JPH01101264A - Monorail type conveyer device - Google Patents

Abstract

PURPOSE:To make it possible to prevent a slip when the auxiliary wheel of a vehicle enters to ride on a guide rail, by setting the rotation speeds of a driving sprocket running on the ground and the auxiliary wheel running on the guide rail in a unified reduction gear ratio. CONSTITUTION:In order to transfer a vehicle running on the ground to a monorail 21, the vehicle is entered to an auxiliary guide rail 77 from the front side. In this case, the engine power rotates an endless belt 11 by a driving sprocket 3 through a chain 59 and a reduction gear 51. And the posture is corrected by horizontal rollers 75 and 75 contacting to the auxiliary guide rail 77, and the positioning is carried out to engage with a guide rail 71. Since the reduction gear ratio of the reduction gear 51 is set to unify the rotation speeds of an auxiliary wheel 55 and the driving sprocket 3, when the auxiliary wheel 55 rides on the guide rail 71, no slip is generated between the auxiliary wheel 55 and the guide rail 71.

Description

[Detailed Description of the Invention] [Object of the Invention] (Industrial Field of Application) The present invention relates to a monorail running device for running a monorail installed in a mountainous area, etc., and a ground running device for running on the ground. This relates to monorail-type transportation equipment that transfers between the ground and the monorail using a vehicle equipped with the following.

(Prior Art and Problems to be Solved) Conventionally, in this type of transport device, the height, lateral position and approach angle of the vehicle entering 1 mol are determined in front of 1 mol. However, a guide rail is provided to guide the vehicle so that the vehicle enters in the correct attitude and engages with the monorail. 1 on the same axis
Since they were physically fixed to each other and had different circumferential speeds, at the point where the vehicle first started to move from ground running to the guide rail, ground running by the driving sprocket and running on the guide rail by the auxiliary wheels were different. The difference in circumferential speed between the drive sprocket and the auxiliary wheel causes slippage between the auxiliary wheel and the guide rail, causing wear and a problem in that the transition is not smooth.

[Structure of the invention]

(Means and effects for solving the problems) The present invention has the following features:
The drive sprocket and the auxiliary wheel are linked via a reducer, and this reducer is set to a reduction ratio that matches the circumferential speed of the drive sprocket and the auxiliary wheel. When the auxiliary wheels of the vehicle enter the guide rail, the vehicle moves at the same speed to eliminate slippage.

(Embodiment) Hereinafter, one embodiment of the present invention will be described in detail from the drawings.

In the figure, the vehicle 1 is configured as follows. That is, the front drive sprocket 3. Rear driven wheel5.
Upper rolling wheel7. An engine cover 15 that houses an engine, a transmission, etc., and a cargo box 17 are arranged side by side in the upper part of the ground traveling device 13, which is equipped with an endless band 11 made of rubber that suspends the lower rolling wheels 9. . The vehicle body 19 of the vehicle 10 is provided with a monorail traveling device 23 that engages with a monorail 21 installed on the ground. A vertical roller 25 supporting the mold plate and horizontal rollers 27 and 27 holding both sides of the monorail 21 are rotatably supported by brackets 29 and 31, respectively. Vehicle body 19
At the front part of the 1st monorail 21, there are engagement pins that roll on the 1st monorail 21 to support the weight of the front part of the vehicle body 19, and that engage with retaining holes 33 protruding from the upper surface of the 1st monorail 21 at predetermined intervals. A vertical drive roller 37 having rollers 35 on its circumference is provided, and is provided so as to be rotatable forward and backward by a hydraulic motor 39. Further, horizontal rollers 41 and 41 that sandwich both sides of the monorail 210 are rotatably supported by the bracket 43. The drive sprocket 3 is fixed to a driven shaft 49 that is pivotally supported by inner and outer side plates 45 and 47 fixed to the vehicle body 19, and is linked to a drive shaft 53 via a reduction gear 51. Drive shaft 5
A auxiliary wheel 55 with a flange is fixed to the inner end of the sprocket 3, and the power of the engine is transmitted to the sprocket 57 fixed to the auxiliary wheel 55 through a sprocket 59t. The reducer 51 is rotatably supported by an internal gear 63 fixed to a case 61 fixed to the side plate 47, a drive gear 65 fixed to the drive shaft 53, and a support plate 67 fixed to the driven shaft 49. The drive shaft 5 is rotated by a rolling gear 69 that meshes with the drive gear 65.
3 to the driven shaft 49 at a reduced speed.

``The auxiliary wheels 55 engage guide rails 71, 71 installed on the ground on both ends of the monorail 21 and roll on the upper surface thereof. Horizontal rollers 75 are pivotally supported on the outer surfaces of the side plates 47 on both sides via brackets 73 at the front and rear, respectively, and auxiliary guide rails 77, 77 are installed on the ground on both sides of the tips of the guide rails 71-71. It abuts against the inner surface to determine the approach attitude of the vehicle 1. Reducer 51
A reduction ratio of 1 is set so that the circumferential speeds of the auxiliary wheel 55 and the drive sprocket 3 match -2.

FIG. 8 shows a power system for driving the drive row 37, which is constructed as follows.

That is, by driving the carrot 79, the belt 81t-
A variable displacement main pump 83 and an auxiliary pump 85 are rotated through the pump. When the carrot 79 is at low speed, the auxiliary pump 85
The oil in the oil tank 87 is supplied to the solenoid valve 89 by the drive of the solenoid valve 89. Reverse valve 91. Filter 93, reverse valve 95. Main pump 83.
It is provided so that the oil is returned to the oil tank 87 via a reduction circuit 97.

In this case, a check valve 99 facing the check valve 95, an oil supply circuit 103 communicating from the check valve 95 to the oil supply port 101 of the hydraulic motor 39, and a discharge circuit 10 communicating with the discharge port 105.
7 does not drive the hydraulic motor 39, but the oil of the main pump 83 is circulated through the throttle part 113 provided in the pilot control valve 111 of the parallel circuit 109.
The hydraulic motor 39 rotates slightly. The hydraulic motor 39 is interlocked with the drive roller 37 via a reduction gear 115.

Next, when the solenoid valve 89 is switched from the A position to the B position in FIG. 8, the pressure oil operates the cylinder 117 and releases the hydraulic brake 119.

When the pressure valve 121 is opened and the carrot is running at low speed, the oil is returned to the oil tank 87 from the check valve 95 in the same manner as described above, and the hydraulic motor 39 does not rotate. Next, if the carrot speed is increased or the capacity of the main pump 83 is increased, the auxiliary pump 85
The oil enters the main pump 83 by opening the pressure valve 123, and as the flow rate increases from the discharge port 115, the pressure rises and the pilot control valve 111 is automatically switched and closed, and the oil rotates the hydraulic motor 39. drive When the solenoid valve 89 is returned to the A position, the oil in the cylinder 117 returns to the oil tank 87 and the hydraulic brake 119 is operated to brake the hydraulic motor 39, and as described above, no hydraulic pressure is sent to the hydraulic motor 39.

In the above configuration, when the vehicle 1 traveling on the ground is transferred to the monorail 21, the vehicle 1 is entered into the auxiliary guide rail 77 from the front. The power of the engine is transmitted from Cheno 59 to drive sprocket 3 via reducer 51.
The endless belt 11 is rotated by the rotation. The horizontal rollers 75, 75 on both sides of the vehicle 10 come into contact with the auxiliary guide rail 77, correct their posture, and position them for engagement with the guide rail 71. Next, the auxiliary wheel 55 is attached to the guide rail 7
1, the reduction ratio of the reducer 51 is set so that the peripheral speeds of the auxiliary wheel 55 and the drive sprocket 3 match, so no slip occurs between the auxiliary wheel 55 and the guide rail 71. The auxiliary wheels 55 engage with the guide rails 71, and the height and lateral posture are corrected and positioned, and the front horizontal rollers 41, 41 engage and roll on both sides of the monorail 210, and the engagement bins are rotated. 35 is engaged with the engagement hole 33, the drive roller 37 is rolled on the upper surface of the monorail 21 by the drive of the hydraulic motor 39. Subsequently, the rear vertical rollers 25 roll on the monorail 21 to support the rear of the vehicle 1, and the horizontal rollers 27 and 27 roll on the monorail 21.
rolling and clamping on both sides. The engagement pin 35 is the engagement hole 331
When the C engagement begins, the engagement pin 35 comes into contact with the end face of the monorail 21 to determine the engagement position. However, at the beginning of the approach, the vehicle 10 is driven by the auxiliary wheels 55, so the engagement bin 35 is not engaged. The drive roller 37 does not align with the matching hole 33, and the drive roller 37 moves while stopping its rotation until the engaging pin 35 matches the engaging hole 33.

At this time, the solenoid valve 89 is set to the B position and the hydraulic brake 1
19 is released, but engine 79 is set to low speed and S
The oil of the auxiliary pump 85 passes through the main pump 83 and the throttle part 113 of the pilot control valve 111, so the high pressure and low pressure circuits of the hydraulic motor 39 are connected to the pilot control valve 111.
Even if the drive roller 37 is stopped before the engagement pin 35 engages with the engagement hole 33, high hydraulic pressure is not applied to the hydraulic motor 39. A large load is not applied to the drive row 237 and the like. When the rotation speed of the engine 79 is increased or the capacity of the main pump 83 is increased at the position where the engagement pin 35 begins to engage with the engagement hole 33, the oil pressure on the discharge side of the main pump 83 increases and the pilot The control valve 111 is automatically switched and closed, and the hydraulic motor 39 begins to rotate normally.

〔Effect of the invention〕

According to the present invention, when the auxiliary wheels of a vehicle traveling on the ground enter the guide rail, the vehicle is moved at the same speed as the ground traveling speed to eliminate slippage of the auxiliary wheels and prevent wear, and the guide rails are prevented from slipping. In addition, there is no need to provide a separate hydraulic drive line or a large auxiliary wheel, and the structure can be simple and compact.

[Brief explanation of the drawing]

FIG. 1 and FIG. 2 are side views of a vehicle according to the present invention, respectively;
The front view, FIG. 3, and FIG. 4 are respectively a plan view and a side view of a monorail etc. according to the present invention, FIG. FIG. 8 is a diagram of the hydraulic system of the drive roller. 1... Vehicle 3... Drive sprocket 13... Ground running device 21... Monorail 23... Monorail running device 51... Reducer 55... Auxiliary wheel 71... Guide rail agent Patent Attorney Tamotsu Miyoshi Omaki 7

Claims (1)

[Claims] A guide rail 71 for positioning the vehicle 1 equipped with the monorail traveling device 23 and the ground traveling device 13 on the monorail 21 is provided close to the front of the monorail 21,
The drive sprocket 3 of the ground traveling device 23 and the auxiliary wheel 55 rolling on the guide rail 71 are provided in conjunction with each other via a reduction gear 51, and the reduction gear 51 is connected to the drive sprocket 3 and the auxiliary wheel 55 rolling on the guide rail 71. 55. A monorail transport device characterized in that the peripheral speed of the monorail transport device is set to a reduction ratio that matches that of the monorail transport device.