JP3584353B2 - Rail transporter - Google Patents

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a rail transporter for transporting heavy objects on a slope such as a mountainous area.
[0002]
[Prior art]
Conventionally, helicopter transport has been the mainstream of ultra-large and steep slope transport systems related to the field of mountain control and flood control in the field of flood control, such as prevention of occurrence of landslides and debris flows, or post-treatment after the occurrence. However, such a helicopter-based transport system is capable of high-speed transport of heavy objects.However, transport conditions change depending on weather conditions, such as inability to transport heavy or windy weather, and are extremely disadvantageous in terms of cost. At the same time, a rail-type simple transportation system for steep terrain, which can be reduced in cost and is not easily influenced by weather conditions or the like, is attracting attention.
[0003]
Conventionally, this type of rail-type simple transport system has mainly been used for transporting mountain crops such as tangerines and pears, and construction members of power transmission towers. However, the upper limit of the unit transport capacity is about 3 tons at most, and the transport speed is relatively low. Therefore, the rail-type simple transport system is used for the transport system for very large steep terrain related to the flood control field and the flood control field. It cannot be used as is. Therefore, it is necessary to improve the traveling speed and the loadable weight to increase the carrying capacity. On the other hand, there is also a request not to change existing rail and other standards in order to take advantage of cost advantages.
[0004]
To this end, a high-horsepower engine is used to improve the running speed and loadable weight of the vehicle, and multiple drive wheels are dispersed to prevent the concentration of driving force and improve the running stability of the vehicle. It would be easy to make it possible to use rails and the like as they are. However, in such a simple rail transport system, since the rails are laid in a winding manner on a steep slope, if the drive wheels are provided in two or more places, the posture of each drive wheel can be freely adjusted independently. And the difference in rotation between the dispersed drive wheels must be absorbed. Therefore, it has conventionally been considered that the mechanical transmission of the engine power to each drive wheel is complicated and impossible to achieve, and one drive wheel can be provided in one traveling vehicle. Or, it was common technical knowledge in this field that it was difficult to disperse and arrange a plurality of drive wheels because they were two close to each other at the maximum.
[0005]
[Problems to be solved by the invention]
In consideration of such problems, recently, a structure in which each drive wheel is driven by a hydraulic motor is being developed in recent years. In such a case, the hydraulic oil discharged from the hydraulic pump driven by the engine may be introduced into each hydraulic motor by a flexible hydraulic pipe, so that at least the hydraulic motor is directly connected to each drive wheel. Accordingly, power can be transmitted if the drive wheels including the hydraulic motor are provided with the attitude flexibility. Further, the problem relating to the rotation difference between the drive wheels can be solved by devising a hydraulic circuit system such as a valve.
[0006]
However, in such a hydraulic drive system, a two-stage energy conversion is required in which the rotational output of the engine is once converted into hydraulic pressure by a hydraulic pump, and then the hydraulic pressure is converted into rotational force again by a hydraulic motor. In addition, the pumping loss in the piping on the way occurs, which is extremely inefficient. As a result, there arises a problem that an unnecessarily large engine must be used in order to achieve a predetermined driving force or traveling speed, which not only causes an increase in the size of the traveling vehicle and an increase in its own weight, but also adversely affects the environment. There is also fear. Further, since the energy loss is directly linked to a rise in the temperature of the hydraulic oil, the number of parts increases, such as the necessity of a separate radiator for cooling the hydraulic oil, and the structure becomes complicated. In addition, since flexible piping must be used as the hydraulic path, there is a problem that the system pressure cannot be increased in terms of safety and durability, and the hydraulic pump and motor must be increased in size.
[0007]
In addition to this, a method of driving a generator with an engine and driving an AC electric motor with the electric power obtained by this method is also conceivable. In addition, AC electric motors have a problem that they are unsuitable for the main rail transportation system that particularly requires a high torque due to the characteristic that the starting torque is small.
[0008]
[Means for Solving the Problems]
The present invention has been made in view of the above-described problems, and has been sought to realize a mechanical direct drive of a plurality of drive wheels arranged in a distributed manner, which has been considered impossible in the past, with a simple structure using a belt. It is an object of the present invention to provide a rail-carriage vehicle that can be reduced in cost, has extremely high transportation capacity, and has as small an energy loss as possible.
[0009]
BEST MODE FOR CARRYING OUT THE INVENTION
That is, the rail transport vehicle according to the present invention travels on a rail laid on an incline such as a mountainous area, and includes a drive wheel support that includes a transmission and pivotally supports a plurality of drive wheels disposed in close proximity to each other. A pair of engines are fixedly mounted on the gantry, and a pair of intermediate rotation shafts pivotally attached to the gantry are provided with a pair of intermediate rotation shafts so that the input shafts of the respective drive wheel supports can be freely adjusted so that the gantry has a posture flexibility. Each of the belts is connected via a joint, and the output shaft of the engine is independently connected to the intermediate rotation shaft by a pair of belt members configured to form an inverted V-shape. A pressing member is provided that presses the belt member so that it can slide or roll, and the tension member can set the tension of each belt member to a size that can transmit the driving force of the engine to the driving wheels. Characterized by being configured.
[0010]
With such a structure, an intermediate rotating shaft in which the input shafts of the respective drive wheel supports are pivotally attached to the mount via universal joints while giving each drive wheel support arranged in a distributed manner an attitude with respect to the gantry. , The positional relationship between the output shaft of the engine fixed to the gantry and the intermediate rotation shaft is always constant, and the belt member is stably wound between them to ensure that power is applied to each drive wheel. Can communicate. On the other hand, the rotational difference of the driving wheels caused by dispersing the driving wheel supports can be absorbed by the slip of each belt member with respect to the axis, and the pressing member that applies the tension necessary for transmitting the driving force to the belt member is also used. Since the belt member is slidably or rollably elastically pressed against the belt member, it is possible to solve the problems relating to the rotational synchronism of the drive wheels without providing any special structure.
[0011]
As described above, it is possible to mechanically and directly transmit the power of the engine to the dispersedly arranged drive wheels, which has been considered impossible in the past, with an extremely simple configuration. Therefore, not only can the running speed and the loadable weight of the vehicle be reasonably improved by using a high-power engine, but also the prevention of concentration of driving force and the improvement of running stability of the vehicle can be realized by using the existing rail. be able to. Moreover, the energy loss is extremely small. In addition, a pair of drive wheel supports are provided before and after the center of the engine, and the belt members provided corresponding to each drive wheel support are configured to form an inverted V-shape. As a result, the driving torque applied to each driving wheel is distributed in a well-balanced and efficient manner, and the balance as a vehicle is also improved, so that the running stability which is indispensable for the use of heavy loads can be greatly improved.
[0012]
Further, if a transmission having a deceleration function is provided for each drive wheel support, and the input shaft of the drive wheel support and the drive wheels are connected via the transmission, the torque transmitted by the belt member is minimized. And torque transmission can be performed without difficulty.
As a driving operation mechanism that can easily correspond to one having such a transmission, a pair of existing driving operation devices are arranged in parallel, and the driving operation levers of each driving operation device are connected and integrated, and at least one of the driving operation levers is integrated. By simultaneously connecting the forward / reverse switching lever of each transmission and the engine throttle by connecting the directional transmission means of each driving operation device to the forward / reverse switching lever, respectively. It is preferable that the lever is driven by operating the integrated operation lever. In addition, since the throttle opening of the engine can be controlled in accordance with the amount of operation, such a configuration can suitably cope with constant-speed traveling in a wide speed range required according to the application.
[0013]
【Example】
Hereinafter, an embodiment of the present invention will be described with reference to FIGS.
The rail transport vehicle 1 of the present embodiment travels along a rail K laid on a slope such as a mountain as shown in FIG. 1 and serves as a towing vehicle for towing a truck D or the like loaded with heavy loads. Used. In addition, it has a high function that is considered to be impossible in the past, such as a climbing ability of 40 ° to 45 °, a loading weight of 5t to 6t, and a running speed of about 50 m / min irrespective of the inclination.
[0014]
Since the rail K is an existing one and is used for carrying heavy loads as shown in the figure, a pair of square pipes arranged in parallel to mainly support the load of the rail transport vehicle 1 and the bogie D is provided. And a drive rail K2 provided between the load support rails K1 and the rack teeth K21 continuously formed on the lower surface.
[0015]
As shown schematically in FIGS. 2 and 3, the rail transport vehicle 1 traveling on the rail K is configured to drive the rotation of the engine 3 via a transmission mechanism 7 so as to mesh with a drive rail K2. It transmits to the wheel 4 and travels. In this embodiment, a pair of drive wheel supports 5 each pivotally supporting a pair of drive wheels 4 are disposed at positions symmetrically spaced apart from each other around the engine 3. Each is supported so as to have a posture flexibility. The input shaft 81 of each drive wheel support 5 and the output shaft 32 of the engine 3 are independently connected by a belt member 71, and the pair of belt members 71 is configured to form an inverted V shape. ing.
[0016]
As shown in FIG. 2, the engine 3 is, for example, a diesel type having a rated power of 100 hp, is mounted on a gantry 2 mainly composed of channel materials and square pipes, and has a throttle lever for controlling at least its output. 31.
The drive wheel 4 includes a pair of disk bodies 41 and a columnar body 42 provided at equal intervals between the outer peripheral portions of the disk bodies 41 and meshing with the rack teeth K21. The pair arranged in such a manner is unitarily pivoted to the drive wheel support 5 in a cantilever manner. A rolling wheel 4A, which is also pivotally supported by a driving wheel support 5, is disposed above each driving wheel 4 so that the driving wheel 4 and the rolling wheel 4A sandwich the driving rail K2 from above and below. is there.
[0017]
Each drive wheel support 5 pivotally supports a pair of drive wheels 4 and rolling wheels 4A and supports the transmission 8. The drive wheel support 5 supports the transmission 8 with respect to the gantry 2 through a support support mechanism 6 within a predetermined range. It is connected so as to have a freedom of posture. The support body support mechanism 6 includes, for example, a thrust ball bearing 61 that rotatably supports the drive wheel support body 5 about a vertical axis, a bearing frame body 62 that supports the thrust ball bearing 61, and a bearing frame body 62. And a rotary tilt support member 64 such as a pillow block for pivotally supporting a support shaft 63 extending in a horizontal axis direction perpendicular to the traveling direction of the vehicle and allowing a slight tilt.
[0018]
The transmission mechanism 7 connects the pair of transmissions 8 provided corresponding to the respective drive wheel supports 5 and the output shaft 32 of the engine 3 to the input shaft 81 of each transmission 8 via the intermediate rotation shaft 73 and the like. And a pair of belt members 71 configured to form an inverted V-shape. In this embodiment, the input shaft 81 of the transmission 8 also serves as the input shaft of the driving wheel support 5.
[0019]
More specifically, as shown in FIGS. 3 to 6, one belt member 71 has an intermediate rotation between a pulley P <b> 1 fixed to the output shaft 32 of the engine 3 and an input shaft 81 of one drive wheel support 5. It is wound around a pulley P2 fixed via a shaft 73 and the like. Similarly, the other belt member 71 includes a pulley P1 fixed to the output shaft 32 of the engine 3 and a pulley P2 fixed to the input shaft 81 of the other driving wheel support 5 via the intermediate rotation shaft 73 and the like. It was wound around. Each belt member 71 is composed of five belts 711 arranged in parallel. Each belt 711 has a triangular cross section and is wound around a V-shaped groove provided on each of the pulleys P1 and P2. On the other hand, each intermediate rotary shaft 73 is supported bilaterally by a shaft support 21 such as a pillow block attached to the gantry 2, and is connected to an input shaft 81 of the transmission 8 via a universal joint 74. . The universal joint 74 absorbs shaft deviation caused by a change in the attitude of the drive wheel support 5 with respect to the gantry 2. The universal joint 74 is generally known, and includes an intermediate connector 741 and end connectors 742 pivotally connected to each end of the intermediate connector 741 so as to be rotatable around two orthogonal axes. I do. Each end connector 742 is connected to the intermediate rotation shaft 73 and the input shaft 81, respectively, and at least one of the end connection members 742 is fitted to the intermediate rotation shaft 73 or the input shaft 81 by a key or a spline so as to be able to advance and retreat. The intermediate rotation shaft 73, the universal joint 74, and the input shaft 81 are configured to be located directly below the support body support mechanism 6. The axial displacement is made as small as possible, and the load on the universal joint 74 is reduced.
[0020]
In this embodiment, as shown in FIGS. 2, 4, 6, and 7, the tension of each belt member 71 is kept constant during traveling to obtain a predetermined driving force, and the tension of the belt And a pair of tension clutches 72, which are tension adjusting means for preventing the rotation of the engine 3 from being transmitted to the driving wheels 4, corresponding to each belt 71 (FIG. 2 shows only a tension pulley 721 described later). ing). The tension clutch 72 has a tension pulley 721 as a pressing member for pressing against the belt member 71, and a pressing position (shown in FIG. 4) in which the tension pulley 721 applies tension to the belt member 71 to bring the belt member 71 into a clutch engaged state. In addition, a pair of support members 723 movably supported between a non-pressing position (shown in FIG. 6) for releasing the tension and disengaging the clutch, and the tension pulley 721 supported by these support members 723 can be moved. And an electric cylinder 722 as a moving member. More specifically, the tension pulley 721 is rotatably connected to the tip of the cylinder rod 725 via an elastic body 726 such as a coil spring, and is provided on the support member 723 along the direction in which the cylinder rod 725 expands and contracts. Guide groove 727 so as to be movable. The elastic body 726 serves to make the pressing force of the tension pulley 721 at the pressing position substantially constant, and to apply a predetermined tension to the belt member 71. In addition, each tension pulley 721 is disposed so as to press a part of the belt member 71 in which the tension is loosened. The electric cylinder 722 is driven in conjunction with an operation of a driving operation device 9 described later.
[0021]
The driving operation device 9 has been proposed by the present inventor in Japanese Patent Application No. 9-012337 in order to simplify driving operation and reduce operation errors. As shown in FIGS. When the driving operation lever 91 is tilted in the direction in which the vehicle is to be advanced within the range of the forward / backward switching area A set before and after the neutral point, the forward / backward switching is performed so that the vehicle advances in the tilted direction. The lever 83 is moved via the link wire W1 as a direction transmitting means, and the driving operation lever 91 is tilted to the forward travel control area Bf or the reverse travel control area Bb set outside the forward / backward switching area A. Accordingly, the throttle lever 31 has a function of moving the throttle lever 31 via the link wire W2 serving as an operation amount transmitting unit in accordance with the tilted angle. In this embodiment, as shown in FIG. 2 and FIG. 11, a pair of operation control devices 9 each having a link wire W1 connected to each transmission 8 are arranged side-by-side, and the operation of each operation control device 9 is performed. The operation lever 91 is connected so that the forward and backward movement of each transmission 8 can be simultaneously switched by one operation. Further, the link wire W1 for the throttle operation extends from at least one of the operating devices 9. The electric cylinder 722 is driven by being electrically linked with the operation of the driving operation lever 91, so that the clutch is connected during traveling, the clutch is disengaged when the vehicle is stopped, and an electromagnetic brake (not shown) is operated. ing.
[0022]
According to the present embodiment configured as described above, the power of the engine 3 can be directly transmitted while imparting the posture freedom to the drive wheels 4 arranged in a distributed manner. The speed and the loadable weight can be improved, and the concentration of the driving force can be prevented and the running stability of the vehicle can be improved using the existing rail K. Moreover, since it is a direct drive without energy conversion, energy loss is extremely small, and the structure can be made simple and reasonable. In addition, since the tension of the belt member 71 is kept constant by the tension clutch 72, a constant driving force can be obtained, and the rotational difference caused by each driving wheel 4 changing its attitude independently has a special structure. It can be absorbed by the sliding of the belt member 71 without providing. As a result, as described at the beginning, it is possible to realize a high carrying function that was conventionally considered impossible.
[0023]
In particular, in the present embodiment, a pair of drive wheel supports 5 is provided symmetrically around the engine 3 in front and back thereof, and a belt member 71 provided corresponding to each drive wheel support 5 has an inverted V-shape. Since it is configured so as to form a mold, the load acting on the output shaft 32 of the engine 3 can be balanced to prevent vibration and the like, and the driving torque given to each driving wheel 4 from the engine 3 is well-balanced, and It can be distributed efficiently. Further, the balance as a vehicle can be improved, and the running stability can be further improved.
[0024]
Further, since the transmission 8 that performs the deceleration action is provided on each drive wheel support 5, the transmission torque by the belt member 71 can be reduced, and a reasonable transmission mechanism can be configured. In addition, since the relative positional relationship between the pulleys P1 and P2 is fixed while providing the drive wheel support 5 with the posture flexibility using the universal joint 74, the belt member 71 can be driven stably.
[0025]
Furthermore, with a simple configuration in which the conventional driving operation device 9 is turned one pair backward and the driving lever 91 is connected, forward / reverse switching and throttle operation can be performed by simultaneous control of the transmissions 8. Further, the reduction in energy loss due to the direct drive, which is a feature of the present embodiment, causes a margin of output of the engine 3, and it is possible to generate a sufficient torque even at a low speed at a low throttle opening. . Since the driving operation device 9 can control the throttle opening in accordance with the operation amount, the driving operation device 9 can effectively use the above-described torque margin at low speeds, and has a simple configuration and can be operated at a low speed to a high speed required for the application. It is possible to suitably cope with constant speed traveling in a wide speed range up to.
[0026]
The present invention is not limited to the embodiment described above. For example, the number of drive wheel supports is not limited to two, and more may be provided. Further, without providing a universal joint, the pulley P2 is pivotally supported directly on the drive wheel support 5, and the relative position change between the pulleys P1 and P2 due to the change in the attitude of the drive wheel support 5 is determined by the flexibility of the belt member and the tension clutch. It is also possible to adopt a configuration in which absorption is performed by using
[0027]
In addition, the present invention is not limited to the illustrated example, and various modifications can be made without departing from the gist of the invention.
[0028]
【The invention's effect】
As described above in detail, according to the present invention, the input shafts of the respective drive wheel supports are pivotally connected to the mount via the universal joints while giving the drive wheel supports arranged in a distributed manner an attitude with respect to the gantry. Since it is connected to the mounted intermediate rotary shaft, the positional relationship between the output shaft of the engine fixed to the gantry and the intermediate rotary shaft is constant, and the belt member can be stably wound between them. In addition, the rotational difference of the driving wheels caused by dispersing the driving wheel supports can be absorbed by the slip of each belt member with respect to the shaft, and the pressing member that applies the necessary tension to the belt member for transmitting the driving force is also used. Since the belt member is slidably or rollably pressed against the belt member, these problems relating to the rotational synchronization of the drive wheels can be solved without providing any special structure.
[0029]
That is, it is possible to directly transmit the power of the engine to the dispersedly arranged drive wheels, which has been considered impossible in the past, with a simple structure. Therefore, while minimizing energy loss, using a high-power engine to improve the running speed and loadable weight of the vehicle, the existing rails are used to prevent the concentration of driving force and improve the running stability of the vehicle. Can be realized. In addition, a pair of drive wheel supports are provided symmetrically around the engine, and a belt member provided for each drive wheel support forms an inverted V-shape. Therefore, the driving torque given to each driving wheel from the engine can be distributed in a well-balanced and efficient manner, the balance as a vehicle can be improved, and the running stability which is indispensable for the use of heavy loads can be greatly improved. .
[0030]
Further, if a transmission is provided for each drive wheel support, and the input shaft of the drive wheel support and the drive wheels are connected via the transmission, the torque transmitted by the belt member can be reduced as much as possible. Torque transmission can be performed without the need.
A pair of existing operation control devices are arranged side by side, and the operation control levers of each operation control device are connected and integrated. Are connected to the forward / reverse switching lever, respectively, so that simultaneous driving of the forward / backward switching lever of each transmission and driving of the throttle lever of the engine can be performed by operating the integrated driving lever. If this is the case, it is possible to realize a driving operation mechanism for a rail car having a pair of transmissions as in the present invention with a simple configuration. In addition, since the throttle opening of the engine can be continuously controlled in accordance with the operation amount, such a configuration can suitably cope with a constant speed traveling in a wide speed range required according to a use application.
[Brief description of the drawings]
FIG. 1 is an overall view of a rail carrier showing an embodiment of the present invention.
FIG. 2 is a schematic side view showing the internal structure of the rail carrier in the embodiment.
FIG. 3 is a schematic plan view showing the internal structure of the rail carrier in the embodiment.
FIG. 4 is a partial side view particularly showing the transmission mechanism of the rail carriage in the embodiment.
FIG. 5 is a partial front view particularly showing a transmission mechanism of the rail carrier in the embodiment.
FIG. 6 is a partial side view showing that a tension clutch is in a disconnected state in FIG. 4;
FIG. 7 is a plan view showing a tension clutch in the embodiment.
FIG. 8 is a partial side view showing the driving operation device of the embodiment.
FIG. 9 is an operation explanatory diagram of the driving operation device of the embodiment.
FIG. 10 is an explanatory view of the operation of the driving operation device of the embodiment.
FIG. 11 is a schematic partial perspective view of the driving operation device of the embodiment.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 ... Rail carrier 2 ... Stand 3 ... Engine 4 ... Drive wheel 5 ... Drive wheel support 71 ... Belt member 721 ... Push-contact member (tension pulley)
73 ... Intermediate rotary shaft 74 ... Universal joint 8 ... Transmission 81 ... Input shaft 9 ... Operation device

Claims (1)

A pair of drive wheel support members having a transmission and pivotally supporting a plurality of drive wheels disposed close to each other are arranged in front and behind a single engine fixed to the mount,
A support member supporting mechanism that supports the drive wheel support member so as to be able to pivot around a vertical axis and allow tilting is provided on the gantry,
The input shaft of each drive wheel support is connected to a pair of intermediate rotation shafts via a universal joint, respectively, and one output shaft of the engine is configured to form an inverted V-shape with these intermediate rotation shafts. And the belt members are connected to each other by a belt member, and the tension of each of the belt members can be set by using a pressing member that slides or rolls against the belt member. car.

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