JP2008049879A - Traveling mode changing structure - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a traveling mode changing structure capable of reducing the weight and the repair cost of a vehicle by changing the traveling mode of a dual-mode vehicle without using any guide roller. <P>SOLUTION: The traveling mode changing structure 100 comprises a broad gage part 20 having rails with its track gage being set to be larger than that of rails of a track, and a pair of guide ways 10 which are started at a road side from an end on the road side of at least the broad gage part 20, extends toward the track side and adjusts the advancing direction by limiting the movement of a tire of a dual-mode vehicle. The pair of guide ways 10 are arranged so that the spacing therebetween becomes narrow as the end on the road side is advanced from the road side, and arranged so that the spacing therebetween becomes narrower as the end on the track side is advanced from the track side. Inner side surfaces of the pair of guide ways 10 are formed of inclined surfaces in the inwardly descending direction over the entire length. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a traveling mode conversion structure.

  Currently, depopulation in rural mountain villages is progressing along with the concentration of population in urban areas, resulting in a decrease in users of local railway lines (so-called local lines) and local route buses. For this reason, railway operators and bus operators are required to create new transportation systems to replace local railway lines and local route buses in order to create new demand and reduce operating costs.

  Under these circumstances, in recent years, a transportation system (hereinafter referred to as “dual mode transportation system”) that takes advantage of both railway vehicles and buses by making railways and roads seamless has been constructed, and vehicle costs have been reduced. There is a movement to reduce maintenance costs and operating costs. In order to construct this dual mode traffic system, development of a vehicle capable of both track running and road running (hereinafter referred to as “dual mode vehicle”) is underway.

Up to now, technology for converting the travel mode of the dual mode vehicle from the “road travel mode” to the “track travel mode” has been developed. In addition, a travel mode conversion system has been proposed in which a “guide roller” is provided on each of the left and right sides of a composite structure having a tire travel surface and a track portion. (For example, see Patent Document 1)
In such a system, the left and right guideways are arranged such that the entrance opens wider than the width of the vehicle and gradually narrows toward the traveling direction, and the dual-mode vehicle is arranged on the inner surface of the guideway of the composite structure. The vehicle is aligned with the center of the track by abutting and rolling the guide rollers, and the drive mode is converted by placing the guide wheels of the dual mode vehicle on the track portion of the composite structure.
Japanese Patent No. 3679108

However, in the conventional driving mode conversion system described above, it is necessary to provide a guide roller in the dual mode vehicle so that the guide way does not directly contact the vehicle body, so that the vehicle body can be protected and smoothly entered. There is an inconvenience of causing an increase in the number of parts and an increase in the weight of the vehicle body. In addition, when a dual-mode vehicle is manufactured by modifying a general vehicle, there is a problem in that the cost of repairing the vehicle increases.
In addition, for example, if the allowable total weight or allowable axle weight of the vehicle is determined as in the “Safety Standard for Road Transport Vehicles”, the vehicle weight increases due to renovation and exceeds the allowable total weight or allowable axle weight. This had to be cut off from the passenger capacity, which was in conflict with the desire to increase the passenger capacity.

  An object of the present invention is to realize a traveling mode capable of reducing the vehicle weight and the repair cost by realizing the traveling mode conversion of the dual mode vehicle without using the guide roller employed in the conventional system for converting the traveling mode. It is an object of the present invention to provide a conversion structure, and further to provide a dual mode traffic system including the travel mode conversion structure.

In order to solve the above problems, the invention described in claim 1
Road traveling tires provided via tire axles disposed respectively in front and rear of the vehicle body, and track traveling provided through axles disposed in front and rear of the vehicle body so as to be movable up and down. A dual mode vehicle having a guide wheel for driving and capable of traveling on a road and traveling on a track, a traveling mode between a road traveling mode in which the guide wheel is lifted to travel on the road and a traveling mode in which the guide wheel is lowered to travel on the track. A traveling mode conversion structure for performing conversion,
The traveling mode conversion structure is:
A wide track portion provided between the end portion of the road and the end portion of the track, and having a rail whose dimension between the tracks is set wider than that of the track rail;
A guideway composed of a pair of side walls respectively provided on the left and right of the wide track portion, which adjusts the traveling direction by restricting the left and right travel of the tires of the dual mode vehicle;
With
The pair of side walls of the guideway are arranged such that the distance between the end portions on the road side becomes narrower as the road side end portion enters from the road side, and the interval between the pair of side walls becomes narrower as the end portion on the track side enters from the track side. And arranged as
The inner side surfaces of the guideways are formed as inclined surfaces in a direction of descending toward the inner side over the entire length.

Invention of Claim 2 is the structure for driving mode conversion of Claim 1, Comprising:
At least the inner slope of the guideway is made of metal.

  According to the first aspect of the present invention, since the structure for traveling mode conversion has a function of adjusting the traveling direction by restricting the left and right traveling of the tire of the dual mode vehicle by the guide way, the dual mode Since the vehicle can perform the traveling mode conversion without using the guide roller, it is possible to provide the traveling mode converting structure that can reduce the vehicle weight and the repair cost of the dual mode vehicle. Further, by reducing the vehicle weight, it is possible to avoid a reduction in the number of passengers due to restrictions on the allowable total weight and the allowable axle weight, and it is possible to secure the necessary passenger capacity.

  In addition, since the trackway end of the guideway is arranged so that the mutual distance becomes narrower as the trackway enters from the trackside, the dual mode vehicle can easily enter from the trackside and the guideway guides The direction in which the vehicle travels is gradually matched with respect to the vehicle, and the vehicle is gently and smoothly guided to an appropriate position in the left-right direction, so that the impact at the time of driving mode conversion can be reduced.

Further, the tire is generally formed in a shape in which the side surface bulges outward from the tread portion in the width direction, and the inclined surface in the direction in which the inner side surfaces of the side walls of the guideway descend toward the inside. Therefore, when the dual mode vehicle enters the driving mode conversion structure and the tire sidewall is in contact with the inclined surface of the sidewall body and the traveling direction of the tire is restricted, the guideway is vertical. Since the contact area between the tire and the guideway is larger than that in the case where the tire is configured, the tire can be prevented from coming into strong contact with the guideway, and deterioration of the tire can be alleviated.
Also, the inner side surfaces of the guideway side wall bodies are formed with inclined surfaces that descend in the direction toward the inside, so that it is possible to prevent the tire wheel from contacting the guideway and damaging both sides. it can.

  According to the second aspect of the present invention, since the inner slope of the guideway is made of metal, the coefficient of friction with the tire is relatively low, so that the tire is slippery and smoothly when it contacts the guideway. The traveling direction of the dual mode vehicle can be adjusted. In addition, since the inner slope of the guideway is made of metal, it is easy to polish the surface to further reduce the coefficient of friction, and to process the surface of the groove to reduce the contact area. .

  Hereinafter, as an embodiment of the present invention, a dual mode traffic system including a traveling mode conversion structure 100 and a dual mode vehicle 1 will be described with reference to FIGS. 1 to 6.

The traveling mode conversion structure 100 is for guiding the mutual entry of the road and the track of the dual mode vehicle 1 that enables traveling on the road and the track by the traveling mode conversion, and is installed at the boundary between the road and the track. The
The track 300 is provided with a pair of rails R and is of the same standard as a normal railway vehicle travels, and the end portions of the pair of rails R are connected to a later-described rail R2 of the traveling mode conversion structure 100 as they are. ing. The direction of the road 200 is not limited as long as the road 200 can enter and exit the track 300 via the travel mode conversion structure 100, but in this embodiment, the end of the road 200 passes through the travel mode conversion structure 100. The track 300 is configured to be aligned with the rail R of the track 300.

(Dual mode vehicle configuration etc.)
As shown in FIG. 1, the dual mode vehicle 1 includes a vehicle body 2, a front rubber tire 3 and a rear rubber tire 4 that rotate around tire axles 3a, 4a disposed in front and rear of the vehicle body 2, and a flange portion on the inside. F (see FIG. 3), a front guide wheel 5 and a rear guide wheel 6 for traveling on a track that rotate around a guide wheel axle that is arranged to be raised and lowered forward and rearward of the vehicle body 2, and a dual mode vehicle 1 A control device (not shown) for controlling the steering direction of the front rubber tire 3 and the rotational state of the rear rubber tire 4, an engine as a drive source, a transmission, a differential device, and the like are provided.

The dual mode vehicle 1 can be realized by freely switching between a road traveling mode using the front rubber tire 3 and the rear rubber tire 4 and a track traveling mode using the front guide wheel 5, the rear guide wheel 6 and the rear rubber tire 4. It is.
That is, the front rubber wheel 3 is raised from the road surface by the lowering of the front guide wheel 5 and the rear guide wheel 6 so that the rear rubber tire 4 is in contact with the rail upper surface. Reportedly. As the guide wheel, a wheel having a width wider than that of a normally used wheel (for example, a wheel having a width of 172 mm) is used, and plays a role of smoothly performing a travel mode conversion described later. It should be noted that by separately providing a device for transmitting the driving force to the guide wheels, the rear rubber tire 4 may be lifted and traveled similarly to the front rubber tire 3 during track traveling.

  The vehicle body 2 employs a microbus vehicle body as shown in FIG. 1 and can carry about 29 people including a driver. The front rubber tire 3 can be steered by the handle of the driver's seat of the vehicle body 2. The two rear rubber tires 4 are supported on the tire axle 4a on the left and right sides, and are driven by an engine and a power transmission device (transmission or the like). The front guide wheel 5 and the rear guide wheel 6 are made of metal such as iron and move upward and downward by expansion and contraction of a hydraulic actuator (not shown).

  That is, when traveling on the road, the front rubber wheel 3 and the rear rubber tire 4 are grounded by moving upward, and when traveling on the track, the front guide wheel 5 and the rear guide wheel 6 are moved downward, and the rail R of the track 300 is moved. The front rubber tire 3 is brought into contact with the upper surface, the front rubber tire 3 is floated upward, and only the inner wheel of the rear rubber tire 4 is grounded to the rail R so that the rear rubber tire 4 can be driven by rotation. The driving wheel may be the front rubber tire 3, and in this case, the rear rubber tire 4 is lifted upward, and the front guide wheel 5, the rear guide wheel 6, and the front rubber tire 3 travel on the track.

  About an engine, a transmission, and a differential gear, the general thing with which the common motor vehicle which carries out road driving is used.

  Further, the dual mode vehicle 1 is naturally provided with devices necessary for driving and control, such as each control device of the driver's seat, a control device for controlling the raising and lowering of the guide wheels, and switches. Connecting devices such as ATS and protective radio, devices required for customer service such as in-car broadcasts and door-closing devices, devices used for operation management such as radio devices and GPS, and the host vehicle and other vehicles The coupler also includes a connecting / disconnecting device that connects / disconnects the driving force between the transmission and the differential when connecting.

(Structure etc. of structure for driving mode conversion)
The traveling mode conversion structure 100 has a structure as shown in FIG. 2. The traveling mode conversion from the road traveling mode to the track traveling mode performed by the dual mode vehicle 1 entering from the road 200 side, and the track In order to smoothly convert the traveling mode from the track traveling mode to the road traveling mode that is entered from the 300 side, the guideway 10 that restricts the left and right travel of the front rubber tire 3 and the rear rubber tire 4 of the dual mode vehicle 1, dual mode A wide track portion 20 for facilitating the fitting of the guide wheels 5 and 6 and the rail when the vehicle 1 lowers the front guide wheel 5 and the rear guide wheel 6, and a wide track portion in which the dual mode vehicle 1 has a wide gap. The gauge change unit 30 for smoothly entering a track 300 having a normal gauge from 20 and the dual mode vehicle 1 changes the gauge. And a slope 40 for smoothly passing the difference in level between the pavement surface P2 and the raceway 300 of 30.

The wide track portion 20 has a pair of rails R1 parallel to each other and set to be wider than the gap (for example, 1067 mm) of the track 300 (for example, 1137 mm wider than 1067 mm), and the guideway 10 on the left and right outer sides of the rail R1. The pavement surface P1 paved by asphalt at the same height as the upper surface of the rail R1. Note that the rail R1 and the rail R have the same height.
When the dual-mode vehicle 1 performs the travel mode conversion from the road travel mode to the track travel mode by widening the space between the rails F and the flange portion F of the guide wheels 5, 6, the guide wheels 5, 6 is easily fitted to the rail R1. Correspondingly, the guide wheels 5 and 6 have wider wheels than those normally used in trains that only run on the track, and come into contact with the rail R1 excluding the flange portion of the guide wheels. the width of the surface h _w, h ₀ both sides spacing of the outer pair of guide _wheels, the distance between the inner surfaces of the pair of rails R1 (the gauge set to wide) and H _0, h ₀ -2h _w Since each is set so as to satisfy the condition of <H ₀ <h ₀ −h _w , as shown in FIG. 3, even if the guide wheel is biased to either the left or right, the rail R 1 is removed and the wheel is removed. It is possible to smoothly convert the driving mode without doing so.

The gauge changing portion 30 includes a pair of rails R2 that are smoothly connected by gradually reducing the gauge from the rail R1 of the wide and wide track portion 20 to the rail R of the track 300, and the left and right outer sides of the pair of rails R2 are rails R2. And a pavement surface P2 that is paved with asphalt at the same height as the upper surface. The rail R2 and the rail R are the same height.
In the gauge changing section 30, the rail R2 may be linearly arranged from the wide track section 20 to the track 300, or a spline for improving the riding comfort of the dual mode vehicle 1 when passing through the gauge changing section 30. A curve, a Bezier curve, or the like may be used.

  The slope 40 is configured so that the rear tire of the dual-mode vehicle that transmits the driving force in contact with the rail R smoothly passes through the step between the pavement surface P2 of the gauge changing portion 30 and the rail installation surface of the track 300. Are provided in the direction of gradually descending from the pavement surface P <b> 2 toward the track 300.

The guide way 10 is a pair of side wall bodies that are erected from the ground and are shorter than the diameter of the tire. The guide way 10 is formed in a substantially rail shape so that the overall length is generally along the track. And a pair of side wall body is the road side width change part 11 in the road side edge part, the track side edge part is the track side width change part 13, and it is the equal width part 12 between them. .
It is desirable that at least the inner side surfaces of the pair of side wall bodies are formed of a metal having a small friction coefficient, and the surfaces thereof are polished or subjected to a low friction surface treatment.
Further, as shown in FIG. 4, the pair of side walls of the guideway 10 are inclined surfaces in which the inner side surfaces of the guideway 10 descend toward the inside over the entire length (for example, an inclination of 76.5 degrees from the horizontal plane). It is formed with. As a result, when the sidewall portion S of the tire abuts against the inclined surface of the sidewall body and the traveling direction of the tire is restricted, the contact area between the tire and the guideway 10 is increased. It is possible to limit the left / right shift of the dual-mode vehicle 1 at the time of driving mode conversion, minimize the driving mode conversion, and prevent the tire from coming into strong contact with the guideway 10. Can be alleviated. Further, it is possible to avoid the tire wheel from contacting the guideway 10 and being damaged.

  The road side width changing portion 11 starts from the road side of the wide track portion 20 from the road side end, and changes from the opening portion on the road 200 side (for example, an opening portion extending about 500 mm on the left and right sides) to the wide track portion 20. The width gradually becomes narrower as it goes, and it is connected to the equal width portion 12.

The equal width portion 12 is installed so that the side walls of the guideway 10 are parallel to each other at an equal interval (for example, 1983 mm), which is the left and right of the portion where the tire of the dual mode vehicle 1 is in contact with the road surface. The maximum width (for example, 1952 mm) is provided with a slight margin (for example, 15.5 mm for each of the left and right sides). The “slight margin” is set so as to be smaller than the margin between the guide wheel and the rail R1 (for example, 35 mm, which is half of the widened portion of 70 mm) due to the widening between the rails in the wide track portion 20, and the dual mode. If the vehicle 1 enters between the equal width parts 12 of the guide way 10, it is possible to store the lowered guide wheel between the rails R1 of the wide track part 20 even if the deformation of the rubber tire is taken into consideration. .
Further, the length of the equal width portion 12 needs to be at least the length between the front and rear tires of the dual mode vehicle 1, but the stop position does not have to be determined strictly when the travel mode of the dual mode vehicle 1 is changed. It is set to be longer (for example, about 6 m). The equal width portion 12 and the wide track portion 20 are substantially in the same position from one end to the other end in the traveling direction. When the dual mode vehicle 1 enters the equal width portion 12, the guide wheel is always in the wide track. It is possible to fit between the rails of the part 20.

  The track-side width changing portion 13 is provided on the track side opposite to the road-side width changing portion 11 of the equal width portion 12, and the width gradually decreases from the gauge changing portion 30 toward the wide track portion 20. It is connected to the equal width portion 12. In addition, the dual mode vehicle 1 that has traveled from the track 300 through the gauge changing portion 30 and entered the guideway 10 greatly exceeds the gap between the gauge changing portions 30 (here, 35 mm on each side). Considering that there is no significant shift to the left and right, the opening on the track 300 side may be an opening that is smaller than the road-side width changing portion 11 (for example, an opening that extends about 100 mm to the left and right).

(Driving mode conversion)
Regarding the travel mode conversion performed by the dual mode vehicle 1 on the travel mode conversion structure 100 having the above structure, first, refer to FIGS. 5 and 6 for the flow of the travel mode conversion from the road travel mode to the track travel mode. While explaining.

The dual mode vehicle 1 in the road running mode running on a general road is running with the front and rear tires in the state where the front and rear guide wheels are raised, like a normal automobile or bus.
The dual mode vehicle 1 that has entered the travel mode conversion structure 100 from the road 200 side is slowed down before the guideway 10 and is positioned so that the vehicle body can be accommodated in the opening of the roadside width changing portion 11 of the guideway 10. The approach direction is adjusted, and the approach is started as shown in FIGS. 5 (a) and 5 (b). The state in which the dual mode vehicle 1 is traveling at a position slightly shifted to the right side with respect to the traveling mode conversion structure 100 at this time point is illustrated.

  The dual mode vehicle 1 that has started to enter the travel mode conversion structure 100 causes the right front tire to abut on the guideway 10 and then causes the right rear tire to abut on the guideway 10 to change the travel mode. While being aligned with the center of the structure 100, the structure 100 enters the wide track 20. For example, when the entered dual-mode vehicle 1 travels away from the direction in which the guide way 10 guides, the tire contacts the guide way 10 and generates a repulsive force. In accordance with the repulsive force, the dual-mode vehicle 1 changes its direction along the contacted guideway 10. As described above, the dual mode vehicle 1 enters the wide track portion 20 while contacting the guideway 10. Here, the contact includes traveling while the guideway 10 and the tire are in contact with or away from each other.

  As shown in FIGS. 5C and 5D, the dual mode vehicle 1 stops when it reaches the vicinity of the center of the wide track portion 20, and starts running mode conversion. By the predetermined switch operation provided in the driver's seat, the dual mode vehicle 1 lowers the front wheels and raises the front tires as shown in FIGS. 6 (a) and 6 (b). Let At this time, the rear tire does not rise and remains in contact with the rail upper surface. As described above, the guideway 10 enters the vehicle while adjusting the left / right displacement, and the rail R1 is installed in the wide track 20 so that the gap is wider than the track 300. Therefore, the guide wheel can be fitted into the rail R1 by lowering the guide wheel as it is.

  Then, as shown in FIGS. 6C and 6D, the gauge changing section 30 smoothly enters the track 300 having a narrower gauge than the wide track section 20 and travels. At this time, the rear tire is still on both the rail R2 and the pavement surface P2 of the gauge change portion 30, but the portion that protrudes from the upper surface of the rail R of the tire smoothly descends the slope of the slope 40 and gradually The tire is separated from the slope 40 and is in contact with only the upper surface of the rail R. By providing the slope 40, it is possible to prevent the tire from falling due to a step when the tire leaves the pavement surface P2, to reduce the impact, and to prevent deterioration in riding comfort.

Next, the travel mode conversion from the track travel mode to the road travel mode will be described.
The dual mode vehicle 1 that has traveled on the track 300 enters the travel mode conversion structure 100 from the front guide wheels. At this time, since the front tire is floating, it does not contact the guide way 10. Next, the rear tire contacts the slope 40 and smoothly contacts the pavement surface P <b> 2 of the gauge change portion 30 and enters between the guide ways 10. By providing the slope 40, it is possible to suppress the impact when the tire contacts the ground, and by providing the track side width changing portion 13, the tire does not strongly impact the guideway 10 and the traveling mode is changed. The structure 100 can be entered. The dual mode vehicle 1 stops in the vicinity of the center of the wide track portion 20, where the front and rear guide wheels are lifted, and the traveling mode conversion structure 100 is moved straight away to travel on the road 200 with tires.

  At this time, since the guideway 10 and the wide track portion 20 do not exhibit their functions, the facility is a one-way track that exclusively converts the travel mode from the track travel mode to the road travel mode. When the guideway 10 is provided, the guideway 10 and the wide track portion 20 are not necessary, and therefore the track-side width changing portion 13 is also unnecessary.

(Effect of traveling mode conversion structure according to the present embodiment)
As described above, the traveling mode conversion structure 100 according to the present embodiment has a function of adjusting the traveling direction by restricting the left and right traveling of the tires of the dual mode vehicle 1 by the guideway. Since the dual mode vehicle 1 can realize the travel mode conversion without using the guide roller, it is possible to provide the travel mode conversion structure 100 that can reduce the vehicle weight and the repair cost of the dual mode vehicle. Further, by reducing the vehicle weight, it is possible to avoid a reduction in the number of passengers due to restrictions on the allowable total weight and the allowable axle weight, and it is possible to secure the necessary passenger capacity.

  In addition, since the track-side end of the guide way 10 is arranged so that the mutual distance becomes narrower as it enters from the track side, the dual mode vehicle 1 can easily enter from the track side and the guide way guides. The direction in which the vehicle travels gradually coincides with the direction in which the vehicle travels, and the vehicle is gently and smoothly guided to an appropriate position in the left-right direction to mitigate the impact at the time of driving mode conversion.

Further, the tire is generally formed in such a shape that its side surface bulges outward from the tread portion T (see FIG. 4) in the width direction, and the direction in which the inner side surfaces of the side walls of the guideway 10 descend toward the inside. As a result, the dual-mode vehicle 1 enters the driving mode conversion structure 100, and the sidewall portion S of the tire comes into contact with the inclined surface of the sidewall body to limit the traveling direction of the tire. Since the contact area between the tire and the guideway 10 is larger than when the guideway 10 is configured with a vertical surface, the tire can be prevented from coming into strong contact with the guideway 10 and the deterioration of the tire can be reduced. can do.
In addition, the inner side surfaces of the side walls of the guideway 10 are formed as inclined surfaces in a direction of descending toward the inside, thereby preventing the tire wheel from contacting the guideway 10 and damaging both sides. You can also.

(Other)
In the traveling mode conversion structure 100 according to the present embodiment, the left and right outer sides of the rail R1 of the wide track portion 20 do not have to be paved with asphalt, and soil is provided if it is the same height as the upper surface of the rail R1. Or gravel or concrete may be used.

  In the traveling mode conversion structure 100 according to the present embodiment, the left and right outer sides of the rail R2 of the gauge change portion 30 do not necessarily have to be raised to the same height as the upper surface of the rail R2.

  Note that, in the traveling mode conversion structure 100 according to the present embodiment, even when the left and right outer sides of the rail R2 of the gauge change portion 30 are not paved at the same height as the upper surface of the rail R, there is a step with the paved surface. By providing the slope 40 at a certain point, it is possible to obtain an effect of passing through the steps smoothly.

  In the traveling mode conversion structure 100 according to the present embodiment, a cylindrical roller is provided on each inner slope of the road-side width changing portion 11, the equal width portion 12, and the track-side width changing portion 13 of the guideway 10. May be arranged side by side, or spheres embedded in a rotatable manner may be arranged side by side. It is desirable that the roller or the sphere be able to roll in a direction in which the tire can be guided below the slope so that the tire does not ride on the slope of the guideway 10. Thereby, when the tire of the dual mode vehicle 1 comes into contact, the vehicle can smoothly enter along the guide way 10 without getting on. When a sphere is arranged, not only can it prevent climbing, but it can also reduce friction in the direction of travel. Of course, different rollers and spheres may be arranged in order to exhibit the necessary effects for each slope. These rollers and spheres may be provided not only on the entire guideway 10 but also on the inner slopes of the road side width changing portion 11 and the track side width changing portion 13.

In the traveling mode conversion structure 100 according to the present embodiment, a center line indicating the center of each side wall of the guideway 10 may be provided. Correspondingly, a camera for photographing the center line of the traveling mode conversion structure 100 or the like may be provided in the lower center of the dual mode vehicle 1 toward the front. By entering the dual mode vehicle 1 while matching the center of the traveling mode conversion structure 100 while confirming the image at the driver's seat, it is possible to enter the traveling mode conversion structure 100 more smoothly. However, even when a camera is provided, the center line is not necessarily provided.
Alternatively, a camera for photographing the positional relationship between the tire side surface and the guide way 10 may be provided on the left and right side surfaces or side mirrors of the vehicle body 2, or instead of providing a camera, the tire side surface and the guide way may be provided. You may attach the mirror which can confirm the positional relationship with 10 to a side mirror etc. By entering the tire along the guideway 10 while confirming the image or mirror at the driver's seat, the vehicle can enter the driving mode conversion structure 100 more smoothly.

It is a side view of the dual mode vehicle which performs driving mode conversion using the structure for driving mode conversion concerning an embodiment in the invention. It is (a) top view and (b) side view of the structure for driving mode conversion which concerns on embodiment in this invention. It is explanatory drawing showing the relationship between a wide track part and a guide wheel seen from the cross section of the structure for driving mode conversion which concerns on embodiment in this invention. It is explanatory drawing showing the relationship with a rear tire seen from the cross section of the structure for driving mode conversion which concerns on embodiment in this invention. It is description of the drive mode conversion which a dual mode vehicle performs using the structure for drive mode conversion which concerns on embodiment in this invention, (a) Top view at the time of approach, (b) Side view, Before guide wheel fall (C) It is a top view, (d) It is a side view. It is description of the driving mode conversion which a dual mode vehicle performs using the structure for driving mode conversion which concerns on embodiment in this invention, (a) Top view after guide wheel descent, (b) Side view, Gauge change It is (c) top view at the time of driving | running | working of a part, (d) It is a side view.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Dual mode vehicle 2 Car body 3 Front rubber tire 4 Back rubber tire 3a, 4a Tire axle 5 Front guide wheel 6 Rear guide wheel 10 Guide way 11 Road side width change part 12 Equal width part 13 Track side width change part 20 Wide track part 30 Rail change part 40 Slope 100 Structure for traveling mode conversion 200 Road 300 Track P1, P2 Pavement surface R, R1, R2 Rail F Flange part S Side wall part T Tread part

Claims (2)

Road traveling tires provided via tire axles disposed respectively in front and rear of the vehicle body, and track traveling provided through axles disposed in front and rear of the vehicle body so as to be movable up and down. A dual mode vehicle having a guide wheel for driving and capable of traveling on a road and traveling on a track, a traveling mode between a road traveling mode in which the guide wheel is lifted to travel on the road and a traveling mode in which the guide wheel is lowered to travel on the track. A traveling mode conversion structure for performing conversion,
The traveling mode conversion structure is:
A wide track portion provided between the end portion of the road and the end portion of the track, and having a rail whose dimension between the tracks is set wider than that of the track rail;
A guideway composed of a pair of side walls respectively provided on the left and right of the wide track portion, which adjusts the traveling direction by restricting the left and right travel of the tires of the dual mode vehicle;
With
The pair of side walls of the guideway are arranged so that the distance between the end portions on the road side becomes narrower as the road side end portion enters from the road side, and the interval between the pair of side walls becomes narrower as the end portion on the track side enters from the track side. And arranged as
2. A traveling mode conversion structure according to claim 1, wherein the inner side surfaces of the guideways are formed as inclined surfaces in a direction of descending toward the inner side over the entire length.   The travel mode conversion structure according to claim 1, wherein at least the inner slope of the guideway is made of metal.

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