JPH036537Y2 - - Google Patents

Description

[Detailed description of the invention] This invention is a rail transport system that is used to transport various objects and people by self-propelled by the driving force of a prime mover on rails installed in farmlands, golf courses, etc. The present invention relates to a travel control device for a rail transport vehicle that can suitably perform driving operations such as stopping and starting the vehicle.

Conventionally, as a self-propelled rail transport vehicle equipped with this type of prime mover, for example, Japanese Patent Application Laid-Open No. 53-91220,
Various types of transport vehicles have been developed, such as the transport vehicle described in Publication No. 55-79746, etc., but all of these vehicles are configured to transmit the driving force of the prime mover to the traveling drive wheels via a transmission, and the transmission is A relatively long lever for switching the transmission of driving force is provided on the shaft, and by rotating the lever, it is possible to perform various operations such as stopping and starting the vehicle and determining the forward and backward direction of the vehicle.

However, in this conventional device, the operating lever can only be installed at the location where the drive unit of the transport vehicle, that is, the prime mover or transmission is installed, so it is difficult to operate, for example, on the rear loading platform, which is far away from the drive unit of the transport vehicle. When carrying out the work, it is not possible to start the transport vehicle by operating the control lever immediately after the work is completed, and even when the transport vehicle is running, it is impossible to stop the transport vehicle in an emergency. This has the problem that the operator must always stay within the bending range of the operating lever near the drive unit, and there is no flexibility in the operating position of the transport vehicle, resulting in very poor operability. It was.

In addition, in the conventional method, the operation of the operating lever is entirely manual, which has the disadvantage of making the operation even more complicated.Furthermore, the operating lever is usually relatively long in size for ease of operation. Because the lever is formed and protrudes from the outside of the transport vehicle, a work item or a worker may accidentally come into contact with the operating lever, causing the lever to turn on unexpectedly, resulting in an accident such as runaway of the transport vehicle. There were also situations where this occurred.

The present invention was devised in view of the above-mentioned conventional problems, and was designed to solve these problems. As shown in the figure, the lever can be provided at any suitable position where it can be easily operated without being limited to the drive part, and the operation can be made simpler than before, and over-operation caused by unexpected lever contact can be prevented. This invention relates to a completely new and practical travel control device for a rail transport vehicle with excellent operability and safety.

The present invention was constructed to achieve the above object, and the gist of its construction is that a movable rod having an engaging portion that can be engaged with a lever for switching driving force transmission is reciprocated by the driving force of an electric motor. The movable rod is configured to be movable so that the engaging portion of the movable rod can be rotated by pushing the lever, and the electric motor is separately provided with a switch for controlling the driving rotation thereof. .

Therefore, in the traveling operation device having the above configuration, by operating the switch of the electric motor to control the rotational drive of the electric motor, the movable rod can be freely moved and the lever for switching the driving force transmission can be rotated and adjusted. This allows the rail transport vehicle to be operated as desired.

Since the present invention has the above configuration, it has the following effects.

That is, in the present invention, the switch of the electric motor for rotating the driving force transmission switching lever is usually connected to the electric motor via an electric cord, etc., and its installation position can be freely selected. The location of the switch is not limited to the conventional drive unit equipped with a prime mover; for example, the switch can be installed in a position where it is easy to operate, such as the rear of a rail transport vehicle, and as a result, running operations such as stopping and starting of the rail transport vehicle can be performed. This has the great practical benefit of being able to perform this very quickly and significantly reducing the loss time associated with conventional driving operations.

In addition, since the present invention allows the switch to be installed at any position as described above, it is also possible to install the switch separately, for example, by connecting it to a rail transport vehicle equipped with a prime mover, etc., and to drive the switch while being towed by the rail transport vehicle. It also has the advantage that it can be operated from a vehicle, and the configuration of this type of rail transport vehicle can be diversified depending on the intended use.

Furthermore, the present invention enables running of the rail vehicle to be operated by operating a switch on the electric motor as described above, but the switch is much simpler than a conventional manual lever operation such as a push button type switch. It has the advantage that it can be configured to be easy to operate, and the operability can be further improved.

Moreover, the present invention eliminates the need to form the operating lever in a long dimension and protrude greatly outside the drive unit in order to make it easy to operate, as in the past, so the lever can be made very short in size or It is also possible to store it inside the drive unit, preventing over-operation of the lever due to unexpected contact with objects or people.
It also has the effect of preventing accidents caused by erroneous driving of the transport vehicle.

As described above, the present invention aims to solve all the problems of the conventional method by replacing the conventional manually fixed operation lever with an electric one that has a very simple structure and has flexibility in mounting position and operation mode. It has come to have various effects such as, and its practical value is great.

DESCRIPTION OF THE PREFERRED EMBODIMENTS The embodiments of the present invention will be described below according to an embodiment shown in the drawings.

That is, in FIG. 1, reference numeral 1 indicates a rail transport vehicle that is provided so as to be able to run in both forward and backward directions on two rails 2 and 2a arranged vertically in a vertical line, and the rail transport vehicle 1 can be switched between forward and reverse rotations. The driving force of the movable prime mover 3 is sterilized by a transmission 4 having a centrifugal clutch or the like, and is transmitted to a driving wheel 6 meshing with a wavy rack 5 provided on the side of the upper rail 2. It becomes. Reference numeral 7 indicates a rotary lever for switching between stop and start provided on the side of the transmission 4. When the lever 7 is positioned vertically as shown by the solid line, the driving force of the prime mover 3 is transferred to the driving wheels. 6, and in the inclined state shown by the two-dot chain line in the same figure, the drive transmission to the drive wheels 6 is cut off and a separately provided brake is configured to act on the drive wheels 6. 8 is a rotatable electric motor 9 provided on the side of the lever 7, and a movable rod 11 having a rack 10 that engages with a pinion installed in the head portion is provided on the head portion of a rotatable electric motor 9, and is reciprocated by the drive rotation of the electric motor 9. A movable device (commercially available) is shown, and at one end of the movable rod 11 there are two protrusions 12, 12a that can engage with the lever 7 and are spaced appropriately to sandwich the lever 7. The engaging portion 13 is provided with
, and a contact piece 14 is separately provided at the other end. Reference numeral 15 denotes a stop limit switch which is provided above the movable rod 11 at a position in contact with the contact piece 14, and which stops the rotating operation of the electric motor 9 when turned on. 15a and 15b are provided downwardly on both sides of the stop limit switch 15 so as to be in contact with the contact piece 14, and
Reverse limit switches are shown that reverse the direction of rotation of the electric motor 9 when turned on. Reference numeral 16 indicates a push-button switch for starting the motor 9, which is connected to the motor 9 via an electrical connection cord.One switch button 16a moves the moving rod 11 in the direction of arrow A, and the other switch button 1
Reference numeral 6b is configured to move the moving rod 11 in the direction of arrow B. The switch 16 is provided at an appropriate location on a work vehicle 18 (not self-propelled) which is connected to a connecting portion 17 at the rear of the vehicle 1.

The present embodiment has the above-mentioned configuration, and to explain its usage and function, first, as shown in FIG. 14 is in contact with the stop limit switch 15, in order to run the rail transport vehicle 1, turn on the button 16a of the switch 16, and the moving rod 11 moves forward in the direction of arrow A. The protruding piece 12 of the rod 11 engages with the lever 7 and rotates the lever 7 to the starting position as shown in FIG. However, when the movable rod 11 moves forward in the direction of arrow A, its contact piece 14 engages the reverse limit switch 15b.
In order to make contact with the stop limit switch 15, the electric motor 9 immediately reverses and the moving rod 11 retreats in the direction of the arrow B as shown in FIG. The moving rod 11 then stops at the same position as shown in FIG. At this time, the mounting position of the movable rod 11 is adjusted in advance so that the projecting piece 12a does not come into contact with the lever 7, and the lever 7 will not be inadvertently pushed due to the retraction of the movable rod 11. . In addition, when stopping the running of the rail transport vehicle 1,
When the button 16b of the switch 16 is turned on, the moving rod 11 immediately moves in the direction of the arrow B as shown in FIG. Rotate to transport vehicle 1
This will cause the system to stop. Incidentally, after the lever 7 is rotated to a predetermined stop position, the moving rod 11 is moved to a stop limit switch 15 as described above.
As a result of the action of step a, the point is immediately reversed and the stop limit switch 15 and the contact piece 14 are moved back to the original position where they are in contact with each other as shown in FIG.

In the above embodiment, the movable rod 11 that pushes and rotates the lever 7 uses three separate limit switches, one for stopping and one for reversing, so that the movable rod 11 is always retracted to its initial position. Engagement part 1
3, either of the protruding pieces 12, 12a of the
Because the lever 7 is placed in close proximity to the switch 16, the switching operation of the lever 7 can be performed very quickly in response to the operation of the switch 16, and its practicality is particularly noticeable when stopping the transport vehicle in an emergency. This has the effect of preventing accidents caused by slow stopping operations.

However, in the present invention, the provision of a limit switch as described above is not an essential requirement;
Further, the specific configurations of the support rod, the engaging portion, and the electric motor are not limited to those in the above embodiments. That is, in the above embodiment, the support rod and the electric motor are integrated, but the present invention is not limited to this and may be constructed as separate pieces. It is only necessary that the support rod be configured to be able to reciprocate by driving rotation. Furthermore, the configuration of the engaging portion of the support rod is not limited to the two protruding pieces as in the above embodiment, but may be configured to be able to engage with the lever so that the lever can be rotated. It's okay.

Further, the present invention is not limited to the switch of the electric motor that reciprocates the support rod as in the above embodiment, and its specific shape, structure, etc. can be changed as desired, and its mounting position is not limited in any way. It's not a thing. Therefore, it is also possible to make the switch wireless and operate the rail transport vehicle by remote control.

Furthermore, the present invention is not limited to a manual switch; for example, as shown in FIG. When the vehicle comes into contact with an obstacle, the electric motor 9 is driven by the operation of a separately provided limit switch (not shown), and the lever 7 is automatically rotated to the travel stop position. Accordingly, it is possible to automatically prevent the occurrence of an emergency accident, and therefore, the switch referred to in the present invention is broadly defined to include detection switches such as limit switches.

Further, in the above embodiment, the traveling operation device according to the present invention is used as a lever for switching between stop and start, but the present invention is not limited to this. There is no problem even if it is used as an operating lever for switching, and there is no problem even if each part such as the electric motor and moving rod is housed inside the main body of the rail transport vehicle.

In addition, as long as the rail transport vehicle according to the present invention is configured to transmit the driving force of the prime mover to the running drive wheels via the transmission, the specific configuration thereof is not critical at all; Needless to say, there is no question as to the intended use of the rail transport vehicle.

[Brief explanation of the drawing]

FIG. 1 is a schematic side view showing an embodiment of the device according to the present invention. FIGS. 2A, 2B, 2C and 2 are explanatory diagrams showing the operating states of this embodiment. 3... Prime mover, 4... Transmission, 6
... Drive wheel, 7 ... Lever, 9 ... Electric motor, 1
1...Moving rod, 13...Engaging portion, 16...Switch.

Claims (1)

[Claims for Utility Model Registration] 1. The driving force of the prime mover 3 is configured to be transmitted to the drive wheels 6 via the transmission 4, and the transmission 4 is provided with a rotary lever for switching the transmission of the driving force. 7, a movable rod 11 having an engaging portion 13 that can engage with the lever 7 is configured to be reciprocally movable by the driving force of an electric motor 9, and the movable rod 11 is engaged. A rail transport vehicle characterized in that the part 13 is provided to be rotatable by pushing the lever 7, and the electric motor 9 is separately provided with a switch 16 for controlling the driving rotation thereof. Travel control device. 2. Rail transportation according to claim 1 of the registered utility model claim, characterized in that the engaging portion 13 of the movable rod 11 is constituted by two protrusions 12, 12a arranged to sandwich the lever 7. A driving control device in a car. 3. Utility model registration claim 1 or 2, characterized in that the movable rod 11 is controlled to move forward to push the lever 7 and then move backward to a predetermined fixed position. Travel control device for rail transport vehicles.