JPS6033702B2 - 2 wheel drive single track motor vehicle - Google Patents

Description

[Detailed description of the invention] The present invention relates to a two-argument single-rail motor vehicle.

A single-rail transport vehicle is a transport vehicle in which a power vehicle and a bogie run under their own power on a single rail (monorail). It is the best means of transportation for hilly areas with many slopes, such as orchards, and has the advantage of being easy to lay rails and being able to pass through narrow spaces. For example, in tangerine orchards, single-rail transport vehicles with a capacity of 200k9 are widely used.

The structure of a power vehicle includes a drive mechanism, a power transmission mechanism, an output pinion, upper and lower wheels for supporting the vehicle on the wheel,
It consists of a frame that houses these items.

A rack is provided on the side or bottom surface of the rail, and the output pinion meshes with the rack.

When the output pinion rotates in response to rotational torque from the drive mechanism, it pushes the rack rearward, causing the motor vehicle to move forward. 20
In the case of a light load of about 0k9, one output pinion was sufficient.

However, single-gauge transport vehicles are beginning to be recognized for their usefulness in civil engineering applications.

For example, when building a sand control wall on a steep mountain slope, ready-mixed concrete must be repeatedly transported from the foothills to the site.

Conventional single-rail transport vehicles can only transport 500k9 of ready-mixed concrete at most.

With 500k9, the fresh concrete poured first dries while the next fresh concrete is being transported, which is inconvenient.

Also, even if the car weighs less than 2 tons, it takes too long to empty it. It must be said that this does not show the labor-saving effects of using single-rail transport vehicles in civil engineering work.

The reason why 500k9 is the limit lies in the strength of the rack.

A rack is welded to the rail of a single-gauge transport vehicle, and the output pinion meshes with this rack.

Since racks are made of long boards bent into corrugated shapes, they cannot withstand huge traction loads. In order to increase the strength of a rack, you can make a full-fledged rack using durable steel. However, this would increase the cost of the rails and
It has no practical meaning. It is most desirable to be able to transport heavy objects while using rails with conventional racks.

For this purpose, it is sufficient to use two output pinions instead of one.

Since there are two engagement points between the output pinion and the rack, it should be able to withstand twice the traction force of conventional models. In other words, if a conventional rack can withstand a load of 500k9, increasing the number of output pinions to two should make it possible to withstand a load of 1000k9. But that's not the case.

Not only is it a two-wheel drive, but it cannot be said that the force at the meshing point between the output pinion and the rack is always applied equally.

This is because the pitch of the rack is not always accurate, and there is always a positive or negative deviation. Of course, there is gear backflush in the transmission system, which can absorb some errors.

However, if one of the racks is deviated rearward from the other by a dimension equal to or greater than the backlash of the gear, the pinion on that side will be separated from the rack, and no driving force will be transmitted. The entire load is placed only on the other pinion/rack combination. This will cause rack damage. The same goes for a rack with a hole in the rail and a pinion meshing with the hole.

It seems like it would be better to improve the dimensional accuracy of the rack.

However, since each rail has 4 or 6 rails and is used by connecting them together, the pitch of the joints cannot be equal. Furthermore, it is impossible to strictly adhere to the uniform pitch of the racks at the points where the sliding door turns left and right, and at the points where the direction changes upward and downward.

Therefore, the inventor realized that it would be better to use an elastic gear.

By interposing a mechanism that can be displaced by applying force between the power transmission mechanism and the output (drive) pinion, the effects of rack pitch errors can be eliminated. In elastic gears, the input and output are not rigidly connected, and there is an elastic body between them, so
It is also called a one-person coupling.

As the elastic body, springs, rubber, urethane, etc. can be used. However, rubber is often too soft to handle the torque of the final stage of a power vehicle's drive power transmission mechanism.

Urethane distorts when stress is applied to it, but if the force exceeds a certain level, destruction may occur instantaneously.

Furthermore, since the entire elastic gear is immersed in an oil bath, it also has the disadvantage of being susceptible to deterioration. In the end, I found that using a spring was the best option.

Elastic gears have a gear on the outer shell and a hole in the center.
A plurality of springs are provided in the circumferential direction between the boss with the bag hole and the gear part of the outer shell.

If the shaft hole is stopped from rotating and torque is applied to the gear, only the gear can rotate within a certain range if the torque exceeds a certain limit. By using elastic gears, even if there is a discrepancy in the pitch of the rack, this discrepancy can be absorbed.

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 right side view of a two-wheel drive single-rail motor vehicle according to an embodiment of the present invention.

FIG. 2 is a left side view of the two-wheel drive single-rail motor vehicle excluding the engine and the like. The power vehicle includes a frame 1, a drive mechanism A, a power transmission mechanism B, an output pinion C, wheels D, and the like.

The drive mechanism A includes an engine 2, a fuel tank 3, and the like. It is mounted above and in front of the frame 1 and generates source power. The power transmission mechanism B transmits the source power of the engine to the output (drive) pinion C while decelerating the power.

The power transmission mechanism B includes a centrifugal clutch 4 attached to the engine 2, a pulley 5 at the clutch output, a belt 6, a pulley 7 mounted on the frame 1, and a gear reduction mechanism connected to the pulley 7. Belt cover 8 is attached to pulley 5
, belt 6, pulley 7, etc.

The braking operation consists of a constant speed brake (downhill brake) 9, an emergency stop brake 10, a stop brake drum 11, and the like.

These are provided on appropriate intermediate shafts within the power transmission mechanism B. There are four wheels D.

They are sandwiched between the rails 12 and provided one at the top and bottom, and one at the front and back. The rail 12 is, for example, a rectangular hollow tube measuring 50 sides x 5 sides.
The front upper wheel 13 and the rear upper wheel 14 are in contact with the upper surface of the rail 12 and receive the entire load of the motor vehicle.

The front lower wheels 15 and the rear lower wheels 16 come into contact with the lower surface of the rail 12, and cooperate with the upper wheels 13 and 14 to sandwich the rail 12 from above and below.

Although the lower wheels 15 and 16 are provided in the same position as the output pinion C, they act as idle wheels and do not transmit rotational torque.

When the gap between the rail 12 and the wheels D 13, 14, . . . is widened, the bolts 19 of the eccentric plates 17, 18,
20, move it to another hole 21 or 22 in the plate and fix it.

The upper wheels 13 and 14 are mounted on an eccentric shaft, and by rotating the eccentric plate little by little, the amount of eccentricity in the vertical direction changes.

In this way, the vertical positions of the upper wheels 13 and 14 can be adjusted little by little. Below the frame 1 are oil reservoirs 23, 23, which are used by output drive pinions C, C.

Oil is gradually sent from the rail oil tank 24 to the oil reservoir 23. Next, the gear reduction mechanism of the power transmission mechanism B will be explained.

FIG. 3 is a schematic side view of the power transmission mechanism B.

FIG. 4 is a longitudinal sectional front view thereof. Pulley 5, belt 6,
The rotational force transmitted by the pulley 7 is transmitted to the input gears 29 and 301 fixed to the input shaft 28.

One input gear 29 rotates an intermediate gear 32 suspended on an intermediate shaft 31.

The switching shaft 33 has a switching gear 34 that can slide in the koji direction.
is provided.

This is used to switch between forward and forward movement. Input gear 3
0 meshes with the direct acid switching gear 34, the engine moves forward, and when the torque of the input gear 29 is transmitted to the switching gear 34 via the intermediate gear 32, the engine moves backward. The output shaft small gear 35 transmits the rotation of the switching shaft 33 to the output shaft large gear 36.

The stop brake shaft 37 has an output shaft large gear 36, a stop brake shoe 38, and a stop brake small gear 39 fixed thereto, and the other end is a constant speed brake shaft 40. The stop brake shoe 38 is actuated by the operation of the emergency stop brake 10, and brakes the stop brake bag 37.

A constant speed brake shoe 41 and a constant speed brake cooling fan are attached to the constant cutoff brake shaft 40.

Constant-speed braking, also called downhill braking, automatically limits the upper limit of speed so that the speed does not exceed a certain level.

For example, the constant speed brake shoe 41 expands outward in diameter due to centrifugal force, contacts the inner wall of the brake drum 41', and receives a braking action due to frictional force. The constant speed brake cooling fan 42 is a fan for eliminating frictional heat.

Now, the stop brake 4/gear 39 meshes with the distribution gear 43.

The above configuration is known as a structure of a power vehicle of a single-rail transport vehicle.

The distribution gear 43 transmits rotational torque to two elastic gears 44, 44, front and rear.

The configuration of the elastic gear 44 itself is known.

This is a combination of outer boxes 45, 45 and a boss plate 46 stacked one on top of the other. The outer case 45 and the boss plate 46 are elastically coupled via a spring 47 in the rotational direction. A gear 48 is cut on the outer periphery of the outer box 45.

An oval recess 49 is bored on the inner surface. Boss plate 46
The outer diameter of the outer case 45 is approximately equal to the inner diameter of the outer case 45, so that it fits completely into the outer case.

Two protrusions 50 are provided on the boss plate at locations corresponding to the recesses 49 so as to protrude on both sides. The protrusion 50 is pressed against both ends of the oblong hole 51 by a spring 47. If a force exceeding a certain limit is applied to the protrusion 50, it can be moved within the oblong hole 51 in the direction in which the spring is compressed. A shaft hole 52 is bored in the center of the gas plate 46.
This is connected to the output ball 53.

The output shaft 53 is supported by the frame 1 by bearings 54 and 55. The output shaft 53 is spline-coupled 56 to the output (drive) pinion C.

The driving force is transmitted from the elastic gear to the output pinion C via the output shaft. The output pinion C pushes the rack and causes the motor vehicle to run. This power vehicle has an elastic gear interposed between the transmission system and the (drive) output pinion, so if a foreign object gets caught between the rack and pinion or a sudden impact force is applied, the gear will be directly connected to the transmission system. , the impact is not transmitted. The transmission chain is protected. Furthermore, even if the pitches of the racks are unequal, the two pinions C, C can change the phase by the action of the elastic gears, so the output can be equalized.

This prevents a situation where the entire load is applied only to one rack. It also absorbs vibration chatter from the drive pinion. The two-wheel drive allows for particularly quiet driving.

2) In order to move, the pinion must be installed in the correct position.

The distance Po of the output drive pinion can take any value.

However, the easiest way to understand is to set it as an integral multiple of the rack pitch p.

In other words, the Fujima distance Po is P.

It is preferable to set =np 01.
When installing the elastic gear and output pinion, make sure that the center of the elastic gear tooth tip, the center of the pinion tooth tip, and the center of the shaft spline tooth tip are aligned equally on the vertical axis. good.

Of course, the distance Po may be other than the formula '1}, but in this case, it becomes somewhat difficult to set the phase of the output pinion. Next, the relationship between the spring 27 and the output torque will be explained.

In the elastic gear 44, the length of the leg of a perpendicular line drawn from the center to the axis of the spring is r.

Let the number of springs be N (4 in this example) and the elastic constant of the springs be k. The elastic coefficient K of this elastic gear with respect to torque and rotation angle is K=kNr2
'2} is given.

In other words, the mutual rotation angle between the boss plate of the elastic gear and the outer case is 8,
If the mutually acting torque is T, then the increment of T is proportional to the increment of 8. However, since the extension force is suppressed by the prongs 50 and the oval holes 51, the elastic force must be greater than a certain torque L. In other words, the meshing point of the front pinion must be 60 degrees from the normal position from the meshing point of the rear pinion. Suppose you are moving forward.

- Let F be the total load on the motor vehicle.

If the torques applied to the front and rear elastic gears are Tf and Tr, then T
=Tf+Tr ② From the formula {3', it can be written as 6=RX2 words '71.

Remove t61 and '7}, M = Ichijubishi K ■ Hime - Tsuyoshi K [9} becomes.

In other words, even if the pitch disturbance 6 of the rack is large, if the elastic constant K is small, the front and rear torques become equal. In the rigid body limit (K→), this equalizing effect does not exist at all. However, the elastic constant K of the elastic gear is limited by the upper limit angle of 8 m and the maximum thrust force Fm applied to the power vehicle. Gears do not rotate with each other.
That is, the mutual rotation angle 8 is 8=0 0<TmiT.

Tsuchiichigo T.

<Given by T'31.

On the other hand, the mutual rotation angle between the boss plate and the outer case has an upper limit of 8 m.

This is because the gaps between the springs and the spring seats may come into contact with each other. 8m is about 2-50.

Therefore, the maximum torque Tm that can be buffered is Tm=T.

It is given by 10K8m [4}. Next, when the radius of the pitch circle of the pinion is R, the force F in the rail direction at the point where the rack and pinion mesh is given by FR=T {51 with respect to the torque T.

The pitch disturbance of the rack is assumed to be 6. In other words, even under the worst conditions, where the maximum thrust Fm is applied at the point where the pitch disturbance 6 of the rack is maximum, there must be a buffering effect. The mutual rotation angles 8f and 8r of the front and rear elastic gears are 8
f = Gaku-Ichijuwani Tsuyoshi RFm T.

6m (11) 8r=Application K 2R is given by

Of course, 8f does not exceed 8m. Hifumi am (12) If 8r is positive, there is no buffering effect. 0≦8r (13) The condition is imposed.

Under these conditions, K should be set to be as small as possible.

If we consider the buffering effect to be important during normal times, we can substitute the average thrust force Fav of the motor vehicle into equation (11) and calculate R table aV.

We impose the condition that m≧o (14).

The parameters are To and R. As explained above in detail, according to the present invention, as a two-wheel drive power vehicle,
A balanced running condition is guaranteed. Even though it is a two-wheel drive, the thrust of the front and rear output pinions is balanced, so no unreasonable scale-cutting force is applied to the rack.

Furthermore, since the boss plate of the elastic gear and the outer case are connected by a spring, vibrations and chatter are not transmitted from the pinion to the transmission system and drive mechanism.

In this way, excessive force is not applied to either the rack or the power vehicle, and a power vehicle for heavy loads can be constructed.

In this way, it is a useful invention.

[Brief explanation of drawings]

FIG. 1 is a right side view of a two-wheel drive single-rail power vehicle according to an embodiment of the present invention. Figure 2 is a left side view of the two-wheel drive single-rail power vehicle without the engine. FIG. 3 is a schematic side view of the power transmission mechanism. FIG. 4 is a longitudinal sectional front view of the power transmission mechanism. FIG. 5 is a front view of only the boss plate of the elastic gear. Figure 6 is a rear view of only the outer case of the elastic gear. 1
... Flume, 2... Engine, 3...
...Fuel tank, 4...Centrifugal clutch, 5...Pulley, 6. ．． ．． ．． ．． ．． Belt, 7...Pulley, 8.
...Belt cover, 9...Constant speed brake, 10...Emergency stop brake, 11...
・Stop brake drum, 12... ...Rail, 13
...Front upper wheel, 14...Rear upper wheel, 15...Front lower wheel, 16...Rear lower wheel, 17,18... ...Eccentric plate, 28...
...Input shaft, 29,30...Input gear, 31...
...Intermediate shaft, 32...Intermediate gear, 33...
...Switching shaft, 34...Switching gear, 35...
Output shaft small gear, 36... Output shaft large gear, 37.
...Stop brake shaft, 38...Stop brake shoe, 39...Stop brake small gear, 4
1... Constant speed brake shoe, 42...
Constant speed brake cooling fan, 43...distribution gear,
44...Elastic gear, 45...Outer case, 46...
...Boss plate, 47...Spring, 48...
... Gear, 49 ... Recess, 50 ... Protrusion, 51 ... Oval hole, 52 ... Shaft hole, A.
...Drive mechanism, B...Transmission mechanism, C...
...Output pinion D...Wheel. Figure 2 Figure 3 Figure 4 Figure 5 Figure 6

Claims (1)

[Scope of Claims] 1. A drive mechanism A, a power transmission mechanism B, two output pinions C that mesh easily, and wheels D that clamp a rail.
In a two-wheel drive single-rail motor vehicle consisting of a frame 1 that houses these mechanisms A, B, C, and D, an elastic gear is interposed between the power transmission mechanism B and the output pinion C, and the outer part of the elastic gear is The difference between the phase difference θ between the box and the boss plate and the torque T of the elastic gear is 0|T|≦T_0 θ=(T-T_0)/KT>T_0 (T+T_0)/KT<-, with the threshold value being T_0. A two-wheel drive single-rail power vehicle characterized by having a relationship of T_0.