JPH0632255U - Single-rail carrier - Google Patents

Abstract

(57) [Abstract] [Purpose] The drive source and drive wheels can be freely pivotally connected by using a hydraulic drive system for the transporter. It provides the driving force and prevents damage to the rails and drive wheels. [Structure] A single-rail transporter consisting of a drive vehicle 1 and passenger trucks 2 and 3 as one set, with hydraulic motors 5 arranged on each truck one by one, and the drive wheels are freely pivotally connected to the trucks. [Effects] By adopting a hydraulic drive system, it is possible to rotate the drive wheels provided in a plurality of hydraulic motors at one time and obtain a large drive force, and to reduce the total weight of the transporter and personnel to a plurality. Can be distributed to the hydraulic motor of
Further, by freely connecting the drive wheel to the dolly, damage to the rail and the drive wheel can be prevented.

Description

[Detailed description of the device]

[0001]

[Industrial applications]

 This plan relates to a transporter for personnel transport that was developed from the single-rail agricultural transporter used for transporting fruits, fertilizers, chemicals, etc., installed on steep slopes such as orchards.

[0002]

[Prior art]

 As shown in Figs. 9 and 10, the single-rail transporter that has been conventionally used for agriculture is provided with drive wheels on the vehicle equipped with the front engine, and the drive force is transmitted to and from the engine by pulleys, gears, etc. Was towing the cart. In addition, a total of 300 kg to 500 kg of the transporter and the load was towed by the leading drive wheel.

[0003]

[Problems to be solved by the device]

 Therefore, on a steep uphill / downhill road, driving force, which can be said to be overload, is applied to the pinion and rack depending on the loaded weight, and at the curve point of the railroad, the point where the ground is soft and the rail tilts, due to the tilt of the bogie, Unbalanced load was applied, the drive wheel shaft integrated with the truck also tilted, and uneven wear occurred between the pinion and the rack. Also, if the operation in that state continues, the rail itself will be deformed and the cross section will change from a square to a parallelogram (Fig. 6), and there will be a risk of derailment or derailment due to wear of the drive wheel flange. It was the one that increased the nature. This is a structure in which the rotation of the engine mounted on the power bogie is transmitted to the drive wheels by gears, so the engine, gear case, and drive wheels have to be an integral structure, and as shown in Fig. 10, a rail with a square cross section is used. It was surrounded from above, below, and one side. Therefore, at the curve point of the rail, there is an angle difference between the direction of the power bogie with the drive wheels and the direction of the rail, the pinion and the rack do not mesh stably over the entire width, and the flange of the drive wheels is also on the rail. It was a situation where they were in strong contact. This was also because the rails of the single rail carrier were laid with a small curve with a minimum radius of 8 m.

Further, since the engine, the gear box, and the drive wheels are integrated, the drive wheels cannot be arranged at a position distant from the engine, and it is unrealistic to mount many engines on one vehicle. Since it is a target, the driving force could not be dispersed, and the load was concentrated in one place. In the situation of laying a railroad, when crossing a ridge, that is, when crossing a horse's back, the drive wheel of the motor vehicle is approaching downhill, but when the succeeding bogie is still climbing, one wheel concentrates on the drive wheel. The load was considerable and rail damage at these points was significant. Although attempts have been made to improve the number of rotating shafts by increasing the number of gears, it is still the case that two driving wheels are arranged about 20 cm apart, and it is not possible to install a series of driving wheels in an integrated frame. However, the dolly, that is, the driving direction and the direction of the rail did not match, causing damage to the rail.

[0005]

[Means for Solving the Problems]

 Therefore, in the present application, a plurality of drive wheels are provided dispersedly on each trolley, a hydraulic motor is coaxially attached to each drive wheel to form a parallel circuit by hydraulic pressure, and the drive section of each trolley is freely rotated up, down, left, right, and right. This will prevent the rail from being damaged or worn by the drive wheels at the curve point, and will eliminate the problem of removing the wheels from the bogie.

[0006]

【Example】

 Explaining the embodiment of the present invention in detail, each of the single-rail track transporters traveling on a rail laid from the village side to the mountain side for the purpose of transporting personnel is formed by connecting a driving vehicle 1 and passenger trolleys 2 and 3 into one formation. The hydraulic motor 5 is provided on one of the wheel units 4 of the dolly. The motor vehicle 1 is equipped with an engine 7, a hydraulic pump 8, a fuel tank 9, a hydraulic oil tank 10, hydraulic generators such as a battery, a dynamo, and a hydraulic pressure gauge, and a control panel 11 for controlling them. The pressure oil is further piped through a switching valve, a balancing valve, etc., and is piped to a hydraulic motor 5 connected to a drive wheel 6 having a pinion that meshes with a rack 13 of a rail 12 under a bogie. The following passenger trucks 2 and 3 were equipped with drive wheels 6 on one of the front and rear wheel units 4 under the truck, and were connected in parallel to the hydraulic motor 5 connected to it by the hydraulic pump 8 of the motor vehicle 1. It is a thing. (Fig. 3) Figs. 1 and 2 show the connecting structure of the drive wheel 6 and the bogie. A bearing receiver is provided in the center of the wheel unit 4 and a shaft 41 is provided through the bearing receiver. The shaft head 42 is provided with a through hole, the bearing is inserted in the through hole, and the shaft 43 is connected to the dolly. As described above, the carriage and the wheel unit can move freely. On the other hand, FIGS. 9 and 10 show a conventional fixed type connection structure. Since the rotation of the engine is transmitted by gears, an integral frame surrounding the rail from above and below must be used, and an angle difference occurs between the driving direction at the curve point and the traveling direction of the rail (Fig. 7). ) Rail damage will occur. Fig. 5 is a comparison diagram of the amount of rail deformation between the free drive of the present invention and the conventional fixed drive. The condition is a rail inclination angle of 45 degrees and two types of S-curve with R (radius) of 5 m and 10 m. It was repeated 1000 times at the point. The drive wheels are the same in shape and size. From the above comparison figure, it can be seen that the conventional fixed drive causes a large amount of rail deformation at the S-shaped point with a small radius.

[0007]

[Effect of device]

 As described above, it was not possible to disperse the drive wheels in the conventional mechanical power vehicle, but by using the single track carrier of the present invention as the hydraulic drive type, the drive vehicle 1, passenger car A plurality of hydraulic motors 5 can be distributed and arranged on a carrier consisting of 2 trucks and 3 cars. The driving wheels provided on the hydraulic motors 5 provide a large driving force, and the rails and the drive It is possible to prevent damage to the ring. Also, by making the structure for connecting the drive wheels to the dolly rotatable up and down and to the left and right, the direction of the drive force and the curve direction of the rails match, preventing damage to the rails, and thus the occurrence of wheel loss. Is lost.

[Brief description of drawings]

FIG. 1 is a front view of a drive wheel unit according to the present invention.

FIG. 2 is a side view of the drive wheel unit according to the present invention.

FIG. 3 is a hydraulic circuit diagram of the present invention.

FIG. 4 is a front view of a single rail carrier using the present invention.

FIG. 5 is a comparison diagram of rail deformation amounts of the present invention and a conventional product.

FIG. 6 is a front view of a deformed state of the rail.

FIG. 7 is a schematic plan view illustrating a deviation between a driving direction and a rail direction at a curve point of a conventional mechanical drive vehicle.

FIG. 8 is a schematic plan view of a single rail carrier using the present invention.

FIG. 9 is a front view of a conventional mechanical drive vehicle.

FIG. 10 is a right side view of a conventional mechanical drive vehicle.

[Explanation of symbols]

 1 Power vehicle 2 Passenger truck (front) 3 Passenger truck (rear) 4 Wheel unit 5 Hydraulic motor 6 Drive wheel 7 Engine 8 Hydraulic pump 9 Fuel tank 10 Hydraulic oil tank 11 Control panel 12 Rail 13 Rack

Claims (1)

[Scope of utility model registration request] 1. A single rail carrier for connecting personnel to a power carriage and a passenger carriage, wherein a drive wheel provided with a pinion that meshes with a rack of the rail is arranged on each of the power carriage and the passenger carriage. , A single-rail transporter that is not limited to the movement of the trolley, but has a freely rotating connection.