JPS588412A - Working automobile for both road and rails - Google Patents

Abstract

PURPOSE:To enable a working automobile for railroad maintenance work or the like to smoothly move on rails, by using hydraulic cylinders and springs to support the front railroad traveling wheels of the vehicle on its legs. CONSTITUTION:The front railroad traveling wheels 5 of an automobile 1 are supported by hydraulic cylinders 43 and springs 49 on legs 16. When the automobile is moving on rails 10, relatively small vibration is damped by the compressed springs 49 and relatively large vibration is damped by the hydraulic cylinders 43.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a road and track work vehicle which is equipped with equipment for, for example, maintenance work on railways (telecontact lines).

Conventionally, this type of road/track work vehicle (hereinafter simply referred to as a vehicle) has usually entered the track at a railroad crossing. In the case of conventional vehicles, a wheel turning device was required for the above-mentioned entry.

That is, first, the vehicle enters the railroad crossing, is stopped by the CC crossing 14, and then the wheel turning device is installed at the railroad crossing.

Next, the car is lifted by the wheel turning device and turned 90'' to correct the direction of the car toward the track.Then, the car is lowered by the wheel turning device and the wheels for running on the track are placed on the track rail.However, It is extremely difficult to correct the direction of the vehicle in the direction of the track using a wheel-turning device and align the track running wheels with the track rails, and the current situation is that this requires redoing the process over and over again. .Also, 9 of automobiles.
When making a 0° turn, both the front and rear of the car crossed into the other tracks, so work could only be done at a large railroad crossing, and the above-mentioned entry areas were limited. There were various drawbacks, such as the necessity of using a wheel-turning device, which was extremely inconvenient.

Therefore, the applicant of the present invention has proposed the prior art (Japanese Patent Application No. 56-4162, Utility Application No.
-64864), and according to these prior art, the self-propelled entry method is achieved by the lifting, lowering, turning, and driving operations of the track running wheels installed on both the front and rear of the road vehicle. It is possible to enter (drive into) the track and exit from the track, and there is no need for a conventional wheel turning device, and moreover, the above-mentioned approach and exit can be performed extremely easily even at narrow railroad crossings, etc.

Furthermore, there is an advantage that the entry and exit operations can always be carried out extremely easily.

The present invention further improves the above-mentioned prior art, and includes:
The purpose of this invention is to provide something that can significantly improve running performance against track deviations and the like during track running.

DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the road/track work vehicle of the present invention will be described below with reference to the drawings.

First, an overview of a road/track working vehicle (hereinafter simply referred to as a vehicle) (1) and a work procedure for driving the vehicle il+ onto the track will be explained with reference to FIGS. 1 to 4E.

As shown in Fig. 1 and Fig. 2, the automobile tl+ consists of a freight vehicle equipped with a gasoline engine or a diesel engine, and its loading platform (2) is equipped with, for example, equipment used for maintenance work on railways (telephone lines), etc. This car (1) is equipped with front and rear inner rubber tires (+31141) which are wheels for driving on general roads [however, the rear rubber tires (4) are configured as drive wheels].

A pair of front and rear iron wheels for running on tracks +51 +
Equipped with 61. In addition, a pair of auxiliary wheels (7) are attached to the rear iron wheels +61VC. Each of these iron wheels +5) (61 is arranged at the lower part of both the front and rear sides of the chassis frame (8) of the automobile (1), and is equipped to be able to be raised and lowered by a lifting device auaa. When driving on general roads, the VC#I is configured so that the front and rear inner wheels +51 and +67 are raised sufficiently high above the road surface +91 as shown in Figure 1.
When traveling on a track, the vehicle is configured so that the front and rear inner wheels (51 (61) are placed on a pair of track rails att and the front and rear rubber tires 13+141 are suspended as shown in FIG. 2).

In this case, the rear iron wheel 161 is a drive device (not shown).
Driven by
C Run. In addition, the rear iron wheels (6) are both auxiliary wheels (
7), it is attached to a trolley a~ which can be rotated by 90°, and is configured to be raised and lowered by the lifting device 0 by 0°C.

[The lifting device Q of the rear iron wheels (6; shown in Naoko\)
The structures of the sides and the bogie (131, etc.) are the same as, for example, the earlier invention (Japanese Patent Application No. 56-4162), so a detailed explanation thereof will be omitted. It is carried out in the following manner.

First, as shown in Figures 3A and 4A, the car 113 enters the railroad crossing, stops when the center of the one-car rear iron wheel (6) bogie (13) is near the center of the inner track rail al, and the assistant gets off the car il+.

Next, as shown in Figs. 3B and 4B, the rear iron wheel (61) is turned 90'' by the 11 trolley Q3 operated by an assistant, and these rear iron wheels (6) and both auxiliary wheels (71) are turned. Match each on the inner track rail QQ.

Next, as shown in the IgBc diagram and Figure 4C (, lifting device Q3
Move the rear iron wheel (6) down to the inner track rail Q.
(Lower the vehicle gently onto I. At this time, the driver's car
While moving the 1+ back and forth appropriately, align the rear iron wheel (6) with the inner track rail. At this time, even after the rear iron wheels 161 have come into contact with both tracks and the wheels ae, the lifting device a2 continues to be lowered, thereby causing a reaction force of 70° to the chassis frame of the automobile (1). (Lift up the rear end of 81 and float the rear rubber tires (41) as shown in Figure 2.Following this, both auxiliary wheels (7) are lowered onto the inner track rail Ql.

Next, one car's rear iron wheels (
6) is rotated by the drive device, and these rear iron wheels (6) tow the automobile +I+ in the direction of arrow a in Fig. 3D, and at the same time the driver pulls the front rubber tires ( 3) Operate the steering wheel to turn the car (1) in the direction of the arrow in the 3rd D position.

As a result of this operation, as shown in FIGS. 3E and 4E (
Drive the car IL+ onto both tracks and drive onto AE.

Both front iron wheels (5) are aligned with the inner track rail Ql.

At this time, the reaction force (rotational moment) in the direction of arrow C in Fig. 3E acting on the rear iron wheel (6) is transferred to both auxiliary wheels (7).
The brake is stopped, and the reaction force prevents one rear iron wheel (61) from coming off the top of the rail. Stored above 01.

Next, the lifting device αD is lowered and both front iron wheels (5)
was lowered quietly onto the inner track rail CIG. At this time, even after the front iron wheels (5) of one car were brought into contact with the inner track rail G (1), the lifting device (III) was moved downward, and the car il+ was moved with a reaction force of 70. chassis frame f
Lift the front end of 87 to make the front rubber tire (31 float) as shown in Figure 2.

As a result of the above, the operation of entering the car [11] onto the inner track rail ao is completed, and when the car +11 is run on the inner track rail Ql, the rear iron wheels (6) of one car are simultaneously rotated by the drive device. Then, run on the rear iron wheels (6).

As mentioned above, this car il+ has one car on the track rail (1). It is easy to get on the train due to the self-propelled entry system using electric traction.Furthermore, when entering the train, the 6 guns that reach other lines are only 5 liters in front of the car 11+, so it is easy to get on even at narrow railroad crossings. In addition, when exiting the automobile Il+ from the inner track rail Ql onto the general road, it is sufficient to carry out the work in the reverse order of the above-mentioned entry work.

Next, according to Figures 5 to 11, the above-mentioned both front iron wheels (5)
The independent suspension structure applied to this will be explained.

First #! As shown in FIGS. 5 to 7, a support leg mounting frame (151) is fixed to the front end of the chassis frame (87).
There is. On the other hand, the pair of front iron wheels (5) have a rectangular cylindrical shape as shown in FIG. is movably pivoted to the right and left mowing support leg holders aυ fixed on the C support leg mounting frame a9 by means of a pair of left and right fulcrum shafts α71 fixed respectively to the left and right faces thereof. A pair of pin supports are fixed to both the left and right sides of each support *ae.

Further, a pair of left and right support collar fixing frames (2) are provided on the support leg attachment frame 051, respectively. Then, the °C support leg Qli is rotated in the direction of arrow d as shown in Fig. 5, and the front iron wheel (5)
is raised above the road surface 191.

As shown in Figure 6 (front iron wheel (5) rotated in the direction of arrow C)
is placed on the track rail OQ in a vertical position, and each time it is locked with the lock bin 3D. In other words, both support leg fixed frames ■ have 2i upper and lower! A pair of lock bin insertion holes (221 (23) are provided on the left and right sides at each position, and in the above-mentioned tilted state, the lock bin round inserted into the upper double-ended bin insertion hole @ is inserted into the double-ended bin insertion hole provided in the double-ended bin receiver a9). hole (to)
In the vertical position above, the lock bottle Qυ inserted into the lower double-ended pin insertion hole (C) is locked.
is inserted into the double-ended bottle insertion hole (2) provided in the double-ended bottle holder (11) and locked.

By the way, the elevating device αD for the front iron wheel (5) is composed of a swing-up mechanism, a hydraulic cylinder and a spring provided in the 2% support leg ae.

First, the swing-up mechanism is as shown in Figure 1 (1 support leg A8
The rotating shaft (c) is rotatably supported by the bearing @ provided on the one support leg fixing frame (to), and the rotation of the rotating shaft (c). A link connecting the operating handle (7), the reduction gear r3υ, the rotary arm (to) fixed to the one-rotation shaft 4, and the link holder (g) fixed to the front surface of the support leg aO to the rotary arm 04.
It is also composed of.

Next, as shown in Figs.
D is inserted. A pair of left and right wheel mounting frames (towards) and a spring seat are bolted to the intermediate part of this elevating leg (r37), and are attached to the lower ends of the two wheel mounting frames (towards) via an axle. The front iron wheel (5) is rotatably supported
There is. In addition, a pair of left and right hydraulic cylinder holders Uυ are fixed with bolts to the upper end of the support leg Q61, and a hydraulic cylinder mounting bin 1 is fixed between these two hydraulic cylinder holders 1.
Z is installed and the temperature is ℃. A hydraulic cylinder l1 is vertically disposed within the support leg αυ with its hydraulic cylinder rod facing downward. This hydraulic cylinder old is attached to the hydraulic cylinder mounting bin (6) through a mounting plate (451) fixed to the upper end of the hydraulic cylinder mounting bin (6) through a long hole in the vertical direction, and the lower end of the hydraulic cylinder rod is attached to a spring seat CIIK nut ( It is attached via four screws and washers (c).

In addition, a compression spring 4 is arranged in a straight line in the support leg (161) on the outer periphery of the hydraulic cylinder, and this compression spring 4 connects the spring seat bolted to the upper end of the support leg Qi with the spring seat. An initial stress is applied therebetween.

Next, to explain the raising and lowering operation of the front iron wheels (5), first, when driving on a general road, move the support leg Q61 in the direction of arrow d (b) as shown in Fig. 5. 5) on the road surface (9
) and lock the support leg 061 with the lock pin 3υ.

Next, as shown in FIG. 6 (when traveling on the track rail 0, first, in the state shown in FIG. 5, pressurized oil is injected from the lower pressure oil inlet 61 of the former hydraulic cylinder in FIG. 10). As a result, the hydraulic cylinder rod is pulled up, and the spring seat (towards)
and both axle mounting frames (to), lifting legs r3D, and front iron wheels (5
) and these together resist the compression spring 4 and the temperature rises.
That is, it is stored within the support leg ae.

As shown by the dotted line in FIG. 5, the distance between the axle a and the axle t41 is reduced.

Next, after this, the lock bin insertion hole is pulled out, and with the four legs of the support leg A8 removed, the rotation operation handle mark of the swing-up mechanism is rotated in the direction of the arrow f. As a result, the rotating shaft (c) moves through the reduction gear 6υ to the arrow g in the figure.
The support leg aθ is rotated in the direction of the arrow C in FIG. 5 about both fulcrum axes αD by the one-rotation arm CI3 and the link (to). Eventually, the support leg αe becomes vertical as shown by the imaginary line in FIG. Then, the lock bin Qυ is inserted into the lock bin insertion hole @ (to) and the support leg αG is locked again.

Note that when the support leg Qbl is in the vertical locked state, a gap (b) is formed between the lower surface of the front iron wheel (5) and the track rail a.

Next, in this state, the pressure oil is removed from the old lower pressure oil inlet 151 of the hydraulic cylinder in Fig. 10 (while pressure oil is injected into the upper pressure oil inlet El).As a result, the hydraulic cylinder rod is pushed downward. , Due to the joint operation with the compression spring decoy, the spring seat and both wheel rights (up), the lifting leg C (7) and the front iron wheel (5) are lowered together, that is, the support leg Q
It is pushed out below υ, and the front iron wheel 151 is eventually placed on the track rail aI. The reaction force at that time lifts the chassis frame (8) of the automobile 11+, and the front rubber tires (3) are lifted up (as shown in FIG. 6).

Then, as pressure oil is continuously injected from the upper pressure oil inlet (to), the hydraulic cylinder rod eventually reaches the end of its stroke, and from that moment on, the front iron wheel (5) is moved only by the compression repulsive force of the compression spring (c). It is pushed out below the support leg tte. As a result of this, the hydraulic cylinder poem is written by Kei (4).
The four elongated holes move downward relative to the mounting bottle, and a gap is created between the lower end of the elongated hole and the mounting bottle (421).
The old hydraulic cylinder will be in a no-load state. And car+
The load 13 will be borne exclusively by the compression spring. When the hydraulic cylinder rod I reaches the end of its stroke, the injection of pressure oil from the upper pressure oil inlet 6 is stopped, and both the upper and lower pressure oil inlets 63 are locked.

However, although it runs on the track rail OI in the above condition,
The compression spring 141 can be easily bent within the gap between the lower end of the elongated hole and the mounting bin U3.

For relatively small movements due to deviations in the track rail Q (I), the compression springs bear the load of the vehicle +11 and easily buffer this load. (For relatively large vibrations, the hydraulic cylinder old bears the load of the car Il+ and buffers it. Therefore, when traveling on the track rail (+ Each of the large and small vibrations is shared by the compression spring decoy and the hydraulic cylinder 143 and buffered by degrees Celsius.
It is possible to drive on the I top in a circular manner.

The embodiments of the present invention have been described above, but according to the technical idea of the present invention, the independent suspension structure of the front iron wheels (5) described in the embodiments is also applied to the rear iron wheels (6). It is Noh. Furthermore, the supporting legs ae that support the front iron wheels (5), the hydraulic cylinder, and the support mechanisms of the compression springs 4 can be further modified.

As described above, the present invention is an independent suspension structure in which at least a pair of front track traveling wheels of a road/track work vehicle are supported by hydraulic cylinders and springs on these support legs, and is mounted on a track rail. When traveling on the track, the spring and hydraulic cylinder are configured to divide and buffer the large and small images caused by the deviation of the track rail, respectively. It has the advantage of being able to run, and its running performance on the track rails can be significantly improved.

[Brief explanation of the drawing]

The drawings show an embodiment of the road/track work vehicle of the present invention, in which Figure 1 is a side view of the entire vehicle when running on a general road, and Figure 2 is a side view of the vehicle when running on a track rail. The overall side view, Figures 3A to 3E are schematic plan views explaining the operation of driving a car onto the track from a general road.
Figures 4A to 4E are @ side views corresponding to Figures 3A to 3E, respectively, Figure 5 is a hook side view showing the raised state of the front iron wheels when driving on a general road, and Figure 6. is a side view showing the lowered state of the front iron wheel when running on the track rail, and Figure 7 is the front iron wheel! Perspective view showing the support leg mounting frame for the ring,
Figure 8 is a perspective view showing the support legs of the #1 iron wheel. FIG. 9 is a partially cutaway view of the support leg same as the above, and is a perspective view showing a swing-up mechanism of the support leg same as the above. Also in the symbols used in the drawings. 111・・・・・・・・・Road and track work vehicle 1
21... Loading platform (3)...Front rubber tires for road use (41...Rear rubber tires for road use (5) )・・・・・・・・・Front iron wheels for track running (6
C......Rear iron wheels for track running +81...
-----Chassis frame (9ν------
...Road surface Q (1...Track rail aυ...
...Front iron wheel lifting device a...
・Rear iron wheel lifting wheel position a......Foundation Q5......Support leg mounting frame Q61...
・・・・・・Support leg aD・・・・Instep・Fulcrum shaft @・・・・・・・・Swing-up mechanism mouth・・・・・Elevating leg (rolling)・......Hydraulic cylinder mounting bin 4
43・・・・・・・・・Hydraulic cylinder 4・・・・・・
・・・・・・Long hole 4・・・・・・・・・Compression spring. Agent: Katsumatsuzai Modification Figure 4A Figure 4D

Claims (1)

[Claims] In a road and track work vehicle, which is equipped with a pair of right and left track running wheels on each of the front and rear sides of the road vehicle, which can be raised and lowered, 1. A working vehicle for both road and track use, characterized in that it has an independent suspension structure supported by a hydraulic cylinder and a spring.