JPH09226569A - Orbital vehicle - Google Patents

Abstract

(57) An object of the present invention is to provide a vehicle which can travel not only in parallel parts but also in steep slopes and vertical parts without slipping or slipping. SOLUTION: In a track vehicle 20 guided along a track rail 5, a track rail 5 is provided with a traveling surface 5d on which a wheel 1 travels and a rack 6 with which a gear is engaged, respectively along the longitudinal direction, and An underframe 2 having wheels 1 rolling on the running surface 5d and moving along the running surface 5d is provided on the running surface 5d of the track rail 5, and the underframe 2 is provided on the underframe 2 via a rotatable member. A vehicle body 8 that freely tilts in the direction of gravity is provided, and when the vehicle body 8 is horizontal, it is separated from the rack 6 and gears 4a and 4b are provided at positions that are pressed against the rack 6 when leaning.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle provided with a traveling mechanism effective for traveling along a track rail having a horizontal portion, a steep slope portion and a vertical portion.

[0002]

2. Description of the Related Art In a railcar using wheels, when the rails are steep or vertical, the frictional force between the wheels and the rails is reduced, making it impossible to run.
In order to solve this problem, the vehicle is hoisted using chains, wire ropes, etc. (elevators, ropeways, etc.), and racks installed parallel to the track rails are meshed with gears to run on steep slopes (mountain trains). ), A method of sandwiching the track rail between the left and right wheels facing each other to increase the frictional force and traveling on a steep slope (pinch roller system) has been conventionally used.

However, in the conventional method using a chain, a wire rope or the like, not only is the traveling distance limited, but also the shape of the track route is restricted. In order to overcome this constraint in the route shape and set the free track, there is a method of running a track rail that is almost flat with wheels, and for a steep or vertical track rail, connecting it with a chain or wire rope and pulling it. , This method involves the trouble of attaching and detaching the chain and the wire rope, and there is a risk that they may come off during towing.

On the other hand, even in the case of the mountain railway system or the pinch roller system, when the track rail is steep or vertical, the frictional force between the wheel and the track rail surface becomes insufficient, and the teeth of the sprocket may come off. There is.

Therefore, in the prior art, the horizontal portion,
It is difficult for the same vehicle to travel freely on track rails including steep and vertical sections.

[0006]

SUMMARY OF THE INVENTION The object of the present invention, which was devised in consideration of the above circumstances, is not only for running parallel parts but also for running parallel parts.
An object of the present invention is to provide a vehicle that can travel reliably without slipping or slipping even in a steep slope portion, a vertical portion, and the like.

[0007]

In order to achieve the above-mentioned object, the invention of claim 1 is a track vehicle guided along a track rail, wherein the track rail engages a running surface on which wheels travel and gears. And racks are provided along the longitudinal direction, and the running surface of the track rail is provided with an underframe that has wheels rolling on the running surface and that moves along the running surface.
The undercarriage is provided with a vehicle body that freely tilts in the direction of gravity through a rotatable member, and the vehicle body is provided with a gear at a position where the vehicle body is separated from the rack when horizontal and is pressed against the rack when tilted. ing. That is, when the vehicle travels on a steep or vertical portion of the track rail, the vehicle body tilts due to gravity, a couple is generated, and the gear is pressed against the rack in accordance with the couple, and Engage with the rack.

According to a second aspect of the present invention, the track vehicle according to the first aspect is provided with a drive unit for appropriately driving the gears and the wheels. When the vehicle travels on a horizontal track rail, the drive unit drives a wheel shaft, and when the vehicle travels on a steep or vertical portion, the drive unit drives a gear shaft. The drive switching from the wheel shaft to the gear shaft (or vice versa) is performed by clutch switching or the like.

According to a third aspect of the present invention, in the track vehicle according to the first or second aspect, an extension mechanism for adjusting the relative angle between the underframe and the vehicle body to appropriately engage and disengage the gear and the rack. Is provided. The expansion mechanism expandably connects the underframe and the vehicle body to adjust the inclination of the vehicle body with respect to the track rail, controls the generation of a couple, and adjusts the meshing between the gear and the rack. To do.

A fourth aspect of the present invention is configured by connecting a plurality of track vehicles without a drive unit according to Claim 1 and a track vehicle with a drive unit according to Claim 2 in series via a connecting member. . Instead of a single vehicle having a relatively long underframe, a plurality of vehicles having a relatively short underframe are connected in series to reduce the rail radius at the steep portion of the track rail. A guide roller may be provided instead of the above gear in a vehicle without the drive unit.

[0011]

FIG. 1 shows a first embodiment of the present invention.
Shown in

As shown in FIG. 1, the track rail 5 includes a horizontally extending upper surface portion 5a, a pair of opposed side surface portions 5b that hang downward from both edges of the upper surface portion 5a, and a lower side surface of each side surface portion 5b. It is composed of a pair of bottom portions 5c projecting perpendicularly to the portion 5b and parallel to the upper surface portion 5a. There is a gap 7 between the left and right bottom portions 5c. A wheel 1 having left and right wheels connected by an axle 3 travels on each bottom 5c. That is, the upper surface of each bottom 5c forms the running surface 5d. Each axle 3 is axially supported by the underframe 2 having a bearing and arranged in parallel with the bottom portion 5c. Further, in FIG. 1, (a) is a side sectional view of the track rail 5 and the track vehicle 20, and (b) is a track rail 5 and the track vehicle 20.
Each of the cross-sectional views of FIG.

A vehicle body 8 tilting in the direction of gravity is connected to the underframe 2 via a pivot portion 3a (pin) as a rotatable member. The vehicle body 8 includes a bracket portion 8a through which the pivot portion 3a penetrates, and a box-shaped main body portion 8b connected to the lower end thereof. The lower portion of the bracket portion 8a extends downward through the gap 7 between the bottom portions 5c of the track rail 5 and is connected to the main body portion 8b. Meanwhile, the placket portion 8a
Two arms 8 extending along the track rail 5 are provided on the upper part of the
c, 8d are provided. Sprockets 4a and 4b (corresponding to gears in claim 1) are rotatably provided at the tips of the arms 8c and 8d, respectively. As shown in FIG. 2, when the main body portion 8b travels on a steep slope portion or a vertical portion of the track rail 5, each sprocket 4a, 4b has a lower sprocket 4a of the above two sprockets 4a, 4b. The tooth portion meshes with a rack (or chain) 6 provided on the inner surface portion of the upper surface 5a of the track rail 5. That is, when the vehicle body 8 is horizontal, both of the sprockets 4a and 4b are separated from the rack 6, but when the vehicle body 8 is tilted, the sprocket 4a and 4b are separated.
Are pressed against the rack 6, and the two are engaged. Rack 6
Is attached to the inner surface of the upper surface 5a of the track rail 5 along the longitudinal direction of the track rail 5.

The vehicle 20 comprises a wheel 1, an underframe 2, an axle 3, a pivot portion 3a, a sprocket 4 and a vehicle body 8. When the track vehicle 20 travels on the horizontal portion of the track rail 5, the main body 8b is parallel to the track rail 5 and the sprockets 4a, 4b and the rack 6 do not engage with each other. The main body portion 8b operates. On the other hand, the track vehicle 20 is the track rail 5
When operating on a steep or vertical portion of the vehicle (see FIG. 2 or FIG. 3), the vehicle body 8 tilts around the pivot portion 3a with respect to the underframe 2 by the action of gravity, whereby the pivot portion 3a and the main body portion are A couple force is generated according to the distance δ between the center of gravity 8g of 8b and the inclination angle, and the sprocket 4a (sprocket 4b in FIG. 3) that is downward in the vertical direction is pressed against the rack 6 of the track rail 5. Therefore, this time, the main body portion 8b is operated by driving the sprocket 4a. The drive of the sprocket 4 and the drive of the wheels 1 are switched by the traveling power unit 9 shown in FIG. The details are described below.

As shown in FIG. 4, the traveling power unit 9
Has a prime mover 9a. Output shaft 9 of prime mover 9a
A sprocket 9b for driving the sprocket 4 and a sprocket 9c for driving the wheels 1 are fixed to d and 9e, respectively. These 9b and 9c transmit power to the rotary shaft 4x of the sprocket 4 and the wheel shaft 3 of the wheel 1 via the sprocket drive speed reducer 10 and the wheel shaft drive speed reducer 11, respectively. Here, the sprocket 9b and the sprocket drive speed reducer 10 are connected by a belt (chain), and the sprocket drive speed reducer 10 and the sprocket rotation shaft 4x are also connected by a belt. Similarly,
The sprocket 9c and the sprocket drive speed reducer 11 are connected by a belt, and the sprocket drive speed reducer 11 and the axle 3 are connected.
Are also connected by a belt.

The sprocket drive speed reducer 10 includes a clutch 1
0b and a brake 10c, and the wheel shaft drive speed reducer 11 has a clutch 11b and a brake 11c, respectively. That is, in the case of traveling on the wheels 1 performed in the horizontal portion of the track rail 5, the clutch 10b of the sprocket drive speed reducer 10 disengages the power and the brake 10c works to prevent rotation. At this time, the wheel shaft drive speed reducer 1
The first clutch 11b is connected, the brake 11c is released, and the power of the prime mover 9a is transmitted to the axle 3. On the other hand, in the case of traveling on the sprocket 4 (accurately, either the sprocket 4a or 4b) performed at the steep or vertical portion of the track rail 5, the clutch 11b of the wheel shaft drive speed reducer 11 is disengaged. While stopping the drive, the clutch 10b of the sprocket drive speed reducer 10 is connected, the brake 10c is released, and the power of the prime mover 9a is transmitted to the sprocket 4. Therefore, if the rack 6 and the sprocket 4 are meshed with each other, the track vehicle 20 is driven by the sprocket 4a to operate. At this time, the brake 11c
May be released in order to keep the wheel 1 idling.

Regarding the material of the sprocket 4,
SMC material (molybdenum chrome steel) is preferable from the viewpoint of abrasion resistance. Further, it is desirable that the tooth top shape of the sprocket 4 is a pseudo involute shape.

As described above, according to the present invention, in the horizontal portion of the track rail 5, the sprocket 4 and the rack 6 on the track rail 5 are provided.
The track vehicle 20 is operated by driving the wheel 1 in the normal manner because the and are not meshed with each other. However, in the steep slope portion or the vertical portion, the sprocket (4a or 4b) downward in the vertical direction is the rack of the track rail 5. Since it is pressed against 6 by a couple, the track vehicle 20 is operated by driving the sprocket 4 this time. At this time, the driving force is switched from the wheel 1 to the sprocket 4 by operating the clutch of the traveling power unit 9. According to the present invention, there is provided a rail vehicle that can travel not only on a flat portion but also on a steep slope and a vertical portion without slipping or slipping.

As a modified example of the present embodiment, a case where the underframe 2 has only one axle is shown in FIG.
The case with a book axle is shown in FIG.

In FIG. 5, the track rail 5 has the same structure as that of the previous embodiment, and has an upper surface portion 5a, an opposed side surface portion 5b,
And a bottom 5c. There is a gap 7 between the left and right bottom portions 5c. A pair of wheels 1 whose left and right wheels are connected by an axle 3 travel on each bottom 5c. That is, each bottom 5c
The upper surface of which forms a running surface 5d. Each axle 3 is axially supported by the underframe 2 having a bearing and arranged in parallel with the bottom portion 5c.

The vehicle body 8 also has substantially the same construction as that of the previous embodiment, and comprises a bracket portion 8a through which the pivot portion 3a penetrates, and a box-shaped main body portion 8b connected to the lower end thereof. The lower portion of the bracket portion 8a is the bottom portion 5 of the track rail 5.
It extends downward through the gap 7 between the c and is connected to the main body portion 8b. The sprocket 4 is provided on the upper portion of the bracket portion 8a, and when the main body portion 8b travels on the steep slope portion or the vertical portion of the track rail 5, the tooth portion of the sprocket 4a lower in the vertical direction of the two sprockets 4a, 4b. But,
It engages with a rack (or chain) 6 provided on the inner surface of the track rail 5 upper surface 5a.

The vehicle body 8 is rotatably connected to the underframe 2 in the direction of gravity via a pivot portion 3a (pin) as a rotatable member. However, in this modification, the axle 3
Also serves as the pivot portion 3a. Since the other details are the same as those in the previous embodiment, the description thereof will be omitted.

Further, in the present embodiment, the pivot portion 3
Even if a also serves as the axle 3, the vehicle body 8 has the pivot portion 3a.
Since the inclination about the (axle 3) due to the action of gravity and the generation of a couple of force according to the distance δ between the pivot portion 3a and the center of gravity 8g of the main body portion 8b and the inclination angle does not change, it does not change.
The same operation as that of the previous embodiment is achieved.

In another modification shown in FIG. 6, the structure of the track rail 5 is similar to that of the first embodiment and the modification shown in FIG. However, in the illustrated modification, the vehicle 20 further includes sub-frames 2a and 2b, and the sub-frames 2a and 2b each have two axles 3. That is,
In this modification, the vehicle 20 has a total of four axles 3,
This point is different from the previous embodiments. With regard to the operation, it is needless to say that this modification also exhibits the same operation as the previous modification.

From the above two modified examples, the track vehicle 20 is provided.
It is obvious that the number of wheels and the structure of the underframe can be changed according to need.

A second embodiment of the present invention is shown in FIG.

As shown in FIG. 7, the track rail 5 includes a horizontally extending upper surface portion 5a ', a lower surface portion 5c', and an upper surface portion 5.
a ′ hangs downward from the central portion of the upper surface 5a ′ and the lower surface 5
It has a side portion 5b 'connecting to c'and has an I-shaped cross section. A wheel 1 connected to a horizontally extending underframe 2 by an axle 3 runs on the upper surface of the upper surface portion 5a '. That is, the upper surface portion 5a 'forms a running surface. By the way, FIG. 7 shows a case where there are two axles 3, and (a) is a side sectional view of the track rail 5 and the track vehicle 20 in the figure.
(b) shows cross-sectional views of the track rail 5 and the track vehicle 20, respectively.

In FIG. 7, a vehicle body 8 is connected to the underframe 2 via a pivot portion 3a (pin) as a rotatable member so as to be tiltable in the direction of gravity. The vehicle body 8 has a pivot part 3
It includes a bracket portion 8a to which a is attached, and a main body portion 8b connected to the lower end thereof. Bracket part 8
The a is provided with two arms 8c and 8d extending along the lower surface 5c 'of the track rail 5 in the front-rear direction. Sprockets 4a and 4b are rotatably provided at the tips 8c and 8d of the respective arms. As shown, each sprocket 4 does not engage with the rack 6 (or chain) of the track rail 5 when operating in the horizontal portion of the track rail 5, but when operating in the steep or vertical portion of the track rail 5, The above two sprockets 4a, 4
The lower sprocket 4a or 4b in the vertical direction of b is engaged with the rack 6 of the track rail 5. The rack 6 includes a lower surface portion 5c 'of the track rail 5.
Is attached along the longitudinal direction.

That is, as shown in FIG. 7, the track vehicle 20
When the vehicle runs on the horizontal portion of the track rail 5, the main body portion 8b is parallel to the track rail 5 and the sprocket 4 and the rack 7 do not engage with each other. Therefore, by driving the axle 3 by the traveling power unit 9 shown in FIG. The vehicle will be operated. On the other hand, when the track vehicle 20 runs on the steep or vertical part of the track rail 5, the main body part 8b is tilted by the action of gravity, so that the pivot part 3a that rotatably connects the underframe 2 and the vehicle body 8 together. A couple force is generated according to the distance δ between the center of gravity and the center of gravity 8g of the body portion 8b and the inclination angle, and the sprocket 4a or 4b below in the vertical direction is pressed against the rack 6 of the track rail 5.
The track vehicle 20 is operated by driving a and 4b. As described above, the sprocket 4 is driven by switching the clutch so that the traveling power unit 9 which has been driving the axle 3 up to that time drives the sprocket. Details thereof have already been described in the first embodiment, and will be omitted.

According to the invention, the wheel 1 and the sprocket 4 are
Due to the structure in which the track rail 5 is sandwiched between and, the distance δ between the pivot portion 3a that rotatably connects the underframe 2 and the vehicle body 8 and the center of gravity 8g of the vehicle body 8 is larger than that in the first embodiment. Since the length becomes longer, the couple force generated according to this distance δ also becomes large, which is advantageous because the sprocket 4a or 4b vertically below is reliably pressed by the rack.

A third embodiment of the present invention is shown in FIG.

The present embodiment is basically the same as the first embodiment (see FIG. 1), but the difference is that the relative angle between the underframe 2 and the vehicle body 8 is further increased. The only difference is that a telescopic mechanism 12 for adjustment is provided. The extension / contraction mechanism 12 is composed of a cylinder that is hydraulically or electrically extended / contracted, and the extension / contraction mechanism 12 extends and contracts the vehicle body 8 relative to the track rail 5.
Adjust the inclination of (bracket part 8a and body part 8b),
The engagement between the sprocket 4 and the rack 6 is controlled. For example,
When the vehicle body 8 travels on the horizontal portion of the track rail 5, the pivot portion 3a and the center of gravity 8g of the vehicle body 8 do not overlap in the vertical direction (for example, when the vehicle body 8 is eccentric to the front and rear), and a couple force is generated to generate a couple. Even if a situation occurs in which the wheel 6 and the rack 6 are meshed with each other and the traveling of the wheels 1 is hindered, the expansion / contraction mechanism 12 forcibly changes the angle of the main body portion 8b with respect to the track rail 5, and the sprocket 4a is racked. It is possible to separate it from 6. Also, when moving from a horizontal portion to a steep or vertical portion, or when the center of gravity 8g of the main body portion 8b is close to the pivot portion 3a (that is, when δ is small), the couple is small and the sprocket 4a is sufficiently placed on the rack 6. Even if a situation in which the sprocket 4a cannot be pressed is generated, the sprocket 4a can be reliably pressed by the rack 6 by forcibly changing the angle of the vehicle body 8 with respect to the track rail 5 by the extension mechanism 12.

That is, according to the present invention, when an unnecessary couple is generated in the horizontal portion, the telescopic mechanism 12 can be operated to separate each sprocket 4 from the rack 6, and in the inclined portion and the vertical portion, it is sufficient. When such a couple is not obtained, the sprocket 4 can be reliably pressed against the rack 6 by operating the expansion mechanism 12.

A fourth embodiment of the present invention is shown in FIG.

This embodiment is the same as the first embodiment (see FIG. 1).
(Refer to), when a plurality of track vehicles 20 are connected via the coupler 13, a driving force is given to only one track vehicle 20,
The other vehicles 20b, 20b are non-driving vehicles. The non-drive wheels 20b, 20b are provided with guide rollers 4z instead of the sprockets 4, and the guide rollers 4z are provided adjacent to the inner surface of the track rail 5 along the rack 6 (see FIG. 10b). It was designed to drive.

In the case of a track vehicle 20 having a long underframe 2 as shown in FIG. 6, if the corner radius of the portion of the track rail 5 that transitions from the horizontal portion to the vertical portion is small, the track vehicle 20 will move. Underframe 2 when passing through the curved part of
May hamper the operation of the train. Therefore, in the above case, instead of using one rail car 20 having the long underframe 2, a plurality of rail cars 20a, 20b having the relatively short underframe 2 as shown in FIG. 9 are used. The corner radius can be reduced by operating the vehicle by connecting them to each other with the coupler 13. The connector 13 is an L-shaped arm 13a fixed to the main body 8b, and an I-shaped arm whose one end is pin-joined to one end of the L-shaped arm and whose other end is pin-joined to the underframe 2 of the adjacent vehicle body 8. And 13b. in this case,
In the steep slope portion and the vertical portion, the sprockets 4 of all the track vehicles of the plurality of track vehicles do not need to be driven, and the sprocket 4 and the rack 6 of one track vehicle 20a are not required to be driven.
Is reliably engaged and the track vehicle 20a is driven, it is sufficient for traveling. Therefore, the sprocket 4 is not necessary in the track vehicles 20b other than the track vehicle 20a, and the guide rollers 4z may be provided instead. Here, the guide roller 4z makes a subordinate rotation on the guide roller dedicated rail 16 (see the track rail portion in FIG. 10b) to limit the inclination of the main body portion 8b 'and to reduce the own weight of the non-driving vehicle 8b'.
It is used to increase the couple of 0a. Guide roller dedicated rail 1
6 are provided in the longitudinal direction adjacent to the inner surface of the track rail upper surface portion 5a along the rack 6.

That is, according to the present invention, instead of using a single track vehicle 20 having a long underframe 2, a plurality of track vehicles 20a, 20b having a relatively short underframe 2 are interconnected by a coupler 13. Even if the corner radius of the portion of the track rail 5 that transitions from the horizontal part to the vertical part is relatively small, the track vehicle 20 supports the underframe 2 on the corner part of the track rail by using the track frame 5 connected to the track rail 5. Can pass smoothly without.

Next, a modified example of the above-mentioned fourth embodiment is shown.
Shown in 10 (a) and (b).

This embodiment is basically the same as the fourth embodiment, except that the main body portion 8b of the vehicle body 8 is different.
And a crank 15 that connects the casing and the underframe 2.

FIG. 10 (a) shows a plurality of connected track vehicles 2.
0a, 20b (see the fourth embodiment) is a side sectional view of the track rail 5 and the track vehicle 20 in a state where the vertical portion is climbing (or descending) the vertical portion. FIG. 10 (b) is a cross-sectional view of the track rail 5 and the non-driven vehicle 20b in the above state. At this time, as in the fourth embodiment, the sprocket 4a and the guide roller 4z are pressed against the rack 6 by a couple, and the sprocket 4a of the driving vehicle 20a is engaged with the rack 6 and driven by the device. At the same time, as shown in FIG. 10 (b), the guide roller 4z of the non-driving vehicle 20b makes a subordinate rotation on the guide roller dedicated rail 16.

In this modification, the main body portion 8 of each vehicle body 8 is
A casing 14 for accommodating and rotatably holding the main body portion 8b is further provided so as to cover b. In addition, the casing 14 is provided with each main body portion 8 via the rod 18.
While being supported by b, it is rotatably connected to the underframe 2 via the crank 15 and is hung from the underframe 2.
The casing 14 further has a bellows 17 so that even if the main body portion 8b connected at the steep portion of the track rail 5 is bent, the casing 14 can be bent correspondingly.

That is, according to the present invention, as shown in FIGS. 10 (a) and 10 (b), one end 15a and the other end 15 of the crank 15 are
Since the parallel link is formed by b, the pivot portion 3a, and the rod 18, the casing 14 is always kept in parallel with the track rail 5. Therefore, even if the main body portion 8b rotates around the pivot portion 3a in the inclined portion of the track rail 5,
The divided pieces 14a, 14b, 14c of the casing 14 always maintain a constant clearance with the track rail 5.
That is, the rail facing surface 14x of the casing 14 does not contact the casing facing surface 5x of the track rail 5.

[0043]

In summary, according to the railcar according to the present invention, the following excellent effects can be exhibited. (1) According to the first and second aspects of the present invention, there is provided a rail vehicle that can travel not only on a flat portion but also on a steep slope and a vertical portion without slipping or sliding down.

(2) According to the invention of claim 3, since the relative distance between the underframe and the vehicle can be adjusted by the expansion / contraction mechanism, the sprocket can be separated from the rack even if an unnecessary couple is generated in the horizontal portion. It is possible to reliably press the sprocket against the rack even if a sufficient couple of force is not obtained in the sloped portion and the vertical portion.

(3) According to the invention of claim 4, by using a plurality of track vehicles connected to each other by a connecting member, the corner radius of the part of the track rail that transitions from the horizontal part to the vertical part is Even if it is small, the rail vehicle can pass smoothly without being supported by the curved portion of the rail.

[Brief description of drawings]

FIG. 1 is a side sectional view (a) and a lateral sectional view (b) when a track vehicle is in a horizontal portion of a track rail in a first embodiment of the track vehicle of the present invention.

FIG. 2 is a side sectional view of the track vehicle of FIG. 1 when the track rail is on a steep slope portion and a vertical portion.

3 is another side cross-sectional view of the track vehicle of FIG. 1 at a steep and vertical portion of a track rail.

FIG. 4 is a cross-sectional view of the traveling power unit in the first embodiment of the railcar according to the present invention.

FIG. 5 (a) shows a modified example of the first embodiment of the track vehicle of the present invention when the track vehicle is on a horizontal track rail (a).
It is a side sectional view and (b) a transverse sectional view.

FIG. 6 is a side cross-sectional view of another modified example of the first embodiment of the track vehicle of the present invention when the track vehicle is on a horizontal track rail.

FIG. 7 shows a second embodiment of the track vehicle of the present invention.
(a) A side sectional view and (b) a lateral sectional view.

FIG. 8 is a side sectional view showing a third embodiment of the track vehicle of the present invention.

FIG. 9 is a side sectional view of the railcar according to the fourth embodiment of the present invention when the railcar is on a horizontal rail.

FIG. 10 is a side cross-sectional view of (a) a track vehicle and a track rail, and (b) a non-driving vehicle, when the track vehicle is in a vertical portion, in a modification of the fourth embodiment of the track vehicle of the present invention. It is a cross-sectional view of a track rail.

[Explanation of symbols]

 1 Wheel 2 Underframe 2a, 2b Sub underframe 3 Axle 3a Pivot part 4a Sprocket 4b Sprocket 4z Guide roller 5 Track rail 5a Top part 5b Side part 5c Bottom part 5d Running surface 6 Rack 7 Gap 8 Car body 8a Bracket part 8b Car body Part 8b 'Non-driven track Main body of vehicle body 8c, 8d Arm 8g Body center of gravity 9 Traveling power unit 9a Motor 9b Sprocket drive sprocket 9c Wheel drive sprocket 10b Sprocket drive reducer clutch 10c Sprocket drive reducer brake 11b Wheel shaft drive reduction Machine clutch 11c Wheel shaft drive speed reducer brake 12 Extension mechanism 13 Coupler 14 Casing 15 Crank 16 Guide roller dedicated rail 17 Bellows 18 Rod 20 Track vehicle 20a Drive track vehicle 20b Non-drive track vehicle

 ─────────────────────────────────────────────────── ─── Continued Front Page (72) Inventor Keitada Hata 6-29-5-1001, Nakanoshima, Tama-ku, Kawasaki City, Kanagawa Prefecture

Claims (4)

[Claims] 1. A track vehicle guided along a track rail, wherein the track rail is provided with running surfaces on which wheels travel and racks with which gears engage, respectively, in the longitudinal direction.
An underframe that has wheels that roll on the running surface and that moves along the running surface is provided on the running surface of the track rail, and the underframe freely tilts in the direction of gravity through a rotatable member. A railroad vehicle, wherein a vehicle body is provided, and a gear is provided on the vehicle body at a position where the vehicle body is spaced apart from the rack when the vehicle body is horizontal and is pressed against the rack when the vehicle body is inclined. 2. The track vehicle according to claim 1, further comprising a drive unit for appropriately driving the gear and the wheel. 3. The rail vehicle according to claim 1, further comprising an expansion / contraction mechanism provided between the underframe and the vehicle body for adjusting a relative angle between the underframe and the vehicle body to appropriately engage and disengage the gear and the rack. 4. A railroad vehicle in which a plurality of railroad vehicles without a drive unit according to claim 1 and a railroad vehicle with a drive unit according to claim 2 are connected in series via a connecting member.