JPH0712817B2 - Wheel and rail structure of passenger electric single rail carrier - Google Patents

Description

Detailed Description of the Invention [Industrial applications]

The present invention relates to a wheel and rail structure of a passenger electric single track carrier. Especially, it is an improvement regarding a rail structure having upper and lower rails.

[Prior art]

Single rail carriers are often used in orchards with many slopes and narrow passages. It has the advantage that rail laying is easy and it can be operated automatically.
For example, in a mandarin orange garden or the like, a small single-rail truck with a capacity of 200 kg is already widely used. In addition, applications for civil engineering are being opened up. In this case, since heavy objects such as earth and sand and cement are transported, a 1t pile is suitable. As described above, in the case of a large-sized single-rail track carrier, the rails are often provided with two rails at the top and bottom. Even in this case, since it is considered as one rail, it is regarded as a single rail carrier. Conventional single-rail trucks consist of a power vehicle and a bogie,
These were connected to each other. Since no power line was laid, the power source was liquid fuel. A power vehicle has an engine, a power transmission mechanism that transmits the driving force of the engine,
It is equipped with a drive pinion that meshes with the rack, front and rear wheels that support the motor vehicle, and a brake. At present, people are not allowed to ride on single-rail trucks. There is no full-fledged single-rail carrier yet. However, in a single-rail truck for agriculture, it is often inconvenient if a person cannot get on the vehicle, and in reality, a single-rail truck is often moved by a person. In the future, people will be allowed to ride on single-rail carriers. The applicant has publicly announced inventions such as Japanese Patent Publication No. 1-24099 (H1.5.10), Japanese Patent Publication No. 1-24661 (H1.5.12) and Japanese Patent Publication No. 1-24662 (H1.5.12) as a passenger single-rail carrier. There is. This is for agriculture,
The motor vehicle and the dolly are separate entities. In addition, it would be convenient to have a single-rail carriage vehicle for carrying people at golf courses and playgrounds. A single-rail single-passenger vehicle may be useful, especially in large areas with large slopes. In this case, safety must be prioritized above all because the goods are not transported. Moreover, it is strongly desired that the operation is easy. When it comes to improving operability, the conventional single-rail truck using an engine as a drive source is insufficient. Electricity must be used in order to realize a single-rail vehicle that can operate automatically while improving safety. However, there has never been a single-rail carrier that uses electricity. The inventor of the present invention intends to provide for the first time a single rail carrier that travels by electric power. To do this, a feeder must be provided on the side of the rail. Rail laying work becomes a little complicated. If electricity can be used, a motor can be used as a drive source. It is easier to start and stop than the engine. In addition, since an electric circuit having various uses can be used, operability is also improved. A single rail carrier with a light load uses a single rail, while a heavy load uses a two-rail upper and lower rail structure. Not only bears a good load in the vertical direction, but is also much stronger against torsion than a single rail. Conventionally, the wheel structure of the upper and lower two rails is as follows. (I) One upper wheel with both collars (ii) Two half-divided lower wheels with one collar (iii) Left and right guide rollers that make rolling contact with the side surfaces of the lower rail. Two or more sets are used. The role of these wheel members will be described. Left and right guide rollers prevent left and right roll. For a half-split lower wheel with a collar, press the lower surface of the upper rail to prevent the wheel from coming off the rail. The most important one is the upper wheel with both collars. This will support the full load of the motor vehicle and will keep the wheels from coming off the rails. The wheel structure of such an upper and lower rail single rail carrier is described in Japanese Patent Publication No. Sho 63-40054 (published on S63.10.20), Japanese Patent Publication No. 58-23268 (published on S58.5.13) and Japanese Patent Publication No. 58-47385 (S58). .10.21 Notice) Japanese Patent Publication No. 63-5309 (S63.2.3 Publication) Japanese Patent Publication No. 63-41341 (S63.8.16 Publication) Japanese Patent Publication No. 63-51202 (S63.10.13 Publication) Japanese Patent Publication No. 63-65541 (S63.12.16) It has been adopted as a public notice). In this case, the rack is welded to the center of the side surface of the upper rail. Since the upper wheels have brims on both sides, it is possible to prevent the upper wheels from coming off the rails. These structures are stable because the upper wheels with both collars are mounted on a square rail. However, this also has drawbacks. As a result of long-term use of this wheel structure, the collar portion of the upper wheel gradually wears. Especially in the case of high usage frequency, the wear of the collar portion becomes remarkable after 5 to 6 years. Such wear also occurs in the collar portion of the lower wheel. In the case of laying in a place with many curves, the flanges of the upper and lower wheels are particularly worn. As the collar of the wheel wears, the rail wears. And the corners will come to stand on the side of the rail. As the brim wears away, the force that restrains the vehicle from swaying to the left and right diminishes. Of course, even if the collar portion is worn, the left and right guide rollers are provided so that the rail does not deviate. But,
Since the action of preventing the lateral rolling of the wheels is reduced, the force applied to the guide roller is increased. Since an excessive force than initially planned acts on the guide roller, the bracket supporting the roller may be distorted or the bearing part may be damaged. The guide rollers must be replaced frequently to prevent accidents where the wheels fall off the rails. However, it is also troublesome to replace the guide roller frequently. It is only necessary to prevent the collar of the upper wheel from wearing. How can I eliminate wear on the collar? The easiest way is to have no collar from the beginning. This is because things that do not exist cannot wear out. That is, the upper wheel may be a flat roller-like member having no flange. However, with this alone, the upper wheel without the collar will come off the rail. The upper wheels must always rest on the upper rails to carry the load. In order to do this, one more set of guide rollers should be added so that the left and right side surfaces of the upper rail can be pressed by the upper guide rollers. Single-rail trucks with upper wheels, upper guide rollers, and lower guide rollers, which have a flat peripheral surface without a collar, are available in Japanese Utility Model Sho 59-140958 (S.59.9.20) and Utility Model Sho 59-195904 ( S.59.12.26) Proposal No. 59-140959 (S.59.9.20) Proposal No. 63-54579 (S.63.4.12) are proposed. These are vehicles for carrying people at golf courses and the like. In the case of such improvement, since the upper guide roller presses the entire width of the side surface of the upper rail, it is not possible to attach an angle to the side surface of the upper rail. Therefore, in these rail structures, an angle having an L-shaped cross section is newly provided at an intermediate height between the upper rail and the lower rail, and a downward rack is welded to the lower surface of the horizontal side of the angle.

[Problems to be Solved by the Invention]

In this way, the horizontal members that make up the rail are the upper rail, the lower rail, the angle, and the rack,
Members will be added by the angle. Rails must be laid from the start to the end. Even with the addition of one angle, if the rail has a long length, the rail cost as a whole will be greatly increased. There is another problem. The pinion that meshes with the rack becomes stronger when the module is enlarged. This is because the tooth thickness increases. Also, it is better to have many pinion gears. This is because there is little vibration and noise. In order to make the module large and the number of teeth large, the diameter of the pinion must be made large. In the above wheel structure, the pinion exists between the lower rail and the rack. Since the rack is below the upper rail, in order to make the pinion larger, the distance between the upper rail and the lower rail must be considerably wide. When the distance between the upper and lower rails is increased, the member connecting the upper and lower rails becomes longer, and the horizontal force applied to the upper rail acts as a larger torsion moment in the lower rail. For this reason, the connecting member may be distorted, the rail receiving member may be bent, or the support pillar may be bent, so that the rail structure becomes unstable. Considering mechanical stability, the upper and lower rails should not be spaced too far apart. These conflicting requirements cannot be met consistently. In other words, it can be seen that the rail structure in which the angle is provided below the upper rail and the rack is welded here is not desirable. There is another kinematic problem. In the wheel structure shown in Japanese Utility Model Laid-Open No. 63-54579, the drive pinion and the guide roller are not located at the vertically aligned position. There are guide rollers at the front and rear, and there is a drive pinion in the middle. In such a case, when the rail is bent to the left and right, the teeth of the drive pinion are displaced laterally with respect to the rack. 11th
It will be described with reference to the drawings. R is the radius of curvature of the rail, and S is the distance between the front and rear guide rollers.
(There is no misalignment between the guide roller and the drive pinion in the front-back direction.
S / 2), the deviation of the drive pinion from the normal position Δ
Is Δ = R− {R ² − (S / 2) ² } ^1/2 (1). Since R >> S, this is approximately Becomes For example, if R = 600 cm (6 m) and S = 50 cm, then Δ = 5.2 mm (3). The drive pinion will be displaced ± 5mm left and right. Even if the drive pinion moves laterally 10 mm, it must always engage with the rack. To do this, the rack must be at least 10 mm thicker than the tooth width of the pinion. This means that a thick rack must be used. The rack is a member that exists over the entire length of the rail. If it had to be wide, the whole rail would be quite costly. A rail structure having upper and lower rails,
It is an object of the present invention to provide a rail wheel structure in which a single rail carrier can travel stably, does not have the problems of wear of the collar portion of the wheel and wear of the rail, and does not require an excessively wide rack width. Is the purpose of. As such, the present inventor has already proposed Japanese Patent Application No. 1-65650 (H1.3.16 application). This is arranged so that the upper wheel, the upper guide roller, the drive pinion, the lower wheel, and the lower guide roller exist on the same vertical plane perpendicular to the rail. This relates to a power vehicle for a single-rail vehicle for agricultural or civil engineering purposes, not to an electric, single-rail vehicle for riding. The present invention is intended to provide an electric riding single-rail carrier having the above-mentioned rail wheel structure.

[Means for Solving the Problems]

In the wheel structure of the single rail carrier of the present invention, the axes of the upper wheel, the upper guide roller, the drive pinion, the lower wheel, and the lower guide roller are in the same vertical plane. To do this, the rack is attached to the lower half of the side surface of the upper rail so that the upper guide roller can roll on the upper half of the side surface of the upper rail. More specifically, the wheel and rail structure of the passenger electric single-rail carrier according to the present invention is an electric single-rail carrier traveling on a rail having a rack, in which a motor and a drive pinion that meshes with the rack to obtain thrust. , A power transmission mechanism configured by a gear train for transmitting the power generated by the electric motor to the drive pinion while decelerating the wheels, upper and lower front and rear wheels for traveling on the rail, and a wheel having a built-in power transmission mechanism. In a single-rail carriage vehicle equipped with a vehicle on which a person should ride, including a frame for supporting and a electromagnetic brake provided in a power transmission mechanism or in contact with an electric motor to stop the rotation of the drive pinion, the rail is It consists of an upper rail and a lower rail, the rack is fixed to the lower half of the side surface of the upper rail, and the wheel has an upper wheel that has a flat peripheral surface and rolls on the upper rail. It consists of an upper guide roller that presses the left and right side surfaces of the rail upper half, a lower wheel that presses the lower surface of the upper rail, and a lower guide roller that presses the lower rail side surface.The upper and lower guide rollers, the upper wheel, the lower wheel, and the drive pinion shaft The feature is that they are on the same vertical plane.

[Action]

Since the upper wheel, which should bear the load, has a flat peripheral surface without a collar portion, the collar portion will not wear due to long-term use. Further, the rail is not worn due to friction with the collar portion. Both upper wheels and rails have a longer life. Since there is no collar, an upper guide roller is required to hold the upper wheel on the upper rail. In this invention, since the rack is attached to the lower half of the upper rail, the upper half of the upper rail is vacant and the upper guide roller is brought into contact rolling therewith. There is no need for a separate member such as an angle because of the rack. The upper and lower guide rollers and the shaft of the upper wheel are on the same vertical plane. Doing this is relatively easy. In the present invention, the drive pinion shaft is also located in the same vertical plane as the upper and lower wheels of the upper and lower guide rollers.
This is extremely difficult, but the inventor has made this possible. This is possible by devising the shape of the upper guide roller, the structure of the shaft, and the bearing, and attaching the rack to the lower half of the upper rail. The drive pinion is provided complementary to the lower wheel. There are four positions of the lower wheels in the front, rear, left and right, but three of them are the lower wheels and one of them is the drive pinion. Since the drive pinion shaft and the guide roller shaft are on the same vertical plane, even if the rail curves, the pinion does not shift laterally with respect to the rack. Even on a curve, the upper wheel is always on the center line of the rail because the guide roller shaft and the upper wheel shaft are in the same vertical plane. Since the pinion does not shift laterally with respect to the rack, it is not necessary to allow a sufficient margin for the width of the rack. The width of the rack can be about the same as the width of the pinion. Since the rack width can be narrowed, the rack material can be saved. Since the rack is provided along the rail and the number of racks used is large, it is effective to reduce the cost if a rack with a narrower width is acceptable. Since the rack is fixed to the lower half of the upper rail, the angle is not required, the material can be saved by the angle, and the number of mounting steps is also unnecessary. Moreover, since the rack can be fixed to the upper rail, the distance between the upper rail and the lower rail can be narrowed. The spacing between the upper and lower rails can be reduced without making the diameter of the drive pinion too small. If the distance between the upper and lower rails is narrow, the possibility that the upper rail will be twisted laterally with respect to the lower rail is reduced, and more stable traveling is possible. Further, the joint plate connecting the upper rail and the lower rail becomes short, the bending moment applied to the joint plate becomes small, and the life of the rail structure becomes long.

【Example】

An embodiment will be described with reference to the drawings. FIG. 1 shows a left side view of the entire passenger single-rail carrier, and FIG. 2 shows a front view thereof. This is a vehicle F on which passengers can be mounted on two substantially equivalent front and rear traveling devices D. The rail J is formed by connecting the upper rail U and the lower rail V to the joint plate T. This is, for example, Japanese Patent Publication No. 63-51202 (S6
3.10.13 Notice) can be used. Since it is a single-rail passenger car, the vehicle F has a seat H so that a person can sit on it. An operation panel G, a control panel I, etc. are provided in the vehicle F. Operations such as starting and stopping can be performed on the operation panel G. Both the upper and lower rails U and V are members having a square cross section.
The lower rail V is fixed to a rail receiver 101 which is perpendicular to the lower rail V. Both ends of the rail receiver 101 are supported by columns 102.
The lower end of the pillar 102 is buried under the ground. The subsidence prevention plate 103 fixed to the column 102 is placed on the ground surface, and the load on the rail is received by this. A trolley duct support 105 is erected on the side of the rail receiver 101, and this supports a trolley body 107 downward by a hanger 106. The trolley body 107 is a power supply line for passing a three-phase alternating current. This is one in which three conductors are provided in an insulating band member. These members are covered with a duct 110 so as not to be exposed to the outside. In order to obtain electric power from the trolley, the traveling device D has a current collecting arm 109 protruding laterally. A slider 111 made of three metal pieces is fixed to the tip of the current collecting arm 109. Since the current collecting arm 109 is pulled upward by the spring 112, the slider 111 is elastically moved to move the slider 111.
Contact 07. The trolley body 107 is supplied with a three-phase alternating current of 200 V or an appropriate voltage. Electric power is supplied from the trolley body 107 to the single rail carrier through the current collecting arm 109. By moving the electric motor with this electric power, the single rail carrier travels. In this example, two front and rear traveling devices D are provided for one vehicle F. The traveling device D has a frame C made of aluminum alloy, cast iron, or the like and having an interior partitioned into a number of cavities, and an axle and wheels supported thereby. The frame C is divided into left and right. It is the front upper eccentric wheel shaft 1 and the rear upper eccentric wheel shaft 2 that connect the frames on both sides in the upper and lower directions. The wheel shafts 1 and 2 rotatably support a front upper wheel M and a rear upper wheel N, each of which has a simple circular shape.
These do not have a collar like conventional wheels. These wheels M and N roll on the upper surface of the upper rail U. Wheels M, N
Bears the load, and does not have a guide function that moves along the rail. The traveling device is shown in FIGS. Particularly, regarding wheels and guide rollers, essential parts are shown in FIGS. 9 and 10. The upper wheel M, N, the upper guide roller X, the lower guide roller R, the lower wheel O, P, and the drive pinion L make up the wheel portion. As shown in FIGS. 10 and 9, the upper wheels M and N are circular wheels having a flat peripheral surface 36, and are rotatably supported by the bearings 35 on the wheel shafts 1 and 2. The inner ring of the bearing 35 is positioned by the collar 60. The guide function of placing the upper wheels M and N on the upper rail U is carried by upper guide rollers X provided in the front, rear, left and right. This is a free wheel supported by a vertical shaft, and presses the side surface of the upper half of the upper rail U. The upper rail U has a rack K on the lower half of one side surface,
The upper half of the side is free. The upper guide roller X has a flange portion 41 whose diameter is expanded downward and a concave portion which is expanded upward.
Has 42. The upper side is recessed because it does not rub against the side surfaces of the upper wheels M and N. The bracket 32 for supporting the upper guide roller X is fixed to the inner surface of the frame C by bolts 38. Upper guide roller pin 37 perpendicular to bracket 32
Is screwed on. Bearing for upper guide roller pin 37
The upper guide roller X is rotatably supported by 39. A cushioning material 40 is inserted between the bearing 39 and the upper guide roller X to reduce the impact on the guide roller X. The flange portion 41 of the upper guide roller X contacts and rolls on the upper half of the upper rail. Further, since the guide roller X has to be supported by a vertical shaft, and the guide roller X is a horizontal disk, it is spatially cramped, and therefore a design ingenuity is required. Here, an upper guide roller pin 37 is erected from below the upper guide roller X to support it. Further, the frame C is recessed only in the portion where the upper guide roller is inserted. A lower front wheel shaft 3 is supported by a cantilever on the lower front side of the frame. The front lower wheel O presses the lower side of the upper rail U, and is a wheel having a collar portion. A lower rear wheel shaft 4 is supported on the lower rear side by one end. A drive shaft 43 is rotatably provided on the other side. A drive pinion L is fixed to the drive shaft 43. The rear lower wheel shaft 4 is fixed to the frame, and the rear lower wheel P is an idle wheel. The drive pinion L meshes with the rack K and obtains the thrust of the traveling device. The rotational force of the electric motor A is transmitted to the drive shaft 43 through engagement with many gears. The rotational force transmission system will be described with reference to FIG. The drive shaft 43 is rotatably supported by the bearing 45 with respect to the frame C. An oil seal 44 seals this shaft. Since many gears mesh with each other inside the frame C, lubricating oil is filled therein. The oil seal 44 is for sealing this inside the case. A rotation stopping mechanism 48 such as a spline or a serration is formed in the axial direction on a portion of the drive shaft 43 protruding outside the frame. A disk-shaped drive pinion L is fixed here. The drive pinion L has teeth 46 formed on the outer periphery thereof.
The tooth portion 46 meshes with the rack K from below. The inside of the tooth portion 46 is a tapered portion 61 that is slightly inclined. This is to prevent the lower end of the tooth portion 46 of the drive pinion from coming into contact with the lower rail V. Further, the base of the tooth portion 46 becomes a round rail contact surface 47. This is the surface that contacts the lower corner of the upper rail U, and acts the same as the collar of the lower wheel, preventing the wheel from coming off the rail. On the same center line as the drive pinion, there is a rear lower wheel P at a plane-symmetrical position (shown by a chain line in FIG. 10). By this and the action of the drive pinion L, the upper rail U can be pressed from below. The lower guide rollers R are also on the left and right. This is rotatably attached to the lower end of the frame C by a vertical lower guide roller pin 33. After inserting the collar 50, the lower guide roller pin 33 is screwed into the screw hole at the lower end of the frame C. The lower guide roller R is a circular ring having a flat peripheral surface. This outer peripheral surface is the lower rail V
Rolling contact with the side of. An inner ring of a bearing 49 is fitted on the head of the lower guide roller pin 33 and fixed by a retaining ring 52. The outer ring of the bearing 49 is fitted into a recess at the center of the lower guide roller R and is fixed by a stop ring 51. Both side surfaces of the lower rail are pressed by the left and right lower guide rollers R. Therefore, the lateral displacement of the single rail carrier is prevented. What is important is that these wheel elements (1) upper wheels M, N (2) lower guide rollers X (3) lower wheels P, O or drive pinions L (4) lower guide rollers R have the same vertical axis. It is included in H. In order to do this, the drive pinion L and the upper guide roller X have been devised sufficiently. In particular, it is difficult for the upper guide roller X not to come into contact with the upper wheel, the drive pinion, and the lower wheel and to have the shaft center in the same vertical plane. Although this has already been described, it is possible only when the following conditions are satisfied. (I) The rack K is fixed to the lower portion of the side surface of the upper rail U.
As a result, the upper half side surface of the upper rail U can be used as the contact surface of the upper guide roller. (Ii) A recess is formed in the frame to form a space for the upper guide roller. (Iii) The pin 37 supporting the upper guide roller is fixed to the frame by the bracket 32 at the lower end.
When trying to support the upper guide roller shaft at the upper end, the upper wheel shafts 1 and 2 get in the way. (Iv) The upper wheels are thinned by scraping both sides. In the upper guide roller X as well, the upper half of the outer circumference is made a recess 42 having a small diameter. This is because the upper wheel and the upper guide roller do not contact each other. (V) A taper portion 61 is formed on the drive pinion L. In this way it is possible to use a drive pinion with a diameter which is approximately the distance between the upper and lower rails U, V. Now, in addition to the upper wheel shafts 1 and 2, the left and right frames are connected at the upper part by the vertical bearing support 56 and the motor mounting base 57. The electric motor mount 57 is fixed to the rear of the frame by bolts 58. The electric motor A is attached to the electric motor mount 57 with bolts 59. The vertical bearing support base 56 is provided with a vertical bearing 92 that rotatably supports the T-shaped vertical shaft 91. This is to enable horizontal conversion. A horizontal rod 93 is provided on the vertical bearing 92, and horizontal bearings 94 are provided at both ends of the horizontal rod 93. The member of the vehicle F is attached to the bracket 95 of the lateral bearing 94. The lateral bearing 94 permits rotation in the vertical direction around the horizontal rod 93. These bearings 92 and 94 allow the traveling device D in front of and behind the vehicle F to be turned horizontally and vertically. Since this single rail carrier is an electric vehicle, the rotational force of the electric motor A is transmitted to the drive pinion L via the power transmission system of gears.
Be transmitted to. An electromagnetic brake E is provided next to the electric motor A so that the electric motor A can be stopped. This is a non-excitation type electromagnetic brake, which is adapted to apply braking when the power is turned off. An emergency constant speed brake Q and an emergency stop centrifugal clutch Y are provided in the middle of the power transmission system. The emergency constant speed brake Q allows the vehicle to descend at a constant speed when descending a slope. The emergency stop centrifugal clutch Y detects this when the speed is too high and activates the electromagnetic brake E. The power transmission system comprises a gear train, which will be briefly described with reference to FIG. To distinguish between gears and shafts, alphabet symbols are attached, but they do not represent functions or characteristics. The motor output shaft 5 is connected to an a shaft 7 by an a joint 6. The a-gear 8 is attached to the a-axis 7 and rotates.
Hereinafter, the rotational force is the b-gear 10 of the b-axis 9, the c-gear 12 of the c-axis 11,
It is transmitted to the d-gear 14 of the d-axis 13 in order. These gears are included in a gear transmission mechanism W obliquely attached to the upper side of the frame. After that, the power is transmitted to the gear inside the frame C. The d-axis 13 is the d'axis inside the frame due to the d-joint 15.
Lead to 17. From the e gear 18 of the d'axis 17, the rotational force is the e axis
It is transmitted to the f gear of 19. This is transmitted to the emergency constant speed brake Q via the g gear 21, the h gear 22, and the o gear 33. The rotational torque as the drive reduction is calculated from the i-gear 24 of the f-axis 23, which is integrated with the f-gear 20, the k-gear 27 of the g-axis 25,
It is transmitted to the n-gear 31 of the drive shaft 43 via the gear and the m-gear 30. Due to the action of the gear train, the rotational force of the electric motor is decelerated and transmitted to the drive pinion L.

【effect】

(1) The central axes of the rotating shafts of the upper wheels, the upper guide rollers, the lower guide rollers, the lower wheels, the drive pinions, etc. are included in one vertical plane H perpendicular to the rails. The positions of the upper and lower guide rollers and the position of the drive pinion are the same in the rail longitudinal direction. Even if the rail bends left and right, the drive pinion does not shift laterally with respect to the rack. Therefore, it is not necessary for the rack to have an extra width. The tooth width of the rack can be approximately equal to the tooth width of the pinion. Therefore, a narrow rack can be used. The rack material can be saved. Since the rack is a member that is provided along the entire length of the rail, the effect of saving the rack material is great. (2) The rack is fixed to the side of the lower half of the upper rail. The upper guide roller is adapted to roll in contact with the upper half side surface of the upper rail. It is not necessary to provide an angle as a separate member and attach the rack here. Angle installation costs can be saved. (3) If you want to increase the diameter of the drive pinion,
The space between the upper and lower rails can be used effectively. If the distance between the upper and lower rails is long, the vehicle is greatly shaken laterally and the running becomes unstable. In the case of the present invention, it is possible to stabilize the traveling by narrowing the interval between the upper and lower rails, increase the drive pinion diameter, suppress the noise generated from the pinion, and prevent wear of the pinion. (4) The upper wheel does not have both collars. It is a wheel with a flat outer surface. Therefore, even if it is used for many years, the collar portion will not be worn. The rail does not wear due to the contact with the collar. (5) The traveling device is liable to roll laterally due to the wear of the collar portion of the upper wheel, and the lower guide roller is never damaged by excessive force. Therefore, it is not necessary to replace the lower guide roller frequently. (6) Since it is an electric single-rail carrier, it is easy to start and stop it.

[Brief description of drawings]

FIG. 1 is a left side view of the entire passenger electric single track carrier provided with the rail wheel structure of the present invention. FIG. 2 is a front view of the same thing. FIG. 3 is a plan view of only the traveling device. FIG. 4 is a front view of only the traveling device. FIG. 5 is a left side view of the traveling device. FIG. 6 is a rear view of the traveling device. FIG. 7 is a right side view of the traveling device. FIG. 8 is a schematic diagram of a power transmission system. FIG. 9 is a schematic side view of a wheel portion of the traveling device. FIG. 10 is a schematic vertical sectional view of a wheel portion of the traveling device. FIG. 11 is a schematic explanatory view showing that the pinion moves laterally with respect to the rail when the rail is bent. A ... Electric motor C ... Frame D ... Traveling device E ... Electromagnetic brake F ... Vehicle G ... Operation panel H ... Seat I ... Control panel J ... Rail K ... Rack L ... Driving pinion M …… Front upper wheel N …… Rear upper wheel O …… Front lower wheel P …… Rear lower wheel Q …… Emergency constant speed brake R …… Lower guide roller T …… Join plate U …… Upper rail V …… Lower rail W …… Gear transmission mechanism X …… Upper guide roller Y …… Emergency stop detection centrifugal clutch 1 …… Front upper eccentric wheel shaft 2 …… Rear upper eccentric wheel shaft 3 …… Front lower wheel shaft 4… Rear lower wheel axle 32 …… Upper guide roller bracket 33 …… Lower guide roller pin 35 …… Bearing 36 …… Flat surface 37 …… Upper guide roller pin 38 …… Bolt 39 …… Bearing 40 …… Cushioning material 41 …… Collar part 42 …… Recessed part 43 …… Drive shaft 44 …… Oil seal 45 …… Bearing 46 …… Teeth 47 …… Rail contact surface 48 …… Rotation stop mechanism 49 …… Bearing 50 …… Collar 51 ～ 52 …… Stop ring 56 …… Vertical bearing support 57 …… Motor mount 58, 59 …… Bolt 61 …… Taper Part 91 …… T-type vertical shaft 92 …… Vertical bearing 93 …… Horizontal shaft 94 …… Horizontal bearing 101 …… Rail bearing 102 …… Post 103 …… Settling prevention plate 105 …… Trolley duct post 106 …… Hanger 107… … Trolley body 109 …… Collector arm 110 …… Duct 111 …… Slider

Claims (1)

[Claims] 1. An electric single rail carrier that travels on a rail having a rack, the motor, a drive pinion that meshes with the rack to obtain thrust, and the power generated by the motor is transmitted to the drive pinion while decelerating. For the purpose of stopping the rotation of the drive pinion, the power transmission mechanism composed of a gear train, the wheels on the top and bottom for moving on the rails, the frame for supporting the wheels with the power transmission mechanism built-in. In a single-rail carriage vehicle that carries a vehicle on which a person should ride, including an electromagnetic brake provided in the power transmission mechanism or in contact with the electric motor, the rail is composed of an upper rail and a lower rail, and the rack is a lower side surface of the upper rail. It is fixed in half and the wheel has an upper wheel that has a flat peripheral surface and rolls on the upper rail, an upper guide roller that presses the left and right side surfaces of the upper half of the upper rail, and a lower rail. It consists of a lower wheel that presses down and a lower guide roller that presses the side surface of the lower rail, and the upper and lower guide rollers, the upper wheel, the lower wheel, and the shaft of the drive pinion are on the same vertical plane. Single rail carrier wheel and rail structure.