JPH01314662A - Engine installing construction of single-rail dolly - Google Patents

Abstract

PURPOSE:To simplify power transmission construction by identifying with the input shaft of a power transmission mechanism the output shaft of a centrifugal clutch which transfers turning force of an engine to the power transmission mechanism, and fixing the centrifugal clutch mounting portion alone of the engine to a frame. CONSTITUTION:In a single-rail dolly running on a single rail provided with a rack, a dolly which is suitably used in a hilly area such as an orchard, etc. where passages are very narrow, a gear-type power transmission mechanism including gears 54, 54 is provided which transfers the power of an engine A as reducing it to a driving pinion L which interlocks with its rack. This power transmission mechanism is installed inside a frame C provided with numerous wheels holding a rail from above and from below in the rear/front sides. And a centrifugal clutch W which transfers turning force of the engine A to the power transmission mechanism only while engine speed is higher is installed on the frame C in such a way that its output shaft is identified with the input shaft of the power transmission mechanism, and also the centrifugal clutch mounting portion alone of the engine A is fixed to the frame C.

Description

[Detailed description of the invention] (g) Technical field The present invention relates to an engine mounting structure for a single-rail transport vehicle.

Single-track transport vehicles are often used in orchards, etc., where there are many slopes and narrow passages.

Its advantages are that it is easy to lay rails and can be operated automatically. Even on such slopes, the rails are easy to install and easy to run on. fruit trees, fertilizers,
It is extremely convenient for transporting agricultural equipment, etc.

For example, single-rail transport vehicles with a capacity of 200 kg are widely used in mandarin orange orchards.

In addition, applications for civil engineering are also being developed. in this case,
A stack of 1 is suitable.

A single-rail transport vehicle consists of a power vehicle and a bogie.

The trolley is only used to store cargo.

A power vehicle is a vehicle that pulls a cart.

A power vehicle includes an engine, a power transmission mechanism that transmits the driving force of the engine, and a drive pinion that is rotated by the engine.
It has upper and lower wheels that support the motor vehicle, as well as brakes.

Brakes are important because the vehicle is unmanned. It has a stop brake, constant speed brake, emergency stop brake, etc.

The present invention relates to improvements in an engine and a portion of a power transmission mechanism. (a) Prior Art In the case of conventional single-rail transport vehicle power vehicles, the rotational force of the engine was transmitted to a power transmission mechanism consisting of a gear train via a V-belt.

Such a structure is disclosed in Japanese Patent Application Laid-Open No. 58-53559 (S 58.3.30) by the present inventor.
Publication) JP-A-56-142749 (S 56.1
1.7 Publication) JP-A-56-157659 (S 56
．． Published on 12.4) JP-A-57-87751 (S
Published on June 1, 1985) JP-A-57-90256 (S
Published on 57.6.4) JP-A-58-56967 (
S 58.4.4 Publication) JP-A-59-209960
(S 59.11.28 Published) JP-A-60-60057
(S60.4.6 released) Japanese Patent Application Publication No. 1986-6005
8 (Published in 360, 46) JP-A-60-76459
(S 60.4.30 Published) Utility Model 1986-466
57 (published on March 29, 2015), etc.

The rotational force from the engine and centrifugal clutch is transmitted from the pulleys provided on the sides to other pulleys via the V-belt. This pulley is fixed to the gear shaft of the first stage of a transmission consisting of a gear train.

In this way, it always included a power transmission part consisting of a V-belt and a pulley.

The one in which a V-belt is interposed has the following drawbacks. One is that maintenance is difficult.

These days, there are excellent V-belts, but they still wear out over time.

However, the V-belt is designed to have a gap of 12 mm or less between the belt and the case to prevent fingers from getting into it.

When the V-belt becomes worn, it must be replaced. However, users (farmers) cannot replace the V-belt.

Therefore, when the belt wears out after 3 to 5 years, the manufacturer or distributor must replace the belt.

This is complicated. It is desirable that such maintenance be unnecessary.

Another issue is efficiency.

Since power is transmitted through the V-belt, the tension of the V-belt must be adjusted within a certain range. This is done by changing the angle of the engine mount relative to the frame.

Since the tension of the V-belt is large, a strong lateral force acts on the output shaft of the centrifugal clutch and the input shaft of the transmission case. Therefore, friction loss is large and power transmission efficiency is poor.

(1) Purpose The first object of the present invention is to provide an engine mounting structure that does not require maintenance without using a V-belt.

A second object of the present invention is to provide an engine mounting structure with high power transmission efficiency.

B) Thought experiment In the present invention, the output shaft of the centrifugal clutch is directly connected to the first gear of the gear train of the power transmission mechanism, without using a V-belt.

In this way, since there is no V-belt, wear of the V-belt cannot occur.

The present inventor is not aware of any example in which a power transmission system other than a V-belt pulley is used in a power vehicle of a single-rail transport vehicle. To the best of the inventor's knowledge, V-belt pulleys have been used.

So, what would happen if we removed the V-belt and pulley? I thought about that first.

It is thought that this is not the case as shown in FIG.

In this case, a section-shaped engine mount 50 is attached to the power vehicle frame C, and the bottom of the crankcase 51 is screwed onto this.

That is not all. For centrifugal clutch W, flange 5
2, the sides of the crankcase 51 are fixed.

A gear 54 of the power transmission system is fixed to the output shaft of the centrifugal clutch. This gear 54 is located between gear cases (2) and (H). The power transmission system starts from this gear 54.

In this way, the engine is doubly supported by the engine mount 50 and the extension of the gear case (2) that includes the centrifugal clutch W.

The basis for inferring that such a structure will occur is as follows.

■In the conventional structure using a belt and pulley, the output shaft of the centrifugal clutch W was single-sided, and a pulley was attached to the free end.

Pulleys are exposed. The centrifugal clutch W is fixed to the engine but separate from the gear case. In other words, the engine and the centrifugal clutch were supported by the engine mount 50.

If such a conventional structure were to be improved, it would be as follows. Pass the output shaft of the centrifugal clutch into the gear cases ■ and ■ and support them with both hands. A gear 54 is fixed to the output shaft 55.

In other words, the gear 54 must be inside the gear case. The gear 54 is fixed to the output shaft of the centrifugal clutch.

Then, the centrifugal clutch must be fixed to the gear cases ■ and ■.

The centrifugal clutch cannot be separated from the gear case.

If so, a centrifugal clutch with gears attached to the output shaft would look like the one shown in Figure 7, and the engine would be doubly fixed to the frame and gear case.

Since it is double-fixed, it increases stability and makes the structure more robust, which seems to be a good thing.

However, it is not that simple.

Suppose that the position of the port can be adjusted by alternately attaching it to the engine mount 50 and attaching the flange 52 to the gear case (2) so that the residual stress is as small as possible.

In a stationary state, the engine mounting base 50 is secured by double fixing.
Even if the gear case H can be made free of residual stress, the following problem still exists.

When a single-gauge transport vehicle runs on rails, the power vehicle shakes violently because there is only one rail.

It's not a simple structure. Therefore, there are many vibration modes.

Since the frame supports the wheels, it vibrates in a manner similar to the uneven contact between the wheels and the rails. This would be a high frequency vibration.

Gear cases ■ and ■ are heavy and are not directly connected to the wheels.

Gear cases ■ and ■ are connected to frame C with bolts. Then, the vibration of the gear case is a low frequency vibration.

Also, the vibration of the gear case will be greater in the lateral direction than in the longitudinal direction.

The frame will be stationary at high frequencies and the longitudinal vibrations will be greater than the lateral vibrations.

The engine crankcase 51 is fixed to two members having different vibration modes and natural frequencies. Then, the crankcase 51 is affected by different vibrations and modes of vibration.

As a result, complex stresses are applied to the joints of the crankcase.

Engine crankcase 51 and engine mounting base 50
, flange 52 are solidified, and there is no cushioning material interposed between them, vibrations of different frequencies and amplitudes are applied to the engine crankcase as impact force, causing fatigue to the crankcase. Eventually, cracks will appear. This is undesirable.

As a result of such thought experiments, the present invention was made.

(Structural structure) In the present invention, ■The output shaft of the centrifugal clutch is passed directly through the gear case without using a belt or pulley, and the gears are attached to it.Then, the engine is not supported twice; Do not provide an engine mount to support the mold.

The engine shall be fixed on an extension of the gear case and centrifugal clutch, and supported from the side.

This is a feature of the present invention. Since there is no double support, no complicated forces act on the engine crankcase. This prevents the crankcase from cracking or breaking due to contradictory impact forces.

This will be explained using drawings.

FIG. 1 is a right side view of the single-rail power vehicle of the present invention, FIG. 2 is a left side view, and FIG. 3 is a back and front view.

Engine A1 fuel tank B is provided above the power vehicle.

Frame C forms the overall skeleton.

This can be made of aluminum, aluminum alloy, cast iron, etc., for example.

The frame C is box-shaped and has a part that accommodates the gear train (between Ca and Cc) and a part that supports the wheels.

The former is also called a gear case. The gear case is divided into two parts, sometimes called gear case ■ and gear case ■. This is part of the frame.

In the explanation of FIG. 7, the frame and gear case are compared, but in this case, the former is the frame that supports the wheels.

Inside the gear case, many large and small gears mesh with each other, so they are filled with oil for lubrication. The frame where the wheels are suspended is open downwards, and there is no need to fill it with oil.

Rail D is a single rail with a square cross section. In this embodiment, since the object is a small single-rail transport vehicle for mandarin orange orchards with a capacity of 200 kg to 300 kg, there is only one rail.

The rail is made by bending a thin plate and making it into a rectangular shape (for example, 5mm x 50mm).
mm). A rack E made of corrugated strips is welded to the side surface of the rail D.

There are four wheels that hold the rail at the top, bottom, and front. The front upper wheel Ff, the rear upper wheel Fr1, the front lower wheel, and the rear lower wheel J.

The rear lower wheel J is integrated with the drive pinion L. Since they are one piece, they rotate at the same time. Drive pinion L is lower wheel J
It is formed at the left end of the

Of course, the drive pinion L can also be made separate from the rear lower wheel J.

The mission switching lever M changes the meshing of the gear train to switch between forward and reverse movement.

The manual stop/start operation N is a manual operation for stopping and starting. When starting, it must be operated manually.

However, in the case of stopping, the lower automatic stop bar R collides with a stopper (not shown) set on the ground, thereby automatically stopping the vehicle.

A cylindrical member protruding to the left side of the frame is a constant speed brake P. This is an extension of one of the gear shafts of the power transmission mechanism and a brake shoe attached to it. When the brake shoes expand, they come into contact with the brake drum and receive braking force. This is a brake that ensures that the aircraft only reaches a certain speed when dismounting.

The lubricating rack O contains lubricating oil and supplies it to necessary parts.

The recoil starter S starts the engine by pulling a wire connected to the plug.

The accelerator wire T connects the engine and the stop brake Q, so that the movement of the engine and the operation of the brake are synchronized so that they operate without contradiction.

The universal joint V is a connector for connecting the truck to the rear.

The power transmission system will be explained with reference to FIG.

Let the output shaft of the engine be the Z axis.

For simplicity, the axes of the power transmission system will be referred to as a-f axes.

The input shaft of the centrifugal clutch W is naturally the Z-axis.

The output shaft of the centrifugal clutch W is the a-axis, which is the first gear shaft.
It is the axis of the stage. All gear shafts are supported by bearings.

A gear 54 is fixed to the a-axis and meshes with a gear 55 on the b-axis. The b-axis is a transmission axis, and the gear 56 moves in the axial direction by the action of the transmission switching lever M.

The C axis is a constant speed brake axis, and a gear 58 is fixedly attached thereto. The brake shoes of the constant speed brake P described above are attached to the e-axis.

The d axis is the stop brake axis. Gear 5 attached to this
9 meshes with the gear 58.

A gear 61 attached to the d-axis meshes with a gear 62 on the e-axis.

A gear 63 on the e-axis meshes with a gear 64 on the g-axis.

The g-axis is the output shaft, and the drive pinion L is fixed thereto.

The f-axis is an emergency stop brake axis, and the gear 66 is attached. A gear 65 on the e-axis is engaged with this.

The gears 54 to 66 are all sealed in a portion surrounded by the frame side plate Ca and the main body Cc. This part is also called the gear case. The left side is called the gear case■, and the right side is called the gear case■. Although it is a part of the frame, the inside is filled with lubricating oil. There is an oil seal next to the bearing, but it is not shown.

FIG. 5 shows the mounting portion of the engine to the frame in the power vehicle of the present invention. One end of the frame serves as a storage area for the centrifugal clutch W.

A constant speed brake P is attached slightly below this. This consists of a constant speed brake drum fixed to the frame side plate Ca, a brake shoe fixed to the constant speed brake shaft C, and a spring that contracts the brake shoe.

What should be noted in Figure 5 is that the
There is no engine stand 50 that supports the engine from below.
That's what it means.

The engine A is fixed to the side of the gear case H of the frame. This is a feature of the present invention.

FIG. 6 is an enlarged partial sectional view of the centrifugal clutch W.

The centrifugal clutch itself may be arbitrary.

What is shown here is publicly known. However, the crankcase 2 of the engine is fixed to the end face 7 of the frame C via the thin flange 1.

The crankcase 2 is a space that accommodates a crank that converts the vertical movement of the engine piston into rotational motion and a crankshaft (output shaft Z), and forms the lower part of the engine.

A flange portion 8 is formed at a side end of the crankcase 2.

Bolts 6 are screwed into the end face portion 7 of the frame C, and the flange 1 is inserted therein. Furthermore, insert the flange portion 8 of the crankcase 2 into the bolt 6 and tighten the nut 19.

The output shaft Z of the engine passes through the center hole of the crankcase cover 3 and projects laterally. There is an oil seal 9 that prevents the oil inside the crank chamber from leaking out.

A centrifugal clutch post 4 is fixed to the engine output shaft Z.

The centrifugal clutch W has a centrifugal clutch drum 5 in addition to the centrifugal clutch post 4. The centrifugal clutch drum 5 is fixed to the clutch output shaft (a-axis) via a circumference stopper mechanism 11.

A centrifugal clutch shoe 12 is located inside the clutch drum 5.
There is.

The centrifugal clutch post 4 is fixed to the engine shaft Z by a screw 15 on the end face.

A clutch arm 16 is pivotally supported on the centrifugal clutch post 4 by a pin 13.

The other end of the clutch arm 16 can be freely expanded or contracted.

The free end is compressed by a spring 14.

When the rotation speed of the engine shaft (g-axis) is low, the clutch arm 16 is contracted. The centrifugal clutch drum 5 and the a-axis are stationary.

When the rotational speed of the engine shaft (g-axis) increases, the centrifugal force is overcome and the clutch arm 16 expands. This pushes the centrifugal clutch shoes 12 apart. The centrifugal clutch shoe 12 contacts the inner surface of the centrifugal clutch drum 5.

The centrifugal clutch drum 5 and the centrifugal clutch output shaft (a-axis) are connected to the engine shaft.

They rotate together at the same speed.

The rotational force of the a-axis is transmitted sequentially from gear 54 to gear 55, and then to the drive pinion. This has already been mentioned.

The structure of centrifugal clutches is known.

The output shaft of the centrifugal clutch and the first shaft of the power transmission mechanism are common (a-axis), and a gear 54 is attached to one of them. From the perspective of gear 54, this shaft is supported on both sides by bearings 17,18.

The oil seal 20 prevents oil in the gear case from entering the centrifugal clutch chamber.

(2) Effect In the present invention, the output shaft of the centrifugal clutch is directly connected to the
The feature is that a gear 54 is attached. gear 5
What is new is that the first input shaft (a-axis) of the fixed power transmission system in No. 4 is the same as the output shaft of the centrifugal clutch.

However, as shown in Fig. 7, it does not have a double support structure and does not have an engine mounting stand.

The engine is only connected to the frame C at the attachment point of the centrifugal clutch.

Frame C, of course, vibrates.

Single-gauge transport vehicles run on a single rail, so vibrations are intense. However, the mode of vibration applied to the engine is uniform. The engine is heavy and located quite far from the wheels and rails, so its natural frequency of vibration is low.

High-frequency vibrations occur in the parts that mesh with the wheels and racks. However, such high frequency vibrations are damped and not transmitted to the engine.

This is because the natural frequency of the engine is low. Both the number of modes and the amplitude of vibrations applied to the engine are reduced. The engine therefore experiences less fatigue and has a longer lifespan.

More importantly, since frictional force transmission members such as V-belts and pulleys are not used, no shearing force is applied to the shaft, and the frictional force between it and the bearing is reduced.

Therefore, power transmission efficiency is significantly improved.

This is, of course, the intent of the present invention.

(4) Effects (1) Since the output shaft of the centrifugal clutch is directly used as the input shaft of the gear train, transmission by a V-belt or pulley is not required.

Conventional belts that use a V-belt wear out and have to be replaced every 3 to 5 years.

However, this could not be replaced by the user, so it had to be done by the manufacturer or agency.

Since the present invention does not use a V-belt, such maintenance is unnecessary.

(2) If a transmission mechanism that uses sliding friction force, such as a V-belt pulley, is used, slipping occurs and large driving force cannot be transmitted.

Since the present invention does not have a V-belt or pulley, a large driving force can be transmitted.

Therefore, the effective traction force increases.

In order to compare this, an experiment was conducted in which the present invention and the conventional one using a V-belt were allowed to climb an inclination angle of θ=45° by pulling a catch mold.

The engines of the power vehicles are the same, and the structures such as wheels are also the same. The maximum load Wmax that can climb a slope of 45° is 420 kg for the present invention and 320 kg for the conventional one.
It was g. In other words, it means carrying about 100 kg of cargo.

(3) For the same load and the same slope, the engine load of the present invention is lighter.

Therefore, fuel consumption can be reduced.

(4) The engine is mounted on frame C at the centrifugal clutch part.
Since it is only solidified, the complex vibrations of the two modes are not added.

Also, compared to conventional V-belt pulleys (in which the engine is fixed on an engine mount), engine vibration is reduced.

We actually measured the strength of the engine's vertical, horizontal, and longitudinal vibrations, as well as the fuel tank's vertical, horizontal, and longitudinal vibrations using an accelerometer. The running speed and load are the same.

In the conventional device, an acceleration of 10 to 40 G was generated at each part of the fuselage.

In the case of the present invention, this was about Z.

Since less vibration is applied to the engine, the life of the engine can be extended.

(5) ■For those that use a belt/boot, the mounting position of the centrifugal clutch/engine had to be finely adjusted in order to provide belt tension. In other words, it was difficult to align the centers of each mechanism and required adjustment.

However, in the present invention, since there is no such thing as a belt, it is possible to align the center of the engine shaft, the center of the centrifugal clutch, and the center of the gear shaft (a-axis) by increasing the accuracy of machining.

[Brief explanation of the drawing]

FIG. 1 is a right side view of the single-rail transport vehicle power vehicle of the present invention. Figure 2 is a left side view. Figure 3 is a rear view. Figure 4 is a power transmission system diagram. FIG. 5 is a partial vertical sectional view showing the engine mounting structure of the present invention. FIG. 6 is an enlarged sectional view of the centrifugal clutch between the engine and the frame. FIG. 7 is a partial cross-sectional view showing a structure in which a gear is attached to the shaft of an engine/centrifugal clutch, which may be considered as an extension of the conventional attachment structure. A...Engine B...Fuel tank C...Frame D...Rail E...Rack Ff...Front upper wheel Fr...Rear upper wheel J ...Rear lower wheel K...Front lower wheel L...Drive pinion M...Mission switching lever N...Manual stop/start operation rod 0...・Oil tank P・・・Constant speed brake Q・・・Stop brake R・・Automatic stop bar S・・・Recoil scooter T・・・Accelerator wire U・・・・Muffler ■・...Universal joint W...Centrifugal clutch・・Constant speed brake shaft d-axis・Stop brake shaft e-axis・Intermediate shaft f-axis・・Emergency stop brake shaft g-axis・・Drive pinion shaft 1・・Flange 2・・・・・Crankcase 3・--- Crankcase cover 4 --- Centrifugal clutch post 5 --- Centrifugal clutch drum 6 --- Bolt 7 --- Frame end portion 8 --- Crank case Flange part 9...
Oil seal 10... Bolt 11... Stopper 12... Centrifugal clutch shoe 13... Pin 14... Spring 15... Screw 16... ...Clutch arm 17.18...Bearing 20...Oil seals 54-66...Gears of power transmission mechanism Inventor Hideo Chigusa Patent applicant Chigusa Cableway Co., Ltd.

Claims (1)

[Claims] It is a power vehicle of a single-gauge transport vehicle that runs on a rail having a rack, and includes an engine A, a drive pinion L that meshes with the rack, and a power transmission system that transmits the power of the engine A to the drive pinion L while decelerating the power of the engine A. , upper and lower wheels for running on the rails, a frame C with a built-in power transmission system to support the wheels, a stop brake for stopping, and the rotational force of the engine A to be used as a power source only when the rotation speed is high. The output shaft of the centrifugal clutch W is the same as the input shaft of the power transmission system, and there is no V-belt or pulley interposed between them. is an engine mounting structure for a single-rail transport vehicle, characterized in that only the centrifugal clutch mounting portion is fixed to the frame C.