CA2002947C - Natural pendulum railroad vehicle based on right angle cardan system - Google Patents
Natural pendulum railroad vehicle based on right angle cardan systemInfo
- Publication number
- CA2002947C CA2002947C CA002002947A CA2002947A CA2002947C CA 2002947 C CA2002947 C CA 2002947C CA 002002947 A CA002002947 A CA 002002947A CA 2002947 A CA2002947 A CA 2002947A CA 2002947 C CA2002947 C CA 2002947C
- Authority
- CA
- Canada
- Prior art keywords
- vehicle body
- vehicle
- pair
- railroad vehicle
- railroad
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
- B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C9/00—Locomotives or motor railcars characterised by the type of transmission system used; Transmission systems specially adapted for locomotives or motor railcars
- B61C9/38—Transmission systems in or for locomotives or motor railcars with electric motor propulsion
- B61C9/52—Transmission systems in or for locomotives or motor railcars with electric motor propulsion with transmission shafts at an angle to the driving axles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
- B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
- B61F5/22—Guiding of the vehicle underframes with respect to the bogies
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B3/00—Engines characterised by air compression and subsequent fuel addition
- F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
- Motor Power Transmission Devices (AREA)
- Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
A railroad vehicle in which power is transmitted by a right angle cardan system and the body of which is inclined by a natural pendulum system. In a construction based on a right angle cardan system in which the axis of an output shaft extends in the longitudinal direction of the vehicle, two prime movers are mounted on one vehicle body in the vicinity of the center thereof so as to face in the opposite directions. Alternatively, one prime mover having a pair of output shafts disposed at its opposite ends may be mounted on the vehicle body generally at the center thereof. Power is trans-mitted from each output shaft to a corresponding one of axles disposed at longitudinal direction ends of the vehicle through a propeller shaft. The pair of propeller shafts are rotated in the opposite directions by the corresponding output shafts, thereby cancelling the reaction torques produced when the output shafts rotate with equal torques. There is therefore no possibility of the vehicle body being forcibly inclined. It is therefore possible to smoothly incline the vehicle body by the natural pendulum effect.
Description
aOOZ9~7 This invention relates to a natural pendulum type railroad vehicle based on a right angle cardan system and, more particularly, to a railroad vehicle in which motive power is transmitted by a right angle cardan system, and the body of which is inclined by a natural pendulum system.
In a situation where the curve passage speed of a vehicle is increased, it is desirable to prevent any centrifugal force from acting on passengers and making them feel uncomfortable as a result of lack of rail cant. A vehicle body inclining system based on a natural pendulum system is known in which the vehicle body is inclined by a centrifugal force to balance naturally. Such a system has adopted the "381-system" express trains run by electricity in Japan and achieves the desired results. For that type of vehicle, a parallel cardan system in which the main motor is incorporated in a truck is adopted as a power transmission system. In the parallel cardan system, the vehicle body is not forcibly inclined by the reaction torque of the driving torque of the main motor.
Almost all the railcars in Japan have diesel engines disposed under the floors of the vehicles and make use of the right angle cardan system in which power is transmitted through a propeller shaft at right angles to wheels incor-porated in a truck at one end of the vehicle.
In this known system, the axis of the output shaft of the diesel engine extends in the longitudinal direction of the vehicle. The vehicle body is therefore forcibly inclined by the reaction torque of the driving torque produced by the diesel engine. For this reason, no vehicle based on the - 1 - ~
right angle cardan system has been designed to incline the vehicle body by any natural pendulum system.
For example a "391-type" natural pendulum railcar for three-unit trains was made on an experimental basis by using a gas turbine. In this railcar, front and rear units connected to the central motive power unit were of pendulum type but the motive power unit in which the gas turbine was mounted was designed as a non-pendulum type. As a result, the desired objects including those relating to other factors have not been achieved and no practical vehicle of the desired type has been developed.
However, the need for speed-up of railroad transportation in non-electrified sections has become more stringent. Development of the technology for high speed railcars is therefore expected whereby vehicle body inclination based on a natural pendulum system may be realized.
The present invention has been realized by consideration given to these circumstances and as a result of various experiments and studies.
A feature of the present invention is therefore to provide a vehicle construction whereby, even in the case of a railcar having a prime mover disposed on the vehicle body side and having a power transmission system based on the right angle cardan system, the vehicle body can be inclined by a natural pendulum system while eliminating the possibility of the vehicle body being forcibly inclined at the time of transmission of the power of the prime mover, thereby enabling development of a high-speed vehicle or railcar.
According to a broad aspect of the present invention there is provided in a railroad vehicle having a vehicle body, a pair of trucks provided under both ends of the vehicle body for supporting the vehicle body and for rolling on rails, each truck having a pair of drive wheels, an axle connected to the pair of drive wheels, and an output shaft mechanically connected to the axle. The improvement of the railroad vehicle comprises a prime mover suspended under the vehicle body and functionally connected to each axle via the output shaft for driving the railroad vehicle on the rail. A pendulum beam is provided under the vehicle body for inclination thereof about a longitudinal axis of the railroad vehicle. A roller is interposed between each of the trucks and the pendulum beam for inclining the vehicle body in order to utilize natural pendulum action so as to make passengers feel comfortable during travel along a curve at high speed and to cancel reaction torque caused by rotation of the drive shaft in an opposite direction.
According to a still further broad aspect of the present invention there is provided in a railroad vehicle having a vehicle body, a pair of trucks provided under both ends of the vehicle body for supporting the vehicle body and for rolling on rails, each truck having a pair of drive wheels, an axle connected to the pair of drive wheels, and an output shaft mechanically connected to the axle. The improvement of the railroad vehicle comprises a pair of prime movers suspended under the vehicle body and each functionally connected to a respective one of the axles of the pair of trucks for driving the railroad vehicle on the rail. A pendulum beam is provided under the vehicle body for inclination thereof about a longitudinal axis of the railroad vehicle. A roller is interposed between the trucks and the pendulum beam for inclining the vehicle body in order to utilize natural 6~
pendulum action so as to make passengers feel comfortable during travel along a curve at high speed and to cancel reaction torque caused by rotation of the drive shaft in an opposite direction.
FIGURE 1 is a side view showing the relationship between the placement of prime movers and the directions of rotation of propeller shafts;
FIGURE 2 is a simplified bottom view showing the relationship between the arrangement of the propeller shafts and gears in speed reducers and the direction in which the vehicle travels;
FIGURE 3 is an end view illustrating a natural pendulum vehicle;
I
200294~7 `_ FIGURE 4 is a side view showing the relationship between the placement of prime movers and the directions of rotation of propeller shafts;
FIGURE 5 is a simplified bottom view showing the relationship between the arrangement of the propeller shafts and gears in speed reducers and the direction in which the vehicle travels;
FIGURE 6 is a partially sectional side view of a propeller shaft of the natural pendulum vehicle in accordance with the present invention;
FIGURE 7 is a cross-sectional view taken along the cross-section line III-III of Figure 6; and FIGURE 8 is a partially sectional perspective view of another example of the propeller shaft.
A first embodiment of the present invention will be described below with reference to Figures 1 to 3.
Figures 1 to 3 are diagrams of the basic construction of a natural pendulum railroad vehicle based on a right angle cardan system.
The railroad vehicle of this embodiment comprises a two-shaft bogie and has a two-prime-mover system in which a pair of trucks have power shafts disposed coaxially with each other and disposed on their inner sides under the vehicle body 1.
As shown in Figure 3, a vehicle body 1 is provided with pendulum beams 12 with bolster springs 11 interposed between the vehicle body 1 and the pendulum beams 12.
Pendulum rollers 2 are disposed on trucks 13, and the pendulum beams 12 are supported on the pendulum rollers 2, thereby enabling the vehicle body to be inclined about the center 8 of pendulum rotation. A reference numeral 9 denotes the vehicle inclination angle.
As shown in Figures 1 and 2, a pair of prime movers 4 are mounted to a bottom portion of the vehicle body 1 in the vicinity of the center thereof, and each prime mover 4 has an output shaft 4S extending in the longitudinal direction of the vehicle body.
Ordinarily, the prime mover 4 is an internal combustion engine, but it may be an electric motor.
In this example, the pair of prime movers 4 have substantially the same outputs and have the same performance. The prime movers 4 are also opposedly disposed in the vicinity of the center of the vehicle and are controlled to always output equal power. The output shafts 4S are connected to propeller shafts 3 to rotate the same in a rotational direction 5 and a direction 6 opposite to the direction 5, respectively.
The power of each prime mover 4 is transmitted from the output shaft 4S to an axle 10 via a speed reducer 7.
The axle 10 is connected to a pair of driving wheels 15.
As shown in Figure 2, bevel gears of the speed reducers 7 are disposed so as to face in the opposite directions as viewed from the side of the prime movers, thereby enabling the vehicle to move in one direction, e.g., the direction of the arrow D when the propeller shafts 3 are rotated in the directions 5 and 6, opposite to each other.
In this embodiment, two prime movers 4 having the same performance are provided on one vehicle, and the propeller shafts 3 are respectively rotated by the prime movers 4 in the opposite ,,~
directions, thereby cancelling reaction torques produced when the prime movers 4 rotate with equal powers.
There is therefore no possibility of the vehicle body 1 being forcibly inclined by any reaction torque. In consequence, the vehicle body can be smoothly inclined by the natural pendulum effect.
A second embodiment of the present invention will be described below with reference to Figures 4 and 5.
The embodiment shown in Figures 4 and 5 is based on a one-prime mover system.
A prime mover 4 disposed generally at the center of the vehicle has a pair of output shafts 4S
extending toward the front and rear ends of the vehicle, respectively. The output shafts 4S are connected to propeller shafts 3 to rotate the propeller shafts 3 in a rotational direction 5 and a direction 6 opposite to the direction 5, respec-tively.
The power is transmitted from each output shaft 4S to an axle 10 via a speed reducer 7.
The axle 10 is connected to a driving wheel 15.
In this embodiment, one prime mover 4 having a pair of output shafts disposed at its opposite ends, is mounted to the vehicle body 1 and generally at the center thereof. The power is transmitted from output shafts 4S to axles 10, disposed at the front and rear ends of the vehicle, through respective propeller shafts 3.
The propeller shafts 3 are rotated by the one prime mover 4 in the opposite directions, thereby cancelling reaction torques produced when the output shafts 4 rotate with equal powers.
`_ 2002947 There is therefore no possibility of the vehicle body 1 being forcibly inclined by any reaction torque. Therefore, the vehicle body can be smoothly inclined by the natural pendulum effect.
Next, the structure of a propeller shaft for natural pendulum railcars based on the right angle cardan system in accordance with the present invention will be described below with reference to Figures 6 and 7.
A propeller shaft 3 has, as shown in Figures 6 and 7, stationary yokes 21 and 22, a slide shaft yoke 23, and a yoke 24 having a spline. An expansion section 25 is formed by spline-fitting the slide shaft yoke 23 and the yoke 24 with the spline sleeve, and a ball bearing 26 is interposed between spline portions of the yokes 23 and 24. The ball bearing 26 enables a reduction in the frictional resistance caused when the expansion section 25 extends or contracts.
That is, the ball bearing 26 is interposed between the spline portions of the spline shaft yoke 23 and the yoke 24 with the spline sleeve, and the frictional resistance of the ball bearing 25 is therefore small (Kgf/Kgf - m = 0.04 to 0.35). In consequence, the frictional resistance between the yokes 23 and 24 is reduced, thereby enabling the vehicle body to effect a natural pendulum motion under a low-resistance condition.
Another example of the propeller shaft will now be described with reference to Figure 8. As shown, a propeller shaft 3 in accordance with this embodiment has, as in the case of the arrangement shown in Figure 6, stationary yokes 21 and 22, a slide shaft yoke 23, and a yoke 24 having a spline.
An expansion section 25 is formed by spline-fitting the slide shaft yoke 23 and the yoke 24 with the spline sleeve. Resin coatings (nylon coating) 23a, 24a are formed on spline portions of the yokes 23 and 24, thereby reducing the friction coefficients (~ =
about 0.075) of the spline portions.
In this example also, the frictional resistance between the two yokes during sliding is reduced, thereby enabling the vehicle body to effect a natural pendulum motion under a low-resistance condition.
As is clear from the above description of the embodiments, the present invention enables railroad vehicles, such as railcars, a pendulum vehicle construction utilizing a natural pendulum action to make passengers feel more comfortable during travelling along a curve at a high speed even in the case of a vehicle having a prime mover such as an internal combustion engine mounted on the vehicle body and having a right angle cardan type of power transmission mechanism. The present invention therefore enables an increase in the curve passage speed of vehicles having this type of power transmission mechanism.
In the propeller shaft in accordance with the present invention, the frictional coefficients of spline portions of the propeller shaft connecting the prime mover and the driving wheel can be reduced, thereby enabling a reduction in the slide resistance at the time of expansion/contraction of the propeller shaft and removing a force resulting from the slide resistance which impedes the pendulum action.
In a situation where the curve passage speed of a vehicle is increased, it is desirable to prevent any centrifugal force from acting on passengers and making them feel uncomfortable as a result of lack of rail cant. A vehicle body inclining system based on a natural pendulum system is known in which the vehicle body is inclined by a centrifugal force to balance naturally. Such a system has adopted the "381-system" express trains run by electricity in Japan and achieves the desired results. For that type of vehicle, a parallel cardan system in which the main motor is incorporated in a truck is adopted as a power transmission system. In the parallel cardan system, the vehicle body is not forcibly inclined by the reaction torque of the driving torque of the main motor.
Almost all the railcars in Japan have diesel engines disposed under the floors of the vehicles and make use of the right angle cardan system in which power is transmitted through a propeller shaft at right angles to wheels incor-porated in a truck at one end of the vehicle.
In this known system, the axis of the output shaft of the diesel engine extends in the longitudinal direction of the vehicle. The vehicle body is therefore forcibly inclined by the reaction torque of the driving torque produced by the diesel engine. For this reason, no vehicle based on the - 1 - ~
right angle cardan system has been designed to incline the vehicle body by any natural pendulum system.
For example a "391-type" natural pendulum railcar for three-unit trains was made on an experimental basis by using a gas turbine. In this railcar, front and rear units connected to the central motive power unit were of pendulum type but the motive power unit in which the gas turbine was mounted was designed as a non-pendulum type. As a result, the desired objects including those relating to other factors have not been achieved and no practical vehicle of the desired type has been developed.
However, the need for speed-up of railroad transportation in non-electrified sections has become more stringent. Development of the technology for high speed railcars is therefore expected whereby vehicle body inclination based on a natural pendulum system may be realized.
The present invention has been realized by consideration given to these circumstances and as a result of various experiments and studies.
A feature of the present invention is therefore to provide a vehicle construction whereby, even in the case of a railcar having a prime mover disposed on the vehicle body side and having a power transmission system based on the right angle cardan system, the vehicle body can be inclined by a natural pendulum system while eliminating the possibility of the vehicle body being forcibly inclined at the time of transmission of the power of the prime mover, thereby enabling development of a high-speed vehicle or railcar.
According to a broad aspect of the present invention there is provided in a railroad vehicle having a vehicle body, a pair of trucks provided under both ends of the vehicle body for supporting the vehicle body and for rolling on rails, each truck having a pair of drive wheels, an axle connected to the pair of drive wheels, and an output shaft mechanically connected to the axle. The improvement of the railroad vehicle comprises a prime mover suspended under the vehicle body and functionally connected to each axle via the output shaft for driving the railroad vehicle on the rail. A pendulum beam is provided under the vehicle body for inclination thereof about a longitudinal axis of the railroad vehicle. A roller is interposed between each of the trucks and the pendulum beam for inclining the vehicle body in order to utilize natural pendulum action so as to make passengers feel comfortable during travel along a curve at high speed and to cancel reaction torque caused by rotation of the drive shaft in an opposite direction.
According to a still further broad aspect of the present invention there is provided in a railroad vehicle having a vehicle body, a pair of trucks provided under both ends of the vehicle body for supporting the vehicle body and for rolling on rails, each truck having a pair of drive wheels, an axle connected to the pair of drive wheels, and an output shaft mechanically connected to the axle. The improvement of the railroad vehicle comprises a pair of prime movers suspended under the vehicle body and each functionally connected to a respective one of the axles of the pair of trucks for driving the railroad vehicle on the rail. A pendulum beam is provided under the vehicle body for inclination thereof about a longitudinal axis of the railroad vehicle. A roller is interposed between the trucks and the pendulum beam for inclining the vehicle body in order to utilize natural 6~
pendulum action so as to make passengers feel comfortable during travel along a curve at high speed and to cancel reaction torque caused by rotation of the drive shaft in an opposite direction.
FIGURE 1 is a side view showing the relationship between the placement of prime movers and the directions of rotation of propeller shafts;
FIGURE 2 is a simplified bottom view showing the relationship between the arrangement of the propeller shafts and gears in speed reducers and the direction in which the vehicle travels;
FIGURE 3 is an end view illustrating a natural pendulum vehicle;
I
200294~7 `_ FIGURE 4 is a side view showing the relationship between the placement of prime movers and the directions of rotation of propeller shafts;
FIGURE 5 is a simplified bottom view showing the relationship between the arrangement of the propeller shafts and gears in speed reducers and the direction in which the vehicle travels;
FIGURE 6 is a partially sectional side view of a propeller shaft of the natural pendulum vehicle in accordance with the present invention;
FIGURE 7 is a cross-sectional view taken along the cross-section line III-III of Figure 6; and FIGURE 8 is a partially sectional perspective view of another example of the propeller shaft.
A first embodiment of the present invention will be described below with reference to Figures 1 to 3.
Figures 1 to 3 are diagrams of the basic construction of a natural pendulum railroad vehicle based on a right angle cardan system.
The railroad vehicle of this embodiment comprises a two-shaft bogie and has a two-prime-mover system in which a pair of trucks have power shafts disposed coaxially with each other and disposed on their inner sides under the vehicle body 1.
As shown in Figure 3, a vehicle body 1 is provided with pendulum beams 12 with bolster springs 11 interposed between the vehicle body 1 and the pendulum beams 12.
Pendulum rollers 2 are disposed on trucks 13, and the pendulum beams 12 are supported on the pendulum rollers 2, thereby enabling the vehicle body to be inclined about the center 8 of pendulum rotation. A reference numeral 9 denotes the vehicle inclination angle.
As shown in Figures 1 and 2, a pair of prime movers 4 are mounted to a bottom portion of the vehicle body 1 in the vicinity of the center thereof, and each prime mover 4 has an output shaft 4S extending in the longitudinal direction of the vehicle body.
Ordinarily, the prime mover 4 is an internal combustion engine, but it may be an electric motor.
In this example, the pair of prime movers 4 have substantially the same outputs and have the same performance. The prime movers 4 are also opposedly disposed in the vicinity of the center of the vehicle and are controlled to always output equal power. The output shafts 4S are connected to propeller shafts 3 to rotate the same in a rotational direction 5 and a direction 6 opposite to the direction 5, respectively.
The power of each prime mover 4 is transmitted from the output shaft 4S to an axle 10 via a speed reducer 7.
The axle 10 is connected to a pair of driving wheels 15.
As shown in Figure 2, bevel gears of the speed reducers 7 are disposed so as to face in the opposite directions as viewed from the side of the prime movers, thereby enabling the vehicle to move in one direction, e.g., the direction of the arrow D when the propeller shafts 3 are rotated in the directions 5 and 6, opposite to each other.
In this embodiment, two prime movers 4 having the same performance are provided on one vehicle, and the propeller shafts 3 are respectively rotated by the prime movers 4 in the opposite ,,~
directions, thereby cancelling reaction torques produced when the prime movers 4 rotate with equal powers.
There is therefore no possibility of the vehicle body 1 being forcibly inclined by any reaction torque. In consequence, the vehicle body can be smoothly inclined by the natural pendulum effect.
A second embodiment of the present invention will be described below with reference to Figures 4 and 5.
The embodiment shown in Figures 4 and 5 is based on a one-prime mover system.
A prime mover 4 disposed generally at the center of the vehicle has a pair of output shafts 4S
extending toward the front and rear ends of the vehicle, respectively. The output shafts 4S are connected to propeller shafts 3 to rotate the propeller shafts 3 in a rotational direction 5 and a direction 6 opposite to the direction 5, respec-tively.
The power is transmitted from each output shaft 4S to an axle 10 via a speed reducer 7.
The axle 10 is connected to a driving wheel 15.
In this embodiment, one prime mover 4 having a pair of output shafts disposed at its opposite ends, is mounted to the vehicle body 1 and generally at the center thereof. The power is transmitted from output shafts 4S to axles 10, disposed at the front and rear ends of the vehicle, through respective propeller shafts 3.
The propeller shafts 3 are rotated by the one prime mover 4 in the opposite directions, thereby cancelling reaction torques produced when the output shafts 4 rotate with equal powers.
`_ 2002947 There is therefore no possibility of the vehicle body 1 being forcibly inclined by any reaction torque. Therefore, the vehicle body can be smoothly inclined by the natural pendulum effect.
Next, the structure of a propeller shaft for natural pendulum railcars based on the right angle cardan system in accordance with the present invention will be described below with reference to Figures 6 and 7.
A propeller shaft 3 has, as shown in Figures 6 and 7, stationary yokes 21 and 22, a slide shaft yoke 23, and a yoke 24 having a spline. An expansion section 25 is formed by spline-fitting the slide shaft yoke 23 and the yoke 24 with the spline sleeve, and a ball bearing 26 is interposed between spline portions of the yokes 23 and 24. The ball bearing 26 enables a reduction in the frictional resistance caused when the expansion section 25 extends or contracts.
That is, the ball bearing 26 is interposed between the spline portions of the spline shaft yoke 23 and the yoke 24 with the spline sleeve, and the frictional resistance of the ball bearing 25 is therefore small (Kgf/Kgf - m = 0.04 to 0.35). In consequence, the frictional resistance between the yokes 23 and 24 is reduced, thereby enabling the vehicle body to effect a natural pendulum motion under a low-resistance condition.
Another example of the propeller shaft will now be described with reference to Figure 8. As shown, a propeller shaft 3 in accordance with this embodiment has, as in the case of the arrangement shown in Figure 6, stationary yokes 21 and 22, a slide shaft yoke 23, and a yoke 24 having a spline.
An expansion section 25 is formed by spline-fitting the slide shaft yoke 23 and the yoke 24 with the spline sleeve. Resin coatings (nylon coating) 23a, 24a are formed on spline portions of the yokes 23 and 24, thereby reducing the friction coefficients (~ =
about 0.075) of the spline portions.
In this example also, the frictional resistance between the two yokes during sliding is reduced, thereby enabling the vehicle body to effect a natural pendulum motion under a low-resistance condition.
As is clear from the above description of the embodiments, the present invention enables railroad vehicles, such as railcars, a pendulum vehicle construction utilizing a natural pendulum action to make passengers feel more comfortable during travelling along a curve at a high speed even in the case of a vehicle having a prime mover such as an internal combustion engine mounted on the vehicle body and having a right angle cardan type of power transmission mechanism. The present invention therefore enables an increase in the curve passage speed of vehicles having this type of power transmission mechanism.
In the propeller shaft in accordance with the present invention, the frictional coefficients of spline portions of the propeller shaft connecting the prime mover and the driving wheel can be reduced, thereby enabling a reduction in the slide resistance at the time of expansion/contraction of the propeller shaft and removing a force resulting from the slide resistance which impedes the pendulum action.
Claims (6)
1. In a railroad vehicle having a vehicle body, a pair of trucks provided under both ends of said vehicle body for supporting said vehicle body and for rolling on rails, each said truck having a pair of drive wheels, an axle connected to said pair of drive wheels, and an output shaft mechanically connected to said axle, the improvement of the railroad vehicle which comprises:
a prime mover suspended under said vehicle body and functionally connected to each axle via said output shaft connected to a propeller shaft for driving said railroad vehicle on said rail;
a pendulum beam provided under said vehicle body for inclination thereof about a longitudinal axis of said railroad vehicle; and a roller interposed between each said truck and said pendulum beam for inclining said vehicle body in order to utilize natural pendulum action so as to make passengers feel comfortable during travel along a curve at high speed and to cancel reaction torque caused by rotation of said drive shaft in an opposite direction.
a prime mover suspended under said vehicle body and functionally connected to each axle via said output shaft connected to a propeller shaft for driving said railroad vehicle on said rail;
a pendulum beam provided under said vehicle body for inclination thereof about a longitudinal axis of said railroad vehicle; and a roller interposed between each said truck and said pendulum beam for inclining said vehicle body in order to utilize natural pendulum action so as to make passengers feel comfortable during travel along a curve at high speed and to cancel reaction torque caused by rotation of said drive shaft in an opposite direction.
2. A railroad vehicle according to claim 1, wherein a ball bearing is interposed between spline portions of said propeller shaft.
3. A railroad vehicle according to claim 1, wherein a coating having a low friction coefficient is formed on a spline portion of said propeller shaft.
4. In a railroad vehicle having a vehicle body, a pair of trucks provided under both ends of said vehicle body for supporting said vehicle body and for rolling on rails, each said truck having a pair of drive wheels, an axle connected to said pair of drive wheels, and an output shaft mechanically connected to said axle through a propeller shaft, the improvement of the railroad vehicle which comprises:
a pair of prime movers suspended under said vehicle body and each functionally connected to a respective one of said axle of said pair of trucks for driving said railroad vehicle on said rail;
a pendulum beam provided under said vehicle body for inclination thereof about a longitudinal axis of said railroad vehicle; and a roller interposed between said trucks and said pendulum beam for inclining said vehicle body in order to utilize natural pendulum action so as to make passengers feel comfortable during travel along a curve at high speed and to cancel reaction torque caused by rotation of said drive shaft in an opposite direction.
a pair of prime movers suspended under said vehicle body and each functionally connected to a respective one of said axle of said pair of trucks for driving said railroad vehicle on said rail;
a pendulum beam provided under said vehicle body for inclination thereof about a longitudinal axis of said railroad vehicle; and a roller interposed between said trucks and said pendulum beam for inclining said vehicle body in order to utilize natural pendulum action so as to make passengers feel comfortable during travel along a curve at high speed and to cancel reaction torque caused by rotation of said drive shaft in an opposite direction.
5. A railroad vehicle according to claim 4, wherein a ball bearing is interposed between spline portions of said propeller shaft.
6. A railroad vehicle according to claim 4, wherein a coating having a low friction coefficient is formed on a spline portion of said propeller shaft.
Applications Claiming Priority (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP330974/1988 | 1988-12-29 | ||
| JP63330974A JPH0629022B2 (en) | 1988-12-29 | 1988-12-29 | Natural pendulum railway vehicle equipped with a power transmission mechanism by a right angle cardan system with a prime mover mounted on the vehicle body |
| JP1122982A JPH02304218A (en) | 1989-05-18 | 1989-05-18 | Propeller shaft of pendulum type diesel car |
| JP122982/1989 | 1989-05-18 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2002947C true CA2002947C (en) | 1995-04-25 |
Family
ID=26460006
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002002947A Expired - Lifetime CA2002947C (en) | 1988-12-29 | 1989-11-14 | Natural pendulum railroad vehicle based on right angle cardan system |
Country Status (5)
| Country | Link |
|---|---|
| EP (1) | EP0376452B1 (en) |
| KR (1) | KR950014363B1 (en) |
| CA (1) | CA2002947C (en) |
| DE (1) | DE68915138T2 (en) |
| ES (1) | ES2056228T3 (en) |
Families Citing this family (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| IT202000013867A1 (en) * | 2020-06-10 | 2021-12-10 | Giuseppe Milazzo | DRIVING RAILWAY CARRIAGE INCLUDING ONE OR MORE LIGHTWEIGHT CARRIAGES |
| CN112549934B (en) * | 2020-12-04 | 2022-04-15 | 中车南京浦镇车辆有限公司 | Rubber wheel train |
| CN112849170B (en) * | 2021-02-19 | 2024-01-05 | 安徽万航轨道交通装备有限公司 | Oil-electricity hybrid driving device for locomotive head of railway locomotive |
| KR20230174103A (en) | 2022-06-20 | 2023-12-27 | 이당훈 | Combustion catalyst supply method and system for inlet side for combustion promotion of internal combustion engine |
Family Cites Families (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| BE380497A (en) * | ||||
| US2391103A (en) * | 1943-02-12 | 1945-12-18 | Transit Res Corp | Motor with separate drive shafts |
| FR1025447A (en) * | 1949-11-18 | 1953-04-15 | Henschel & Sohn Gmbh | Installation of engines for road and rail vehicles |
| FR1231813A (en) * | 1959-04-16 | 1960-10-03 | Alsthom Cgee | Connection between bogie and body |
| DE2258645A1 (en) * | 1972-11-30 | 1974-06-20 | Orenstein & Koppel Ag | ELECTRIC MOTORS FOR THE SIMULTANEOUS DRIVE OF TWO AXES MOUNTED IN A RAILWAY TURNTABLE |
| DK373786A (en) * | 1986-08-06 | 1988-02-07 | Ascan As | RAILWAY TRUCK WITH CARE BOGIES |
-
1989
- 1989-09-21 KR KR1019890013597A patent/KR950014363B1/en not_active IP Right Cessation
- 1989-11-08 ES ES89311549T patent/ES2056228T3/en not_active Expired - Lifetime
- 1989-11-08 EP EP89311549A patent/EP0376452B1/en not_active Expired - Lifetime
- 1989-11-08 DE DE68915138T patent/DE68915138T2/en not_active Expired - Fee Related
- 1989-11-14 CA CA002002947A patent/CA2002947C/en not_active Expired - Lifetime
Also Published As
| Publication number | Publication date |
|---|---|
| EP0376452A2 (en) | 1990-07-04 |
| EP0376452B1 (en) | 1994-05-04 |
| DE68915138D1 (en) | 1994-06-09 |
| DE68915138T2 (en) | 1994-08-18 |
| ES2056228T3 (en) | 1994-10-01 |
| KR950014363B1 (en) | 1995-11-25 |
| KR900009372A (en) | 1990-07-04 |
| EP0376452A3 (en) | 1991-03-13 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| EEER | Examination request | ||
| MKLA | Lapsed | ||
| MKEC | Expiry (correction) |
Effective date: 20121202 |