JP4938565B2 - Railroad work vehicle - Google Patents

Description

  The present invention relates to a track-and-terrain vehicle used for maintenance and inspection work of a trolley wire stretched along a track (railway rail).

Railroad work vehicles are equipped with tire wheels for road running and iron wheels for orbital travel. When traveling on the road, the steel wheels are stored and traveled on the road with the tire wheels, and during trajectory traveling, the steel wheels are extended so as to contact the track. At the same time, an iron wheel or a tire wheel can be driven to travel on the track. In such a track-and-rail work vehicle, a turntable for changing the direction of the traveling body, and an iron wheel for track traveling provided on the turntable, and storing the iron wheel at an upper position when the traveling body travels on the road. In some cases, there is provided an iron wheel overhanging storage mechanism for extending the iron wheel to a lower position when the traveling body is running on the track (see, for example, Patent Document 1). Specifically, because the iron wheel for track traveling is attached to the turntable that changes the direction of the traveling body, when the direction of the traveling body is changed, the iron wheel is overhanged and placed on the track. The body is rotated with respect to the turntable. Therefore, the front and rear wheels with respect to the traveling body are not determined in the iron wheels provided on the turntable, and the front-rear relationship of the iron wheels is switched according to the direction of the traveling body that changes direction by the turntable.
JP 2007-50859 A

  In the above conventional track-and-rail work vehicle, the center of gravity of the entire traveling body does not necessarily coincide with the center of the turntable, and the front wheel side and the rear wheel side iron wheels are subjected to different axle loads. It is necessary to apply a different braking force to the rear wheel side iron wheel for braking. However, when the traveling body changes direction by the turntable, the front wheel side and the rear wheel side of the iron wheel with respect to the traveling body are interchanged. As a result, the axle load applied to the iron wheel is also interchanged. Therefore, even if the braking force applied to the iron wheel is applied to the iron wheel side where the axle load is large, the axle load is also changed by the change of direction of the traveling body, so that the braking force corresponding to the direction change of the traveling body is sufficiently applied. There is a problem that the braking distance of the traveling body is extended.

  In view of the problems as described above, in the present invention, even if the axle load applied to the iron wheel for track traveling is changed by changing the direction of the traveling body, the braking force is applied to one side and the other according to the front and rear positions of the iron wheel with respect to the traveling body. An object of the present invention is to provide a track work vehicle that can be added to the other iron wheel.

軌陸work vehicle according to the present invention in order to solve the above problems, extends back and forth with a driving cabin forward, the traveling body capable road travel by road road wheels, the travel when traveling on a track A plurality of rail wheels for trajectory traveling arranged in front and back with respect to the body, and horizontally rotating at a lower portion of the traveling body to change the direction of the traveling body, and to the traveling body according to the direction change A turntable that switches the front and rear positions of a plurality of iron wheels, and a steel wheel that is provided on the turntable and supports the iron wheels, and stores the iron wheels in the upper position when the traveling body is traveling on the road and projects the iron wheels to the lower position when traveling on the track. When the traveling body is loaded from the road onto the track, the iron wheel is extended on the track by the iron wheel overhanging storage mechanism and the traveling body is supported only by the iron wheel. Run with rotation Longitudinal direction by performing a direction change of the traveling body so as to match the direction of extension of the trajectory, a plurality of軌陸work vehicle traveling on a track by steel wheel, rolling performed deflecting the undercarriage orbit by a plurality of steel wheels of When traveling on a track with a plurality of iron wheels, the wheel front / rear position detecting means for detecting which of the plurality of iron wheels is located on the front side and the rear side with respect to the traveling body, and steel wheels braking means for braking the, and a steel wheel brake control means for controlling the braking operation of the steel wheel braking means, a detection signal of the iron ring braking control means iron wheels before and after the position detecting means, among the plurality of steel wheels with respect to the traveling body steel wheels on steel wheels braking force applied by brake means positioned on the front side and the braking force exerted by the iron ring braking means in a position to steel wheels on the rear side, the front and rear center of gravity of the traveling member relative to the rolling chassis In response, the front braking force is applied, is configured to control so that the rear braking force is applied to the iron ring located on the rear side to the iron ring located on the front side.

Further, in the above-mentioned track-and-rail work vehicle, the one-side iron wheel braking means (for example, the first brake in the first embodiment) that brakes one of the front and rear iron wheels when the iron wheel braking means travels on the track with a plurality of iron wheels. Device 50a) and other-side iron wheel braking means for braking the other-side iron wheel (for example, the second brake device 50b in the first embodiment), and the iron wheel braking control means travels on the track by a plurality of iron wheels. A front iron wheel braking force setting means (for example, the front wheel brake control valve 71 in the first embodiment) for setting the braking force of the iron wheel located on the front side with respect to the traveling body, and the rear with respect to the traveling body The rear iron wheel braking force setting means (for example, the rear wheel brake control valve 72 in the first embodiment) for setting the braking force of the iron wheel located on the side and the front iron wheel braking force setting means are set. An iron wheel traveling body in which the front braking force and the rear braking force set by the rear iron wheel braking force setting means are detected by the iron wheel front / rear position detecting means (for example, the iron wheel front / rear position detector 62 in the first embodiment). From the braking force switching means (for example, the controller 60 and the braking force switching valve 74 in the first embodiment) that are switched according to the positions of the front side and the rear side with respect to the one-side iron wheel braking means and the other-side iron wheel braking means. Thus, when braking the iron wheel, a front braking force is applied to the iron wheel located on the front side of the plurality of iron wheels with respect to the traveling body, and a rear braking force is applied to the iron wheel located on the rear side. It is preferable to be configured to be controlled as described above.

Further, in the above-mentioned track-and-rail work vehicle, one-side iron wheel braking means (for example, the first brake in the second embodiment) that brakes one of the front and rear iron wheels when the iron wheel braking means travels on the track with a plurality of iron wheels. Device 50a) and other-side iron wheel braking means (for example, the second brake device 50b in the second embodiment) for braking the other-side iron wheel, and the iron wheel braking control means is a braking force by the one-side iron wheel braking means. One-side iron wheel braking force setting means (for example, the controller 160 and the first iron wheel braking control valve 171 in the second embodiment) and the other-side iron wheel braking force that variably sets the braking force by the other-side iron wheel braking means. Setting means (for example, controller 160 and second iron wheel braking control valve 172 in the second embodiment), and iron wheel braking control means. Or the iron wheels front and rear position detecting means either of a plurality of steel wheels and against the traveling member is positioned on the front side and rear side (e.g., steel wheels longitudinal position in the second embodiment the first detector 161 and the iron ring longitudinal position second The braking force detected by the detector 162) and applied by the one-side iron wheel braking means and the other-side iron wheel braking means is applied to the iron wheel located on the front side of the plurality of iron wheels with respect to the traveling body. It is preferable that the iron wheel positioned on the rear side is variably set so that a rear braking force is applied.

According to the track-and-rail work vehicle according to the present invention, even if the front and rear sides of the iron wheel are reversed by reversing the front-rear direction of the traveling body by the turntable, the iron wheel is always located on the front wheel side with respect to the traveling body. Since the brake is applied by applying a front braking force and the steel wheel located on the rear wheel side is braked by applying a rear braking force, the direction of the traveling body is changed to change the direction of the one side and the other side. Even if the axle load applied to the iron wheel is switched, the braking force is reversed and applied to the iron wheel on one side and the other side, so that a sufficient braking force can be applied, thereby shortening the braking distance of the traveling body. be able to.

  For example, when the axle load on the front wheel side is larger than the axle weight on the rear wheel side with respect to the traveling body, the vehicle is always positioned on the front wheel side rather than the rear wheel side during braking, regardless of the direction change of the traveling body by the turntable. Since a large braking force can be applied to the iron wheel, the traveling body can perform braking by applying a sufficient braking force regardless of the traveling direction on the track.

  Hereinafter, a first embodiment of the present invention will be described with reference to FIGS. 1 to 3. FIG. 1 shows a track-and-work vehicle 1 according to a first embodiment of the present invention, which includes a truck-type traveling body 10 that includes a tire wheel (road traveling wheel) 11 and is capable of traveling from a driving cabin 12, and a traveling vehicle. A swivel base 20 provided in the body 10, a boom (extensible boom) 25 having a base end supported on a top of a support column 21 extending upward from the swivel base 20 via a foot pin 22, And a work table 26 for boarding an operator attached to the tip. As shown in FIG. 2, a brake pedal 28a for braking the iron wheels 40a and 40b, which will be described later, is provided in the driving cabin 12, and this brake pedal is controlled to turn on / off whether the brake is applied, and the pedal is depressed. Two types of control, that is, a control that applies a braking force corresponding to the amount, are possible. When the brake pedal 28a is not depressed (not operated), a brake release signal is output to the controller 60.

  The work table 26 is provided with an upper operation device 27. As shown in FIG. 2, the upper operation device 27 includes a travel operation lever 28b, which can be operated when the operation power of the upper operation device 27 is turned on. The traveling operation lever 28b operates traveling on the iron wheels 40a, 40b. The tilting of the lever drives the iron wheels 40a, 40b, and braking the iron wheels 40a, 40b by returning the lever to neutral. be able to. Therefore, the braking control by the traveling operation lever 28b is only on / off of whether to apply braking (whether to apply braking or to travel). Further, when the travel operation lever 28b is tilted and is in a driving state (not in the neutral position), a brake release signal is output to the controller 60 as in the case of the brake pedal 28a. Accordingly, when braking the traveling body 10 traveling on the iron wheel, the brake pedal 28a in the driving cabin 12 is depressed, or the operation power source of the upper operation device 27 is turned on to make the traveling operation lever 28b neutral. Can be done. Since the brake pedal 28a and the traveling operation lever 28b can perform a braking operation independently of each other, the traveling operation and the braking operation can be performed on the traveling body 10 from either the driving cabin 12 or the work table 26. It can be carried out. Moreover, when operating in the driving cabin 12, the operating power of the upper operating device 27 is normally turned off, and when operating on the work table 26, the operating power is turned on.

  At the lower center of the traveling body 10, a ring-shaped base 29 suspended in a horizontal position on the central portion of the main frame (not shown) of the traveling body 10, and the traveling body 10 between a road and a track (railway rail) R A turntable 30 for supporting the traveling body 10 from below and changing the direction of the traveling body 10 when remounting between them, a first iron wheel support arm 33a provided so as to be swingable up and down with respect to the turntable 30, and A second iron wheel support arm 33b, a pair of left and right first iron wheels 40a provided on the first iron wheel support arm 33a and a pair of left and right second iron wheels 40b provided on the second iron wheel support arm 33b for track traveling; A turntable drive motor 31 for rotating the carriage 30 with respect to the base 29, and a first iron wheel support arm 33a and a second iron wheel support arm 33b are respectively swung up and down with respect to the turntable 30. Arm swing cylinder 34, and two iron wheel drive motors 43 attached to the first iron wheel support arm 33a and the second iron wheel support arm 33b, respectively, for rotating the first iron wheel 40a and the second iron wheel 40b, respectively. is doing. Here, the first iron wheel support arm 33a and the second iron wheel support arm 33b, and the two arm rocking cylinders 34 for vertically swinging the first iron wheel support arm 33a and the second iron wheel support arm 33b are the turntable 30. Is provided to support the first iron wheel 40a and the second iron wheel 40b, and constitutes an iron wheel overhanging storage mechanism for overhanging and storing the first iron wheel 40a and the second iron wheel 40b. In this configuration, instead of being driven by the turntable drive motor 31, the work vehicle may push the traveling body 10 to rotate the turntable 30 with respect to the base 29.

  The turntable 30 is provided concentrically with the central axis AX of the base 29 (the central axis AX extends in the vertical direction) and is rotatable with respect to the base 29. For this reason, the turntable 30 can be rotated horizontally in either the left or right direction by using the center axis AX of the base 29 as a horizontal rotation axis by rotating the turntable drive motor 31.

  A first iron wheel support shaft 41a is supported on one end side of the first iron wheel support arm 33a, and a pair of left and right first iron wheels 40a are fixed to both ends of the first iron wheel support shaft 41a. Similarly, a second iron wheel support shaft 41b is supported on one end side of the second iron wheel support arm 33b, and a pair of left and right second iron wheels 40b are fixed to both ends of the second iron wheel support shaft 41b.

  Each iron wheel drive motor 43 has a rotating shaft (not shown) parallel to each of the first iron wheel support shaft 41a and the second iron wheel support shaft 41b on the lower surface of each of the first iron wheel support arm 33a and the second iron wheel support arm 33b. The posture is fixed. The rotational power of each iron wheel drive motor 43 is transferred to the first iron wheel support shaft 41a and the second iron wheel support shaft 41b via gears (not shown) in respective gear boxes provided adjacent to the iron wheel drive motor 43. Each is to be transmitted. Accordingly, by rotating each iron wheel drive motor 43, a pair of left and right second irons provided at both ends of the pair of left and right first iron wheels 40a and second iron wheel support shaft 41b provided at both ends of the first iron wheel support shaft 41a. Each of the iron wheels 40b can be rotated.

  An iron wheel front / rear position detector 62 is provided in the traveling body 10, and when the traveling body 10 changes its direction by the turntable 30, the driving cabin 12 is moved relative to the turntable 30 as shown in FIG. 3. The first iron wheel support shaft 41a and the second iron wheel support shaft 41b are substantially orthogonal to the front-rear central axis BL of the traveling body 10 with the second iron wheel 40b side (the second iron wheel 40b is located on the front wheel side). When the posture (running body second posture) is reached, the detection signal is output to the controller 60 as shown in FIG. Therefore, the iron wheel front / rear position detector 62 outputs a detection signal only when the traveling body 10 is in the traveling body second posture, and therefore, as shown in FIG. In contrast, the first iron wheel support shaft 41a and the second iron wheel support shaft 41b are substantially orthogonal to the front-rear central axis BL of the traveling body 10 with the first iron wheel 40a positioned on the front wheel side. In such a posture (running body first posture), the iron wheel front / rear position detector 62 does not output a detection signal to the controller 60.

  The controller 60 is disposed in the traveling body 10, receives a brake release signal from the brake pedal 28a or the traveling operation lever 28b, and outputs an operation control signal to a brake control valve 75 described later in detail. The controller 60 receives a detection signal from the iron wheel front / rear position detector 62 and outputs an operation control signal to a braking force switching valve 74 described later in detail.

  As shown in FIG. 2, the traveling body 10 is provided with a hydraulic pump 59 that is driven by an engine (not shown) and discharges hydraulic oil. The hydraulic oil discharged from the hydraulic pump 59 is The first and second brake devices 50a and 50b for braking the first iron wheel 40a and the second iron wheel 40b are connected by oil passages 90 to 96 so as to be supplied to the first and second piston calipers 52a and 52b. A hydraulic circuit is formed.

  The first brake device 50a is provided at an intermediate portion of the first iron wheel support shaft 41a. As shown in FIG. 2, the first brake device 50a is a first disk rotor fixed to the first iron wheel support shaft 41a. 51a and a first piston caliper 52a for tightening the first disk rotor 51a. Since the first iron ring support shaft 41a is fixed with the pair of left and right first iron rings 40a as described above, if the rotation of the first disk rotor 51a is stopped by the first piston caliper 52a, the first iron ring 40a The rotation can also be stopped, and braking can be performed at the time of track traveling by the first iron wheel 40a.

  Similarly, the second brake device 50b is provided at an intermediate portion of the second iron wheel support shaft 41b. As shown in FIG. 2, the second brake device 50b is fixed to the second iron wheel support shaft 41b. It is composed of a two-disc rotor 51b and a second piston caliper 52b that tightens the second disc rotor 51b. Since the pair of second iron wheels 40b is fixed to the second iron wheel support shaft 41b as described above, if the rotation of the second disk rotor 51b is stopped by the second piston caliper 52b, the rotation of the second iron wheel 40b is also performed. It can stop and can perform braking at the time of track running by the second iron wheel 40b.

  As shown in FIG. 2, oil passages 93 and 94 are connected to the first and second piston calipers 52a and 52b, respectively. Further, a tightening force (braking force) is generated in the second piston calipers 52a and 52b.

  The oil passage 90 connected to the hydraulic pump 59 branches as shown in FIG. 2, and the front wheel side braking control valve 71, the rear wheel side braking control valve 72, the check valve 73, the braking force switching valve 74, the brake control. It is connected to the valve 75.

  The brake control valve 75 is an electromagnetically controlled open / close valve, and operates based on an operation control signal output from the controller 60 in response to a brake release signal from the brake pedal 28a or the travel operation lever 28b, as shown in FIG. Is controlled. When the controller 60 outputs an operation control signal to the brake control valve 75, the solenoid 75a is excited and moved to a position moved to the right against the biasing force of the spring 75b. 97 communicates, and hydraulic oil in the oil passage 91 is released to the oil tank 70 through the oil passage 97. When the solenoid 75a is in a non-excited state and the brake control valve 75 is in a position where it is pushed left by the spring 75b as shown in FIG. 2, the valve is closed and the oil passage 91 and the oil passage 97 are blocked.

  The front wheel side braking control valve 71 is a relief valve, and when the oil pressure of the oil passage 91 sent from the hydraulic pump 59 becomes a predetermined pressure or more with the valve closed, this valve opens and the oil passage 91 is opened. The hydraulic oil is allowed to escape to the oil tank 70 via the oil passage 95. Here, the oil pressure of the oil passage 91 that has become a predetermined pressure by the front wheel side brake control valve 71 is a braking oil pressure (front wheel) that brakes one of the first iron wheel 40a or the second iron wheel located on the front wheel side with respect to the traveling body 10. Side braking hydraulic pressure).

  The rear wheel brake control valve 72 is a pressure reducing valve. When the oil pressure in the oil passage 91 becomes equal to or higher than the predetermined pressure so that the oil pressure in the oil passage 91 is reduced to a predetermined pressure, the rear wheel brake control valve 72 is opened. The hydraulic oil in the oil passage 91 is allowed to escape to the oil tank 70 through the oil passage 96, and the reduced hydraulic oil is sent to the oil passage 92 connected to the outlet side of the rear wheel brake control valve 72. It has become. Here, the oil pressure of the oil passage 92 that has become a predetermined pressure by the rear wheel side brake control valve 72 is a brake that brakes the other of the first iron wheel 40a or the second iron wheel 40b located on the rear wheel side with respect to the traveling body 10. Hydraulic pressure (rear wheel side braking hydraulic pressure).

  In the check valve 73, the hydraulic oil in the oil passage 91 flows into the oil passage 92 connected to the outlet side of the rear wheel brake control valve 72, and the operation of the oil passage 92 decompressed by the rear wheel brake control valve 72 is performed. It prevents oil from being pressurized (transformed).

  The braking force switching valve 74 is an electromagnetically controlled direction switching valve, and its operation is controlled based on an operation control signal output from the controller 60 in response to a detection signal from the iron wheel front / rear position detector 62. As shown in FIG. 2, when the solenoid 74a is in a non-excited state and the braking force switching valve 74 is pushed to the right by the spring 74b, the oil passage 91 is connected to the first piston caliper 52a. And the oil passage 92 is communicated with the oil passage 94 connected to the second piston caliper 52b. As a result, the hydraulic oil in the oil passage 91 adjusted to the front-wheel braking hydraulic pressure by the front-wheel braking control valve 71 is supplied to the first piston caliper 52a via the oil passage 93, and similarly, the rear wheel The hydraulic fluid in the oil passage 92 that has been pressure-reduced and adjusted to the rear-wheel braking hydraulic pressure by the side braking control valve 72 is supplied to the second piston caliper 52 b through the oil passage 94.

  Further, when the solenoid 74a is excited and the braking force switching valve 74 moves to the position where it moves to the left against the urging force of the spring 74b, the oil passage 91 is connected to the oil passage 94 connected to the second piston caliper 52b. At the same time, the oil passage 92 is communicated with the oil passage 93 connected to the first piston caliper 52a. As a result, the hydraulic oil in the oil passage 91 adjusted to the front-wheel braking hydraulic pressure by the front-wheel braking control valve 71 is supplied to the second piston caliper 52b through the oil passage 94, and similarly, the rear wheel The hydraulic oil in the oil passage 92 that has been pressure-reduced and adjusted to the rear-wheel braking hydraulic pressure by the side braking control valve 72 is supplied to the first piston caliper 52 a through the oil passage 93.

  As described above, the first piston caliper 52a supplied with the hydraulic oil adjusted to the front-wheel braking hydraulic pressure or the rear-wheel braking hydraulic pressure tightens the first disc rotor 51a with the braking force corresponding to the braking hydraulic pressure. Thus, the first iron wheel 40a can be braked. Similarly, the second piston caliper 52b supplied with the hydraulic oil adjusted to the front wheel side brake hydraulic pressure or the rear wheel side brake hydraulic pressure tightens the second disc rotor 51b with a braking force corresponding to the brake hydraulic pressure, and performs the second operation. The iron wheel 40b can be braked.

  Next, a description will be given of a case where braking is applied to the railroad work vehicle 1 traveling on the rail R from the driving cabin 12 by the brake pedal 28a. Here, for example, when the position of the center of gravity of the traveling body 10 is on the front wheel side with respect to the center of the turntable 30, the front wheel side braking of the oil passage 91 is performed in advance in order to increase the braking force on the front wheel side rather than the rear wheel side. Appropriate pressure is set for each of the front wheel side brake control valve 71 and the rear wheel side brake control valve 72 so that the oil pressure is larger than the rear wheel side brake oil pressure of the oil passage 92. Further, when the brake pedal 28a is not operated, an operation control signal is output from the controller 60 and the brake control valve 75 is opened, so that the hydraulic oil in the oil passage 91 is released to the oil tank 70, and the first iron wheel It is possible to release the braking on 40a and the second iron wheel 40b so that the traveling body 10 travels on the track R. In the operation in the driving cabin 12, even if the brake pedal 28 a is not depressed, by pulling a side brake (not shown) provided in the driving cabin 12, the traveling body 12 can be operated without going through the controller 60. It is possible to apply braking. However, a configuration may be adopted in which the pulling operation of the side brake is detected and the controller 60 applies the braking.

  As shown in FIG. 1, when the traveling body 10 is in the traveling body first posture with the arrow A direction as the traveling direction, the first iron wheel 40a is on the front wheel side, and the second iron wheel 40b is on the rear wheel side. Further, when the traveling body 10 is in the traveling body first posture, the iron wheel front / rear position detector 62 does not detect as described above and does not output a detection signal to the controller 60. Therefore, the solenoid 74a in the braking force switching valve 74 is In a non-excited state, the braking force switching valve 74 causes the oil passage 91 to communicate with the oil passage 93 connected to the first piston caliper 52a, and the oil passage 92 to the oil passage 94 connected to the second piston caliper 52b. It will be communicated.

  In order to stop the traveling body 10 traveling on the rail R with the direction of arrow A as the traveling direction, the brake pedal 28a is depressed to close the brake control valve 75, so that the oil path 91 and the oil path 97 are closed. Shut off. The hydraulic oil from the hydraulic pump 59 discharged according to the depression amount of the brake pedal 28a branches from the oil passage 90 and is supplied to the front wheel side brake control valve 71 and the rear wheel side brake control valve 72. It will be.

  The hydraulic oil in the oil passage 91 adjusted to the front wheel side braking hydraulic pressure by the front wheel side braking control valve 71 is supplied to the first piston caliper 52 a through the oil passage 93 communicated by the braking force switching valve 74. The hydraulic oil in the oil passage 92 decompressed and regulated to the rear wheel brake hydraulic pressure by the rear wheel brake control valve 72 is supplied to the second piston caliper 52b through the oil passage 94 communicated by the brake force switching valve 74. Is done. As a result, the first piston caliper 52a supplied with the hydraulic oil adjusted to the front-wheel braking hydraulic pressure tightens the first disk rotor 51a with the braking force corresponding to the hydraulic pressure of the front-wheel braking hydraulic pressure, and The first iron wheel 40a is braked through the iron wheel support shaft 41a. Similarly, the second piston caliper 52b supplied with the hydraulic oil pressure-reduced and adjusted to the rear-wheel braking hydraulic pressure tightens the second disc rotor 51b with a braking force corresponding to the hydraulic pressure of the rear-wheel braking hydraulic pressure. Thus, the second iron wheel 40b is braked via the second iron wheel support shaft 41b.

  Therefore, the first iron wheel 40a located on the front wheel side with respect to the front-rear direction of the traveling body 10 is braked with the braking force generated by the hydraulic pressure of the front wheel side brake hydraulic pressure, and the second iron wheel 40b located on the rear wheel side. In this case, braking is performed with the braking force generated by the hydraulic pressure of the rear-wheel braking hydraulic pressure. Therefore, braking with respect to the first iron wheel 40a located on the front wheel side can be performed by applying a larger braking force than the second iron wheel side 40b located on the rear wheel side.

  Subsequently, the front and rear of the traveling body 10 that has stopped traveling on the track R in the direction of the arrow A are reversed, and the traveling body 10 travels on the track R in the direction of the arrow B as shown in FIG. In order to do this, first, the traveling body 10 in the traveling body first posture is changed in direction so as to be reversed to the traveling body second posture by the turntable 30, so that the second iron wheel 40b is set to the front wheel side, and the first iron wheel 40a. Is the rear wheel side. When the traveling body 10 becomes the traveling body second posture by this change of direction, the iron wheel front / rear position detector 62 detects and outputs a detection signal to the controller 60. Upon receiving this detection signal, the controller 60 outputs an operation control signal to the braking force switching valve 74, whereby the braking force switching valve 74 is moved to the left against the biasing force of the spring 74b when the solenoid 74a is excited. By moving to the position, the oil passage 91 is connected to the oil passage 94 connected to the second piston caliper 52b, and the oil passage 92 is connected to the oil passage 93 connected to the first piston caliper 52a.

  Further, when the brake pedal 28a is not operated, the brake control valve 75 is opened in the same manner as described above, thereby releasing the braking on the first iron wheel 40a and the second iron wheel 40b and moving the traveling body 10 on the track R. Can be run.

  In order to stop the traveling body 10 traveling on the rail R with the arrow B direction as the traveling direction, the brake pedal 28a is depressed to close the brake control valve 75, whereby the oil passage 91 and the oil passage 97 are shut off. Let The hydraulic oil discharged from the hydraulic pump 59 that is discharged according to the depression amount of the brake pedal 28 a is branched from the oil passage 90 and supplied to the front wheel side brake control valve 71 and the rear wheel side brake control valve 72.

  The hydraulic oil in the oil passage 91 adjusted to the front wheel side braking hydraulic pressure by the front wheel side braking control valve 71 is supplied to the second piston caliper 52 b through the oil passage 94 communicated by the braking force switching valve 74. The hydraulic oil in the oil passage 92 decompressed and regulated to the rear wheel brake hydraulic pressure by the rear wheel brake control valve 72 is supplied to the first piston caliper 52a through the oil passage 93 communicated by the brake force switching valve 74. Is done. As a result, the second piston caliper 52b supplied with the hydraulic oil adjusted to the front-wheel brake hydraulic pressure tightens the second disc rotor 51b with the braking force according to the hydraulic pressure of the front-wheel brake hydraulic pressure, and the second piston caliper 52b The second iron wheel 40b is braked through the iron wheel support shaft 41b. Similarly, the first piston caliper 52a supplied with the hydraulic oil pressure-reduced and adjusted to the rear-wheel braking hydraulic pressure tightens the first disc rotor 51a with a braking force according to the hydraulic pressure of the rear-wheel braking hydraulic pressure. Thus, braking of the first iron wheel 40a is performed via the first iron wheel support shaft 41a.

  Therefore, the second iron wheel 40b positioned on the front wheel side with respect to the front-rear direction of the traveling body 10 is braked with a braking force based on the hydraulic pressure of the front-wheel braking hydraulic pressure, The first iron wheel 40a located on the wheel side is braked with the braking force generated by the hydraulic pressure of the rear wheel side braking hydraulic pressure. Therefore, the braking of the second iron wheel 40b located on the front wheel side can be performed by applying a larger braking force than the first iron wheel side 40a located on the rear wheel side.

  As described above, in the track-and-work vehicle 1 shown in the present embodiment, the front-rear direction of the traveling body is reversed by the turntable 30, and the positional relationship between the front and rear wheels of the first iron wheel 40a and the second iron wheel 40b is reversed. However, it is possible to brake the iron wheel on the front wheel side with the braking force of the front wheel side braking oil pressure and to brake the iron wheel on the rear wheel side with the braking force of the rear wheel side braking oil pressure. Therefore, even if the axle load applied to the first iron wheel 40a and the second iron wheel 40b is changed by changing the direction of the traveling body 10, it is possible to apply a sufficient braking force by reversing the braking force accordingly. 10 braking distances can be shortened.

  In the above-described embodiment, the braking force switching valve (electromagnetic control type direction switching valve) 74 is adjusted to the front wheel side braking hydraulic pressure and the rear wheel side braking hydraulic pressure in response to the operation control signal from the controller 60. However, the present invention is not limited to this, and a configuration using a roller cam switching valve may mechanically push down the spool to switch the hydraulic oil flow path. Similarly, as a configuration using the roller switching valve, the flow path of the hydraulic oil may be switched in accordance with the rotation (turning) by the turntable 30. According to this, it is not necessary to control the electric system, and a low-cost configuration can be achieved.

  Next, a second embodiment of the present invention will be described with reference to FIG. 1, FIG. 3, and FIG. In addition, in this embodiment, the same number is attached | subjected about the same component as the track-and-rail work vehicle 1 which concerns on the above-mentioned 1st Embodiment, and the detailed description is abbreviate | omitted.

  The track-and-rail work vehicle 100 according to the second embodiment is also configured to include a traveling body 10, a turntable 20, a boom 25, and a worktable 26. At the lower center of the traveling body 10, there is a ring-shaped base 29, a turntable 30 for supporting the traveling body 10 from below and changing the direction of the traveling body 10, and a first iron wheel support arm 33 a and a second iron wheel support. An arm 33b, two iron wheel drive motors 43, a first iron wheel support shaft 41a and a second iron wheel support shaft 33b, and a first iron wheel 40a and a second iron wheel 40b are configured. The first iron wheel support arm 33a and the second iron wheel support arm 33b, and the two arm swing cylinders 34 that swing the first iron wheel support arm 33a and the second iron wheel support arm 33b up and down are an iron wheel overhanging storage mechanism. It is composed.

  In the traveling body 10, an iron wheel front / rear position first detector 161 and an iron wheel front / rear position second detector 162 are provided. As shown in FIG. 4, the iron wheel front / rear position first detector 161 detects that the traveling body 10 is in the traveling body first posture (see FIG. 1), and outputs a detection signal to the controller 160. ing. Similarly, the iron wheel front / rear position second detector 162 detects that the traveling body 10 is in the traveling body second posture (see FIG. 3), and outputs a detection signal to the controller 160. In the same manner as in the first embodiment, it may be configured by only one iron wheel front / rear position detector, and the position of the front side and the rear side of the iron wheel may be determined based on the presence / absence of a signal from this detector.

  As shown in FIG. 4, the controller 160 is provided in the traveling body 10 and inputs a brake release signal from the brake pedal 28a or the traveling operation lever 28b, and an operation control signal is supplied to a brake control valve 175 described later in detail. Is output. The controller 160 also receives a detection signal from the iron wheel front / rear position first detector 161 or a detection signal from the iron wheel front / rear position second detector 162. When the controller 160 receives a detection signal from the iron wheel front / rear position first detector 161, the controller 160 outputs a front wheel side operation control signal iF to a first iron wheel braking control valve 171, which will be described in detail later, and also brakes the second iron wheel. The rear wheel side operation control signal iR is output to the control valve 172. Similarly, when the controller 160 receives the detection signal from the iron wheel front / rear position second detector 162, the controller 160 outputs the rear wheel side operation control signal iR to the first iron wheel braking control valve 171 and also the second iron wheel braking control valve. At 172, the front wheel side operation control signal iF is output.

  As shown in FIG. 4, the traveling body 10 is provided with a hydraulic pump 59 that is driven by an engine (not shown) and discharges hydraulic oil. The hydraulic oil discharged from the hydraulic pump 59 is the first hydraulic oil. Hydraulic pressure is connected by oil passages 190 to 196 so as to be supplied to the first and second piston calipers 52a and 52b of the first and second brake devices 50a and 50b that brake the first and second iron wheels 40a and 40b, respectively. A closed circuit is formed.

  As shown in FIG. 4, oil passages 193 and 194 are connected to the first piston caliper 52a and the second piston caliper 52b, respectively, and the hydraulic pressure of the hydraulic oil supplied from the oil passages 193 and 194 is used to A tightening force (braking force) is generated in the first piston caliper 52a and the second piston caliper 52b.

  The oil passage 190 connected to the hydraulic pump 59 branches as shown in FIG. 4, and the first iron wheel braking control valve 171, the second iron wheel braking control valve 172, the first check valve 173, the second check valve 174, The brake control valve 175 and the high pressure relief valve 176 are connected.

  The brake control valve 175 is an electromagnetically controlled opening / closing valve, and operates based on an operation control signal output from the controller 160 in response to a brake release signal from the brake pedal 28a or the travel operation lever 28b, as shown in FIG. Is controlled. When the controller 160 outputs an operation control signal to the brake control valve 175, the solenoid 175a is excited, and the brake control valve 175 moves to a position moved right against the urging force of the spring 175b to open the valve. As a result, the oil passage 195 and the oil passage 196 are communicated, and the hydraulic oil in the oil passage 195 is released to the oil tank 70 via the oil passage 196. When the solenoid 175a is in a non-excited state and the brake control valve 175 is in the position moved to the left by being pushed by the spring 175b as shown in FIG. 4, the valve is closed and the oil path 195 and the oil path 196 are shut off.

  The first iron wheel braking control valve 171 is an electromagnetic proportional pressure reducing valve, the operation of which is controlled based on the first operation control signal iF or the second operation control signal iR from the controller 160, and is proportional to the energization amount to the solenoid 171a. The hydraulic oil having the pressure as described above is supplied to the first piston caliper 52a through the oil passage 191 and the oil passage 193. Therefore, the oil pressure of the oil passage 191 adjusted by the first iron wheel braking control valve 171 and the oil passage 193 branched from the oil passage 191 becomes a braking oil pressure (first iron wheel braking oil pressure) for braking the first iron wheel 40a.

  The second iron wheel braking control valve 172 is an electromagnetic proportional pressure reducing valve, the operation of which is controlled based on the first operation control signal iF or the second operation control signal iR from the controller 160, and is proportional to the energization amount to the solenoid 172a. The hydraulic oil having the pressure as described above is supplied to the second piston caliper 52b through the oil passage 192 and the oil passage 194. Therefore, the oil pressure of the oil passage 192 adjusted by the second iron wheel braking control valve 172 and the oil passage 194 branched from the oil passage 192 becomes a braking oil pressure (second iron wheel braking oil pressure) for braking the second iron wheel 40b.

  The first check valve 173 is an oil passage in which the hydraulic oil in the oil passage 195 flows into the oil passage 191 connected to the outlet side of the first iron wheel braking control valve 171 and the pressure is adjusted by the first iron wheel braking control valve 171. This prevents the hydraulic oil 191 from being pressurized (transformed).

  Similarly, in the second check valve 174, the hydraulic oil in the oil passage 195 flows into the oil passage 192 connected to the outlet side of the second iron wheel braking control valve 172, and the pressure is adjusted by the second iron wheel braking control valve 172. The hydraulic oil in the oil passage 192 is prevented from being increased (transformed). Although it is preferable to provide the first and second check valves 173 and 174, these may not be provided on the hydraulic circuit.

  The high-pressure relief valve 176 is opened when the hydraulic pressure of the oil passage 195 sent from the hydraulic pump 59 exceeds a predetermined pressure with the brake control valve 175 closed, and the hydraulic fluid in the oil passage 195 is passed through the oil passage 196. Through the oil tank 70. Therefore, even when the hydraulic oil in the oil passage 195 has an abnormally high pressure, the hydraulic circuit is prevented from being destroyed by relieving the high-pressure hydraulic oil.

  As described above, the first piston caliper 52a to which the hydraulic oil adjusted to the first iron wheel braking hydraulic pressure is supplied tightens the first disc rotor 51a with the braking force according to the oil pressure, and the first iron wheel 40a. Similarly, the second piston caliper 52b supplied with the hydraulic oil adjusted to the second iron wheel braking hydraulic pressure tightens the second disc rotor 51b with a braking force corresponding to the hydraulic pressure. The second iron wheel 40b can be braked.

  Next, a case where braking is applied from the work table 26 to the rail work vehicle 100 traveling on the rail R by the travel operation lever 28b will be described. Here, for example, when the center of gravity of the traveling body 10 is on the front wheel side with respect to the center of the turntable 30, the controller 160 preliminarily brakes the first iron wheel in order to increase the braking force on the front wheel side rather than the rear wheel side. The front wheel side operation control signal iF and the rear wheel side operation control signal iR output to the control valve 171 and the second iron wheel braking control valve 172 are set to appropriate values such that iF ≧ iR. When traveling the traveling body 10, the operating power of the upper operating device 27 is turned on, the traveling operation lever 28 b is tilted, and the brake control valve 175 is opened, whereby the hydraulic oil in the oil passage 195 is supplied to the oil tank 70. To escape. Thereby, the braking with respect to the 1st iron wheel 40a and the 2nd iron wheel 40b is cancelled | released, and the traveling body 10 is made to drive | work on the track | orbit R. FIG.

  As shown in FIG. 1, when the traveling body 10 is in the traveling body first posture with the arrow A direction as the traveling direction, the first iron wheel 40a is on the front wheel side, and the second iron wheel 40b is on the rear wheel side. Further, when the traveling body 10 is in the traveling body first posture, the iron wheel front / rear position first detector 161 detects this and outputs a detection signal to the controller 160. Upon receiving this detection signal, the controller 160 outputs a front wheel side operation control signal iF to the first iron wheel braking control valve 171 and outputs a rear wheel side operation control signal iR to the second iron wheel braking control valve 172.

  To stop the traveling body 10 from traveling, the traveling operation lever 28b is returned to the neutral position and the brake control valve 175 is closed to block the oil path 195 and the oil path 196 from each other. Then, the hydraulic oil from the hydraulic pump 59 discharged by returning the traveling operation lever 28b to the neutral position is branched from the oil passage 190 to the first iron wheel braking control valve 171 and the second iron wheel braking control valve 172, respectively. Will be supplied.

  The first iron wheel braking control valve 171 receives the front wheel side operation control signal iF and first supplies the hydraulic oil pressure-reduced to the first iron wheel control oil pressure proportional to the energization amount via the oil passage 191 and the oil passage 193. Supply to piston caliper 52a. The second iron wheel braking control valve 172 receives the rear wheel side operation control signal iR, and supplies the hydraulic oil pressure-reduced to the second iron wheel control oil pressure proportional to the energization amount via the oil passage 192 and the oil passage 194. Supplied to the 2-piston caliper 52b. Here, as described above, since the energization amount of the first iron wheel braking control valve 171 is larger than the energization amount of the second iron wheel braking control valve 172 (iF ≧ iR), the first iron wheel braking hydraulic pressure is larger than the second iron wheel braking hydraulic pressure. The hydraulic pressure is higher than the braking hydraulic pressure.

  Thus, the first piston caliper 52a supplied with the hydraulic oil regulated to the first iron wheel braking hydraulic pressure tightens the first disc rotor 51a with the braking force according to the hydraulic pressure of the first iron wheel braking hydraulic pressure, The first iron wheel 40a is braked through the first iron wheel support shaft 41a. Similarly, the second piston caliper 52b supplied with hydraulic oil adjusted to the second iron wheel braking hydraulic pressure tightens the second disc rotor 51b with a braking force according to the hydraulic pressure of the second iron wheel braking hydraulic pressure, The second iron wheel 40b is braked through the second iron wheel support shaft 41b.

  Accordingly, the first iron wheel 40a located on the front wheel side with respect to the front-rear direction of the traveling body 10 can be braked with a braking force larger than that on the rear wheel side due to the hydraulic pressure of the first iron wheel braking hydraulic pressure. The second iron wheel 40b located on the rear wheel side can be braked with a braking force based on the hydraulic pressure of the second iron wheel braking hydraulic pressure. Therefore, a larger braking force can be applied to the first iron wheel 40a located on the front wheel side than the second iron wheel side 40b located on the rear wheel side.

  Subsequently, the front and rear of the traveling body 10 that has stopped traveling on the track R in the direction of the arrow A are reversed, and the traveling body 10 travels on the track R in the direction of the arrow B as shown in FIG. For this purpose, first, the traveling body 10 in the first traveling body posture is changed by the turntable 30 so as to be reversed to the traveling body second posture, the second iron wheel 40b is set to the front wheel side, and the first iron wheel 40a is disposed. The rear wheel side. Moreover, the braking with respect to the 1st iron wheel 40a and the 2nd iron wheel 40b is cancelled | released by tilting the traveling operation lever 28b and opening the brake control valve 175. Then, when the direction is changed and the traveling body 10 is in the traveling body second posture, the iron wheel front / rear position second detector 162 detects and outputs a detection signal to the controller 160. The controller 160 that has received the detection signal outputs a front wheel side operation control signal iF to the second iron wheel braking control valve 172 and outputs a rear wheel side operation control signal iR to the first iron wheel braking control valve 171.

  In order to stop the traveling body 10 traveling on the rail R with the arrow B direction as the traveling direction, the brake control valve 175 is closed by returning the traveling operation lever 28b to the neutral position, and the oil path 195 and the oil path 196 is cut off. The hydraulic fluid from the hydraulic pump 59 discharged by neutralizing the traveling operation lever 28b is branched from the oil passage 190 and supplied to the first iron wheel braking control valve 171 and the second iron wheel braking control valve 172. It will be.

  The first iron wheel braking control valve 171 receives the rear wheel side operation control signal iR, and supplies the hydraulic oil adjusted to the first iron wheel control oil pressure proportional to the energization amount through the oil passage 191 and the oil passage 193. Supply to piston caliper 52a. The second iron wheel braking control valve 172 receives the front wheel side operation control signal iF, and supplies the hydraulic oil adjusted to the second iron wheel control hydraulic pressure proportional to the energization amount via the oil passage 192 and the oil passage 194 to the second piston. Supply to caliper 52b. Here, since the energizing amount of the first iron wheel braking control valve 171 is smaller than the energizing amount of the second iron wheel braking control valve 172 (iF ≧ iR), the second iron wheel braking hydraulic pressure is higher than the first iron wheel braking hydraulic pressure. It becomes hydraulic.

  Thus, the first piston caliper 52a supplied with the hydraulic oil regulated to the first iron wheel braking hydraulic pressure tightens the first disc rotor 51a with the braking force according to the hydraulic pressure of the first iron wheel braking hydraulic pressure, The first iron wheel 40a is braked through the first iron wheel support shaft 41a. Similarly, the second piston caliper 52b supplied with hydraulic oil adjusted to the second iron wheel braking hydraulic pressure tightens the second disc rotor 51b with a braking force according to the hydraulic pressure of the second iron wheel braking hydraulic pressure, The second iron wheel 40b is braked through the second iron wheel support shaft 41b.

  Therefore, the first iron wheel 40a positioned on the rear wheel side with respect to the front-rear direction of the traveling body 10 can be braked with the braking force generated by the hydraulic pressure of the first iron wheel brake hydraulic pressure, and is positioned on the front wheel side. The second iron wheel 40b can be braked with a braking force larger than that of the rear wheel side by the hydraulic pressure of the second iron wheel braking hydraulic pressure. Therefore, a larger braking force can be applied to the second iron wheel 40b located on the front wheel side than the first iron wheel side 40a located on the rear wheel side.

  In this way, in the track work vehicle 100 shown in the present embodiment, the front-rear direction of the traveling body is reversed by the turntable 30, and the positional relationship between the front and rear wheels of the first iron wheel 40a and the second iron wheel 40b is reversed. However, the front wheel side is braked by the braking force by the braking hydraulic pressure adjusted for the front wheel side, and the rear wheel side iron wheel is braked by the braking hydraulic pressure adjusted by the rear wheel side. Braking can be performed. Therefore, even if each axial load applied to the first iron wheel 40a and the second iron wheel 40b is changed by changing the direction of the traveling body 10, it is possible to apply a sufficient braking force by reversing the braking force accordingly. The braking distance of the traveling body 10 can be shortened.

  In the second embodiment, the case where the center of gravity of the traveling body 10 is on the front wheel side with respect to the turntable 30 has been described. However, the present invention is not limited to this, and the position of the center of gravity of the traveling body 10 is the turntable. If the rear wheel side operation control signal iF and the rear wheel side operation control signal iR are set so that iF ≦ iR, the iron wheel located on the rear wheel side Therefore, braking can be applied with a braking force larger than that of the front wheel side.

It is a right view (running | working body 1st attitude | position) of the track-and-rail work vehicle as 1st Embodiment and 2nd Embodiment of this invention. It is a hydraulic circuit diagram of the track-and-rail work vehicle which concerns on the said 1st Embodiment. It is a left view (running body 2nd attitude | position) of the railroad working vehicle as 1st Embodiment and 2nd Embodiment of this invention. It is a hydraulic circuit diagram of the track-and-rail work vehicle which concerns on the said 2nd Embodiment.

Explanation of symbols

1,100 Track-and-rail work vehicle 10 Traveling body 12 Driving cabin 30 Turntable 40a First iron wheel 40b Second iron wheel 52a First piston caliper 52b Second piston caliper 60,160 Controller 62 Iron wheel front / rear position detector 71 Front wheel side braking control valve 72 Rear wheel side brake control valve 74 Direction switching valve 75, 175 Brake control valve 161 Iron wheel front / rear position first detector 162 Iron wheel front / rear position second detector 171 First iron wheel brake control valve 172 Second iron wheel brake control valve R Track

Claims (3)

A traveling body having a driving cabin in front and extending in the front-rear direction and capable of traveling on the road by road traveling wheels, and a plurality of rail wheels for track traveling disposed forward and backward with respect to the traveling body when traveling on the track And a turntable that is provided in a lower part of the traveling body so as to be horizontally rotatable so as to change the direction of the traveling body , and switches the front and rear positions of the plurality of iron wheels with respect to the traveling body in accordance with the direction change, and the rolling base. An iron wheel overhanging storage mechanism that is provided on a chassis and supports the iron wheel, stores the iron wheel in an upper position when the traveling body travels on a road, and projects the iron wheel in a lower position when traveling on a track. When the traveling body is placed on the track from the road, the iron wheel is extended on the track by the iron wheel overhanging storage mechanism, and the traveling body is supported only by the iron wheel, and then the turntable is rotated. in front Longitudinal direction of the running body is subjected to turning of the traveling body so as to match the direction of extension of the track, in軌陸work vehicle traveling on the track by the plurality of steel wheel,
Iron wheel front / rear position detection that detects which of the plurality of iron wheels is located on the front side and the rear side with respect to the traveling body when the direction is changed by the turntable and the plurality of iron wheels travel on a track. Means,
An iron wheel braking means for braking rotation of the iron wheel when traveling on a track with the plurality of iron wheels;
An iron wheel braking control means for controlling the braking operation of the iron wheel braking means,
The iron wheel braking control means includes a braking force applied to the iron wheel located on the front side of the plurality of iron wheels with respect to the traveling body by the detection signal of the iron wheel front / rear position detection means and a rear side. the steel wheels braking force exerted by the braking means, in accordance with the longitudinal position of the center of gravity of the traveling member relative to the rolling chassis, front braking force is applied to the iron ring located on the front side of the iron ring located on the A track-and-rail work vehicle that is controlled so that a rear braking force is applied to the iron wheel located on the rear side. When the iron wheel braking means travels on a track with the plurality of iron wheels, one iron wheel braking means for braking the iron wheel on either one of the front and rear sides and another iron wheel braking means for braking the iron wheel on the other side. Configured,
The iron wheel braking control means sets a braking force of a front iron wheel braking force setting means for setting a braking force of the iron wheel located on the front side with respect to the traveling body when traveling on a track with the plurality of iron wheels, and the traveling body. The rear iron wheel braking force setting means for setting the braking force of the iron wheel located on the rear side, the front braking force set by the front iron wheel braking force setting means and the rear iron wheel braking force setting means after being set The braking force applied to the one-side iron wheel braking means and the other-side iron wheel braking means by switching the side braking force according to the positions of the iron wheel on the front side and the rear side with respect to the traveling body detected by the iron wheel front-rear position detecting means. Comprising power switching means,
When braking the iron wheel, the front braking force is applied to the iron wheel located on the front side of the plurality of iron wheels with respect to the traveling body, and the rear braking force is applied to the iron wheel located on the rear side. The track-and-rail work vehicle according to claim 1, wherein the vehicle is controlled so as to be applied. When the iron wheel braking means travels on a track with the plurality of iron wheels, one iron wheel braking means for braking the iron wheel on either one of the front and rear sides and another iron wheel braking means for braking the iron wheel on the other side. Configured,
The iron wheel braking control means variably sets the braking force by the one side iron wheel braking means, and the other side iron wheel braking force setting means that variably sets the braking force by the other side iron wheel braking means. With
The steel wheels brake control means, said or traveling body paired to either of the plurality of steel wheels are located on the front side and rear side is detected by the iron ring longitudinal position detecting means, the one side iron wheels braking means and the other side A braking force applied by the iron wheel braking means is applied to the iron wheel located on the front side of the plurality of iron wheels with respect to the traveling body, and a front braking force is applied to the iron wheel located on the rear side. The track-and-rail work vehicle according to claim 1, wherein the vehicle is variably set so that power is applied.

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