JPH0392471A - Electric car for conveyance - Google Patents

Abstract

PURPOSE:To increase the thrust in an uphill running while using a small capacity motor by converting automatically the reduction gear ratio of a reduction gear provided between driving wheels and a motor to a lower reduction ratio in a horizontal running route while converting it to a higher reduction ratio in an uphill running route. CONSTITUTION:When an electric car for conveyance running on a horizontal running route 42 reaches to the starting position of an uphill running route 39, a cam passive roller 33 of a reduction ratio converting lever 29 of the running electric car for conveyance runs over a cam 40, and the converting lever 29 is swayed from a lower reduction ratio position to a higher reduction ratio position against the enforced power of a construction coil spring 31. As a result, by a shift lever 26 linking to the converting lever 29, it is converted to a higher reduction ratio condition in which a larger gear 25h is geared with a smaller gear 24 in the two step gear 25 in a reduction ratio converting mechanism 23, and the reduction ratio to a driving wheel 5 for running is increased. Consequently, the wheel 5 rotates at a low speed, and the conveyer electric car 1 runs upward at a low speed.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a transport train that is equipped with motor-driven driving wheels and that runs on its own along a fixed travel route.

(Prior art and its problems) When this type of transport train has a running route part incorporated into the running route, it is necessary to apply a large thrust to enable the running route part to run on the boarding route without any problems. In order to achieve this, it was necessary to interpose a reducer with a large reduction ratio between the motor and the driving drive wheels or use a large capacity motor. When driving the traveling drive wheels, the traveling speed naturally decreases, and the transport efficiency in the horizontal traveling route portion that does not require a large thrust, which occupies most of the traveling route, will decrease significantly. Therefore, when a large-capacity motor is used, the overall size of the transport train becomes larger, the weight increases, and the cost increases.

(Means for Solving the Problems) In order to solve the conventional problems as described above, the present invention has the following features:
A reducer that can switch the reduction ratio to high or low is installed between the driving drive wheels and the motor, and the reduction ratio of this reducer is set to a low reduction ratio in the horizontal travel route and a high reduction ratio in the uphill travel route. The present invention proposes a transport train equipped with automatic switching means.

(Example) An example of the present invention will be described below based on the attached illustrative drawings.

In FIGS. 1 to 3, 1 is a suspended monorail transport train that is self-propelled guided by 1 guide rails 2, and is equipped with a driving trolley 3 and a driven trolley 4. The drive trolley 3 includes a running drive wheel 5 that moves on the upper surface of the guide rail 2, a vertical axis roller 6 for steady rest that sandwiches the upper and lower ends of the guide rail 2 from both the left and right sides at two places in the front and back, and the drive wheel 5. It is equipped with back-up horizontal shaft rollers 7a and 7b that contact the lower surface of the guide rail 2 at two places in the front and rear with respect to the position directly below it, and a motor 8 that drives the drive wheel 5. It is swingably connected to the train body 10. The driven trolley 4 includes a driven wheel l1 that moves on the upper surface of the guide rail 2, and a vertical axis roller l2 for steady rest that pinches the upper and lower ends of the guide rail 2 from both the left and right sides at the front and back, and the lower end is It is fixed to the train body 10.

As shown in FIGS. 4 and 5, the drive trolley 3 has a built-in speed reducer l3.

This reducer 13 includes a reduction shaft 2l that is interlocked and connected to an input shaft 14 driven by the motor 8 via reduction gears 15 to 20, and an output shaft 2 to which the drive wheels 5 are attached.
A reduction ratio switching mechanism 23 is interposed between the reduction ratio switching mechanism 2 and the reduction ratio switching mechanism 23. The reduction ratio switching mechanism 23 includes a large gear 20 and a small gear 24 fixed to the reduction shaft 21, and When the small gear portion 25a of the two-stage gear 25 meshes with the large gear 20, the two-stage gear 25 is in a low reduction ratio state A. When the large gear portion 25b meshes with the small gear 24, the high reduction ratio state B occurs, and the second gear 25 engages with the small gear 24.
The non-transmission neutral state C is when the pinion does not mesh with any of the small gears 24. Reference numeral 26 denotes a shift lever with one end fixed to the rotating shaft 27, and a pair of rollers 28a and 28b that sandwich the large gear portion 25b of the two-stage gear 25 from both sides in the axial direction are supported at the free end. has been done.

As shown in FIGS. 5 and 6, a reduction ratio switching lever 29 is provided at the upper end of the drive trolley 3 and interlocks with the shift lever 26 via the rotating shaft 27. As shown in FIGS. The switching lever 29 switches the small gear portion 25a of the two-stage gear 25 to the large gear 20 by a compression coil spring 31 interposed between the rear end and a receiving seat 30 fixed to the drive trolley 3. It is alternatively held at two positions: a low reduction ratio position X where the two-stage gear 25 engages with the small gear 24, and a high reduction ratio position Y where the large gear portion 25b of the two-stage gear 25 engages with the small gear 24.

Joint members 32a and 32b fit into both ends of the spring 31, and the arc surfaces of these joint members 32a and 32b, the recessed arc surface 29a of the switching lever 29, and the receiving seat 30
The recessed circular arc surface 30a is in fitting contact with the recessed circular arc surface 30a so as to be relatively rotatable. Further, a cam driven roller 33 is pivotally supported at the tip of the switching lever 29.

Reference numeral 34 denotes a lever fixing means, which moves the switching lever 29 to a non-transmission neutral position between the low reduction ratio position (neutral position corresponding to non-occlusal non-transmission neutral state C)
The switching lever 29 is fixed at the neutral position by inserting the fixing pin 38 through the pin hole 35 provided in the switching lever 29 and the pin hole 37 provided in the fixing member 36. You can.

As shown in FIGS. 1 and 2, the reduction ratio switching lever 29 of the traveling transport train 1 is placed at a position just before the uphill travel route portion 39 on the travel route of the transport train 1, so that its cam driven A cam 40 is provided for switching from the low reduction ratio position X to the high reduction ratio position Y via the roller 33. The cam 40 is supported so as to be movable within a certain range in the left-right and lateral directions, and is held at an operating position by a spring 4l.

The transport train 1 can be made to run along the guide rail 2 by rotationally driving the running drive wheels 5 by the motor 8, and power is supplied to the motor 8 by a power supply rail laid on the guide rail 2. (not shown) is carried out via a current collection unit (not shown) provided in the transport train 1 and a motor controller. Therefore, the rotation of the motor 8 is caused by the reduction gears 15 to 2 of the reduction gear 13.
0 to the output shaft 22 via the reduction ratio switching mechanism 23, and the driving wheels 5 are driven to reduce the speed. When the two-stage gear 25 of No. 23 is in a low reduction ratio state A where the small gear portion 25a meshes with the large gear 20, and when it is in a high reduction ratio state B where the large gear portion 25b meshes with the small gear 24. is running faster than. At this time, the reduction ratio switching lever 29 is in the low reduction ratio position X, as shown in FIG. 6, and is held by the biasing force of the compression coil spring 31.

When the transport train 1 traveling on the horizontal travel route portion 42 as described above reaches the starting position of the uphill travel route portion 39 shown in FIG. The roller 33 rides on the cam 40, and the switching lever 29 is swung from the low reduction ratio position X to the high reduction ratio position Y against the urging force of the compression coil spring 31. Therefore, the two-stage gear 2 of the reduction ratio switching mechanism 23 is operated by the shift lever 26 interlocked with the switching lever 29.
5 is switched to a high reduction ratio state B in which the large gear portion 25b meshes with the small gear 24, the reduction ratio for the traveling drive wheel 5 becomes large, and the drive wheel 5 rotates at a low speed,
The compression coil spring 3l, in which the transport train 1 travels on the uphill running path portion 39 at low speed, is activated when the switching lever 29 reaches the center position between the low reduction ratio position X and the high reduction ratio position Y. is maximally compressed when
When the switching lever 29 is displaced toward the high reduction ratio position Y, the spring 31 biases the switching lever 29 in a direction to swing it toward the high reduction ratio position Y, and the switching lever 29 reaches the high reduction ratio position Y. is held at the position Y.

Incidentally, when the reduction ratio switching lever 29 is switched from the low reduction ratio position If the tooth sides contact each other, the movement of the switching lever 29 to the high reduction ratio position Y is prevented, but at this time, the cam 40 moves backward against the biasing force of the spring 4l, so that the transport train 1 This prevents the running of the gear from being obstructed or excessive force from acting on the switching lever 29, the shift lever 26, etc., and allows the large gear portion 25b of the two-stage gear 25 and the small gear 24 to mesh with each other. When the phase is reached, the cam 40, which had been retreating, is moved back by the biasing force of the spring 41, and the switching lever 29 is switched to the high reduction ratio position Y, and the large gear portion 25b of the two-stage gear 25 and the small gear 24 and will interlock with each other.

Although not shown, the cam 40 is located at the end position of the uphill travel path portion 39 for switching the switching lever 29 held at the high reduction ratio position Y by the spring 3l to the low reduction ratio position X. A cam whose direction is opposite is disposed, and the cam causes the two-stage gear 2 of the reduction ratio switching mechanism 23 to
5 is returned from the high reduction ratio state B to the original low reduction ratio state A. Therefore, in the horizontal travel route section 42 following the uphill travel route section 39, the drive wheels 5 are driven at high speed at a low reduction ratio, and the transport train 1 travels at a higher speed than when traveling on the uphill travel route section 39.

Note that the driving wheels 5 can be driven at a high reduction ratio even on the downward travel route, so that the transportation train can be safely downwardly traveled at low speed.

As mentioned above, when the transport train 1 is run at low speed on the boarding route 39, the first priority is to eliminate slippage of the drive wheels 5 with respect to the guide rails 2. For this purpose, it is necessary to increase the pressing force of the drive wheels 5 against the guide rail 2. However, if the configuration is as shown in FIG. When pulled in the opposite direction to the running direction, the contact point between the rear backup horizontal axis roller 7b and the guide rail 2 becomes a fulcrum, and the drive wheel 5 is pressed against the upper surface of the guide rail 2, and the drive wheel 5 is pressed against the upper surface of the guide rail 2. The wheels 5 act by biting into the guide rail 2, and slipping of the driving wheels 5 with respect to the guide rail 2 is prevented. Of course, the front backup horizontal axis roller 7a
, 7b may be configured to be pressed against the lower surface of the guide rail 2 by the urging force of a spring. In this case,
The drive trolley 3 can be fixed to the train main body IO.

Furthermore, as in the above embodiment, when the reduction ratio switching lever 29 is configured to be fixed by the fixing means 34 at the non-transmission neutral position, the transport train 1 can be moved along the guide rail 2 in the event of a failure, etc. When the switching lever 29 is fixed in the non-transmission neutral position by the fixing means 34, the reduction gears 15 to 20 of the reducer 13 and the motor 8 are separated from the drive wheels 5, and the transfer lever 29 is moved by hand. Train l can be moved easily. Therefore, a worm gear or the like can also be used as the reduction gear of the reduction gear 13.

As a switching lever for switching the reduction ratio switching lever 29 between two positions, low reduction ratio position X and high reduction ratio position Y, as shown in FIG. When the switching lever 29 is in the neutral position, the pressing plate spring 44 is
4 can also be arranged so that it can be pressed and deformed to the maximum. In the illustrated example, stopper parts 44a and 44b for the roller 43 are formed at both ends of the plate spring 44, and a straight line is formed between the stopper parts 44a and 44b. 44b can also be curved protrudingly toward the side where the rotating shaft 27 is located.

(Operations and Effects of the Invention) As described above, according to the transport train of the present invention, the reduction ratio of the reducer interposed between the traveling drive wheels and the motor is as follows.
Since a means (in the embodiment, a reduction ratio switching lever 29 and a cam 40) for automatically switching to a low reduction ratio in the horizontal travel route portion and a high reduction ratio in the uphill travel route portion is provided, a small capacity motor can be used. However, it is possible to increase the thrust when running on the uphill, so that the transport train can run reliably and powerfully on the uphill. Moreover, since the horizontal travel route is run at high speed, there is no risk of reducing transport efficiency.

[Brief explanation of drawings]

Fig. 1 is a partially cutaway side view, Fig. 2 is a plan view, Fig. 3 is a front view, and Fig. 4 is a longitudinal sectional front view illustrating the structure of the reducer.
FIG. 5 is a longitudinal sectional side view of the same, FIG. 6 is a plan view showing a reduction ratio switching lever, and FIG. 7 is a plan view of main parts showing another embodiment. ■... Transport train, 2... Guide rail, 3...
Drive trolley, 4... Driven trolley, 5... Drive wheel for traveling, 8... Motor l3... Speed reducer, 15
~20... Reduction gear, 23... Reduction ratio switching mechanism, 2
5...2-stage gear, 26...Shift lever, 29...
・Reduction ratio switching lever, 31...compression coil spring,
33... Cam driven roller, 34... Lever fixing means, 35.37... Pin hole, 38... Fixing pin, 3
9...Pitching running route part, 40...Cam, 4l...
・Spring, 42...Horizontal traveling route part, 44...
・Plate spring.

Claims (3)

[Claims] (1) In a transport train equipped with motor-driven driving wheels and self-propelled along a fixed travel route, a reducer capable of switching a reduction ratio between high and low is interposed between the driving wheels and the motor. A transport train comprising means for automatically switching the reduction ratio of the reducer to a low reduction ratio in the horizontal travel route portion and to a high reduction ratio in the uphill travel route portion. (2) The reduction gear is provided with a reduction ratio switching lever, and a spring is provided to selectively hold the lever in two positions, a high reduction ratio position and a low reduction ratio position, and the lever is moved between the two positions. A transport train according to claim (1), wherein a cam for switching from one side to the other is disposed on the running path side. (3) The reducer is in a high reduction ratio state, a low reduction ratio state,
and a non-transmission neutral state, and a spring is provided to selectively hold a switching lever for switching between the three states at two positions, a high reduction ratio position and a low reduction ratio position, A cam for switching the lever from one of the two positions to the other is disposed on the traveling path side,
The transport train according to claim 1, further comprising lever fixing means for fixing the lever to a neutral position corresponding to the non-transmission neutral state.