Rail transport vehicles, rail transport dollies and rail transport devices

Abstract

It is possible to provide a rail transport vehicle with improved convenience. [Solution] The rail transport vehicle 3 runs on a rail 2 and is equipped with a drive unit 43 that outputs a rotational driving force, a lower wheel 6 that abuts the underside of the rail 2, an upper wheel 7 that is arranged opposite the lower wheel 6 and abuts the upper surface of the rail 2, a power transmission mechanism 44 that transmits the rotational driving force output from the drive unit 43 to at least one of the lower wheel 6 and the upper wheel 7, a position change means that changes the relative position of the lower wheel 6 and the upper wheel 7 in the vertical direction between an abutment position where the lower wheel 6 and the upper wheel 7 abut against the rail 2 and a separation position where the separation distance between the lower wheel 6 and the upper wheel 7 is longer than the distance between the upper and lower surfaces of the rail 2, and a fixing unit 9 that fixes the lower wheel 6 and the upper wheel 7 at the abutment position.

Description

[Technical field]

[0001] The present invention relates to a rail transport vehicle, a rail transport dolly, and a rail transport device that travels on an installed rail to transport people or goods, for example. [Background technology]

[0002] Conventionally, rail transport machines have been used to transport goods on sloping ground such as in forests, etc. For example, a transport vehicle that is configured to be able to run on a monorail (single track) and has seats for carrying personnel or a loading platform for carrying goods has been proposed (see Patent Document 1).

[0003] The transport vehicle described in Patent Document 1 has front and rear rolling rollers that abut on the upper surface of the monorail, and drive rollers and restraining rollers that mesh with racks provided on the underside of the monorail.

[0004] In the transport vehicle described in Patent Document 1, the front and rear rolling rollers located above the monorail and the drive rollers and suppression rollers located below the monorail are arranged so as to be in contact with the upper and lower surfaces of the monorail, and the transport vehicle runs on the monorail by the driving force applied to the drive rollers. In addition, the transport vehicle described in Patent Document 1 is also provided with cover members that cover the drive rollers and suppression rollers from below.

[0005] However, in the case of conventional transport vehicles, when the transport vehicle is introduced onto a monorail, it is necessary to insert it from the end of the monorail. Also, once the transport vehicle is attached to the monorail, it is necessary to move it all the way to the end of the monorail when removing it, which is inconvenient. In particular, when there is another transport vehicle between the transport vehicle to be removed and the end of the monorail, measures such as moving the other transport vehicle are required. As described above, conventional transport vehicles have problems in terms of ease of introduction onto a monorail, and there is room for improvement in terms of convenience. [Prior art documents] [Patent documents]

[0006] [Patent Document 1] Patent Publication No. 2021-041852 Summary of the Invention [Problem to be solved by the invention]

[0007] The present invention has been made in consideration of the above-mentioned problems, and aims to provide a rail transport vehicle, a rail transport cart, and a rail transport device that are easier to load onto the rail and more convenient to use. [Means for solving the problem]

[0008] The present invention is characterized in that the rail transport vehicle, rail transport cart and rail transport device are provided with a drive unit that outputs a rotational driving force, a lower wheel that abuts the underside of the rail, an upper wheel that is arranged opposite the lower wheel and abuts the upper surface of the rail, a power transmission mechanism that transmits the rotational driving force output from the drive unit to at least one of the lower wheel and the upper wheel, a position change means that changes the relative position of the lower wheel and the upper wheel in the vertical direction between a contact position where the lower wheel and the upper wheel each abut against the rail and a separation position where the separation distance between the lower wheel and the upper wheel is longer than the distance between the upper surface and the lower surface of the rail, and a fixing means that fixes the lower wheel and the upper wheel at the abutment position. Effect of the Invention

[0009] The present invention makes it possible to provide a rail transport vehicle, a rail transport cart, and a rail transport device that are easier to load onto a rail and more convenient to use. [Brief description of the drawings]

[0010] [Figure 1] 1 is a perspective view showing the configuration of a rail transportation system of the present invention. [Diagram 2] FIG. 2 is a side view showing the configuration of the rail transport vehicle of the present invention. [Diagram 3] FIG. 2 is a side view showing the configuration of the running section of the rail transport vehicle. [Figure 4] FIG. [Diagram 5] FIG. 4 is a partially enlarged view showing a fixing portion and its surrounding configuration. [Figure 6] FIG. [Figure 7] FIG. 2 is a perspective view showing the rail transport vehicle mounted on a rail. [Figure 8] FIG. 13 is a perspective view showing an example of the mounting and dismounting operation of the rail transport vehicle relative to the rail. [Figure 9] FIG. 13 is a perspective view showing an example of the mounting and dismounting operation of the rail transport vehicle relative to the rail. [Figure 10] FIG. 13 is a perspective view showing an example of the mounting and dismounting operation of the rail transport vehicle relative to the rail. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0011] An embodiment of the present invention will be described below with reference to the drawings. Fig. 1 is a perspective view showing the configuration of a rail transport system 1 of the present invention. Fig. 2 is a side view showing the configuration of a rail transport vehicle 3 of the present invention.

[0012] As shown in FIG. 1, a rail transportation system 1 of this embodiment includes a rail unit 2U having a rail 2, and a rail transportation vehicle (rail transportation machine) 3 that travels on the rail 2.

[0013] The rail 2 may be laid on flat ground, but is mainly laid on sloping ground such as mountain forests where general automobiles and general railroad vehicles cannot run. In other words, the area between the departure point and destination of the rail 2 may include flat ground, but in many cases there is at least a slope. In some cases, the departure point or destination is on a slope. Therefore, there is a section between the departure point and the destination where the rail transport vehicle 3 is in an inclined state.

[0014] The rail 2 determines the traveling direction of the rail transport vehicle 3 by engaging with the rail transport vehicle 3, and is configured as a part of the rail unit 2U. The shape of the rail 2 does not need to be particularly limited as long as it is one that is commonly used in the field of rail transport systems.

[0015] The rail unit 2U of this embodiment has a rail 2, a support mechanism 20 for supporting the rail 2 from the ground, and an auxiliary rail 21 for receiving the load of the rail transport vehicle 3 from both sides of the rail 2. The auxiliary rail 21 may be supported by the support mechanism 20, or a separate support member may be provided for supporting the auxiliary rail 21 from the ground.

[0016] The rail 2 is formed in a square pipe shape (square tubular shape) having a rectangular cross section. The rail 2 is formed into a rectangular cross section by, for example, extruding a steel material, or by bending a long steel plate to form a rectangular cross section.

[0017] A plurality of engagement holes (engagement portions) each having a perfect circular shape in a bottom view (plan view) are provided on the top or bottom surface of the rail 2. The plurality of engagement holes are provided at equal intervals in the extension direction (axial direction) of the rail 2. In this embodiment, a plurality of engagement holes (engagement portions) are provided on the bottom surface of the rail 2.

[0018] The engagement hole is circular when viewed from the bottom, but may be elliptical or rectangular. Instead of a plurality of engagement holes, concaves and convexes may be provided on the top or bottom surface of the rail 2 at equal intervals in the extension direction (axial direction) of the rail 2.

[0019] Further, the configuration of the engagement portion of the rail 2 may be, instead of the engagement hole, a flat toothed plate (rack) may be provided on the upper or lower surface of the rail 2. In other words, the rail 2 may be a rack rail (rack type rail).

[0020] The auxiliary rails 21 are formed with a substantially circular cross section, for example, in the shape of a metallic round pipe or solid round bar. The auxiliary rails 21 are arranged in pairs at a predetermined distance from the rail 2. Specifically, the auxiliary rails 21 are arranged on both sides (left and right) of the rail 2 in the width direction, with the rail 2 at the center, when viewed from the extension direction of the rail 2 (the traveling direction of the rail transport vehicle 3).

[0021] The upper surface (upper end) of the auxiliary rail 21 is located below the rail 2. Furthermore, the upper surface of the auxiliary rail 21 is curved, and the running surface of the auxiliary wheels that run on the auxiliary rail 21 of the rail transport vehicle 3 is cylindrical. Therefore, even if the rail transport vehicle 3 shakes slightly sideways while traveling, the rail transport vehicle 3 can be stably supported.

[0022] The support mechanisms 20 are formed in a rod-like, column-like or cylindrical shape, and a plurality of them are arranged at appropriate intervals in the extension direction of the rail 2. The lower ends of the support mechanisms 20 are in contact with the ground, and support the rail 2 at a predetermined position and orientation.

[0023] In this embodiment, a rail transport vehicle 3 is mounted so as to be able to run on the rails 2 of such a rail unit 2U. That is, the rail transport vehicle 3 can travel from a departure point to a destination by running on the rails 2.

[0024] As shown in Figures 1 and 2, the rail transport vehicle 3 is a transport machine (powered vehicle) that runs along the rail 2, and has a main body 4 and a running section 5 having wheels 6, 7 that run on the rail 2.

[0025] The main body 4 has a seat 41 for a driver to sit on while driving the rail transport vehicle 3, an operating unit 42 arranged in front of the seat 41 corresponding to the position of the seat 41, a drive unit 43 for driving the rail transport vehicle 3, and a power transmission mechanism 44 for transmitting the output of the drive unit 43 to the drive wheel of the running unit 5 (in this embodiment, the lower rear wheel 6b).

[0026] The seat 41 has a seat surface and a backrest, and is configured so that the driver sits facing the traveling direction. The seat 41 is provided in a position inclined at a certain angle with respect to the main body 4 in advance to accommodate the inclination of the ground. The seat 41 may also have a function to appropriately change or adjust the angle at which it is inclined with respect to the main body 4.

[0027] The operation unit 42 has an operation lever, an operation button, and the like for moving forward, backward, and stopping the rail transport vehicle 3. The driver can operate (drive) the rail transport vehicle 3 by operating the operation unit 42.

[0028] The drive unit 43 has an engine or a motor as a power source (drive source) that outputs a rotational drive force, and a fuel tank, a battery, etc. for supplying fuel or electricity to the drive source.

[0029] The power transmission mechanism 44 has appropriate power transmission elements such as gears, pulleys, and belts, and transmits the rotational driving force output from the drive unit 43 (drive source) to the drive wheels (lower rear wheels 6b) of the running unit 5 while converting it into appropriate speed and torque.

[0030] Fig. 3 is a side view showing the configuration of the running section 5 of the rail transport vehicle 3. Fig. 4 is a rear view showing the configuration of the running section 5 of the rail transport vehicle 3. Fig. 5 is a side view showing the configuration of the fixing section 9. Fig. 6 is a side view showing the running section 5 of the rail transport vehicle 3 in a separated state. For ease of explanation, the main body 4 is omitted from Figs. 3 to 6.

[0031] As shown in Figures 3 and 4, the running unit 5 is disposed below the main body 4 and supports the main body 4. The running unit 5 has a lower wheel 6 that abuts against the underside of the rail 2, an upper wheel 7 that is disposed at a position opposite (vertically opposing) the lower wheel 6 and abuts against the upper surface of the rail 2, and a frame 8 that supports the lower wheel 6 and the upper wheel 7. The opposing position (vertically opposing) of the lower wheel 6 and the upper wheel 7 refers to a position where the rotation axes of the wheels are approximately parallel to each other and aligned in the vertical direction. The vertical direction refers to the vertical direction when facing the traveling direction of the rail 2, and may not coincide with the vertical direction on a slope.

[0032] Each of the lower wheel 6 and the upper wheel 7 is a substantially columnar or cylindrical member (roller) and is rotatably supported (axially supported) by the frame 8. The lower wheel 6 and the upper wheel 7 are arranged so that their axial direction is in the width direction of the rail 2 (left and right direction in the traveling direction).

[0033] As shown in FIG. 4, the lower wheel 6 and the upper wheel 7 each have a flange portion 61, 71 formed at both axial ends. The lower wheel 6 and the upper wheel 7 each have a track contact surface formed between the flange portions 61, 71 at both axial ends. The lower wheel 6 and the upper wheel 7 roll on the rail 2 with the track contact surface abutting against the upper or lower surface of the rail 2. When the lower wheel 6 and the upper wheel 7 roll on the rail 2, the flange portions 61, 71 abut against the side surface of the rail 2. That is, the lower wheel 6 and the upper wheel 7 are configured such that the substantially U-shaped shape formed by the flange portions 61, 71 and the track contact surface fits into the abutment surface of the rail 2, so that the track contact surface can be held on the rail 2 and derailment can be prevented.

[0034] As shown in Figures 3 to 6, in this embodiment, the lower wheels 6 have a lower front wheel 6a located in the front and a lower rear wheel 6b located rearward of the lower front wheel 6a, and the upper wheels 7 have an upper front wheel 7a located in the front and an upper rear wheel 7b located rearward of the upper front wheel 7a.

[0035] The lower front wheel 6a and the upper front wheel 7a are arranged in opposing positions facing each other vertically, and the lower rear wheel 6b and the upper rear wheel 7b are arranged in opposing positions facing each other vertically. In other words, the running section 5 is structured to sandwich the rail 2 between two wheels, two above and two below, for a total of four wheels. The running section 5 of this embodiment is structured to sandwich the rail 2 between four wheels arranged to be located at the vertices of a rectangle in a side view.

[0036] Furthermore, at least one of the lower wheel 6 and the upper wheel 7 is a drive wheel that receives a rotational driving force to drive. In this embodiment, the lower rear wheel 6b is the drive wheel. In addition, a plurality of engagement protrusions 62 are formed on the outer periphery of the lower rear wheel 6b, which is a drive wheel, and are arranged at the same intervals as the engagement holes of the rail 2. The rail transport vehicle 3 can move forward, backward, and stop stably without slipping off even on an inclined surface, because the engagement protrusions 62 of the lower rear wheel 6b, which is a drive wheel, rotate while engaging with the engagement holes of the rail 2.

[0037] The rail transport vehicle 3 may have auxiliary wheels that run on the auxiliary rail 21. The auxiliary wheels are provided on both sides of the rail transport vehicle 3 in the width direction in a pair as viewed from the front, aligned with the position of the auxiliary rail 21. The dimensions of these auxiliary wheels in a plan view are set to be wider than the auxiliary rail 21, preferably three times wider, so that the auxiliary rail 21 can adequately support the rail even if the rail transport vehicle 3 tends to shift slightly to the side (in the width direction or left-right direction), and the shift or tilt can be quickly corrected.

[0038] The lower wheels 6 and the upper wheels 7 are structured (position change structure) such that the relative positions of the lower wheels 6 and the upper wheels 7 in the vertical direction can be changed between a contact position (see Figs. 3 to 5) where the lower wheels 6 and the upper wheels 7 each contact the rail 2, and a separation position (see Fig. 6) where the distance between the opposing lower wheels 6 and upper wheels 7 (the distance between the closest parts of the lower wheels 6 and the upper wheels 7) is longer than the distance between the upper and lower surfaces of the rail 2 (the vertical thickness of the rail). Fixing parts 9 are provided for fixing the lower wheels 6 and the upper wheels 7 at their contact positions.

[0039] 3 to 5, the abutment position can be said to be the position where the distance (vertical separation distance) between the opposing lower wheel 6 and upper wheel 7 and the vertical thickness of the rail are approximately the same. When the lower wheel 6 and upper wheel 7 are in the abutment position, the engagement protrusion 62 of the lower rear wheel 6b, which is the driving wheel, is engaged with the engagement hole of the rail 2.

[0040] As shown in Figure 6, the separated position is not only a position where the lower wheel 6 and the upper wheel 7 are separated from the rail 2, but also a position where the lower wheel 6 and the upper wheel 7 are separated from each other by more than the vertical thickness of the rail.

[0041] Specifically, the separated position is a position where the shortest distance (shortest distance in the vertical direction) between the flange portions 61, 71 of the opposing wheels in a side view is greater than the vertical thickness of the rail, and the shortest distance (between the engagement protrusion 62 and the flange portion 71 of the upper rear wheel 7b) between the driving wheel and the wheel opposing it (the lower rear wheel 6b and the upper rear wheel 7b in this embodiment) is greater than the vertical thickness of the rail in a side view. In other words, when the lower wheel 6 and the upper wheel 7 are located in the separated position, a gap larger than the vertical thickness of the rail is formed between the lower wheel 6 and the upper wheel 7. Note that, when the rail 2 is a rack rail, the vertical thickness of the rail also includes the rack portion.

[0042] As shown in FIGS. 3 to 6, in this embodiment, the frame 8 has a first frame 8a and a second frame 8b that are provided independently of each other and are relatively displaceable.

[0043] The lower front wheel 6a and the upper rear wheel 7b are journaled on a first frame 8a, and the lower rear wheel 6b and the upper front wheel 7a are journaled on a second frame 8b. That is, the frame 8 has a first frame 8a and a second frame 8b that journal (support) the wheels located diagonally above and below in a side view.

[0044] In addition, since in this embodiment, the lower rear wheel 6b is a drive wheel, the first frame 8a can be referred to as a non-drive wheel frame that rotatably supports only wheels other than the drive wheels, and the second frame 8b can be referred to as a drive wheel frame that rotatably supports wheels including the drive wheels.

[0045] The first frame 8a is a rod-shaped member that extends in the front-rear direction (the extension direction of the rail 2) as a whole, and is provided to be swingable relative to the second frame 8b. The second frame 8b is composed of a plurality of rod-shaped members and forms the framework of the traveling section 5. Specifically, the first frame 8a is rotatably (swingably) supported by the second frame 8b at a support part 81 provided in the center in the longitudinal direction. The lower front wheel 6a is supported at one end in the longitudinal direction of the first frame 8a, and the upper rear wheel 7b is supported at the other end in the longitudinal direction of the first frame 8a.

[0046] The first frame 8a swings, causing the first frame 8a and the second frame 8b to displace relative to each other. When the first frame 8a swings, both longitudinal ends of the first frame 8a make a circular motion about the pivot portion 81 in a side view. Here, when the first frame 8a rotates in a certain direction, the lower front wheel 6a and the upper rear wheel 7b are displaced so as to approach the opposing wheels (the lower rear wheel 6b and the upper rear wheel 7b), and when the first frame 8a rotates in the opposite direction, the lower front wheel 6a and the upper rear wheel 7b are displaced so as to move away from the opposing wheels (the lower rear wheel 6b and the upper rear wheel 7b).

[0047] The first frame 8a is configured to be rotatable at least between an angle at which the lower wheel 6 and the upper wheel 7 are in an abutting position and an angle at which the lower wheel 6 and the upper wheel 7 are in a separated position.

[0048] When the lower wheel 6 and the upper wheel 7 are located at the abutting position, the upper and lower wheels sandwich the rail 2, so that the first frame 8a cannot rotate any further in the direction in which the upper and lower wheels approach each other. On the other hand, when the lower wheel 6 and the upper wheel 7 are located at the separated position, the first frame 8a can rotate in the direction in which the upper and lower wheels move away from each other. Note that a rotation restricting unit may be provided to restrict the first frame 8a from rotating in the direction in which the upper and lower wheels move away from each other in the separated position or in the state in which the first frame 8a rotates in the direction in which the upper and lower wheels move away from each other from the separated position (restricted angle). As the rotation restricting unit, a contact member or the like that is fixed to the second frame 8b and contacts the first frame 8a at the restricted angle may be used.

[0049] Furthermore, the first frame 8a and the second frame 8b support the lower wheels 6 and the upper wheels 7 from the same direction in the width direction of the rail 2. Therefore, in the portion between the lower wheels 6 and the upper wheels 7 (portion where the rail 2 is sandwiched), the first frame 8a and the second frame 8b are not present on either side in the width direction of the rail 2 (the front side of the page in this embodiment), and other members constituting the rail transport vehicle 3 are not present either. In other words, in the portion between the lower wheels 6 and the upper wheels 7 (portion where the rail 2 is sandwiched), there is a space (open space) that is open toward either side in the width direction of the rail 2.

[0050] In this embodiment, the first frame 8a and the second frame 8b support the lower wheel 6 and the upper wheel 7 from the right side when facing the traveling direction. Therefore, an open space exists on the left side of the portion between the lower wheel 6 and the upper wheel 7 when facing the traveling direction.

[0051] The fixing portion 9 has a first engagement member 91 provided on the first frame 8a and a second engagement member 92 provided on the second frame 8b and engaging with the first engagement member 91. The first frame 8a is fixed to the second frame 8b by the second engagement member 92 engaging with the first engagement member 91. That is, the lower wheel 6 and the upper wheel 7 are each fixed.

[0052] The fixing portion 9 of this embodiment is configured to be fixed / released without using tools. For example, the first engaging member 91 and the second engaging member 92 can be a combination of members that constitute a snap lock (so-called snap lock). In this case, the first frame 8a can be fixed to the second frame 8b by hooking the hook on a protrusion and lowering a lever connected to the hook, and the fixation can be released by returning the lever. In addition, the first engaging member 91 and the second engaging member 92 can be a combination of an engagement hole and an engagement pin that engages with the engagement hole. In this case, the first frame 8a can be fixed to the second frame 8b by inserting the engagement pin into the engagement hole, and the fixation can be released by removing the engagement pin from the engagement hole.

[0053] In this embodiment, the position change structure is realized by the configuration of the frame 8, but the position change structure is not limited to the structure of this embodiment. For example, the specific structure of the position change structure can be another structure, such as a structure in which one of the lower wheel 6 and the upper wheel 7 is attached to a member (such as a slide rail or a ball screw) that can slide in the vertical direction.

[0054] Fig. 7 is a perspective view showing the rail transport vehicle 3 (traveling section 5) mounted on the rail 2. Figs. 8 to 10 are perspective views showing an example (flow) of the operation of attaching and detaching the rail transport vehicle 3 (traveling section 5) to the rail 2. For ease of explanation, the main body 4 is not shown in Figs. 7 to 10. The operation of attaching and detaching the rail transport vehicle 3 (traveling section 5) to the rail 2 will be explained below with reference to Figs. 7 to 10.

[0055] First, an explanation will be given of the operation when the rail transport vehicle 3 (running section 5) mounted on the rail 2 is removed (detached) from the rail 2. As shown in Fig. 7 and Fig. 8, when the running section 5 (rail transport vehicle 3) is mounted on the rail 2, the lower wheels 6 and the upper wheels 7 are located at abutment positions where they abut against the rail 2, and are fixed by fixing sections 9 in this state.

[0056] Here, when the fixing of the fixing part 9 is released, the first frame 8a becomes swingable. As described above, the first frame 8a is configured to be rotatable to an angle at which the lower wheels 6 and the upper wheels 7 are in the separated position. Therefore, as shown in Fig. 9, the first frame 8a can be swung (rotated) until the lower wheels 6 and the upper wheels 7 are in the separated position. At this time, a gap larger than the vertical thickness of the rail 2 is formed between the lower wheels 6 and the upper wheels 7 in a side view.

[0057] In addition, in the portion between the lower wheel 6 and the upper wheel 7 (the portion where the rail 2 is sandwiched), an open space exists on either side of the width of the rail 2. Therefore, as shown in Fig. 10, the running part 5 can be moved in the width direction of the rail 2 so that the rail 2 can be removed (disengaged) from the rail 2 on the side of the width of the rail 2 where the open space exists.

[0058] The procedure for mounting the rail transport vehicle 3 (running unit 5) on the rail 2 is the reverse of the procedure for removing (disengaging) it from the rail 2. As shown in FIG. 10, the running unit 5 is moved toward the side of the rail 2 where there is an open space in the width direction. Here, as shown in FIG. 9, the lower wheels 6 and the upper wheels 7 are moved in the width direction until they come to a position facing the rail 2 (a position where the track contact surfaces of the lower wheels 6 and the upper wheels 7 face the top and bottom surfaces of the rail 2). Next, as shown in FIG. 7 and FIG. 8, the first frame 8a is swung (rotated) in a direction in which the distance between the lower wheels 6 and the upper wheels 7 decreases, so that the rail 2 is sandwiched between the lower wheels 6 and the upper wheels 7, and the first frame 8a is fixed by the fixing unit 9. This brings the running unit 5 (rail transport vehicle 3) into a state where it is mounted on the rail 2.

[0059] As described above, according to the rail transport vehicle 3 in the rail transport system 1 of the present invention, the relative positions of the lower wheels 6 and the upper wheels 7 in the vertical direction can be changed between the contact position where the lower wheels 6 and the upper wheels 7 contact the rail 2, and the separation position where the distance between the lower wheels 6 and the upper wheels 7 is also longer than the distance between the upper and lower surfaces of the rail 2 (the thickness of the rail 2 from top to bottom), and the lower wheels 6 and the upper wheels 7 can be fixed at the contact position. Therefore, the rail transport vehicle 3 can be attached to and detached from the rail 2 even in the middle of the rail 2, and there is no need to move it to the end of the rail 2 even if another transport vehicle is present, which is convenient. In other words, according to the present invention, a rail transport vehicle 3 with improved convenience can be provided.

[0060] In addition, in the rail transport vehicle 3 of this embodiment, the first frame 8a, which is a non-driven wheel frame that rotatably supports only the wheels other than the driven wheels, is provided swingably relative to the second frame 8b, which is a driven wheel frame that rotatably supports the wheels including the driven wheels, and the first frame 8a swings, causing the first frame 8a and the second frame 8b to be displaced relatively. Therefore, the rail transport vehicle 3 can be easily attached to and detached from the rail 2 simply by swinging the first frame 8a, which supports only the wheels other than the relatively light driven wheels, and this is highly convenient and easy to work with.

[0061] Furthermore, in the rail transport vehicle 3 of this embodiment, the first frame 8a and the second frame 8b support the lower wheels 6 and the upper wheels 7 from the same direction in the width direction of the rail 2. This makes it possible to form a space that is open toward either side in the width direction of the rail 2 (open space), and the rail transport vehicle 3 can be easily attached to and detached from the rail 2 simply by moving the running part 5 in the width direction to the side where the open space is located, resulting in high workability and convenience.

[0062] Furthermore, in the rail transport vehicle 3 of this embodiment, the frame 8 has a first frame 8a and a second frame 8b that pivotally support (support) the wheels located diagonally above and below in a side view, and the lower front wheel 6a and the upper rear wheel 7b are pivotally supported by the first frame 8a, and the lower rear wheel 6b and the upper front wheel 7a are pivotally supported by the second frame 8b. In other words, the first frame 8a and the second frame 8b cross each other to support four wheels. Therefore, the rail transport vehicle 3 can be easily attached to and detached from the rail 2 while ensuring strength, which is highly convenient and easy to work with.

[0063] In addition, since the maximum separation distance between the upper rear wheel 7b and the lower rear wheel 6b is sufficiently wider than the vertical thickness of the rail 2, the positioning work of placing the upper front wheel 7a on the rail 2 and then engaging the engagement protrusion 62 of the lower rear wheel 6b with the engagement hole on the underside of the rail 2 can be easily performed, and then the first frame 8a can be rotated to clamp and secure the rail 2, making the series of installation work easier.

[0064] The rail transport vehicle in this invention corresponds to the rail transport vehicle 3, and similarly thereafter, the rail corresponds to the rail 2, the drive unit corresponds to the drive unit 43, the lower wheels correspond to the lower wheels 6, the upper wheels correspond to the upper wheels 7, the power transmission mechanism corresponds to the power transmission mechanism 44, the position change means corresponds to the frame 8, the fixing means corresponds to the fixing unit 9, the non-driven wheel frame corresponds to the first frame 8a, the driven wheel frame corresponds to the second frame 8b, the lower front wheels correspond to the lower front wheels 6a, the lower rear wheels correspond to the lower rear wheels 6b, the upper front wheels correspond to the upper front wheels 7a, and the upper rear wheels correspond to the upper rear wheels 7b, but this invention is not limited to this embodiment and can be various other embodiments. Also, the screens and specific configurations given in the above-mentioned embodiment are examples and can be appropriately changed according to the actual product.

[0065] For example, the rail transport vehicle 3 can be configured to be divisible into a plurality of units. In addition, the weight of a single unit can be 40 kg or less, preferably 30 kg or less. Taking the configuration of the above-mentioned embodiment as an example, for example, the main body 4 and the running unit 5 can be configured to be divisible. In addition, at least one of the seat 41, the operating unit 42, the driving unit 43, and the power transmission mechanism 44 can be configured to be individually detachable as separate units in the main body 4. Furthermore, the fuel tank and the battery can be configured to be individually detachable as separate units in the driving unit 43. In this way, each unit can be made lighter and transportable by human power. Therefore, there is no need for hoisting work using a crane, and the rail transport vehicle 3 can be attached or detached from anywhere on the rail 2, improving convenience.

[0066] The present invention can also be provided as a rail transport device including the above-mentioned rail transport vehicle 3 and a rail transport dolly that runs on the rail 2 and is towed by the rail transport vehicle 3. Examples of the rail transport dolly include passenger dollies for people and logistics dollies for transporting goods. Here, the running part of the rail transport dolly can be configured in the same manner as the running part 5 described above. That is, the running part of the rail transport dolly may have the above-mentioned position changing means and fixing means. However, the running part of the rail transport dolly may or may not have drive wheels. Furthermore, the present invention can also be provided as a rail transport system 1 including the above-mentioned rail transport device and the rail unit 2U. [Industrial Applicability]

[0067] The present invention can be used in various industries in which rail tracks are laid in places where there are no roads or where it is difficult to build roads and goods are transported by rail transport machines, such as the transportation industry on sloping ground such as forests, and the transportation industry for materials and people during the construction of steel towers, bridges, roads, etc. in forests. [Explanation of symbols]

[0068] 1. Rail transport system 2...Rails 2U…rail unit 3…Rail transport vehicle 4…Main body 41…Seat 42...Operation unit 43...Drive unit 44...Power transmission mechanism 5…Running section 6…Lower wheel 7...Upper wheel 8. Frame 8a…1st frame 8b…2nd frame 9…Fixed part 9a...First engagement member 9b...Second engagement member

Claims

1. A rail transport vehicle that runs on a rail, A drive unit that outputs a rotational drive force; A lower wheel abutting against the lower surface of the rail; An upper wheel is disposed opposite the lower wheel and abuts against an upper surface of the rail; a power transmission mechanism that transmits a rotational driving force output from the drive unit to at least one of the lower wheel and the upper wheel; a position changing means for changing the vertical relative positions of the lower wheel and the upper wheel between a contact position where the lower wheel and the upper wheel each contact the rail and a separation position where the separation distance between the lower wheel and the upper wheel is longer than the distance between the upper surface and the lower surface of the rail; a fixing means for fixing the lower wheel and the upper wheel at the abutting position; a non-driven wheel frame that rotatably supports only wheels other than the driven wheels to which the rotational driving force output from the drive unit is applied; a drive wheel frame that rotatably supports wheels including the drive wheel, the non-driven wheel frame is provided to be able to swing with respect to the driven wheel frame, and a relative position of the non-driven wheel frame changes as the non-driven wheel frame swings with respect to the driven wheel frame, The lower wheels include a lower front wheel located forward and a lower rear wheel located rearward of the lower front wheel, The upper wheels include an upper front wheel located forward and an upper rear wheel located rearward of the upper front wheel, the lower rear wheel is the drive wheel, the non-driving wheel frame supports the lower front wheels and the upper rear wheels; The drive wheel frame supports the upper front wheel and the lower rear wheel. Rail transport vehicle.

2. The non-driving wheel frame and the driving wheel frame support the lower wheel and the upper wheel from the same direction in the width direction of the rail.

2. A rail transport vehicle according to claim 1.

3. A rail transport vehicle according to claim 1; A carriage that runs on the rail and is towed by the rail transport vehicle. Rail transport equipment.

4. A rail transport vehicle that runs on a rail, A lower wheel abutting against the lower surface of the rail; An upper wheel is disposed opposite the lower wheel and abuts against an upper surface of the rail; a position changing means for changing the vertical relative positions of the lower wheel and the upper wheel between a contact position where the lower wheel and the upper wheel each contact the rail and a separation position where the separation distance between the lower wheel and the upper wheel is longer than the distance between the upper surface and the lower surface of the rail; a fixing means for fixing the lower wheel and the upper wheel at the abutting position; a non-drive wheel frame that rotatably supports only wheels other than the drive wheels to which a rotational drive force is applied; a drive wheel frame that rotatably supports wheels including the drive wheel, the non-driven wheel frame is provided to be able to swing with respect to the driven wheel frame, and a relative position of the non-driven wheel frame changes as the non-driven wheel frame swings with respect to the driven wheel frame, The lower wheels include a lower front wheel located forward and a lower rear wheel located rearward of the lower front wheel, The upper wheels include an upper front wheel located forward and an upper rear wheel located rearward of the upper front wheel, the lower rear wheel is the drive wheel, the non-driving wheel frame supports the lower front wheels and the upper rear wheels; The drive wheel frame supports the upper front wheel and the lower rear wheel. Rail transport cart.

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