JPH0751761B2 - Branching device - Google Patents

Description

Description: TECHNICAL FIELD The present invention relates to a branching device in a vehicle guide device guided by horizontally provided wheels.

[Conventional technology]

In many vehicles that run on a dedicated track with rubber tires, horizontal guidance is provided by horizontally provided wheels.

One of such vehicles is shown in FIG. 1. Vehicle A has running wheels 3 of rubber tires and runs on a dedicated track 10. In the guidance guidance of the vehicle A, the guide wheel 1 travels along the rail 11, the relative displacement between the vehicle A and the rail 11 is detected, this amount is transmitted to the traveling wheel 3, and the traveling wheel 3 is steered. To do.

FIG. 2 shows a cross section of the vehicle A, and there are two types of horizontally installed wheels, a guide wheel 1 and a branch wheel 2. The tracks are roughly divided into a general section and a branch section. Usually, in the general section, main rails 11L and 11R are provided on the left and right as shown in FIG. ), As shown in (), additional rails 12L and 12R are added. The guide wheel 1 is guided by the main rails 11L and 11R, and the branch wheel 2 is the sub-rail 12
Guided by L, 12R. In practice, it is desirable that the guide wheel and the main rail are located on the upper side, and the branch wheel and the sub-rail are located on the lower side, and the main rail and the sub-rail are not opposed to each other.

When the vehicle travels on the general track, the guide wheels 1 provided on the left and right sides are guided between the left and right main rails 11L and 11R. A guideway 1 and a branch wheel 2 are guided here, and the vehicle is guided by sandwiching the guideway 1 and the branch wheel 2 with a main rail and a sub-rail. In order to select this route, the rolling section of the branch section is provided with movable guide plates 13L and 13R as shown in FIG. 1 and FIG. Pin 13 ′
To be pivoted by. The other end of the movable guide plate is configured to be movable to the left and right, like the point on the railroad, and is operated by the rolling machine 14 to form the roadway H on either side and selectively select the route. I can do it.

The technology related to this structure is disclosed in Japanese Utility Model Publication No. 55-126303, Japanese Patent Publication No. 56-264, Japanese Utility Model Publication No. 55-123001, and Japanese Patent Application Laid-Open No. 51-398.
It has already been publicly known in 07 and so on.

However, this type of conventional technology is not exclusive and requires two types of horizontal wheels provided on the vehicle, a guide wheel and a branch wheel. For this reason, in addition to the guide wheels originally required for guiding and guiding the vehicle, the same number of branch wheels is required, and the operation is limited to branch sections, etc. Does not work at all, and there is an inconvenience of occupying a wasteful space. In addition, the branch wheel has a very important function of selecting the route of the vehicle, and a failure in this portion causes a serious accident, so a lot of labor is spent on maintenance and inspection.

On the other hand, as shown in FIG. 3, the vehicle has a guide wheel 1 and a branch wheel 2 in a hierarchical structure in the height direction due to its structure, and correspondingly, the main rails 11L, 11R and the sub-rails 12L are arranged. , 12R are provided, the space required for this portion on both the vehicle side and the track side becomes large. For this reason, the space provided for the electric power line 15 provided on the side of the track for supplying electric power and the current collecting device 4 provided on the vehicle becomes narrow, which makes the configuration very difficult. For example, in an actual design example, three-phase alternating current is often used for electric power, and it is necessary to arrange three electric power lines to secure a sufficient insulation distance from each other. Insulation distance 6 from rail 11 and platform 16 or
It is necessary to secure a sufficient insulation distance 5 between the respective phases of the current collector, which makes it difficult to secure this insulation distance. Also,
In some cases, direct current is used for electric power. In this case, two train lines are required, so it is easier to arrange compared to three-phase alternating current, but the insulation distance specified by law is higher than that for alternating current. Since the size is large, it is still difficult to secure the insulation distance.

Further, in this type of branching device, as shown in FIG. 1, since the movable guide plate is pivotally supported by the pin 13 ',
It is necessary to adjust the installation dimensions, adjust the roadway spacing, replace worn pins and bushes, or refuel, which leaves a problem for maintenance. Further, since the movable guide plate on the side of branching has a linear shape, there is a problem in smoothness when passing a vehicle.

Further, as branching devices, those shown in JP-A-51-39807 and JP-A-57-58701 are also known, but each of these branching devices has a drawback that the structure is complicated. is there.

[Object of the Invention]

The present invention has been made to solve the above-mentioned various drawbacks that remain problematic due to the configuration on the vehicle side, which also affects electric power equipment and branch devices provided on the track, and It is an object of the present invention to provide a branching device based on a newly devised track provided with a rail corresponding to the new structure.

[Structure of Invention]

The left and right main rails and the sub-rails that are provided along the main rails make up a roadway, and the sub-rails are opposed to the main rails so that the guide wheels of the vehicle pass between the main rails and the sub-rails. In a branching device that guides the vehicle by providing the left and right for almost the entire length of the branching section, the rolling part is a movable part that is elastically deformable in the horizontal direction at one end of the rail located on the center side of the track. It is configured by connecting rails in series, and the tip of the movable rail is
The first invention is a branching device characterized by being configured so as to be intimately separable from the surface of the rail track located outside the track, and the left and right main rail tracks and a secondary rail track provided along the main rail track constitute a roadway. In a branching device that guides the vehicle by providing a difference in the installation height of the main rail and the sub-rail and installing the sub-rails on the left and right over almost the entire length of the branch section, the rolling part is a rail located on the center side of the track. At one end, a movable part rail that is bent and elastically deformed in the horizontal direction is continuously provided, and the tip end of the movable part rail is configured to be closely separable to a part of the track located outside the track. A branching device characterized by the above is a second invention.

〔Example〕

 The present invention will now be described in detail with reference to the illustrated example.

FIG. 4 is a plan view of the branching device of the present invention, and FIG. 5 is a sectional view taken along the line VV of FIG. The traveling direction of the vehicle is indicated by an arrow.

In this embodiment, the rolling is performed only on the side of the sub-rail 12L which is a straight side. That is, the secondary rail 12L provided over substantially the entire length of the branch section S is configured to be able to roll the rolling portion M toward the outer side of the raceway. The rolling portion M is connected to the fixed sub-rail 12L to form a movable rail 12M, which is elastically bent by the narrow width bent portion 20.
M is constructed so that it can flex and deform within its own elastic limit. The free side end 12F (shown by the chain line) of the secondary rail 12L is connected to and driven by the rolling machine 14 and the free side end 12F.
Shall be in contact with the main rail.

In this embodiment, the sub-rails 12L, 12 paired with the main rails 11L, 11R are provided over almost the entire length of the branch section S.
R is provided inside the main rails 11L and 11R, respectively. However, the relationship between the main rail and the sub rail is different from that in the conventional method in the previous term, and the guide action surfaces of both are opposed to each other. That is, the roadway H composed of the main rails and the sub-rails has the surfaces for guiding the guide wheels 1 of the vehicle opposed to each other, and the main rails 11L, 11
The installation position of R is lowered, and the roadway is set so as to guide only the guide wheel 1 at an interval necessary for the guide wheel 1 to pass. Even in this case, the vehicle can be guided safely and reliably as in the conventional case, and the height required for this portion on both the vehicle side and the track side is reduced, and the space required for the conventional branch wheel 2 and its mounting is reduced. Therefore, the effect of solving the incidental part of the problem group is great.

Further, the branch wheel 2 provided below the guide wheel 1 required in the past can be completely abolished, and the manufacturing and maintenance costs and labor are completely unnecessary. According to another designer, when one guide wheel is guided on both sides of the guide wheel, the direction of rotation of the guide wheel alternates alternately in the reverse direction, resulting in rapid wear. However, such a branch section is only a small part of the total length of the route, and generally, the vehicle has the characteristic of traveling along either the left or right side due to the adjustment error of the guide steering system, and the guide wheels are Since it rotates in the direction, such wear does not proceed extremely. Also, if the guide guidance of the guide wheel is smooth, the guide wheel will not move left and right in the roadway,
The reversal of rotation due to this does not occur repeatedly.
Therefore, if a material having high wear resistance is selected for the guide wheel, many drawbacks of the conventional method can be sufficiently compensated.

On the other hand, the auxiliary rail 12R on the branch side is also fixedly provided over substantially the entire length of the branch section S, but the guide wheel 1
The end 12F 'is retracted with respect to 12F to the extent that it does not hinder the operation. Ends 12E and 12F of secondary rail 12L and ends of secondary rail 12R
12E 'and 12F' are the main rails 11R and 11L on the opposite side.
It goes without saying that the guide wheel 1 of the vehicle is provided at a position where the guide wheel 1 of the vehicle can be reliably guided, and the movable portion rail 12M may be provided on the sub rail 12R on the opposite side.

FIG. 6 is a detailed structure of the rolling portion M of the sub-rail 12L of FIG. 5, and the main rail 11L and the movable rail 12M do not specify their cross-sectional shapes. The movable portion rail 12M has a planar straight shape as shown by a chain line when no external force is applied, and has a predetermined shape as shown by a solid line when rolled by a rolling machine. What is important here is that the free-side end 12F of the movable section rail 12M is flexibly deformed within the elastic limit and is brought into close contact with the main rail 11L.
This is because the action of the main rail 11L and the rolling machine causes the movable portion rail 12M itself to flex and elastically deform in the horizontal direction, and the strain energy generates a force for bringing the movable portion rail 12M into close contact with the main rail 11L. No such configuration is found in the prior art. In this figure, the (II) cross section shows the connection with the main rail 11L, and the movable rail 12M is partially removed so that the guide wheel 1 moves from the main rail to the movable rail and vice versa. It adheres to the main rail so that the guide surface is smooth. This cut-off portion can be smoothly introduced into the roadway of the guide wheel 1 when the straight path is formed. Since the (Ar) cross section does not contact the straight main rail 11L, it is not necessary to process the movable rail 12M. The (w) cross section shows a bent portion that elastically bends, and has a cross-sectional performance that makes it easier to bend in the horizontal direction compared to the general portion, but is configured to be difficult to bend in the vertical direction. To do this, the width of the secondary rail 12L can be reduced by cutting the left and right flanges. Reference numeral 21 is an overhanging portion for pushing the guide wheel 1 further to the branch side and for guiding the guide wheel 1 on the opposite side from the end 12F 'of the sub-rail 12R to the roadway when the course of the branch side is formed. is there. This overhang
The necessity of 21 is determined by the positional relationship between the narrow bent portion 20 and the end 12F 'of the opposite rail on the opposite side, and the end 12F' is closer to the branch start point side than the narrow bent portion 20. It is not necessary if there are moving parts on both sides as shown below. The position of this end portion 12F 'varies depending on design conditions.

In the case of another embodiment of FIG. 7, the movable section rails 12ML and 12MR are provided on both the sub-rails 12L and 12R, and the main rails 1 facing each other are
When not connected to 1L and 11R, one movable part rail 12ML is formed in a linear shape, and the other movable part rail 12MR is formed in a curved shape so as to bend and deform within an elastic limit. That is,
When guiding the guide wheel 1 to the roadway, it has a natural shape,
Moving rail 12ML is the main rail 11L, or moving rail 12M
When R is connected to the main rail 11R, the movable rails 12ML and 12MR themselves are bent and elastically deformed in the horizontal direction, and the strain energy causes an adhesion force.

This is a structure suitable for a vehicle passing at a high speed. Both have narrow width bent portions 20L, 20R, and the movable rails 12ML, 12MR are configured to operate in conjunction with each other, and the end portions 12FL, 12FR have a pointed shape. As shown in FIG. 8, the narrow width bent portion 20L in which the base end portion of the movable portion rail 12ML and the sub-rail 12L are connected to each other has a narrow width in the left-right direction. When pulled by the main rail 11L side by, elastically bent at the narrow width bent portion 20L, the movable portion rail 12ML elastically deforms in the horizontal direction,
It has a predetermined shape and its tip is in close contact with the main rail 11L.

In addition, the moving part rail 12MR connected to the sub-rail 12R is also pulled by the rolling machine 14 toward the main track 11R, so that the moving part rail 1R
2MR's narrow bent part 20R elastically bends, the movable part rail
The 12MR is elastically deformed in the horizontal direction to have a predetermined shape, and its tip end is in close contact with the sub rail 12R.

The shape of the cross section is also the same as in FIG. The load of the guide wheel 1 of the vehicle is transmitted from the movable section rail to the main rail and the sub rail, and takes charge of this. In FIG. 7, the rolling drive is performed near the ends 12FL and 12FR of the movable section rail, but it can also be moved near the center of the movable section rail. FIG. 9 shows an example of this case, and similarly to FIG. 7, the movable rail 12ML on the side of the sub-rail 12L is formed in a linear shape, and the movable rail 12MR on the side of the sub-rail 12R is formed in a curved shape. This configuration is also the same as described above. Then, the rolling machine 14 drives the vicinity of the center of the movable section rail.

Now, with the conversion force of the rolling machine, the moving part track 12ML is changed to the main track 11L.
When pressed to the side, the movable section rail 12ML elastically deforms and comes into close contact with the main rail 11L, and a predetermined linear shape is obtained. At this time, since the movable part rails 12MR on the opposite side are finished in a curved shape, if a stopper 23 etc. is provided at a predetermined position on the center side of the track, the load from the guide wheels will be applied to both movable part rails 12ML, 12MR.
Can be shared by On the contrary, when taking a straight path, when the movable part rail 12MR is pressed against the main rail 11R side by the conversion force of the rolling machine 14, the movable part rail 12MR is elastically deformed and closely adheres to the main rail 11R, A linear shape is obtained. At this time, the movable section rail 12ML on the opposite side returns to the original linear shape.Therefore, if a stopper 23 or the like is provided at a predetermined position on the center side of the track, the load from the guide wheels will be applied to both movable section rails 12M.
It can be shared by L and 12 MR. In addition, it is the same as the above-described embodiment that the bent portions 20L and 20R have a narrow width, or that the end portions 12FL and 12FR of the movable portion rail are sharpened.

The movable part rails 12ML and 12MR are also flexibly deformed within the elastic limit of the movable part rails 12ML and 12MR, similarly to the movable part rail 12M.

FIG. 10 shows still another embodiment, which is a case of a branching device for guiding the vehicle by locating the guide wheel 1 outside the main rails 11L, 11R. Therefore, the secondary rail 12
L and 12R are provided outside the main rail, and the guide wheel 1 passes through the main rail and the sub-rail as a roadway H. Even in the case of such a branching device, there are movable section rails 12ML and 12MR, which can be elastically rolled by narrow-width bent sections 20L and 20R. It is possible to apply the basic configuration of the present invention without changing it, such as elastically deforming it or providing it on either the left or right as shown in FIG. However, in the case of this branching device, the main rail cannot be made continuous as in the above-mentioned embodiment, and it is always necessary to provide the clearance 22 for passing the guide wheel.

The explanation so far has been made in the case where the height relationship between the main rail and the sub rail is the same. By configuring as in the above-described embodiment, the branch wheel 2 of the vehicle can be omitted,
In addition, the configuration of the current collector 4 and the train line 15 provided on the track becomes easy.

FIG. 11 compares the relationship between the prior art and the first invention.
The left half shows the conventional technique, and the right half shows the configuration of the first invention.

However, when improving the branching device of the transportation means to which the conventional technology that has already been commercialized and is operating,
When the overhead line is used for the electric line, these effects are not expected, but rather the improvement effect of the branching device itself is often expected.

That is, the main purpose is to expect only smooth passage of the vehicle.Therefore, the relationship between the main rail and the sub-rail has a difference in the installation height as in the conventionally known technology.
Do not let the guide surfaces face each other. Even if the branching device of the present invention is applied under such conditions, it is not necessary to greatly change the basic configuration of the branching device with only a slight modification. That is, in the embodiment shown in FIG. 4, the sectional relational constitution shown in FIG. 5 is changed as shown in FIG. 12 while keeping the planar relational constitution as it is. In FIG. 12, the main rails 11L and 11R have their guide action surfaces located above the sub-rails 12L and the movable portion rails 12M, and the vehicle is provided with guide wheels 1 and branch wheels 2.

Further, FIG. 13 is a view corresponding to the cross-sectional configuration of FIG. 6, and the movable section rail 12M is received by a member extending downward from the main rail 11L or a member 25 provided separately. In other words, the same effect is obtained in that the movable section rails connected to the sub-rails are in close contact with the member 25 provided in the lower part of the main rails to generate elastic contact force. When the movable section rail 12M is received by a member extending downward from the main rail 11L, the plan configuration is exactly the same as in FIGS. 7 to 10 in other embodiments. Even in these embodiments, the basic ideal is the same as that already described.

〔The invention's effect〕

 The effects listed below are obtained by the first invention.

Since the rail itself can obtain the adhesive force by utilizing the strain energy that is flexed and elastically deformed, and can be configured into a predetermined linear shape, the riding comfort of the vehicle in which the guide wheels are smoothly guided can be improved.

On the vehicle side, the guide wheels can be used alone, and the same number of branch wheels as the guide wheels can be eliminated. Therefore, the manufacturing cost and maintenance cost can be saved.

Further, as shown in FIG. 11, the space in the height direction required for the construction of the guide wheel portion becomes small, and the current collector 4 can be easily installed.

On the other hand, on the track side, since there is no vehicle branch wheel, the installation height of the main rail with respect to the guide wheel can be lowered by Δh = h ₁ -h _2, and the moment applied from the guide wheel to the rail is reduced, so that the main rail supports 24 designs will be easier.

Further, when it is lowered by Δh, the electric line 15 for supplying electric power to the vehicle can be easily arranged, and it can be reflected in the securing of the above-mentioned insulation distance, and the degree of freedom in designing is increased.

Above all, the branching device serves as a support by elastic bending instead of a pin support, and it is possible to solve all the maintenance problems such as adjustment, replacement of wear material, and oil supply.

On the other hand, the effects listed below can be obtained by the second invention.

It can be applied without any problems to the improvement of the branching device of the transportation means which has already been put into practical use and which is in operation and which uses conventional technology.

Since the track itself can be flexibly and elastically deformed to obtain a close contact force and obtain a predetermined linear shape, the guide wheels can be smoothly guided to improve the riding comfort of the vehicle.

The branching device serves as a support by elastic bending from the pin support, and can solve all the above-mentioned problems in maintenance such as adjustment, wear material replacement, and oil supply.

The present invention can be applied without any problems even when the effect of the first aspect of the invention or the effect of the first aspect of the invention is not expected, and the effect of the above aspect can be obtained.

[Brief description of drawings]

FIG. 1 is a plan view showing a typical example of a branching device applied to one of the conventionally used vehicle guide systems, FIG. 2 is a sectional view of FIG. 1, and FIG. sectional view taken along the II _a -II _a line, (b) Figure is a cross-sectional view taken along the II _b -II _b line, FIG. 3 is a cross-sectional view of the vehicle and the track in a conventional vehicle guidance system, the fourth
FIG. 7 is a plan view showing an embodiment according to the first invention, FIG. 5 is a sectional view taken along the line VV of FIG. 4, FIG. 6 is an explanatory view showing the movable part rail of FIG. 4, and FIG. Is a plan view showing another embodiment,
FIG. 8 is an enlarged explanatory view showing the movable part rail of FIG. 7, FIG. 9 is a plan view showing still another embodiment, FIG. 10 is a plan view showing still another embodiment, and FIG. 1 is a cross-sectional view showing the difference between the invention of 1 and the conventional method, and the figure on the left shows the conventional method,
The right is a diagram according to the first invention. FIG. 12 is a sectional view taken along the line VV of FIG. 4 when the second invention is applied, and FIG. 13 is a view corresponding to each sectional view of FIG. 6 when the second invention is applied. 1 ... Guide wheel, 2 ... Branch wheel, 3 ... Running wheel, 4 ... Current collector,
5,6… Insulation distance, 10… Orbit, 11,11L, 11R… Main track, 12L, 1
2R… Sub-rail, 12E, 12E ′, 12F, 12F ′… End, 12M, 12ML, 12
MR: Movable part rail, 13L, 13R ... Movable guide part, 13 '... Pin,
14 ... Trolling machine, 15 ... Train line, 16 ... Platform, 20,2
0L, 20R ... Narrow width bent part, 21 ... Overhang part, 22 ... Gap,
23 ... Stopper, 25 ... Member, A ... Vehicle, H ... Roadway, M ... Rolling part, S ... Branch section.

Continuation of the front page (56) Reference JP-A-53-36808 (JP, A) Actually developed Shou-53-110604 (JP, U)

Claims (10)

[Claims] [Claim 1] A left and right main track and a sub-track provided along the main track constitute a roadway, and a sub-track is provided on the main track so that a guide wheel of a vehicle passes between the main track and the sub-track. Facing each other,
In a branching device that guides a vehicle by providing sub-rails on the left and right over substantially the entire length of a branching section, the rolling point is elastically deformable in the horizontal direction at one end of the railing located on the center side of the track. A branching device, characterized in that the movable part rails are arranged in series, and the tip of the movable part rails can be closely contacted and separated from the surface of the track located outside the track. 2. The branching device according to claim 1, wherein an elastically bendable structure is provided on the fixed part side of the movable part rail. 3. A branching device according to claim 1 or 2, wherein a movable part rail connected to the sub-rail is rolled. 4. A branching device according to claim 1 or 2, wherein a movable portion rail connected to the main rail is rolled. 5. The branching device according to any one of claims 1 to 4, wherein the movable part rails are provided on both the left and right sides or only one of the left and right sides. 6. The left and right main rails and the sub-rails provided along the main rails constitute a ring road, and the installation heights of the main rails and the sub-rails are made different from each other, and the sub-rails are provided over almost the entire length of the branch section. In a branching device that is provided on the left and right to guide a vehicle, the rolling part is configured by connecting one end of a rail located on the center side of the track to a movable rail that is elastically deformable in a horizontal direction. The branching device is characterized in that the tip of the movable part rail is configured to be capable of closely contacting with a part of the rail positioned outside the track. 7. The branching device according to claim 6, wherein an elastically bendable structure is provided on the fixed part side of the movable part rail. 8. The branching device according to claim 6 or 7, wherein a movable part rail connected to the sub-rail is rolled. 9. The branching device according to claim 6 or 7, wherein a movable portion rail connected to the main rail is rolled. 10. The sixth to ninth aspects of the present invention, wherein the movable part rails are provided on both the left and right sides or only one of them.
The branching device according to any one of paragraphs.