaft.
A shaft connecting member to which the output shaft of the engine unit and the input shaft of the speed reducer are rotatably attached is provided.
The other tilting support shaft of the arm member and the output shaft of the engine unit are arranged so as not to be located on an extension line of each other's axis.
The tilting support shaft is arranged above the center of gravity of the engine unit when viewed in the axial direction.
The engine unit rotates relative to the frame about the tilting support shaft, and is maintained in a substantially horizontal state or a state close to the horizontal state by its own weight .
A rail transportation method in which the shaft connecting member rotates about the input shaft so that the output shaft rotates upward or downward with the relative rotation of the engine unit .

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