JPS59165702A - Turnout device of track - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

[Detailed Description of the Invention] Is the non-invention a rubber tire vehicle? ! This invention relates to a track branching device for a vehicle such as a transportation vehicle that floats under air pressure using a viewing pad, as exemplified as a "small track cross-section transportation device" described in Publication No. 38. Ruru.

(U.S.-based technology) As a publicly known example of a guide track branching device, Utility Model Shoq-1369
No. 0 “Switching device for guided track vehicles”, Tokukai Sho! goo 5i
There are issues such as No. i07 "Guide track branching device". these are,
This system displaces the main rails up and down, and by switching the main rails, the vehicle's course can be changed.It has the advantages of high reliability, safety, and extremely smooth vehicle guidance. Therefore, it has been put into practical use in many cases, but on the other hand, the movable part of the main rail is long and s'
D, therefore, the disadvantage that the entire device is large-scale is reduced to δ
I have it.

Another known series is Utility Model Publication No. 417-31.329 ``Traveling device for guided track vehicle''. The main purpose of this is to make the vehicle run smoothly and to make the point device smaller and lighter.
A separate guide groove is provided at the branching point, and the purpose is achieved by switching the route of the groove, but it is also possible to make large vehicles run in a related manner on a curved bracken with a small radius.
Thirdly, it is necessary to provide sufficient reaction force when the vehicle starts steering, and for this purpose, the diameter of the guide roller must be made sufficiently large. - In this type of branching device, the running wheels roll on grooves, so there is a large width of #2.
Therefore, there is a drawback that the diameter of the guide roller that can be realized is too small.

′! ! - Another well-known reli is
No. 03 ``Vehicle guidance device for branching roads using guideway system''. Similar to the Jikko Sho Guar 363298 mentioned above, a separate guide plate is provided at the branching part, and some of the guide plates are made movable to make the point device into a small light bag. However, the movable guide plate for switching is formed in a straight line. Therefore, a guiding action that causes the trajectory to change rapidly is performed, which makes it difficult for the vehicle to run smoothly. The reaction force is also shocking and undesirable.

Yet another known example is Utility Model Shoj Goo 6Q9 Otsu ``branching device for track guide vehicle''.

This vehicle has a side wall for primary guidance and an inner wall for auxiliary guidance, and the vehicle route can be changed by switching these two together as a set.p1
When a vehicle approaches the side of a curved road, the inner wall, which serves as an auxiliary guide, is designed to receive a guiding reaction force, and reinforcing the inner wall is disadvantageous both economically and in terms of the space required. I'm worried.

In the known inventions or devices introduced above, as is clear from each embodiment, the end of the movable rail is located at or near the point of contact between the curved line and the straight line, which is the branching point. The end of this movable track is the weakest part in terms of strength. Nevertheless, from the point of view of the function of guiding the vehicle over the edge of the curve, the end of the movable rail is at the point where the vehicle is about to start steering, and is the part that receives the greatest reaction force during branching. This is unreasonable due to the strength of the rail.

To improve this point, the special public Sho 5g-2667
The device with the title ``guide rail type railway rolling device'' is one in which the end of the movable rail engages with the fixed rail at the end of the operation, and the movable part and the fixed part are strong. 0 As a further improvement on this point, there is a 3-6-/3θ 4t ``turnout'' by Tokuhan Sho. This is a system in which a continuous guide rail is curved following a branching curve, and the two guide rails at the starting point of the branching curve are made of one piece and are superior in that they have uniform strength. Since no auxiliary guide rail is used, the entire turnout is not long and has the same defect as the above-mentioned Utility Model Publication No. 41F-1!690.

(Purpose of the invention) The invention was made in view of the above, and the point of contact between the movable parts is light in weight, and it is possible to smoothly guide the vehicle. The purpose is to have a rail that is advantageous in terms of strength and to make the overall structure of the branching device rational.

(Summary) The present invention provides a main rail that is continuously provided above the running road surface of a track, and a main rail that is provided in a section where the main rail is not fixedly provided in order to allow vehicles on the opposite track to pass at a branching point. As an alternative, it consists of an auxiliary rail fixedly provided either below or above the running road surface and a switching mechanism for switching the course of the vehicle,
The main rail has an end at the point, and the end has a horizontally movable structure that elastically curves to change the course of the vehicle, and the end is not moved by the switching mechanism. The gist of the present invention is a track branching device which is coupled to the switching mechanism.

(Explanation of the real #J lagoon) Each figure from the O/ figure to the Og figure shows a switching part (a switching part of a vehicle's traveling route) of various types of branching devices to which the invention is applied. FIG. 2 is a cross-sectional view showing the relationship between a vehicle and a track in FIG.

In the off-line view, the car body is supported on the running track 3 by rubber tires for running, and the main rail has guide rings protruding from the track. In the Q′-defined sections such as branching points, thin loan-shaped auxiliary guide wheels 6 are installed below the running road surface (78-shaped auxiliary rails 7°, ♂、za′
A type of guide that engages with the vehicle to guide the vehicle is shown.

Figure 5 shows the track plane of the branch section that is compatible with this type.

As can be seen in this figure, the main rail j is installed above the running road surface and is laid continuously in the center of the track, except for specific sections such as branching points in the middle of the entire line route. 2.
To ensure that there is no hindrance to vehicles passing through the other party's route, that is,
In order to prevent interference from occurring, 1- of Lx+Ls shown in the figure cannot be subtracted by the total number of fixed main rails from the starting point BC of the curve. In this ward lid? The main rail is located outside of the branch F! Two groups of main rails JA, which are integrated with and continuous with elastic curved horizontal movement, are provided L:)7'L,
The main rail j is not provided in other parts of L'l+.
It is missing without. As a substitute for the missing main rail, a groove-shaped auxiliary rail 7.7',
♂゛ is fixedly provided. KofL et al. 7', (1
', Za' is the main rail! ,! Section L2 where A is not provided.
L.2 is also a little longer and has a main rail! Or the fox and the auxiliary rail Otsu 7
The interval length 4, where , za, and za are the origin, is given by 9.

The main rail end can move elastically! A may be the end of the main rail of the normal section, but it is special! ll
In order to provide appropriate bending elasticity, only the main rail that covers the entire end of the branch may be made of a material that has all seven properties. A connecting hinge is provided at the lower part of the tip of such bendable end jA, and a connecting rod 10 provided under the running road surface is connected to this binder. The other end is connected to the tip of the crank arm/I.
ing. Crank arm/l is motorized j-bar movement device 1
2, the main rail can be rotated approximately 10' and the tip of the main rail can be moved approximately twice the length of the crank arm. Therefore,
As you can see in the off-line diagram, the end of the main rail S! A can take two positions: the position shown by the solid line and the q position shown by the dotted line. For example, the rail end! A is a straight line in the straight line illustration position, and is a curved line in the conceptual illustration position.

On such a track 2, when the main rail end jA is at the solid line position, a vehicle traveling from the right in the off-line diagram 1 will move from the auxiliary end point BC to the distance L3. The guide car @B travels straight, keeping in line with the auxiliary guide rail ♂' on the straight-ahead side, and the main rail end jA is on the dotted line 1i? , when making a curve, from the curve starting point Be to the main rail end! After being guided to travel on the curve by A, and having traveled the distance L8, the vehicle continues to travel the entire curve using the auxiliary guide rails 7 and 7' on the curve side. The above description has been about proceeding in the direction of branching, but the same applies to the direction of merging, and merging approach is possible only in the direction where the main rails are switched.

The Oko diagram shows the relationship between the vehicle and the track in an embodiment of another type of branching device of the present invention, and is a plan view of the branching part. It is shown in Fig. In this type, one main rail/3.1&' is provided on both the left and right sides of the track in the normal section, and one rail is removed from each side in the branch section to prevent interference with the running path. This embodiment differs from the previous embodiment in that the guide wheel /g is guided by one auxiliary guide rail ll in the center of the travel path.

In this example, the main rail ends /3A and 13°A are both at the branching point, and the section Ls is rebuilt with a structure that is not fixed but elastically curved. 9 Also, minute 1.7, □
. 0 months, 84. □5゜, 5t□, Oh 8,1/,? A,
/3 In sections other than sections where "A" (corresponding to the end !A of the previous implementation row) is provided, one lower main rail on the left and right is omitted in each route. As an alternative to the main rail, one auxiliary rail is and it is provided on each route, which overlaps the main rail a little.In this embodiment, the auxiliary rails do not basically match.The main rails on both sides The tips of the rail ends 13A and 13'A are located at the bottom of the bin/7.
/, 1" to the connecting rod /'? so that both the joints move synchronously. Furthermore, one end of the connecting rod 20 is connected to the cylinder lf 17, and the other end is the crank arm. A switching device is configured to be actuated by a drive device 12 at the tip of the motor.

In the figure, all positions where the main rail ends are curved are shown with dotted lines. In this example, the vehicle is guided by the left and right main rails on the path of constant length L8 from the branching target BC, and on the subsequent branching road, the vehicle is guided by the main rails on both the left and right sides.
It is guided by the main rail 13" or 13 of the strip and one central auxiliary rail lb or 1.f.

FIG. 3 shows a vehicle and a track in a second embodiment of another type of branching device, and shows a track plan view of the branching portion of the second branch in an off-line view and an on-line view. This one differs from the one in the off-line view in that the auxiliary rails u, 22° are provided on both sides of the track and protrude upward. According to this difference,
Auxiliary guide wheel combs 2/' are required on both sides of the vehicle body.

The OFF diagram shows the state in which the vehicle is traveling in a straight line, and the O and O diagrams show the state in which the vehicle is traveling in a curve.

this? Even if α is 2, main rail end /3°A, /3A is 2
Since moxibustion is provided, it is possible to use one drive device to move the main rail ends on both sides using the connecting rod lθ. If the device 12 is used for synchronous driving, there is no need to provide a connecting rod under the road surface, which is advantageous in cases where there is no space under the road surface.

The off-line diagram shows main rail 13. It is the same as the one in Fig. 3 in that one /l' is provided on each side, but the auxiliary rail has a shape in which the guide surface attached to the side wall of the track hangs down. υ,. It is shown in Uo. The auxiliary guide wheels 24t and 24t' that engage with this are roller-shaped guides mounted upward from the top surface of the 9B. The plan view in this case is not shown, but it is almost the same as in Figure 2, with auxiliary rails n,
22" should be replaced with υ, , 23-.

I would like to discuss the special features and disadvantages of the above-mentioned format. Figure 11 has a main rail in the center, which has the advantage of having a very narrow track width, but in order to fit the grooves into the running surface, air pads are used to support the vehicle with air pressure. It has a special drawback that it cannot be used when

The one in Figure 2 and the one in Figure 3 are common in that the main rails are provided on both sides of the track. The one in the off-line diagram is superior in that the track width is relatively small, but 11
Although the number of grooves has been reduced from 1 to 2 compared to the one in the figure, it has the same defect as the one in figure 11 because it has two grooves. The one in Figure 3 has a larger track width, but since the running surface is flat throughout, it does not have the disadvantages of the off-line diagram or the one in Figure 2, and is advantageous in terms of workability. Although the track width can be made smaller than that shown in FIG. 3, it has the disadvantage that side walls must be provided.

In this way, each example has its own weaknesses, but the suitability of each example should be taken into account, and the dyeing methods used should be taken into consideration, and the use should be made to take advantage of its characteristics.〇 (Effects) The present invention provides an auxiliary rail in the section where the main rail is not provided at the branching part, thereby making the movable part that is the transition part smaller and reducing the size of the auxiliary rail as seen in the conventional technology. By making the -s of the rail movable (a part of the main rail is elastically curved and moved horizontally, it performs its original guiding action until the vehicle is guided by the fixedly installed auxiliary rail). Since it is designed to be guided by the main rail and the guide ring that engages with the main rail, (1) the movable part of the point is reduced to a small W@ scale, and (
2) It has the advantage of being able to simultaneously guide the vehicle smoothly, and in particular, according to the latter advantage, (8) it does not impair ride comfort;・：4) The pressure exerted on the guide wheels and rails is small, allowing for lightweight structural members, and (5) The curves, which are subject to particularly large and severe reaction forces as the vehicle begins to steer during branching, are All conventional branching devices have a joint or an end of the guide rail at the starting point Be, and therefore have fallen into the contradiction of having the weakest point of the member ft,2 at the most severe point. As shown in Figure 2, such conventional contradictions have been resolved.

In this way, curved main rails are installed in areas that receive a large amount of reaction force.
By providing the fixed auxiliary rail in the part where the reaction force is small, the structure of the entire branch part can be made very rational.

[Brief Description of the Drawings] Figure 1, off-line diagram, Figure 3, and Oda diagram are front cross-sectional views showing the track type to which the invention is applied together with the vehicle, and Figure 5 is the track shown in Figure 1. Fig. 6 is a plan view showing a track plane applicable to the track type shown in the off-line diagram; FIG. 2 is a partial plan view showing another branching state of the off-view. 160. Vehicle body, Ko00. Wheel, 311. Running path, 4t. Da91.・Guide wheel, s, 13.13", ,, main rail, 6.6", lg, 21.21", jF, ,2
E", , auxiliary guide wheel, 7.7", r, ? ',B
, /1<, , groove or auxiliary guide rail, 9.17. ／♂
01. Bin, to, t9.20,,-,connection,Il
,,, crank arm, 12. ,,drive device,BC,,
, curve origin, ! N13A. 13°A00. Main rail end, IJ1*LB, ,,
Main rail end length %Lje L? ---Main rail missing length.

Claims (1)

[Claims] The main rail is installed continuously above the running road surface of the track, and the main rail is installed below the running road surface as an alternative to the main rail in sections where the main rail is not fixedly installed in order to allow vehicles on the other track to pass at branch points. Or an auxiliary rail fixedly provided at some point above;
In addition to the switching mechanism for switching the course of the vehicle, the main rail has an end at the point, and the end has a horizontally movable structure that elastically curves so as to switch the course of the vehicle, a track branching device characterized in that the end portion is coupled to the switching mechanism so as to be moved by the switching mechanism;