JP3019727U - Rail carrier - Google Patents

Abstract

(57) [Summary] [Purpose] This is because when a railroad vehicle travels on a sloping ground, the speed is changed by hydraulic pressure, and there is no need to operate the gear meshing, so that a safe speed change operation is possible. (EN) Provided is a sloping land rail transport device capable of downsizing a machine body and improving the facility efficiency of the sloping ground rail. In a transporter mounted on a rail installed on a steep slope and transmitting the power of the engine 1 to drive wheels 8 via a continuously variable transmission 6 and a speed reducer 11, a rear side of a prime mover engine 1 on a flywheel side. The continuously variable transmission 6 is arranged at the side of the continuously variable transmission 6 to transmit power, and a speed reducer 11 is provided at a side of the continuously variable transmission 6, and a plurality of shafts output from the speed reducer are provided below the continuously variable transmission. A rail transportation device characterized in that a braking device 7 and a drive wheel 8 are provided in each.

Description

[Detailed description of the device]

[0001]

[Field of Industrial Use] The rail carrier according to the present invention smoothly starts, stops, moves forward, reverses, and shifts by hydraulic pressure when the rail carrier travels on a sloping ground. (EN) Provided is a sloping ground railway transportation device capable of performing a safe gear shifting operation because there is no need to perform a matching operation, downsizing the aircraft, and improving the facility efficiency of the sloping ground railway.

[0002]

2. Description of the Related Art A drawback of the prior art is that a continuously variable transmission is arranged in parallel with a speed reducer. For this reason, the airframe overhangs the speed reducer. A belt chain is required for power transmission, which overhangs to the side and widens the aircraft. Belts have problems such as slippage at low speed rotation and noise at chain.

It is also known that a motor in which a hydraulic motor is connected to a speed reducer is connected to driving wheels. Further, the hydraulic motor directly connected to the drive wheels has drawbacks such as a large torque required, a large motor capacity, an increase in the size of the machine body, and difficulty in braking when a hydraulic trouble occurs.

A hydraulic motor connected to a speed reducer requires a hydraulic pump and an extra hose piping. In the railroads such as forests, vegetation covers the railroads and hooks the hose. There is a problem such as being damaged.

When a large monorail is provided, the aircraft cannot pass through unless the area around the rail is cut down. Therefore, making the monorail body as compact as possible is a necessary condition for environmental protection. The lesser the cost and effort of logging trees around the rail, the better the environment, and the easier facility construction.

When the drive wheels are moved by hydraulic pressure, the torque is increased, a large hydraulic pump is required, and the size of the machine body is increased. Therefore, if the speed reducer and the continuously variable transmission are provided and the braking device is attached to the speed reducer, the size of the machine body can be easily reduced. Also, when the drive wheels are hydraulically driven by hydraulic drive, the braking device must be provided on the side surface of the drive wheels or the brake wheels must be provided separately from the drive wheels, resulting in an increase in size.

Since the hydraulic pressure of the continuously variable transmission is a closed circuit, the oil is prevented from escaping. Therefore, when the lever is set to the neutral position, the hydraulic brake is applied. Therefore, it is necessary to enlarge the braking device accordingly. None, and in combination with other braking devices, the safety is increased. That is, the continuously variable transmission improves the safety of the braking device, makes the body compact, and prevents the shock of starting and stopping. In the conventional technology, the centrifugal clutch had to be used for shock prevention in order to absorb the shock, and the controller was provided to control the braking device.However, by using the continuously variable transmission, Basically, it can be expected that it will not be necessary.

[0008]

DISCLOSURE OF THE INVENTION The present invention proposes a compact rail carrier using a continuously variable transmission in order to improve the problems and drawbacks of the related art. . In the first embodiment, in the railway vehicle according to the present invention, the output side shaft of the continuously variable transmission is provided on the input shaft of the reduction gear, and the constant speed brake and the braking device are provided on each of the shafts reaching the drive wheels. Will be provided. The power transmission of the engine is achieved by connecting a prime mover pulley provided on the output shaft of the engine with an engine clutch and an input pulley of the continuously variable transmission with a belt or a chain. Further, in the second embodiment, the output shaft of the continuously variable transmission is provided to the input shaft of the reduction gear transmission, and the engine shaft is directly connected to the input shaft of the continuously variable transmission by a connector, so that the belt chain for power transmission is provided. Is unnecessary, the airframe of the second embodiment is more compact than the airframe of the first embodiment.

[0009]

[Means for Solving the Problems] In a transporter mounted on a rail installed on a steep slope and transmitting the power of the engine to the drive wheels through a continuously variable transmission and a speed reducer, the engine is continuously variable. A transmission is arranged to transmit power, and a continuously variable transmission is formed on either side of the reduction gear, and a plurality of shafts output from the reduction gear are provided below the continuously variable transmission. The rail carrier is characterized by a compact body width with a braking device and drive wheels.

A power train of a single rail carrier that travels on a rack or a rail having holes, and a drive pinion that meshes with the engine and the rack or the hole, and a deceleration that transmits the power of the engine to the drive pinion while decelerating the power. In a motor vehicle that has a device, a continuously variable transmission that can freely adjust the input speed and direction of rotation, a braking device to stop it, and a constant speed brake to maintain a constant speed, This is a railway transportation device characterized in that a constant speed or stop brake is provided, and power is transmitted on the same side above the intermediate shaft via a continuously variable transmission.

[0011]

The continuously variable transmission is capable of smoothly shifting by hydraulic pressure. When a railroad vehicle equipped with this is traveling on a sloping ground, it is not necessary to operate the gear meshing because it shifts by hydraulic pressure, so safe gear shifting operation is possible and a gear shift mission is installed. As in the case, there is no need to occupy a lot of space for that purpose, so the size of the aircraft can be reduced, and the facility efficiency of sloping land rail can be improved.

[0012]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The accompanying drawings illustrate an embodiment of a rail carrier according to the present invention. FIG. 1 is a power transmission system diagram of a railroad carrier according to a first embodiment, FIG. 2 is a front view of the railroad carrier of the same as above, FIG. 3 is a side view of the same as above, and FIG. Fig. 5 is a power transmission system diagram, Fig. 5 is a front view of the same rail transport device, and Fig. 6 is a side view of the same. An embodiment of the present invention will be described in detail with reference to the drawings.

Embodiment 1 A prime mover engine 1 in a transporter which is mounted on a rail 12 which is a railroad installed on a steep slope and which transmits the power of an engine to a drive wheel 8 through a continuously variable transmission and a speed reducer. The continuously variable transmission 6 is arranged at the side to transmit power, and the continuously variable transmission 6 is formed on either side of the speed reducer 11 and below the continuously variable transmission 6. The rail transport device is characterized in that the braking device 7 and the drive wheels 8 are respectively provided on the plurality of output shafts to make the body width compact.

Embodiment 2 A power vehicle of a single rail carrier that travels on a rack or a rail having a hole, in which a drive pinion 18 that meshes with an engine and a rack or a hole, and a prime mover engine 1 is driven while decelerating the power. The reduction gear 11 transmitting to the pinion 18, the continuously variable transmission 6 capable of freely adjusting the input rotation speed and the rotation direction, the braking devices 16 and 17 for stopping, and the constant speed brake 10 for maintaining a constant speed. In the power vehicle having the above, the constant speed brake 10 or the stop brakes 16 and 17 are provided on the intermediate shaft of the reduction gear, and power is transmitted via the continuously variable transmission 6 on the same side above the intermediate shaft. It is a rail transportation device.

The operation of the continuously variable transmission according to the first and second embodiments will be described. When the rail transport vehicle travels on a sloping ground, since it is a hydraulic shift, it is not necessary to operate the gear meshing. With the continuously variable transmission, forward, reverse, and gear shifting can all be done without a shock by changing the hydraulic pressure simply by operating the lever, which enables safe gear shifting operation, downsizing the aircraft, and sloping land rail facility. Can improve efficiency.

[0016]

EFFECTS OF THE INVENTION Since the continuously variable transmission is arranged behind the flywheel of the prime mover to transmit power, and the reduction gear is provided on the side of the continuously variable transmission, the following various types of gears can be used. It will be effective. The aircraft has become compact. Since the low torque drive is possible, the continuously variable transmission can be downsized, and the aircraft becomes more compact. Belts are not required for power transmission from the continuously variable transmission to the speed reducer, improving safety. Below the continuously variable transmission, a braking device and drive wheels are provided for each of the multiple shafts output from the reduction gear, which makes it possible to reduce the height of the aircraft while ensuring a space for passage of the tracks, and Can be configured small. Since the width and height of the aircraft can be made small, the area of trees to be felled can be reduced when laying a rail, the laying efficiency is improved, and it is effective for nature conservation. Since the continuously variable transmission uses a hydraulic pump motor integrated type, the hydraulic brake operates reliably when in neutral, and one-lever operations for starting, stopping, moving forward, moving backward and shifting are possible.

[Brief description of drawings]

FIG. 1 is a power transmission system diagram of a rail carrier according to a first embodiment.

FIG. 2 is a front view of the rail transport device of the same as above.

[Fig. 3] Same as above, side view

FIG. 4 is a power transmission system diagram of the rail carrier according to the second embodiment.

[Fig. 5] Same as above.

FIG. 6 is a side view of the same as above.

[Explanation of symbols]

 1. . . Prime mover 2. . . Motor pulley 3. . . Centrifugal clutch 4. . . V-belt 5. . . Input pulley 6. . . Continuously variable transmission 7. . . Braking device 8. . . Drive wheel 9. . . Start lever 10. . . Constant speed brake 11. . . Reduction gear 12. . . Rail 13. . . Frame 14. . . Battery 15. . . Braking shaft 16. . . Stop brake 17. . . Emergency stop brake 18. . . Drive pinion 19. . . connector

Claims (2)

[Scope of utility model registration request] 1. A transporter mounted on a rail installed on a steep slope and transmitting engine power to drive wheels via a continuously variable transmission and a speed reducer, wherein the continuously variable transmission is arranged on a prime mover engine. In addition to transmitting power, a continuously variable transmission is formed on either side of the reduction gear, and a braking device and drive wheels are respectively provided below the continuously variable transmission on a plurality of shafts output from the reduction gear. A rail carrier that is provided and has a compact body width. 2. A power vehicle of a single rail carrier that travels on a rack or a rail having a hole, the drive pinion meshing with the engine and the rack or the hole, and the power of the engine is transmitted to the drive pinion while decelerating. A reduction gear, a continuously variable transmission capable of freely adjusting the input rotation speed and the rotation direction,
In a power vehicle having a braking device for stopping and a constant speed brake for maintaining a constant speed, a constant speed brake or a stop brake is provided on the intermediate shaft of the reduction gear, and a continuously variable transmission is provided on the same side above the intermediate shaft. A rail transportation device characterized in that power is transmitted through the rail.