JPS5847385B2 - single track motor vehicle - Google Patents

Description

[Detailed description of the invention] The present invention relates to an upper and lower rail type single rail motor vehicle.

A single-rail transport vehicle is a transport vehicle in which a power vehicle and a bogie run under their own power on a single rail (monorail).

Rails have the advantage of being easy to lay, being able to pass through narrow spaces, and being resistant to steep slopes and curves.

For example, single-rail transport vehicles with a capacity of 200 kg are widely used in mandarin orange orchards.

The structure of a power vehicle includes a driving mechanism, a power transmission mechanism, a drive pinion rotated by the driving mechanism, upper and lower wheels for supporting the power vehicle on rails, a frame that houses these, and the like.

The rail has a square cross section with racks welded to the sides, top, and bottom.

The drive pinion of the motor vehicle is meshed with the rack, and when the drive pinion rotates, the motor vehicle can run.

With a pinion and rack, there is no slippage, so it can withstand even strong slopes.

In the case of an orchard, etc., the load is relatively light, so a single drive pinion is sufficient.

However, when using single-rail transport vehicles for civil engineering,
This is insufficient.

This is because large quantities of heavy wood, cement, ready-mixed concrete, gravel, etc. must be transported.

For civil engineering, a transport vehicle of approximately 1 ton is required.

In this case, the shearing force applied to the rack becomes extremely large.

If the conventional orchard single track rail is used as is, the ranks will deform and separate.

Therefore, the number of drive pinions may be two.

This is because the force applied to the rack should be divided into two.

However, even if the number of driving pinions is simply two, the force applied to the rack is not divided into two equal parts because of the pitch error of the rack.

The present inventor previously developed a two-wheeled single-rail drive motor vehicle in which an elastic gear is interposed between a drive pinion and a power transmission mechanism (Japanese Patent Application No. 55-43748).

This uses the elasticity of the spring to absorb pitch errors.

However, there was a drawback that the force applied to the rack was not strictly divided into two equal parts.

Subsequently, the present inventor developed a two-wheel drive single-rail power vehicle in which a planetary gear was interposed between the drive pinion and the power transmission mechanism (Japanese Patent Application No. 55-61908).

This has the excellent advantage that the thrust at the two drive pinion/rack engagement points is always divided into two equal parts.

The present invention is a further development of the above-mentioned invention, and provides a single-rail power vehicle having two rails arranged one above the other and capable of sufficiently withstanding heavy loads.

It still has two drive pinions and uses planetary gears.

The reason why there are two rails, upper and lower, is to withstand heavy loads.
There are two reasons for this: to prevent sideways shaking.

A number of single-track transport vehicles that use two rails, one above the other, have already been devised.

Utility Model Publication No. 51-52723 is a golf bag transport vehicle, but the wheels are in contact with the upper surface of the upper wheel with two upper and lower rails, and auxiliary rolls are in contact with the left and right sides of the upper and lower wheels. It is designed to prevent falls.

This is a steep slope because it does not use a rack and pinion.
There is a drawback that the wheels and rails tend to skid.

It cannot be used for civil engineering. Utsukai Showa 54-120005
No. 2 also has two rails, upper and lower, but there is a risk of slipping due to mere frictional contact between the rails and wheels, and has the same drawback.

Utility Model No. 54-49013, Utility Model No. 54-115012
No., Utility Model No. 115013, Utility Model No. 54-112
No. 207 relates to construction monorail transport vehicles.

There are two rails, top and bottom, and two drive wheels, front and rear.

However, since this transport vehicle uses sprockets and chains to transmit power, it has the disadvantage that it is not suitable for running at low rotation speeds and high torque.

This is because there is a risk that the chain may come off or break.

Furthermore, this transport vehicle was unable to adjust the phase disturbance between the front and rear wheels.

A torque limiter is used that holds the sprocket under constant pressure, and the sprocket will spin if excessive torque is applied.

With this, you can't climb steep slopes.

It is also dangerous when descending steep slopes because the constant speed brakes do not work.

In this way, it was difficult to average the thrust of the two front and rear wheels.

The present invention is a single-rail transport vehicle with two upper and lower rails and two drive wheels, and uses a planetary gear system to strictly average the thrust between the drive wheels.

EMBODIMENT OF THE INVENTION Hereinafter, the structure, operation, and effect of the present invention will be explained in detail with reference to drawings showing examples.

FIG. 1 is a front view of a single-rail power vehicle according to an embodiment of the present invention;
FIG. 2 is a rear view, and FIG. 3 is a left side view.

The power vehicle has an engine 1 and a fuel tank 2 at the front and upper side in the direction of travel.

These are the driving mechanisms.

Power from the engine 1 is transmitted to a V-pulley 4, a V-belt 5, and a V-pulley 6 via a centrifugal clutch 3.

These are covered by a belt cover 7.

The frame 8 supports wheels longitudinally and vertically, and supports an engine 1 and a fuel tank 2 at the upper front.

Two constant speed brakes 9, 9 are provided on the lower side of the frame 8.
is installed.

A stop/start lever 10 is rotatably provided at the upper rear of the frame 8.

Furthermore, a transmission switching lever 11 is rotatably attached to the upper rear surface of the frame 8.

A stop brake 13 having an automatic stop rod 12 facing downward is provided on the side opposite to the constant speed brake 9.

The rail is made up of an upper rail U and a lower rail W arranged vertically in parallel, and the lower rail W is fixed on the sleeper X.

Sleeper X is supported by supports Y at both ends.

The internal structure of the frame 8 will be explained.

FIG. 4 is a vertical sectional view of the frame.

FIG. 5 is a sectional view taken along the line v--■ in FIG. 4.

FIG. 6 is a Vl-Vl sectional view.

The frame 8 includes a transmission case 14 and a differential gear case 15 arranged almost symmetrically across the rail, and connected to each other via an intermediate member.

Inside the mission case 14, a mechanism for switching the rotation direction between forward and reverse directions is provided.

The differential gear case 15 includes a planetary gear system.

Also, the front and rear upper wheel axles 1 are installed horizontally within the frame.
At 6.16, an upper wheel 17.17 is rotatably supported.

The upper wheels 17.17 ride on the upper rail U and support the entire load of the motor vehicle.

Further, a lower wheel 18 is provided on one of the lower inward surfaces of the frame 8.
The lower wheel 19 is supported rotatably on one side.

1 drive pinion 20 on the other side of the lower inward surface of the frame.
is supported by the pinion shaft 21.

A corrugated rack R is welded to the side surface of the upper rail U.

Drive pinion 20 meshes with rank H. Since there are two pinions, front and rear, there are two points of engagement with the rack R.

Therefore, the thrust of the motor vehicle is divided into two parts and transmitted to two locations on the rack.

The present invention is particularly characterized in that the thrust force is always divided into two equal parts.

Now, the internal structure of the mission case 14 will be explained.

This is a power transmission mechanism. (2) The power of the pulley 6 is transmitted from the input shaft 23 supported by the transmission case 14 to the subsequent stage through either the input gear 24 or the input gear 25.

A reversing gear 27 fixed to the reversing shaft 26 meshes with the input gear 24.

Further, a slide gear 29 that is slidable in the axial direction is provided on the forward/reverse switching shaft 28, and the slide gear 29 meshes with the reverse gear 2γ during reverse operation.

During normal rotation, the slide gear 29 meshes with the input gear 25.

The power of the switching shaft 28 is transmitted from the switching shaft gear 30 to the through shaft distribution gear 3 of the frame through shaft 31 provided through the frame 8.
It is transmitted to 2.

The through shaft 31 extends from the transmission case 14 toward the differential gear case 15, and rails and wheels are present at an intermediate portion of this shaft.

A stop brake 13 is provided at the other end of the through shaft 31.

A stop brake shoe 33 is fixed to the through shaft 31,
When the vehicle stop rod 12 is tilted, a braking force is applied to the brake shoes 33.

On the other hand, the through shaft distribution gear 32 meshes with a constant speed brake gear 35 fixed to a constant speed brake shaft 34.

The constant speed brake 9 suppresses the speed when descending, and a constant speed brake shoe 31 and a cooling fan 38 are attached to a constant speed brake shaft 34 supported by a bearing 36.

A case 39 covers these. The constant speed brake is applied by friction of the brake shoes 3γ caused by centrifugal force.

The circumferential speed of the shoe is set to be approximately 8 to lQ m/sec.

This range is optimal in terms of shoe durability and heat generation.

Air-cooled Freon is directly attached to the constant speed brake.

This cools the fins of the brake drum.

When testing drum temperature and braking force, the braking force suddenly decreases around 100°C, and increases again when it exceeds 130°C.

It exhibits the best braking force at 160 degrees Celsius.

On the other hand, the through-shaft transmission gear 40 attached to the differential gear case of the frame through-shaft 31 transmits power to the two sun shaft input gears 42, 42 through one distribution gear 41.

As is clear from FIG. 6, the sun shafts 43, 43 receive rotational force from the input gears 42, 42 and are cantilevered by bearings 44, 45.

A sun gear 46 is provided at the tip of the sun shaft 43.

The sun gear 46 includes a plurality of planetary gears 41 (in this example, 3
) are meshed with each other, and the outer shell internal gear 48 is meshed with these.

These constitute a planetary gear device as a whole, but unlike normal usage, the outer shell internal gear 48 is not fixed.
It is rotatably supported by an outer shell gear bearing 49.

A further difference is that the two external shell internal gears 48, 48 are provided with external teeth 50, 50, which mesh at point P.

The planetary gears 4γ, .

In this way, the driving force is decelerated and transmitted to the driving pinion 20, and by pushing the rack R, the motor vehicle is moved forward or backward.

Although the connecting member of the rail passes between the opposing surfaces of the lower wheel 19 and the drive pinion 20, outer circumferential surfaces 52 and 53 are formed to have a depth such that it does not come into contact with them.

The outer peripheral surfaces 52 and 53 of the lower wheel 19 and pinion 20 abut on the lower end of the upper rail U.

Since the top and bottom of the upper rail U is held down, the power vehicle will not float up.

Furthermore, a guide roller 54 is provided at the bottom end of the frame 8.
is supported on a vertical roller shaft 55.

The guide rollers 54 hold down the left and right side surfaces of the lower rail W.

Therefore, it is possible to prevent the power vehicle from swaying and achieve stable running.

With the above structure, power transmission of a power vehicle will be briefly explained.

The rotational force from V-pulley 6 can be controlled by changing the mission.
The rotation is transmitted to the frame penetrating shaft 31 as forward rotation or reverse rotation.

High speed rotation is prohibited by the constant speed brake 9 to prevent runaway accidents when getting off the board.

When stopping, the stop brake 13 is used.

A reduction gear consisting of a sun gear 46, a planetary gear 41, and an outer shell internal gear 48 further reduces the speed, and the rotational force from the pulley 6 is transmitted to the drive pinion 20.

FIG. 7 is a front view of the rail.

The rail consists of an upper rail U with a rack R welded to its side surface and a lower rail W which are vertically connected by welding a lip 59.

The integrated upper and lower rails are successively connected by a rail connecting plate 60, and a single rail of a desired length is laid.

Lower rails W are held at regular intervals by sleepers X and supports Y.

Although the spacing between sleepers X cannot be made too narrow, rib 5
9 is welded in the factory, so it can be installed in large numbers between the upper and lower rails.

In this way, the load applied to the upper rail U can be transmitted to the lower rail W by the ribs, and the deflection and stress of the upper rail can be reduced.

Therefore, it can be used as a transport vehicle for heavy civil engineering work.

The stress distribution between the upper rail and the lower rail is determined by the spacing between the ribs 59,
It can be determined appropriately depending on the shape.

Next, the effect will be explained.

The present invention is, for example, a two-wheel drive, in which two planetary gears are placed in front of the drive pinion, the outer shell internal gear is rotatable, and the external teeth 50, 50 are meshed. The thrust shared by each drive pinion is always strictly
equal.

In addition, since two rails are used, upper and lower, the dimensions and
Even if the rail is thick, its strength can be increased and it can carry heavy loads.

Furthermore, twisting of the rail due to lateral sway can be prevented.

The bisection of thrust will be explained in more detail.

The number of teeth of the sun gear, planetary gear, and outer shell internal gear is Zs, Z
Let p and Zi be.

Since it is a planetary gear system, Z i =Zs + 2 Zp
(1).

The angular velocities of the sun gear, carrier, and outer shell internal gear relative to the stationary system. Gs,! 2c, ffi, the basic formula of the planetary gear device Zs, 2s +Z i, Qi = (Zs +Z i
), 2c (2) is obtained.

The torque applied to the sun gear, carrier, and outer shell internal gear (
(including the sign) Ts + Tc, Ti.

Since the total torque is O in steady state, Ts + Tc + Ti = O (3) From the energy conservation side, Ts, Os + Tc. 2c + T i. 2 i =
O (4) holds true.

Solving these, we get the formula.

If the two planetary gears are distinguished by subscripts 1 and 2, the outer shell internal gears 48 and 48 mesh at the external teeth 50 and 50 (point P), so T i 1 = T i 2
(6).

Therefore, from equation (5), TCI=TC2
(7) The carrier torque is equal before and after.

In other words, the torque applied to the drive pinion 20 Tct j T
C2 is always equal.

Therefore, the thrust force applied to the rack is always divided into two equal parts.

In this example, two outer shell gears are directly meshed.

But that's not the case, two, four...
Generally, an even number of gears may be interposed in between.

This is because equation (6) holds even in this case.

In the above example, there were two drive pinions.

Even in the case of three pinions, the thrust of the drive pinions can be averaged by using a planetary gear system.

A two-stage planetary gear device is provided between each of the three drive pinions and the input shaft to provide a two-stage reduction.

FIG. 9 is a schematic diagram of such a reduction gear.

It is assumed that the first stage planetary gear reduction device is l l m t n, the second stage planetary gear reduction device is a, b, and c, and the torques of each drive pinion are Tl and T2 p Ta.

With this arrangement, the outer shell internal gears of a and n of the planetary gear reduction gear are fixed to the frame and cannot rotate.

The outer shell internal gears b, C, l and m are rotatable and have external teeth, each having the same number of teeth.

Then, equation (5) holds true for each planetary gear device, so from l and m, TI=T2 (8
) From b, c, T2 = T3 (
9) holds, and in the end, Tl2T2=T3(10), and the thrust is strictly equal for the three single drive pinions.

There are other ways.

All of the outer shell internal gears of the six planetary gears are rotatable,
The number of external teeth (that is, the diameter of the gear) is a + b +
1 −m as C r 13 r rn + n
Suppose that + m-n + a b + b-c are interlocked.

Of course, it is necessary to mesh directly or use gears in between.

Referring to equation (5), in such a meshing state, the equation holds true.

Therefore, if the diameter of the gear is determined as follows, TI=T22Ta (i6)
The equation for equal distribution of thrust holds true.

In the case of four drive pinions, six planetary gears are used as shown in FIG. 10 for two-step reduction.

If you mesh two external internal gears,
The thrust forces on the four drive pinions are balanced.

This is because, depending on the meshing conditions of each outer shell internal gear, TI =
T2 (17) T3 two T
4 (18)TI+T2
= T3 = T4 α9) is established, and in the end T l = T2 = T3 = T4
This is because (20).

In this way, when there are two or more drive pinions, by using a planetary gear system in the interlocking stage and meshing each other (directly or indirectly) so that the torque of the external internal gears is equal, the gap between the drive pinion and the rack can be reduced. It is possible to equally distribute the acting force generated in the

In this way, large local forces are not applied to the rack, which prevents runaway accidents and extends the life of the rails.

Furthermore, since the frame is divided into two parts and the transmission case and differential gear case are placed on the left and right sides of the rail, balance is maintained and the running condition of the power vehicle is stabilized.

Further, since the constant speed brake is provided below the transmission case and the through shaft 31 and the constant speed brake are connected through the through shaft distribution gear 32 and the constant speed brake gear 35, the center of gravity is lowered.

Since the constant speed brake and differential reduction gear are located below the upper rail U, which carries the load, the powered vehicle is extremely stable and has little sideways sway.

Moreover, since the guide roller 54 is provided to roll on the side surface of the lower rail W, the power vehicle is extremely strong against lateral overturning moments.

Furthermore, it is even better if the constant speed brake and the sun axis in the planetary gear set are arranged on the same straight line as shown in FIG.

Since the rotation directions of the sun axis and the constant speed brake shoe are opposite, the moments of inertia cancel each other out.

Even if the center of gravity and the center of the rail shift, the occurrence of precession due to the action of the moment of inertia and gravity can be suppressed.

As a result, vibrations can be damped.

Furthermore, as shown in FIG. 4, a stop brake is provided on the side surface of the case of the differential gear so as to exert a braking action on rotation before entering the planetary gear set.

Since the torque is taken from a fast-rotating shaft with low torque, it requires less braking force and has the advantage of good braking performance.

In this way, it is a useful invention.

[Brief explanation of drawings]

FIG. 1 is a front view of a single-rail power vehicle according to an embodiment of the present invention. Figure 2 is its rear view. Figure 3 is a left side view. FIG. 4 is a vertical sectional view inside the frame. FIG. 5 is a sectional view taken along the line ■-■ in FIG. 4. FIG. 6 is a sectional view taken along line Vl-VI in FIG. 4. Figure 7 is a front view of the rail. FIG. 8 is a longitudinal side view of the rail. FIG. 9 is a schematic connection diagram showing a two-stage reduction system with three drive pinions and six planetary gears. FIG. 10 is a schematic connection diagram showing a two-stage reduction system with four drive pinions and six planetary gears. 1...Engine, 2...Fuel tank,
6... V pulley, 8... Frame, 9
...Constant speed brake, 10...Stop/start lever, 11...Mission switching lever 13.
...Stop brake, 14...Mission case, 15...Differential gear case, 16...
...Upper axle, 11...Upper wheel, 18...
...Lower axle, 19...Lower wheel, 20...
・Drive pinion, 21...Pinion shaft, 31・
...Frame penetration axis, 43...Sun axis,
46... Sun gear, 47... Planet gear, 48... Outer shell internal gear, 49... Outer shell gear bearing, 50... External teeth, 51...
Carrier, 54...Guide roller U...
...Top rail, W...Bottom rail, X...
・・Sleeper, Y・・・・・Strut.

Claims (1)

[Scope of Claims] 1. The system runs on a single rail consisting of an upper rail U and a lower rail W each having a rack, and includes a driving mechanism, a power transmission mechanism, two or more drive pinions in the front and rear that mesh with the rack, and a power transmission mechanism. Two or more planetary gear devices are provided between the mechanism and the drive pinion, the sun gear of the planetary gear device is connected to the power transmission mechanism, the carrier is connected to the drive pinion, and the outer shell internal gear is connected to the drive pinion. A single-rail power vehicle characterized in that a transmission case and a differential gear case are connected to each other so as to be equal and are separately provided on the left and right sides of rails U and W. 2. A single-rail power vehicle according to claim 1, wherein a constant speed brake is provided below the transmission case, and the constant speed brake is connected by a gear to a frame penetrating shaft that connects the transmission case and the differential gear case. 3 Attach the guide roller to the lower end of the frame and lower rail W.
A single-rail power vehicle according to claim 2, which has rolling sides. 4. The single-rail power vehicle according to claim 1, wherein the lower wheel and the drive pinion are provided with outer peripheral surfaces that contact the lower surface of the upper rail. 5. The single-rail power vehicle according to claim 2, which is provided with two constant-speed brakes and arranged on the same axis as the sun axis of the planetary gear system. 6. The single-rail power vehicle according to claim 2, wherein the stop brake is provided on the side surface of the differential gear case, and the brake shoe is attached to a shaft penetrating the frame at the front stage of the planetary gear device.