JPS5823268B2 - 2 wheel drive single track motor vehicle - Google Patents

Description

[Detailed description of the invention] The present invention relates to an upper and lower rail type single rail motor vehicle.

A single-rail transport vehicle is a transport vehicle in which a power vehicle and a bogie run on a single track (mole rail) with their own blades.

Rails have the advantage of being easy to install, able to pass through narrow spaces, and resistant to steep slopes and curves.

For example, in tangerine orchards, single-rail transport vehicles with a capacity of 200 tons are widely used.

The structure of a power vehicle consists of a driving mechanism, a power transmission mechanism, a drive pinion rotated by the drive mechanism, upper and lower wheels that support the power vehicle on rails, and a frame that houses these.

The rail has a square cross section with racks welded to the sides, top and bottom.

The drive pinion of the motor vehicle is meshed with the rack, and when the drive pinion rotates, the motor vehicle can run.

With a pinion and rack, there is no slippage, so it can withstand even strong slopes.

In the case of an orchard, etc., the load is relatively light, so a single drive pinion is sufficient.

However, when using single-rail transport vehicles for civil engineering,
This is insufficient.

This is because large quantities of heavy wood, cement, ready-mixed concrete, gravel, etc. must be transported.

For civil engineering, a transport vehicle of approximately 1 ton is required.

In this case, the shearing force applied to the rack becomes extremely large.

If conventional single track rails for orchards are used as is, the racks will deform and fall off.

Therefore, the number of drive pinions may be two.

This is because the force applied to the rack should be divided into two.

However, even if the number of driving pinions is simply two, the force applied to the rack is not divided into two equal parts because of the pitch error of the rack.

The present inventor previously developed a two-wheel drive single-rail motor vehicle in which an elastic gear was interposed between the drive pinion and the power transmission mechanism (Japanese Patent Application No. 55-43748).

This uses the elasticity of the spring to absorb pitch errors.

However, there was a drawback that the force applied to the rack was not strictly divided into two equal parts.

Subsequently, the present inventor developed a two-wheel drive single-rail power vehicle in which a planetary gear was interposed between the drive pinion and the power transmission mechanism (Japanese Patent Application No. 55-61908).

This has the excellent advantage that the thrust at the two driving pinion/rack engagement points is always divided into two equal parts.

The present invention is a further development of the above-mentioned invention, and provides a single-rail power vehicle having two rails arranged one above the other and capable of sufficiently withstanding heavy loads.

It still has two drive pinions and uses planetary gears.

The reason why there are two rails, upper and lower, is to withstand heavy loads.
There are two reasons for this: to prevent sideways shaking.

A number of single-track transport vehicles that use two rails, one above the other, have already been devised.

Utility Model Publication No. 51-52723 is a golf bag transport vehicle, but the wheels are in contact with the upper surface of the upper wheel with two upper and lower rails, and auxiliary rolls are in contact with the left and right sides of the upper wheel and lower axle. It is designed to prevent falls.

This is a steep slope because it does not use a rack and pinion.
There is a drawback that the wheels and rails tend to skid.

It cannot be used for civil engineering either. Utsukai Showa 54-12000
No. 5 also has two rails, upper and lower, but it has the same drawbacks, as there is a risk of slipping because the rails and wheels are simply in frictional contact.

Utility Model Application No. 54-49013, Utility Model Application No. 54-. 1150
No. 12, Utility Model No. 115013, Utility Model No. 54-1
No. 12207 relates to a construction mole rail transport vehicle.

There are two rails, top and bottom, and two drive wheels, front and rear.

However, this transport vehicle relies on sprockets for power transmission.

The disadvantage is that it is not suitable for low-speed, high-torque driving because it uses a belt and chain.

This is because the chain is used to coming off or breaking.

Furthermore, this transport vehicle suffers from phase disturbances between the front and rear wheels.

I couldn't adjust it.

Torque limiter that clamps the sprocket at a constant pressure
The sprocket will spin if excessive torque is applied.

With this, you can't climb steep slopes.

It is also dangerous when descending steep slopes because the constant speed brakes do not work.

In this way, it was difficult to average the thrust of the two front and rear wheels.

The present invention is a single-rail transport vehicle with two upper and lower rails and two drive wheels, and uses a planetary gear system to strictly average the thrust between the drive wheels.

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.

FIG. 1 is a front view of a single-rail power vehicle according to an embodiment of the present invention;
FIG. 2 is a rear view, and FIG. 3 is a left side view.

The power vehicle has an engine 1 and a fuel tank 2 at the front and upper side in the direction of travel.

These are the driving mechanisms.

Power from the engine 1 is transmitted to a V-pulley 4, a belt 5, and a V-pulley 6 via a centrifugal clutch 3.

These are covered by a belt cover 7.

The frame 8 supports wheels longitudinally and vertically, and supports an engine 1 and a fuel tank 2 at the upper front.

Two constant speed brakes 9.9 are installed on the lower side of the frame 8.
is installed.

A stop/start lever 10 is rotatably provided at the upper rear of the frame 8.

Furthermore, a transmission switching lever 11 is rotatably attached to the upper rear surface of the frame 8.

A stop brake 13 having an automatic stop rod 12 facing downward is provided on the side opposite to the constant speed brake 9.

The rail consists of an upper rail (■) and a lower rail (W) arranged vertically in parallel, and the lower rail (W) is fixed on top of the sleeper (X).

Sleeper X is supported by supports Y at both ends.

The internal structure of the frame 8 will be explained.

FIG. 4 is a vertical sectional view of the frame.

FIG. 5 is a sectional view taken along the line ■-■ in FIG.

FIG. 6 is a VI-Vl sectional view.

The frame 8 includes a transmission case 14 and a differential gear case 15 arranged almost symmetrically across the rail, and connected to each other via an intermediate member.

Inside the case 14, a mechanism is provided for switching the rotation direction between forward and reverse directions.

The differential gear case 15 includes a planetary gear device.

Also, the front and rear upper wheel axles 1 are installed horizontally within the frame.
At 6.16, an upper wheel 17.17 is rotatably supported.

The upper wheels 17, 17 ride on the upper rail (2) and support the entire load of the power vehicle.

Further, a lower axle 18 is provided on one of the lower inward surfaces of the frame 8.
The lower axle 19 is supported rotatably on one side.

1 drive pinion 20 on the other side of the lower inward surface of the frame.
is supported by the pinion shaft 21.

A corrugated rack R is welded to the side surface of the upper rail V.

The drive pinion 20 meshes with the rack R. Since there are two pinions at the front and rear, there are two points of engagement with the rack R.

Therefore, the thrust of the motor vehicle is divided into two parts and transmitted to two locations on the rack.

The present invention is particularly characterized in that the thrust force is always divided into two equal parts.

Now, the internal structure of the mission case 14 will be explained.

This is a power transmission mechanism. The power of the V-pulley 6 is transmitted from an input shaft 23 supported by a transmission case 14 to a subsequent stage through either an input gear 24 or an input gear 25.

A reversing gear 27 fixed to the reversing shaft 26 meshes with the human powered gear 24.

Further, a slide gear 29 that is slidable in the axial direction is provided on the forward/reverse switching shaft 28, and the slide gear 29 meshes with the reverse gear 27 during reverse operation.

During normal rotation, the slide gear 29 meshes with the input gear 25.

The power of the switching shaft 28 is transmitted from the switching shaft gear 30 to the through shaft distribution gear 3 of the frame through shaft 31 provided through the frame 8.
2.

The through shaft 31 is differentially connected to the transmission case 14 .

It extends towards the gear case 15, and rails and wheels are present in the middle of this shaft.

A stop brake 13 is provided at the other end of the through shaft 31.

A stop brake shoe 33 is fixed to the through shaft 31,
When the automatic stop frame 12 is tilted, a braking force is applied to the play 4 Kiyu 33.

On the other hand, the through shaft distribution gear 32 meshes with a constant speed brake gear 35 fixed to a constant speed brake shaft 34.

The constant speed brake 9 is for suppressing the speed when descending, and is mounted on a constant speed brake shaft 34 supported by a bearing 36.

For example, constant speed brake shoes 37 and a cooling fan 38 are attached.

A case 39 covers these.

On the other hand, a through-shaft transmission gear 40 attached to the differential gear case of the frame through-shaft 31 transmits power to two sun shaft input gears 42, 42 via one distribution gear 41.

As is clear from FIG. 6, the sun shaft 43.43 receives rotational force from the input gear 42.42 and is cantilevered by bearings 44.45.

A sun gear 46 is provided at the tip of the sun shaft 43.

The sun gear 46 has a plurality of planetary gears 47 (in this example, three
) are meshed with each other, and the outer shell internal gear 48 is meshed with these.

These constitute a planetary gear device as a whole, but unlike normal usage, the outer shell internal gear 48 is not fixed.
It is rotatably supported by an outer shell gear bearing 49.

A further difference is that the two outer shell internal gears 48.degree. 48 have external teeth 50, 50 cut into them, which mesh at point P.

Planetary gear 47. ... are pivotally attached to a disc-shaped carrier 51, and the carrier 51 is fixed to the pinion shaft 21.

In this way, the driving force is decelerated and transmitted to the first drive pinion 20, and by pushing the rack R, the motor vehicle is moved forward and backward.

Although the connecting member of the rail passes between the upper wheel 19 and the facing surface of the drive pinion 200, outer peripheral surfaces 52 and 53 are formed to have a depth that does not come into contact with them.

The outer peripheral surfaces 52 and 53 of the upper wheel 19 and pinion 20 abut against the lower end of the upper rail (■).

Since the top and bottom of the upper rail V is held down, the motor vehicle will not float up.

Furthermore, a guide roller 54 is provided at the bottom end of the frame 8.
is supported on a vertical roller shaft 55.

The guide rollers 54 hold down the left and right side surfaces of the lower rail W.

Therefore, it is possible to prevent the power vehicle from swaying and achieve stable running.

With the above configuration, the power transmission of the power vehicle will be briefly explained.

The rotational force from the V-pulley 6 is controlled by the transmission switching t.
The forward rotation is transmitted to the frame penetrating shaft 31 as reverse rotation.

High speed rotation is prohibited by the constant speed brake 9 to prevent runaway accidents when getting off the board.

When stopping, the stop brake 13 is used.

The rotational force from the V-pulley 6 is transmitted to the drive pinion 20 after being further reduced in speed by a reduction gear consisting of a sun gear 46, a planetary gear 47, and an outer shell internal gear 48.

FIG. 7 is a front view of the rail.

The rail is made by vertically joining an upper rail V with a rack R welded to the side surface and a lower rail W by welding ribs 59.

The integrated upper and lower rails are successively connected by a rail connecting plate 60, and a single rail of a desired length is laid.

Upper and lower rails W are held at regular intervals by sleepers X and supports Y.

Although it is not possible to make the spacing between sleepers X too narrow, rib 5
9 is welded in the factory, so it can be installed in large numbers between the upper and lower rails.

In this way, the load applied to the upper rail V can be transmitted to the lower rail W by the ribs, and the deflection and stress of the upper rail can be reduced.

Therefore, it can be used as a transport vehicle for heavy civil engineering work.

The stress distribution between the upper rail and the lower rail is determined by the spacing between the ribs 59,
It can be determined appropriately depending on the shape.

Next, the effect will be explained.

The present invention is a two-wheel drive, in which two planetary gears are placed in front of the drive pinion, the outer shell internal gear is rotatable, and the external teeth 50, 50 are meshed, so that the two planetary gears are The thrusts shared by the driving pinions are always exactly equal.

Furthermore, since two rails are used, the upper and lower rails, even if the rails are of conventional dimensions and thickness, the strength can be increased and heavy loads can be carried.

Furthermore, twisting of the rail due to lateral sway can be prevented.

The bisection of thrust will be explained in more detail.

The number of teeth of the sun gear, planetary gear, and outer shell internal gear is Zs and zp.
, Zi.

Since it is a planetary gear system, Zi=Zs+2Zp
(1).

If the angular velocities of the sun gear, carrier, and outer shell internal gear with respect to the stationary system are ΩS and ΩC2Ωi, then the basic formula of the planetary gear system % Formula % (2) The torque applied to the sun gear, carrier, and outer shell internal gear is (
(including the code) T at T cs T i.

Since the total torque is O in steady state, Ts + Tc + Ti = O (3) According to the law of conservation of energy, TsΩs + TcΩc + TiΩi = 0 (4
) holds true.

By solving these, the formula Ts - Tc Ti Zs Zs + Zi Zi (5) is obtained.

If the two planetary gears are distinguished by the subscript 1.2, the outer shell internal gears 48, 48 have external teeth 50, 50 (point P).
Since they mesh, Ti1=Ti2 (6).

Therefore, from equation (5), Tc = Tc2
(7) Carrier torque is equal in front and rear.

That is, the torque Tc1. applied to the drive pinion 20. Tc2
are always equal.

Therefore, the thrust force applied to the rack is always divided into two equal parts.

In this example, the outer shell internal gear is supported on one side, but it is better to support it on both sides.

Further, the external teeth 50 of the external shell internal gear may be provided only in the part that meshes with them.

This is because the outer shell internal gear hardly rotates and the meshing point hardly changes.

In this example, two external internal gears are directly meshed.

But that's not the case, 2, 41...
Generally, an even number of gears may be interposed in between.

In short, the outer shell internal gears may be connected in a manner that allows them to rotate at the same angle in opposite directions.

Therefore, the outer periphery of the outer shell internal gear is used as a sprocket,
This is why it is okay to cross the chain.

This is because if the two external shell internal gears are coupled so that they can rotate at the same angle in opposite directions, the formula Ti1=Ti2 (6) always holds true.

Further, although in this example the output is taken from the carrier, the output shaft to be connected to the drive pinion is not necessarily provided in the carrier, but may be an external internal gear.

In this case, it is preferable to couple the two carriers so that they can rotate at the same angle in opposite directions.

This is an unusual usage, and the reduction ratio is determined by Zi/Z from equation (2).
s (8), which is 1 less than when the output is taken from the carrier.

Furthermore, since the carrier torque is large from equation (5), consideration must be given to making the outer teeth of the carrier robust.

[Brief explanation of drawings]

FIG. 1 is a front view of a single-rail power vehicle according to an embodiment of the present invention. Figure 2 is a rear view. Figure 3 is a left side view. FIG. 4 is a vertical sectional view inside the frame. FIG. 5 is a sectional view taken along the line v--■ in FIG. 4. FIG. 6 is a sectional view taken along line VI-VI in FIG. Figure 7 is a front view of the rail. Figure 8 is a longitudinal cross-sectional view of the rail. 1...Engine, 2...Fuel tank,
6...V pulley, 8...frame,
9...Constant speed brake, 10...Stop/start lever, 11...Mission switching lever, 13
...Stop brake, 14...Mission case, 15...Differential gear case, 16...
...Lower axle, 17...Upper wheel, 18...
...Lower axle, 19...Upper wheel, 20...
... Drive pinion, 21 ... Pinion shaft, 31
...Frame penetrating shaft, 43...Sun axis, 46...Sun gear, 47...Planet gear, 48...Inside shell Gear gear, 49...
Outer shell gear bearing, 50... External tooth, 51...
・Carrier, 54... Guide roller, ■...
...Top rail, W...Bottom rail, X...
... sleeper, y... support.

Claims (1)

[Claims] 1 It runs on a single rail consisting of an upper rail V and a lower rail W to which a rack is fixed, and has a driving mechanism, a power transmission mechanism, two front and rear drive pinions that mesh with the rack, a power transmission mechanism, and two drives. Two planetary gears are interposed between the pinion and the carrier of the planetary gear, or one of the outer shell internal gears is connected to the drive pinion, and the other is connected so as to be rotatable in the opposite direction. A two-wheel-drive single-rail power vehicle.