JPS5818241B2 - Wheel structure of single track transport vehicle power vehicle - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a wheel structure for a power vehicle of a single-rail transport vehicle with less vibration.

Single-rail transport vehicles are frequently used in orchards, farms, etc. in hilly areas.

This is because it is convenient for transporting fruits and agricultural products.

Laying the rails is relatively easy and the equipment is simple.

It does not fall over even on steep slopes and sharp curves, which are common in hilly areas.

This is because the rail, which has a rectangular cross section, is held between the upper and lower wheels.

A single-gauge transport vehicle is similar to a motorized vehicle and a trolley pulled by it.

The powered vehicle is equipped with an engine and can run on its own blade.

Load the luggage onto the trolley. Single-track transport vehicles often have iron wheels.

Use ductile cast iron, etc.

Since the wheels are made of iron, there is a lot of vibration.

A power vehicle has an engine, a reduction gear, a control device, an oil tank, etc., and it is preferable that the vehicle has less vibration.

In the past, composite rubber wheels were used, in which rubber was coated on the steel wheels, especially when there was a need to reduce vibration.

It has a double structure with a rubber ring on the outside and an iron core on the inside.

Since the material that comes into contact with the rail is rubber, vibrations can be alleviated.

Conventionally, there were two methods for attaching a rubber ring to an iron core.

One is to bake a rubber wheel onto an iron core.

This has the disadvantage that the rubber peels off from the surface and wears out.

The other type has flange on both sides of the wheel and a rubber ring in the depression between the flange.

This causes slippage between the rubber ring and the iron core, causing the rubber to wear away from the inside as well.

Due to the concentration of stress, it could break instantaneously.

It is dangerous and can cause derailment accidents.

As described above, the combination of a rubber ring and an iron core suffers from significant rubber wear and has a short lifespan.

Must be replaced frequently.

Inspection and repairs were troublesome. The present invention aims to solve these drawbacks.

In the wheel structure of the present invention, the rubber ring is not exposed to the outside, and an elastic ring is interposed between the wheel and the bearing.

EMBODIMENT OF THE INVENTION Hereinafter, the structure, operation, and effect of the present invention will be explained in detail with reference to drawings showing examples.

Figure 1' is a front view of the entire motor vehicle, and Figure 2 is a rear view of the parts excluding the engine.

The power vehicle includes an engine 1, a drive device 2, a power transmission mechanism 3, etc. that transmits the motive power of the engine 1 to the drive device 2 using a clutch, a pulley, a belt, etc.

The drive device 2 includes a frame 4 containing wheels therein, a front upper wheel 5, a front lower wheel 6, a rear upper wheel 7, a rear lower wheel 8, and a control device.

The control device consists of a drop-down brake 10 provided at the center of the blind plate side of the frame 4, and an emergency stop brake 11 attached to the opening side of the frame.

The emergency stop brake 11 can be manually operated using an upper stop/start operating lever 12.

The lower automatic stop lever 13 is used to automatically stop the vehicle at a certain fixed point.

The single rail V-ru 14 has a square cross section (for example, 50 mm x 50 m
m), the rack 15 is welded to the side surface.

Next, the wheel structure will be explained.

FIG. 3 is an enlarged vertical cross-sectional view of the drive device 2 taken along a vertical plane including the front wheels.

The frame 4 includes a frame middle plate 16, a frame outer plate 17,
The case consists of an upper skirt 18 and a lower skirt 19, and is preferably made of aluminum alloy.

It can also be made of cast iron or steel.

The front upper axle 20 includes a frame middle plate 16 and a frame outer plate 1.
7 and the upper skirt 1B.

The front upper wheel 5 is pivotally supported on the front upper axle 20 by a front upper wheel bearing 21 .

The front upper axle 2o has a collar 22, a collar 23, and a collar 2.
4 into the frame outer plate 17, frame middle plate 16, and upper skirt 18, respectively.

A washer 25 and a shaft fixing bolt 26 are screwed in and fixed from the outside of the frame outer plate 17.

On all sides, on the outside of the upper skirt, the front upper axle 20 has an eccentric plate 27 and a rear axle fixing bolt 29 fitted with a washer 28.
Fix it with.

The front upper axle 20 has a large diameter part 30 in the center and small diameter parts 3 on both sides.
The center position is shifted with L32.

The eccentric distance is, for example, two dragons.

The eccentric plate 27 can support the lower axle 20 in any direction.

The upper wheel 5 can be moved up and down with a maximum width of 4 mm. This is rail 1
It is effective when mounting on the rail and when detaching from the rail, and is also necessary for accurately adjusting the gap between the upper and lower wheels and the rail.

The transmission gear 33 is pivotally supported by the front upper axle 20 by a bearing 34.

The transmission gear 33 transmits power from the engine 1 and the power transmission mechanism 3 to the transmission gear 35.

The transmission gear 35 is mounted laterally on the front lower axle 36 and provides rotational force thereto.

The front lower wheel 6 is rotatably supported by the front lower axle 36 via the front lower wheel bearing 37.

The inner race of the bearing 37 and the reduced diameter end surface of the lower axle 36 are pressed from the side against an annular bearing holder 38.

The upper wheel bearing 37 is fixed to the front lower axle 36 by a rotation stop pin 39, a washer, and a bolt 40.

On the other hand, the front lower wheel bearing 37 is prevented from being removed from the front lower wheel 6 by a snap ring 41.

A pinion 42 is mounted on the front lower axle 36 just inside the front lower wheel 6.

The rotational force of the front lower axle 36 is transmitted from the pinion 42 to the rack 1.
5 and is converted into linear driving force.

An oil seal 43 and a bearing 44 are installed between the front lower axle 36 and the through hole of the frame middle plate 16.

On the side of the frame outer plate 17, a bearing 46 and an oil seal 47 are interposed between the frame outer plate 17 and the through hole of the fixed plate 45.

One end of the front lower axle 36 and the inner race of the bearing 46 are fixed by a washer 48 and a bolt 49.

The fixing plate 45 is fixed to the frame outer plate 17 with fastening bolts 50.

The fastening bolts 51 connect the frame outer plate 17 to the frame middle plate 16.
sticks to.

There is an oil reservoir 52 on the upper surface of the lower skirt 19, and the tip of the pinion 42 is immersed in this oil reservoir.

It is convenient if the oil reservoir plug 52 is made of transparent plastic so that the oil level can be visually checked.

The above structure is exactly the same as the structure of a power vehicle previously invented by the present inventor (Japanese Patent Application No. 53-153268).

A feature of the present invention is that an elastic ring 55 is interposed between the front upper wheel 5 and the front upper bearing 21.

The elastic ring is made of synthetic resin such as rubber or urethane and is highly elastic.

The vibration of the wheel 5 is softened by the damping effect of the elastic ring.

The same feature appears on the rear upper wheels.

An elastic ring is also interposed between the rear upper wheel and the bearing to provide a cushioning effect.

FIG. 4 is a longitudinal sectional view taken along a vertical plane including the rear wheels of the drive device 2. FIG.

These structures are also almost the same as those of the above-mentioned applied invention.

After fitting a collar 57 to the end of the rear upper axle 56, the rear upper axle 56 is inserted into a through hole in the frame middle plate 160, and is fixed by a fastening bolt 58 which is inserted through the through hole in the frame outer plate 17.

The rear upper wheel bearing 59 connects the rear upper wheel 7 to the rear upper axle 56.
Rotatably supported.

The inner race of the rear upper wheel bearing 59 is the upper skirt 18
It is held down by a collar 60 inserted through the through hole.

The outer surfaces of the collar 60, the upper skirt 18, and the end surface of the rear upper axle 56 are aligned uniformly with a washer 61 and tightened with an axle fixing bolt 62.

The rear lower axle 60 rotatably supports the rear lower wheel 8 via a rear lower wheel bearing 61.

The center of the shaft on the left and right sides of the eccentric disk 62 is about 2 m4.

The rear lower axle 60 is an eccentric shaft, and the amount of clearance between it and the rail 14 can be adjusted thereby.

The rear lower axle 60 is fixed on one side.

That is, the shaft passes through the frame middle plate 16 and the frame outer plate 17, and is firmly tightened around a threaded portion 66 by a washer 64 and a nut 65.

The eccentric direction of the rear lower axle 60 is set by fitting a spanner into the protrusion and the nut 65 and appropriately rotating the two relative to each other.

One outer inner race of the rear lower wheel bearing 61 is
The snap ring 68 is fitted into the circumferential groove 69 to prevent it from coming off.

A novel feature of the present invention is that an elastic ring 70 is interposed between the rear upper wheel bearing 59 and the rear upper wheel 7.

Vibration can be absorbed by the elastic ring 70.

The gist of the invention is that elastic rings 55, 70 are interposed between the upper wheels 5, 7 and their bearings 21.59.

The elastic ring can be easily manufactured by baking or adhering it to the inside of the bearing or wheel.

It can also be easily done by press-fitting a separately baked iron ring between the bearing and the wheel.

The elastic ring dampens wheel vibrations and transmits almost no vibrations to the axle.

The engine, power transmission mechanism, control device, etc. of the motor vehicle are protected from vibration.

Conversely, since the rails are also shielded from vibrations from the motive vehicle, the degree of wear and tear is reduced.

It is also effective for protecting rails.

Compared with conventional rubber wheels, the present invention has the following advantages.

If you use a rubber wheel that exposes the rubber on the outside, only the part that touches the rail will be compressed and dented.

The compression section changes one after another.

The area of the compressed portion of the rail is small, and the stress applied is enormous.

No stress is applied to the remaining parts.

In this way, huge stress is applied locally, causing strong distortion, and the distorted parts change one after another.

Therefore, the rubber was easily peeled off.

It is not only compressed, but also tensile, with dramatic changes in elongation and shrinkage.

This is because he has a fever and is extremely fatigued.

According to the present invention, the pressure receiving area is extremely large.

In other words, the load is applied to an area of the inner diameter x width x 2 of the elastic ring.

Since the average load is small, the compressive strain is also small.

Compressive force is applied non-locally.

The ring has little stretch.

Since the elastic ring is pressed on the outside by wheels, there is no risk of it peeling off.

Therefore, there is no need to make it thick.

The fact that it does not need to be thick in terms of elasticity will be discussed later.

In addition, 6 thicknesses that do not need to be provided across the entire width of the wheel,
Since the width can be reduced, the amount of elastic body can be reduced.

One of the drawbacks of conventional rubber wheels was that they were expensive, but this can be overcome.

In this example, the elastic ring was provided only on the upper wheel, but since the upper wheel is mounted with a clearance of 0.2 to 0.3 mm to the rail, there is no need to attach the elastic ring to the upper wheel. not high.

The above effect will be explained more precisely.

Figure 5 is a schematic diagram of a conventional rubber wheel with rubber attached to the outside.
It shows a distorted state due to pressure contact with the rail.

The outer diameter of the rubber wheel is 2R1, the inner diameter is 2rN, and the suppressing contact portion is ABM.

Let the central angle of the suppressing contact portion/AOB=2α, and let M be the midpoint of AB.

Take a point P on line segment AB and set /MOP=θ.

Let F be the load that the rubber wheel receives, and k be the elastic modulus of the rubber.

Let B be the width of the rubber ring in the direction perpendicular to the plane of the paper.

The amount of shrinkage of the rubber on the half-line OP in the direction of angle θ is R-Rco
sαsecθ (1).

The initial thickness of the rubber is R-r, (2) Met.

Therefore, the strain stress at the minute corner molecule dθ is obtained by dividing (1) by (2), multiplying by the elastic modulus k, and multiplying by the rubber width B.

The normal force component can be obtained by multiplying this by cos θ.

The total load F is obtained as the following integral:

If we calculate this and approximate it by assuming that α is small, we get:

Expression is made using the distortion δ at the midpoint M instead of α.

It is.

Substituting this into (4), we obtain the following distortion method.

The dependence on δ is not the first power.

It should be noted that it is a 3/2 power.

This is due to the fact that as the load increases, the contact area between the rubber and the rail increases.

Since it is a 3/2 power relationship, not only simple harmonic waves but also harmonics are likely to occur, and the mode of vibration is complex.

FIG. 5 is a schematic diagram of the invention showing an elastic ring interposed between a wheel and a bearing.

The outer diameter of the elastic ring is 2R, and the inner diameter is 2r.

Let the elastic modulus of the elastic ring be , and the width be B.

Let the amount of distortion in the vertical direction be δ.

The amount of shrinkage of angle θ is It is.

The load can be received in a wide range from -π/2 to π/2.

The component force in the vertical direction is obtained by further multiplying cos θ, multiplying by kB in the same manner as above, dividing by (R−r), and integrating by rdθ.

F becomes .

Integrating this, we get

F is proportional to the first power of δ. The only mode of vibration is simple harmonic motion.

It is immediately obvious that the average load is significantly lower in the case of the invention.

Compared to the conventional example, it is only α/π).

Starting with formula (6) (conventional) and formula (9) (present invention)
Compare with.

For example, let's compare by imposing a condition that the maximum strain δ is half the thickness (R-r).

Assume that the loads F are equal.

To avoid confusion, the constant of the present invention (formula (9)) will be marked with a tart.

Regarding the krBO ratio, becomes.

The number factor would be 1.18 and R/(R-r) would be 3-8 times.

In other words, it can be seen that the elastic ring of the present invention may have a narrow width, a small inner diameter, and a small elastic modulus.

The narrower width and smaller inner diameter means that less elastic material is required.

Assuming that the amount of strain is the same, the fact that the elastic modulus can be small means that the local load applied to it is small.

In other words, the load distribution is averaged.

In fact, in the case of the present invention, the elastic link is distorted over a wide range from −90° to +90°, and the strain stress slowly varies at cos θ.

The conventional one has a narrow angle range of -α to +α (α2-02)
It varies in the form of a function.

A strong force is applied locally.

Such a difference strongly affects the life of the elastic body.

With respect to damping vibrations, the present invention has other advantages.

This is because, as shown in equation (9), F is linearly proportional to δ.

This means that only simple harmonic motion occurs.

In the conventional example, there is a 3/2 power dependence as shown in equation (6).

Harmonics tend to appear in songs with fundamental vibrations.

Another advantage of the present invention is that the cut-off frequency is low.

Cutoff frequency f. This is the limit frequency above which high-frequency vibrations are rapidly attenuated.

The lower this is, the less vibration there will be. Generally, the heavier the spring and the weaker the spring, the lower the cutoff frequency.

Therefore, it is assumed that equilibrium is reached where the total loads are equal and the amount of strain δ is equal.

The vibration around the equilibrium point oscillates as follows, where K is the differential coefficient at that point when the force F is differentiated by δ, and M is the total mass of the motor vehicle.

This is approximately equal to the cutoff frequency. When the distortions δ are equal and F are equal, the differential coefficient is that equation (6) is 3/2 of equation (9).
Double.

Then, the cutoff frequency of the present invention is 7777 of the conventional one.
It's double.

In other words, the cut-off frequency is about 20 orders of magnitude lower than that of the conventional one.

In this way, it is a useful invention.

[Brief explanation of drawings]

Figure 1 is an overall front view of the power vehicle of the single-gauge transport vehicle. Figure 2 is a rear view without the engine. FIG. 3 is a sectional view taken along a vertical plane including the front wheels of the drive unit. FIG. 4 is a sectional view taken along a vertical plane including the rear wheels of the drive unit. FIG. 5 is a schematic diagram of a conventional rubber wheel. FIG. 6 is a schematic diagram of a wheel with an elastic ring according to the present invention. 1...engine, 2...driver! , 4
...Frame, 5...Front upper wheel, 6
...Front lower wheel, 7...Rear upper wheel,
8... Rear lower wheel, 20... Front upper axle, 21... Front upper wheel bearing, 36...
・Front lower axle, 42...Pinion, 55...
... Elastic ring, 56 ... Rear upper axle, 59
... Rear upper wheel bearing, 60 ... Rear lower axle, 61 ... Rear lower wheel bearing, 70 ...
...Elastic ring.

Claims (1)

[Scope of Claims] 1. An upper wheel bearing is inserted and fixed into a substantially cylindrical upper wheel from both ends thereof, and the upper wheel bearing is attached to an upper wheel installed above a single rail and horizontally on a frame of a power vehicle. In the wheel structure of the power vehicle of the single-gauge transport vehicle mounted on the vehicle, a cylindrical elastic ring was interposed only between the upper wheel bearing and the upper wheel. A wheel structure for a power vehicle of a single-gauge transport vehicle, which is characterized by: