Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B61—RAILWAYS
  • B61C—LOCOMOTIVES; MOTOR RAILCARS
  • B61C13/00—Locomotives or motor railcars characterised by their application to special systems or purposes
  • B61C13/04—Locomotives or motor railcars characterised by their application to special systems or purposes for elevated railways with rigid rails
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B61—RAILWAYS
  • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
  • B61B13/00—Other railway systems
  • B61B13/04—Monorail systems
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B61—RAILWAYS
  • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
  • B61B5/00—Elevated railway systems without suspended vehicles
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B61—RAILWAYS
  • B61J—SHIFTING OR SHUNTING OF RAIL VEHICLES
  • B61J1/00—Turntables; Traversers; Transporting rail vehicles on other rail vehicles or dollies
  • B61J1/12—Rollers or devices for shifting or transporting rail vehicles on rails

Definitions

• the present invention relates to a vehicle (railway vehicle) traveling on rails, and more particularly to a rail traveling vehicle capable of providing smooth traveling while maintaining an appropriate gripper between the rails. It is. Background art
• the grip force which is the frictional resistance between the drive wheel and the rail
• the traveling of the vehicle may be hindered.
• slippage occurs on the rail surface, which is particularly problematic when traveling on inclined rails.
• the drive wheel can be pressed against the rail to increase the grip force between the drive wheel and the rail.However, an excessive increase in the grip force increases the energy required for the vehicle to travel. However, there is a risk that efficient driving cannot be provided.
• control means for detecting the weight of the vehicle with a detection means and changing a panel constant of a panel member for pressing a wheel against a rail In order to generate an appropriate grip force, it has been proposed to use control means for detecting the weight of the vehicle with a detection means and changing a panel constant of a panel member for pressing a wheel against a rail, but the control is complicated. And increase the cost of the entire orbital system.
• a traveling body 100 which has a pair of auxiliary wheels 1 20 which rolls on the lower surface of the rail 1 1 ⁇ and which holds the rail between the driving wheel and the auxiliary wheels.
• the rail width is designed to be different from the straight part so that the amount of overlap of the auxiliary transport with respect to the lower surface of the rail is less than a certain value. Excessive reaction force is applied to the driving wheels 110 and the auxiliary wheels 120. This allows the vehicle to run on rail 1 smoothly.
• the present invention has been made in view of the above-described problems, and has as its object to provide an appropriate grip force based on the total weight of a vehicle (including a load) despite a relatively simple configuration. It is an object of the present invention to provide a rail traveling vehicle that can be generated between wheels (drive wheels) and rails to realize efficient and smooth traveling.
• the rail running rain is held by the base and the base so as to be rotatable on the upper surface of the rail, and the pair of first wheels and the first wheel arranged apart from each other in the rail extending direction. It has two wheels, a third wheel held on the base so as to be rotatable on the lower surface of the rail, and a motor for driving at least one of the first and second wheels.
• the first wheel is located between the second wheel and the third wheel in the direction in which the rail extends, and the second wheel is held on the base via the buffer.
• the vehicle moves so that the second wheel side of the base on which the shock absorber is disposed approaches the rail. Take a leaning posture.
• the third wheel which is located on the opposite side of the second wheel via the first wheel, is pressed against the lower surface of the rail by the principle of leverage using the contact point between the first wheel and the rail as a fulcrum.
• the rail grip mechanism of the present invention it is possible to provide an appropriate grip force in accordance with the vehicle weight by Jg, thereby detecting the load of the vehicle and connecting the wheels to the rail.
• the elastic deformation capacity of the shock absorber and the mounting position of the third wheel can be set appropriately to reduce the weight of the vehicle (including the load). Moderate grip force The wheels and the rail , And as a result, smooth and efficient running can be realized.
• the distance between the first wheel and the center of gravity of the running rail traveling vehicle is longer than the distance between the second wheel and the center of gravity, and the distance between the third wheel and the center of gravity is Is preferably shorter than the distance between.
• the buffer can be elastically deformed more effectively in the inclined area of the rail and the like, and a grip force can be obtained.
• the third wheel is preferably composed of at least two wheels arranged apart from each other in the direction in which the rail extends. In this case, a plurality of third wheels are brought into contact with the lower surface of the rail to increase frictional resistance, thereby further improving the grip performance of the rail.
• auxiliary wheel held on a base so as to be rotatable on the side surface of the rail below at least one of the first wheel and the second wheel. This lifting can further improve the running safety of the vehicle by guiding the first wheel and the second wheel so as not to derail from the rail.
• FIG. 1 is a side view of a rail traveling vehicle according to a preferred embodiment of the present invention.
• FIG. 2 is a top view showing a seat arrangement in the vehicle.
• FIG. 3 is a partially enlarged view showing the wheel arrangement of the vehicle.
• FIG. 4 is a diagram showing contact between a first wheel and a third wheel of the vehicle and a rail.
• FIG. 5 is a diagram showing contact between a second wheel and a rail of the vehicle.
• FIGS. 6A and 6B are conceptual diagrams showing the principle of generating rail grip force in the rail traveling vehicle of the present invention.
• FIG. 5 is a side view showing the vehicle traveling on an inclined area of a rail.
• FIG. 8 is a side view showing a modified example of the rail traveling vehicle of FIG.
• FIG. 9 is a conceptual diagram of a conventional track device. BEST MODE FOR CARRYING OUT THE INVENTION
• the rail traveling vehicle 10 of the present embodiment can travel on a pair of rails 1 extending substantially in parallel in two directions, forward and backward. 11, a body 12 arranged on the base and constituting a passenger compartment, a pair of first wheels 20 held on the base so as to be able to run on the upper surface 1a of the rail 1, and a first wheel 20 extending in the rail extending direction.
• the first wheel 20 is located between the second wheel 30 and the third wheel 40 in the direction in which the rail 1 extends, and each of the second wheels 30 is a cushioning member such as a coil spring. It is held in base 1 1 through 2.
• the rail 1 has an H (I) -shaped cross section including a vertical plate-like web 2 and a horizontal plate-like flange 3 integrally connected to upper and lower ends thereof. .
• the rails can be laid along a desired track by integrally connecting the rails with a connecting member (not shown).
• the body 12 provides a cabin space inside, and has bumpers 13 at front and rear ends thereof, and windows 14 at front, rear, left and right.
• the entrance door 15 is provided above the first wheel, and the seat 16 is arranged mainly above the second wheel 30 of the base 11.
• the first wheel 2 ⁇ is a tire made of an elastic material such as a rubber tire.
• the rotary shaft 21 that connects the pair of first wheels is held by a bearing 24 provided on the lower surface of the base 11.
• the rotation output of the motor 22 disposed on the upper portion of the base is transmitted to the rotation shaft 21 of the first wheel via power transmission means including the belt 25 and the pulley 26.
• the first wheel 20 is a drive wheel.
• the second wheel 30 has an elasticity such as a rubber tire. This is a tire made of a conductive material.
• the shaft 31 connecting the pair of second wheels 30 is held by a bearing 33 provided on the lower surface of the base 11.
• the bearing portion 33 is connected to the base via the buffer 32.
• the third wheel 4 # is a tire made of an elastic material such as a rubber tire.
• the pair of third wheels 4 ⁇ is rotatably held near the front ends of a pair of frames 4 hanging from near both side edges of the base 11.
• the length of the support member is determined such that when the first wheel 20 contacts the upper surface 1a of the rail 1, the third wheel 40 contacts the lower surface 1b of the rail 1.
• reference numeral 42 denotes a reinforcing member provided between the lower end of the frame 41 and the lower end of a seventh auxiliary frame 51 that holds an auxiliary wheel 50 described later.
• the auxiliary wheel 50 is a tire made of an elastic material such as a rubber tire.
• Each auxiliary wheel 50 is rotatably held near the tip of the auxiliary frame 51 so as to run on the side surface 1 c of the rail 1, that is, the surface of the web 2. Guide so that it does not derail from rail 1.
• a part of the frame 41 holding the third wheel 4 ⁇ is used as a part of an auxiliary frame for holding the auxiliary wheel 50 located below the first wheel.
• FIG. 6A With reference to FIG. 6A and FIG. 6B, a description will be given of a mechanism in which the rail traveling vehicle of the present invention having the above configuration generates a rail gripper.
• the rail traveling vehicle 10 when the rail traveling vehicle 10 is in a horizontal position on the rail 1, the first wheel 2 ⁇ and the second wheel 30 that contact the upper surface of the rail and the third wheel 30 that contacts the lower surface of the rail. Since the rail 1 is sandwiched between the wheels 40 from above and below, a constant grip force (friction resistance) is obtained between the first wheel 20 as the driving wheel and the rail 1.
• the force pressing the third wheel against the rail acts in a direction to reduce the distance between the first wheel and the third wheel, so that the first wheel is also pressed against the rail. In this way, if the buffer 32 is elastically deformed and the vehicle takes an inclined posture, the rail grip force of the first wheel, which is the driving wheel, increases.
• the inclination posture of the vehicle is drawn relatively large so as to facilitate understanding of the present invention.
• the first to third wheels are rubber tires
• the inclination of the vehicle is obtained by elastic deformation of the rubber tires.
• metal wheels are used instead of rubber tires,
• the inclination posture of the vehicle can be obtained in the same manner as described above.
• the first wheel 20 becomes the front wheel when traveling uphill, and the second wheel 30 when traveling downhill. It can be a front wheel.
• the center of gravity of the vehicle moves toward the second wheel 30, so that a larger load is applied to the buffer 6, and the entire vehicle is more likely to take an inclined posture.
• a larger grip force can be generated between the first wheel 20 which is the driving wheel and the rail 1 in the inclined area of the rail than in the case of horizontal traveling.
• the distance between the first wheel and the center of gravity of the running vehicle is longer than the distance between the second wheel and the center of gravity, and longer than the distance between the third wheel and the center of gravity.
• the center of gravity of the running vehicle should be located near the second wheel.
• the deformation ⁇ of the buffer 32 increases in proportion to the weight of the vehicle (including the load). This means that the grip force of the first wheel 20, which is the driving wheel, can also be increased according to the vehicle weight.
• an appropriate gripper can be provided in accordance with a change in vehicle weight.
• the rail traveling vehicle 1 ⁇ In the above-described rail traveling vehicle 1 ⁇ , one third wheel 40 is provided for each rail 1. However, if further improvement in grip force is required, the number of third wheels 40 is increased. You may shake it.
• the rail vehicle 1 ⁇ A pair of third wheels 40 is rotatably held at the end of the hanging frame 41 away from each other in the extending direction of the rail. That is, the pair of third wheels 4 ⁇ are rotatably held at both ends of the support member 43.
• the support member 43 is attached to the frame 41 using a pin 45 at its center, and the support member 41 can swing around the pin 45 as shown by an arrow in FIG. Thereby, even when the rail traveling vehicle 10 takes an inclined posture, all of the third wheels 40 can be stably brought into contact with the lower surface 1 b of the rail 1.
• a rail traveling vehicle that can travel on a pair of rails 1 extending in parallel is described.
• a single rail that is, a monorail traveling vehicle, has the same effect as the above embodiment. Needless to say, you can get
• a third wheel traveling on the lower surface of the rail is provided, and the first wheel is mounted on the rail.
• the shock absorber is elastically deformed and the whole vehicle inclines, the leverage According to principle (1), the third wheel is pressed against the lower surface of the rail, and as a result, the rail grip force of the first and third wheels increases. Since this grip force varies depending on the total weight of the vehicle, an expensive rail grip force control device must be used.

Landscapes

• Engineering & Computer Science (AREA)
• Transportation (AREA)
• Mechanical Engineering (AREA)
• Platform Screen Doors And Railroad Systems (AREA)
• Handcart (AREA)
• Motorcycle And Bicycle Frame (AREA)
• Electric Propulsion And Braking For Vehicles (AREA)

Priority Applications (6)

Applications Claiming Priority (2)

Publications (1)

Family

ID=34055981

Family Applications (1)

Country Status (9)

Families Citing this family (3)

Citations (3)

Family Cites Families (22)

• 2003
  • 2003-07-09 JP JP2003272571A patent/JP3733130B2/ja not_active Expired - Fee Related
  • 2003-12-08 CN CNB2003801103787A patent/CN100391769C/zh not_active Expired - Fee Related
  • 2003-12-08 AU AU2003289248A patent/AU2003289248A1/en not_active Abandoned
  • 2003-12-08 WO PCT/JP2003/015691 patent/WO2005005217A1/ja active Application Filing
  • 2003-12-08 KR KR1020067000537A patent/KR100739519B1/ko not_active IP Right Cessation
  • 2003-12-08 EP EP03777363A patent/EP1642798A4/de not_active Withdrawn
  • 2003-12-08 US US10/563,244 patent/US20060150859A1/en not_active Abandoned
  • 2003-12-09 TW TW092134660A patent/TWI247699B/zh not_active IP Right Cessation
• 2006
  • 2006-10-11 HK HK06111156A patent/HK1090615A1/xx not_active IP Right Cessation

Patent Citations (3)

Non-Patent Citations (1)

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