JP2003052101A - Attitude-holding device for pantograph for railway rolling stock - Google Patents

Abstract

PROBLEM TO BE SOLVED: To hold the attitude of a pantograph for maintaining normal contact with a contact wire, even if the body of a railway car is inclined with respect to the left or right relative to the bogie thereof. SOLUTION: An attitude holding device for railway rolling stock pantograph is provided with a differential gear mechanism 7 and start links 6L and 6R installed on a bogie 3, so that the start links can rock freely and the amounts of rocking thereof, respectively correspond to the amounts of relative displacement to the bogie at the left and right ends of a body 4 of the car. Based on the rocking of the starting links 6L and 6R, two input amounts of rotation are inputted to the differential gear mechanism 7, and larger the inclination of the body 4 relative to the bogie 3 is, the larger the output amount of rotation outputted from the differential gear mechanism 7 is. An attitude-correcting link 9 rocks by the amount of rocking, corresponding to the output amount of rotation from the differential gear mechanism 7, and accordingly, a pantograph 8 is inclined with respect to the opposite side to the inclination of the body 4. In order to transmit power from the under side to the upper side of the body 4 at any point in the process of transmission of power from the start links 6L and 6R to the attitude correcting link 9, body-side rotation shafts 5L and 5R are installed on the body 4.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a posture maintaining device for a pantograph for railway vehicles.

[0002]

2. Description of the Related Art As a technique for maintaining a pantograph posture and improving a contact state with a trolley wire even if a vehicle body leans when a railroad vehicle travels in a curve section, for example, Japanese Patent Laid-Open No. 8-205310. No. 8-308011
No. 6, Unexamined Japanese Patent Publication No. 9-46807, Japanese Patent Publication No. 11-50939
No. 8, Japanese Patent Laid-Open No. 2000-308202, and the like.

[0003]

Of these, Japanese Patent Application Laid-Open No. 8-
In the technique disclosed in No. 205310, the link arranged in the vehicle body is used as the driving force transmission means for driving the pantograph based on the inclination of the vehicle body in the left-right direction with respect to the carriage. Therefore, it is necessary to secure an operation area of the link. . Therefore, it can be said that it is not preferable from the viewpoint of space saving. In the technique disclosed in Japanese Patent Application Laid-Open No. 8-308011, the pantograph is moved by the driving device that is driven based on the electric signal, so that it is premised that the control state is good. Therefore, in the unlikely event that the control state becomes defective, there is a problem that the originally desired action cannot be obtained. JP-A-9-
Since the technology disclosed in No. 46807 uses hydraulic pressure, there is a problem that hydraulic equipment such as a hydraulic pump and a cylinder is required, and it takes time to manage the equipment and oil. The technique disclosed in Japanese Patent Publication No. 11-509398 is limited to a carriage system using a pendulum beam (oscillating beam). Moreover, since the axis (control axis) penetrates the inside of the vehicle body, it occupies a part of the cabin space. In the technique disclosed in Japanese Patent Laid-Open No. 2000-308202, it is necessary to secure the operation area of the link, so that it is difficult to configure the side edge portion of the vehicle body.

The present invention has been made to solve the above problems, and an object of the present invention is to provide a posture maintaining device for a pantograph for a railway vehicle which can solve the above problems.

[0005]

In order to solve the above-mentioned problems, according to the present invention, as shown in, for example, FIGS. 1 to 5 (FIGS. 6 and 7), a vehicle body 4 of a railway vehicle 1 is mounted on a bogie 3. Even if the pantograph 8 is tilted in the left-right direction, the posture of the pantograph 8 provided on the roof of the vehicle body 4 is maintained to maintain the normal contact state with the trolley wire 100. 300), which outputs an output rotation amount that is proportional to the sum or difference of the two input rotation amounts when two input rotation amounts are input,
Each of the left and right ends of the vehicle body 4 is swingably provided with respect to the carriage 3 so as to swing with a swing amount according to the relative displacement amount with respect to the carriage 3. Based on the swing, the vehicle body 4 with respect to the carriage 3 is swung. A larger pair of starting links 6L, 6R for inputting one of the two input rotation amounts to the differential gear device 7 such that the output rotation amount of the differential gear device 7 increases as the inclination of the input gear increases. (206L, 206R) and the swing amount according to the output rotation amount from the differential gear device 7, the pantograph 8 is tilted to the side opposite to the tilt of the vehicle body 4 with respect to the carriage 3 and is normally operated. At any one of the posture correction link 9 for making the posture and the process of transmitting the power from the pair of activation links 6L, 6R (206L, 206R) to the posture correction link 9, the power is transmitted to the vehicle body 4
Vehicle body side rotation shafts 5L, 5R (205, 3) rotatably provided with respect to the vehicle body 4 for transmission from the lower side to the upper side.
05L), and is provided.

According to the first aspect of the present invention, when the vehicle body is tilted in the left-right direction with respect to the bogie, the pair of starting links are respectively swung by a swing amount corresponding to the tilt amount, and based on the swing, In order to increase the output rotation amount of the differential gear device as the inclination of the vehicle body with respect to the trolley increases,
One of the two input rotation amounts is input, and the posture correction link swings with the swing amount according to the output rotation amount from the differential gear device, and based on the swing, the pantograph is on the opposite side of the inclination of the vehicle body with respect to the carriage. Since the pantograph is tilted to, the posture of the pantograph is maintained and the pantograph is maintained in a normal contact state with the trolley wire. Moreover, the vehicle body-side rotation shaft that rotates with respect to the vehicle body can transmit the power from the lower side to the upper side of the vehicle body in any of the processes of transmitting the power from the pair of starting links to the posture correction link. The space required for the power transmission can be made as compact as possible.

In the present invention, Japanese Patent Laid-Open No. 8-20531
Unlike No. 0, since the tilt displacement of the vehicle body with respect to the bogie is converted into the rotational displacement of the vehicle body side rotating shaft and the drive is transmitted, space saving can be achieved as compared with the case of using a link arranged in the vehicle body. In the present invention, unlike Japanese Patent Application Laid-Open No. 8-308011, the pantograph is mechanically operated, so an electric signal for operating the pantograph is unnecessary, and it is not necessary to consider the control state of the electric signal. In the present invention, unlike Japanese Patent Application Laid-Open No. 9-46807, since hydraulic equipment is not used, not only is hydraulic equipment unnecessary, but also labor for equipment and oil management is unnecessary. In the present invention, the special table 11-5
Unlike No. 09398, it can be widely applied from a truck using a pendulum beam to a normal truck. Moreover, since the vehicle body side rotating shaft can also pass through, for example, the side edge portion of the vehicle body, it does not occupy the cabin space. In the present invention, Japanese Patent Laid-Open No. 2000-308
Unlike No. 202, since the vehicle body-side rotation shaft that requires almost no operating space is used, space can be saved compared to the case where a link is used, and the side edge portion of the vehicle body can be configured.

In the present invention, the differential gear device is
It is preferably arranged on the roof of the vehicle body or under the floor of the vehicle body so that the differential gear device does not occupy the passenger compartment space. Further, it is preferable that the pair of vehicle body-side rotation shafts be arranged at the left and right end portions of the vehicle body (left and right end portions or left and right end portions) or the traveling direction end portions (for example, one end portion in the traveling direction) of the vehicle body. . Even if the pair of vehicle body side rotation shafts are arranged at the left and right end portions of the vehicle body or at the end portions in the traveling direction, there is an advantage that the cabin space is not affected in any case. In the case of a so-called articulated vehicle, that is, in the case of a system in which vehicle bodies are connected by a dolly, it is easy to dispose a pair of vehicle body side rotation shafts at the ends of the vehicle body in the traveling direction.

[0009]

DESCRIPTION OF THE PREFERRED EMBODIMENTS [First Embodiment] A first embodiment according to the present invention will be described below with reference to the drawings. FIG. 1 is a front cross-sectional view of a vehicle (railroad vehicle) including an attitude holding device 2 for a pantograph for a railroad vehicle according to the present invention. The vehicle 1 includes a trolley 3 configured to be able to travel on a track (not shown) by rotatably providing a plurality of wheels 31 in two rows, and a vehicle body 4 provided on the trolley 3. I have it. The vehicle body 4 is provided on the trolley 3 via buffering means (not shown) such as a spring type, a pneumatic type, and a hydraulic (hydraulic) type. Therefore, when the vehicle 1 travels in a curved section, the vehicle body 4 tilts in the left-right direction with respect to the carriage 3, and when traveling in the undulating section, the vehicle body 4 is displaced in the vertical direction with respect to the carriage 3. Further, a pantograph 8 is provided on the roof of the vehicle body 4 so as to be tiltable left and right with respect to the vehicle body 4.

As shown in FIG. 1, the posture maintaining device 2 for a pantograph for a railway vehicle according to the first embodiment has a swing amount corresponding to a relative displacement amount of one of the left and right end portions of a vehicle body 4 with respect to a carriage 3. A pair of starting links 6L and 6R swingably provided to the carriage 3 so as to swing, and power applied from each of the pair of starting links 6L and 6R is transferred from the lower side to the upper side of the vehicle body 4. And a pair of vehicle body-side rotation shafts 5L and 5R that are rotatably provided to the vehicle body 4 to transmit the power transmitted from the pair of vehicle body-side rotation shafts 5L and 5R. And a differential gear device 7 that outputs a rotational force (output rotational amount) that is proportional to the sum or difference of these two rotational forces. When the output power is transmitted, it oscillates More, it is schematically constituted by a posture correction link 9 to the normal posture by tilting the pantograph 8 on the opposite side of the vehicle body inclination with respect to the bogie 3.

The configuration of the posture maintaining device 2 for a pantograph for a railway vehicle according to the first embodiment will be described in detail below.

First, the pair of starting links 6L and 6R are provided on the left and right of the carriage 3, for example. Of these, the left start link 6L is composed of, for example, a rod-shaped support link 61L and a bevel gear 62L which is fixed to the tip of the support link 61L and therefore does not rotate with respect to the support link 61L. Similarly, the activation link 6R on the right side is also configured by the support link 61R and the bevel gear 62R. Also, on the left and right sides of the trolley 3, the activation links 6L, 6
The supporting members 32L and 32R for supporting the R are mounted on the carriage 3
Is erected so as to project above the upper surface of the. The support link 61L of the activation link 6L is pivotally supported by the pin 63L on the upper portion of the left side support member 32L with respect to the carriage 3, so that the activation link 6L is supported by the support member 3L.
It can swing in a plane orthogonal to the traveling direction of the vehicle 1 with respect to 2L. Similarly, the support link 61R of the starting link 6R is also pivotally supported by the pin 63R on the right supporting member 32R, and the starting link 6R is also supported by the vehicle 1 relative to the supporting member 32R.
It is possible to swing in a plane orthogonal to the traveling direction of. Here, for example, the teeth of the bevel gear 62R on the right side face the traveling direction of the vehicle 1 (back side in FIG. 1), while the bevel gear 62L on the left side
The tooth is facing in the opposite direction (front side in FIG. 1). That is, the left and right bevel gears 62L and 62R are set so that their directions are opposite to each other. The left and right activation links 6L,
The bevel gears 62L and 62R of 6R are attached to the vehicle body 4 via holding means (not shown) so that the positions of the respective shafts cannot be displaced with respect to the vehicle body 4 and can be displaced around the respective axes with respect to the vehicle body 4. Is held. Therefore, when the vehicle body 4 leans in the left-right direction with respect to the carriage 3, the pair of activation links 6L, 6R
Is a dolly 3 for each of the left and right ends of the vehicle body 4.
It swings with a swing amount according to the relative displacement amount with respect to.

Further, the pair of vehicle body side turning shafts 5L and 5R are
For example, they are arranged at the left and right ends of the internal space of the vehicle body 4.
Of these, the left-side vehicle body side rotation shaft 5L includes, for example, a shaft 51L having a bevel gear 52L at the lower end and a bevel gear 5 at the upper end.
4L shaft 53L and these shafts 53L, 51L,
And a universal joint 55L which is connected to each other at its ends having no bevel gear. Similarly, the vehicle body side turning shaft 5R on the right side also has a shaft 51R having a bevel gear 52R.
And a shaft 53R having a bevel gear 54R, and these shafts 53R
And a universal joint 55R for connecting the R and 51R to each other. Further, for example, bearings 56L, 57L, 58L are fixed to the left side portion inside the vehicle body 4 in order from the bottom. Of these, the bearing 56L rotatably supports the shaft 51L around the shaft, and the bearings 57L and 58L rotatably support the shaft 53L around the shaft. Similarly,
For example, on the right side inside the vehicle body 4, bearings 5
6R, 57R, 58R are fixed, of which the bearing 5
The 6R rotatably supports the shaft 51R around the shaft, and the bearings 57R and 58R rotatably support the shaft 53R around the shaft. Here, the lower ends of the shafts 51L and 51R respectively project below the floor of the vehicle body, and the bevel gears 52L and 52R provided at the lower ends have their teeth oriented substantially downward. On the other hand, the upper ends of the shafts 53L and 53R respectively project onto the roof of the vehicle body 4, and the bevel gears 54L and 54R provided at the upper ends have teeth oriented substantially upward. Further, since the shaft 51L and the shaft 53L and the shaft 51R and the shaft 53R are connected to each other through the universal joints 55L and 55R, the vehicle body side turning shafts 5L and 5R.
Can rotate about the axis while maintaining the angle α.

Here, the bevel gear 52L at the lower end of the left vehicle body side turning shaft 5L is meshed with the bevel gear 62L of the starting link 6L, while the bevel gear at the lower end portion of the right body side turning shaft 5R is engaged. Bevel gear 6 of gear 52R and starting link 6R
2R is meshed. Therefore, the vehicle body side rotation shaft 5
The L and 5R rotate with respect to the vehicle body 4 based on the swing of each of the pair of starting links 6L and 6R, and the amount of rotation thereof increases as the swing amount of the starting links 6L and 6R increases.

A bevel gear 5 is provided below the left floor of the vehicle body 4.
A box 42L accommodating 2L and a bevel gear 62L is provided, and similarly, a bevel gear 52 is provided under the right floor of the vehicle body 4.
A box 42R accommodating the R and the bevel gear 62R is provided. These boxes 42L and 42R have a function of supporting the bevel gears 52L, 52R, 62L and 62R and holding a lubricating oil (grease).

Further, of the vehicle body side turning shafts 5L and 5R, the portion inside the vehicle body 4 is, for example, the inside of the vehicle body 4, that is, the left and right outer surfaces 41L and 41R of the vehicle body 4 and the inner surface of the passenger compartment (not shown). It is preferable that it is arranged so as not to be exposed to the inside of the vehicle body 4 by disposing it at a distance from.

The differential gear device 7 is provided on the roof of the vehicle body 4. As shown in FIG. 1, the outer case 75 of the differential gear device 7 is fixed on the roof of the vehicle body 4. As shown in FIG. 4, bearing holes 75L, 7L are provided on both left and right sides of the outer casing 75.
5R is formed. Through the bearing holes 75L and 75R, the pair of input rotary shafts 71L and 71R are rotatably supported around the respective shafts coaxially with each other. The pair of input rotary shafts 71L and 71R have bevel gears at both ends thereof. That is, the input rotation shaft 71L has bevel gears 72L (FIG. 1) and 73L at both ends, and the input rotation shaft 71R has bevel gears 72R (FIG. 1) and 73R at both ends. A housing 76 is arranged in the outer box 75. Bearing holes 76 are provided on both left and right sides of the housing 76.
L and 76R are formed. Then, the bearing hole 76
By bearing the pair of input rotation shafts 71L and 71R by the L and 76R, the housing 76 is supported by the outer box 75 via the pair of input rotation shafts 71L and 71R, and is suspended in the outer box 75. It is in a floating state. In addition, a bevel gear 73L at one end of the pair of input rotation shafts 71L and 71R,
The 73Rs face each other in the housing 76. Further, bearing holes 76F and 76B are formed on both front and rear sides (in the state of FIG. 4) of the housing 76. The bearing holes 76F and 76B are respectively formed in the bevel gear 74.
The F and 74B are rotatably supported around the shaft. As a result, the bevel gears 74F and 74B are rotatable within the housing 76 with respect to the housing 76. These bevel gears 74F and 74B are located coaxially with each other and face each other. However, bevel gear 7
Since 4F and 74B mesh with the bevel gears 73L and 73R, respectively, they rotate depending on the rotation of the bevel gears 73L and 73R. Further, a bevel gear 77 is provided integrally with the housing 76 on the outer periphery of the housing 76. The bevel gear 77 is oriented in the same direction as any of the bevel gears 73L and 73R (in the case of FIG. 1, the same as the bevel gear 73R). Further, a bearing hole 75B is formed in, for example, the rear portion of the outer case 75. The output rotation shaft 79 is rotatably supported around the shaft by the bearing hole 75B. A bevel gear 78 is provided at one end of the output rotation shaft 79, and the bevel gear 78 is meshed with a bevel gear 77 on the outer circumference of the housing 76 in the outer box 75. The other end of the output rotation shaft 79 is supported by the bearing stand 10 (FIGS. 2 and 1) fixed on the roof of the vehicle body. In such a differential gear device 7, the rotation amount of the output rotation shaft 79 is determined by the pair of input rotation shafts 71L and 7L.
The rotation amount is proportional to the sum or difference of the rotation amounts of 1R.

Here, as shown in FIGS. 1, 2 and 3, a pair of input rotary shafts 71L and 71R of the differential gear device 7 is provided.
Of these, the left end bevel gear 72 of the left input rotation shaft 71L
L is a bevel gear 54L at the upper end of the left vehicle body side rotation shaft 5L.
Has been meshed with. On the other hand, the input rotation shaft 71R on the right side
The bevel gear 72R at the right end is engaged with the bevel gear 54R at the upper end of the vehicle body side turning shaft 5R on the right side. Therefore,
The pair of input rotation shafts 71L and 71R of the differential gear device 7 are
It rotates based on the rotation of the pair of vehicle body side rotation shafts 5L and 5R,
The amount of rotation increases as the amount of rotation of the pair of vehicle body side rotation shafts 5L and 5R increases. That is, in short, the pair of input rotation shafts 71L and 71R of the differential gear device 7 rotate by the rotation amount according to the swing amount of each of the pair of start links 6L and 6R, and the sum or difference of the rotation amounts. The output rotation shaft 79 rotates by a rotation amount proportional to.

A box 43L accommodating the bevel gear 54L of the vehicle body side turning shaft 5L and the bevel gear 72L of the differential gear unit 7 is provided on the left roof of the vehicle body 4, and similarly, the box 43L of the vehicle body 4 is provided. A box 43R accommodating a bevel gear 54R and a bevel gear 72R is provided on the right roof. These boxes 43L and 43R are bevel gears 54
It has a function of supporting L, 54R, 72L, 72R and holding lubricating oil (grease).

Further, the posture correction link 9 is provided on the roof of the vehicle body 4. The posture correction link 9 is fixed to the other end of the output rotation shaft 79 of the differential gear device 7 so as to be orthogonal to the output rotation shaft 79.
And a second link member 92 pivotally supported by a pin 93 at the tip of the first link member 91. Therefore, the first link member 91 swings left and right with a swing amount according to the amount of rotation of the output rotation shaft 79 of the differential gear device 7.
The second link member 92 is laterally displaced by a displacement amount corresponding to the swing.

The pantograph 8 is supported on the vehicle body 4 by a movement guide mechanism as shown in FIG. 8, for example, and is movable and tiltable in the left-right direction with respect to the vehicle body 4.
That is, on the roof of the vehicle body 4, the movement guide rail 110 having an upwardly convex arcuate shape is fixed.
On the other hand, below the support base 81, a plurality of rollers 81a are provided rotatably (in a plane orthogonal to the traveling direction of the vehicle 1). Then, the roller 81a under the support 81
Are mounted on the movement guide rail 110. The lower end of the pantograph 8 is fixed to a support base 81, and the posture correction link 9 is attached to the support base 81.
The tip side of the second link member 92 is pivotally supported by the pin 93. Therefore, when the second link member 92 is displaced to the left, for example, the support base 81 and the pantograph 8 are moved to the left, and the pantograph 8 is moved.
Leans to the left. Further, when the second link member 92 is displaced in the opposite direction, the support base 81 and the pantograph 8 also operate in reverse. In addition, the movement guide rail 11
0 and the roller 81a are omitted for simplicity other than FIG.

Next, the operation will be described.

For example, as shown in FIG. 5, when the vehicle body 4 leans to the right with respect to the carriage 3, the left and right activation links 6L, 6
Both R swing clockwise with respect to the carriage 3. Then,
The power generated by swinging the left start link 6L causes the bevel gear 6 to rotate.
Transmission from 2L to the bevel gear 52L causes the vehicle body side rotation shaft 5L to rotate in the direction of arrow A with respect to the vehicle body 4. Similarly, the power generated by the swing of the right start link 6R is transmitted to the right vehicle body side rotation shaft 5R, and the vehicle body side rotation shaft 5R rotates in the arrow B direction with respect to the vehicle body 4. That is, the left and right vehicle body side rotation shafts 5L and 5R rotate in mutually opposite directions. Further, by transmitting the power for rotating the left vehicle body side rotation shaft 5L in the direction of arrow A from the bevel gear 54L to the bevel gear 72L,
The left input rotation shaft 71L of the differential gear device 7 rotates in the direction of arrow C. Similarly, the vehicle body side turning shaft 5R on the right side is indicated by the arrow B.
The right input rotation shaft 71R rotates in the direction of arrow D as it rotates in the direction. That is, the pair of left and right input rotation shafts 71L and 71R included in the differential gear device 7 rotate in the same direction.

Here, for example, a pair of left and right input rotary shafts 7
When 1L and 71R rotate in the same direction and at the same angular velocity, the bevel gear 73L tries to rotate the bevel gear 74F and the bevel gear 73R tries to rotate the bevel gear 74F. Bevel gear 74 because it opposes the force
F does not rotate (relative to housing 76) (FIG. 4). Similarly, since the force of the bevel gear 73L trying to rotate the bevel gear 74B and the force of the bevel gear 73R trying to rotate the bevel gear 74B are antagonized, the bevel gear 74B also does not rotate (Fig. 4). However, since the shafts of the bevel gears 74F and 74B transmit the force for rotating the housing 76 in the arrow C direction (the same also in the D direction) to the bearing holes 76F and 76B of the housing 76, the housing 76 76
Rotates in the direction of arrow C with respect to the outer box 75. Therefore, the bevel gear 77 provided on the outer periphery of the housing 76 also rotates in the direction of arrow C along with the housing 76 (FIG. 4). Then, this power is transmitted from the bevel gear 77 to the bevel gear 78, and the output rotation shaft 79 rotates in the arrow E direction (FIG. 4).
Therefore, as shown in FIG. 5, the first link member 91 fixed to the end portion of the output rotation shaft 79 swings so as to be inclined to the left side, and accordingly, the second link member 93 is moved. Displaces to the left. As a result, the support base 81 to which the second link member 93 is fixed is located on the left side of the vehicle body 4, that is,
The vehicle body 4 is tilted in the direction opposite to the tilting direction of the carriage 3,
With this inclination, the pantograph 8 is also inclined to the left side, so that the posture of the pantograph 8 can be maintained as it is and the normal contact state with the trolley wire 100 can be maintained.

On the contrary, when the vehicle body 4 leans to the left with respect to the carriage 3, the swing directions of the starting links 6L and 6R, the vehicle body side rotation shafts 5L and 5R, the input rotation shafts 71L and 71R, and the output rotation. As a result of the rotation direction of the moving shaft 79, the inclination direction of the first link member 91, and the displacement direction of the second link member 92 being opposite to the above, the pantograph 8 is on the right side, that is, in this case as well, the vehicle body 4 with respect to the carriage 3 It is tilted to the side opposite to the tilting direction and is held in the original posture. Therefore, also in this case, the pantograph 8 is maintained in a normal contact state with the trolley wire 100.

On the other hand, when the vehicle body 4 is displaced upward with respect to the bogie 3, the left-side activation link 6L swings clockwise as in FIG. 5, while the right-side activation link 6R differs from that in FIG. On the contrary, it swings counterclockwise. Then, the differential gear device 7
The left input rotation shaft 71L rotates in the arrow C direction, while the right input rotation shaft 71R rotates in the direction opposite to the arrow D direction (FIG. 4). Here, when the pair of left and right input rotation shafts 71L and 71R rotate in mutually opposite directions and at the same angular velocity (that is, when the vehicle body 4 is displaced right above the carriage 3), the bevel gear 73L. The force that attempts to rotate the bevel gear 74F and the bevel gear 73R cause the bevel gear 74F to rotate.
Since the forces that try to rotate the are in harmony, the bevel gear 74
F idles with respect to the housing 76 in the arrow F direction at the same angular velocity as the bevel gears 73L and 73R. Similarly, since the force of the bevel gear 73L trying to rotate the bevel gear 74B and the force of the bevel gear 73R trying to rotate the bevel gear 74B are in harmony, the bevel gear 74B is also relative to the housing 76. It idles in the direction of arrow G at the same angular velocity as the bevel gears 73L and 73R. Therefore, in this case, the housing 76 is not rotated by the bevel gears 74F and 74B and does not rotate with respect to the outer box 75. Therefore, the output rotation shaft 79 does not rotate, and the first link member 91 does not swing,
The second link member 92 also does not move laterally. Therefore, the pantograph 8 does not operate due to the attitude correction link 9. Further, when the vehicle body 4 is displaced downward with respect to the bogie 3, compared with the case where the vehicle body 4 is displaced upward, the swing directions of the activation links 6L and 6R, the vehicle body side rotation shafts 5L and 5R, and the input rotation shaft 71L. ，
The rotation direction of 71R is reversed, but in this case as well, the output rotation shaft 79 does not rotate. That is, even when the vehicle body 4 is vertically displaced with respect to the trolley 3, the pantograph 8 is held in the original posture and is maintained in a normal contact state with the trolley wire 100.

Since the rotation amount of the output rotation shaft 79 of the differential gear unit 7 is proportional to the sum or difference of the rotation amounts of the pair of input rotation shafts 71L and 72R, the left input rotation shaft is, for example. The rotational speed of 71L in the direction of arrow C (FIG. 4) is n1, and the rotational speed of the right input rotary shaft 71R in the direction of arrow D (FIG. 4) is n.
2, the rotation speed N of the output rotation shaft 79 in the arrow E direction is N.
Is calculated by the following equation (the rotation speed in the opposite direction is positive and negative). N = (n1 + n2) / 2

According to the posture maintaining device 2 for a pantograph for a railroad vehicle of this embodiment, when the vehicle body 4 is tilted in the left-right direction with respect to the carriage 3, a pair of starting links 6L, 6L, with a swing amount corresponding to the tilt amount. 6R each swings, and based on the swing,
Each of the input rotation shafts 71L and 71R of the differential gear device 7 rotates so that the rotation amount of the output rotation shaft 79 increases as the inclination of the vehicle body 4 with respect to the carriage 3 increases. Since the posture correction link 9 swings by a swing amount according to the rotation amount of 79, the pantograph 8 is tilted on the side opposite to the tilt of the vehicle body 4 with respect to the carriage 3, so that the posture of the pantograph 8 is held and the trolley wire 100 is held. The normal contact state with can be maintained. Moreover, the pair of activation links 6 is formed by the vehicle body side rotation shafts 5L and 5R which rotate with respect to the vehicle body 4.
The power can be transmitted from the lower side to the upper side of the vehicle body 4 in any of the processes of transmitting the power from L and 6R to the posture correction link 9, so that the space required for the power transmission can be made as compact as possible. it can. In addition, the differential gear device 7
Since it is arranged on the roof of the vehicle body 4, the differential gear device 7 does not occupy the cabin space. In addition, since the pair of vehicle body-side rotation shafts 5L and 5R are arranged at the left and right ends of the vehicle body 4, the pair of vehicle body-side rotation shafts 5L and 5R do not affect the cabin space. Moreover, since the power is transmitted through the shafts such as the pair of vehicle body side rotation shafts 5L and 5R, the pair of input rotation shafts 71L and 71R and the output rotation shaft 79, the transmission power is buffered by the twist of each shaft. The action is obtained. That is, for example, high-frequency vibration can be insulated by each axis, so that the high-frequency vibration can be prevented from being transmitted to the pantograph 8, and the pantograph 8 does not need to be operated even by a slight vibration. It can be configured.

[Second Embodiment] In the second embodiment, as shown in FIG. 6A, the differential gear device 7 is mounted on the vehicle body 4
An example of arranging under the floor will be described. In the second embodiment, the points described below are the same as those in the first embodiment.
Since it is different from the embodiment of the above and other points are the same,
The same components as those in the first embodiment described above are designated by the same reference numerals, and the description thereof will be omitted.

First, the configuration of the posture maintaining device 200 for a railcar pantograph of the second embodiment will be described.

In this embodiment, the outer case 7 of the differential gear unit 7 is
5 is fixed under the floor (lower surface) of the vehicle body 4. Specifically, the fixed position is, for example, a position closer to one of the left and right ends (for example, the left side in FIG. 6). Further, in the present embodiment, the output rotation shaft 79 of the differential gear device 7 is arranged so as to project obliquely upward (for example, diagonally upward left) via the floor of the vehicle body 4. That is, although the arrangement of each component in the outer box 75 is different from that of the first embodiment, the output rotation is performed at a rotation amount proportional to the sum or difference of the rotation amounts of the pair of input rotation shafts 71L and 71R. The point that the moving shaft 79 rotates is the same as in the first embodiment. A bearing 201 that rotatably bears near the right end of the right input rotary shaft 71R is fixed downward on the lower surface near the lower right end of the vehicle body 4. Further, the output rotation shaft 79 is rotatably supported around a shaft by a bearing 256 fixed to the vehicle body.

Further, as shown in FIGS. 6 (b) and 6 (c), the starting links 206L and 206R of this embodiment are formed in a rod shape, for example. On the other hand, these startup links 2
Support member 232L for supporting 06L, 206R,
232R are erected on both sides of the cart 3. Then, with respect to the supporting members 232L and 232R, the pins 263L and 26 are located at the base end sides of the starting links 206L and 206R.
It is pivotally supported by 3R. As a result, the starting links 206L and 206R can swing within the plane in the traveling direction of the vehicle 1 with respect to the support members 232L and 232R. On the other hand, the tip side of the activation links 206L and 206R is
The input rotation shafts 71L and 71R of the differential gear device 7 are fixed to each one.

In the present embodiment, a vehicle body side turning shaft 205 is provided instead of the vehicle body side turning shafts 5L and 5R of the first embodiment. The lower part of the vehicle body side rotation shaft 205 is constituted by an output rotation shaft 79 of the differential gear device 7, and the output rotation shaft 79 is connected to the shaft 53L via a universal joint 55L.

On the roof of the vehicle body 4, a rotary shaft 260 having bevel gears at both ends is rotatably supported around the shaft so that the longitudinal direction thereof is orthogonal to the traveling direction of the vehicle 1. It is provided (the bevel gear at the right end is not shown). Further, on the roof of the vehicle body 4, a rotating shaft 270 having a bevel gear (not shown) at one end is supported by the bearing stand 10 and the like, and is rotated around the shaft in a state orthogonal to the rotating shaft 260. It is movably installed. Then, both rotary shafts 260,
Bevel gears (not shown) of 270 are meshed with each other in the back of the bearing base 10. The other end of the rotating shaft 270 is fixed to the first link member 91.

Next, the operation will be described.

For example, when the vehicle body 4 leans to the right with respect to the carriage 3, the left activation link 206L rotates clockwise in FIG. 6B, while the right activation link 206L.
R rotates counterclockwise in FIG. 6 (c). Then, the left and right input rotary shafts 71L and 71R of the differential gear device 7 are
Respectively rotate in the direction of arrow J in FIG. 6 (a),
The output rotation shaft 79 of the differential gear device 7 rotates in the arrow K direction. Then, the rotary shaft 260 on the roof of the vehicle body 4 is moved to the arrow L.
Direction, the rotation shaft 270 rotates counterclockwise, and the first link member 91 swings so as to incline to the left,
The link member 92 is displaced leftward, and the support base 81 and the pantograph 8 are inclined leftward with respect to the vehicle body 4. Conversely, when the vehicle body 4 leans to the left with respect to the carriage 3, the pantograph 8 leans to the right with respect to the vehicle body 4. Further, when the vehicle body 4 is displaced up and down with respect to the bogie 3, the output rotation shaft 79 of the differential gear device 7 does not rotate, so the pantograph 8 also does not tilt left and right with respect to the vehicle body 4. In other words, in any case, the pantograph 8 is maintained in its original posture and the trolley wire 1
Maintained in normal contact with 00.

As described above, the posture holding device 200 according to the second embodiment of the present invention also provides the same effects as the posture holding device 2 according to the first embodiment. Moreover,
In the present embodiment, since the vehicle body side rotation shaft 205 is preferably provided at either the left or right end portion of the vehicle body 4, the space inside the vehicle body 4 can be further saved.

[Third Embodiment] In the third embodiment, as shown in FIG. 7, an example will be described in which the vehicle body side rotation shaft is arranged at the end of the vehicle body 4 in the traveling direction. In addition, this third
In the embodiment of the present invention, the points described below are different from those of the first embodiment described above, and the other points are the same, so that the same components as those of the first embodiment described above will be described. The same reference numerals are given and the description thereof is omitted.

First, the construction of the posture maintaining device 300 for a pantograph for a railway vehicle according to the third embodiment will be described.

In this embodiment, the posture maintaining device 300 for a pantograph for a railroad vehicle has a vehicle body side rotation shaft 305L instead of the vehicle body side rotation shaft 5L of the first embodiment, which is located on the left side of the front end of the vehicle body 4. In preparation for this, instead of the vehicle body side rotation shaft 5R,
A vehicle body side rotation shaft (not shown) is provided symmetrically with the vehicle body side rotation shaft 305L. The vehicle body side turning shaft 305L is rotatably supported around bearings 356L and 358L fixed to the vehicle body 4, and the right side vehicle body side turning shaft (not shown) is also similarly bearing. In addition, the vehicle body side rotating shaft 305L
The vehicle body-side rotation shaft (not shown) on the right side is different from the vehicle body-side rotation shafts 5L and 5R, and is configured by, for example, one shaft.

With the posture maintaining apparatus 300 according to the third embodiment of the present invention as described above, the same effect as that of the posture maintaining apparatus 2 according to the first embodiment can be obtained. Further, in the present embodiment, the vehicle body-side turning shaft (305L, etc.) is
Since it is disposed at the end of the vehicle body in the traveling direction, it can be disposed outside the vehicle body 4, and the space inside the vehicle body 4 can be further saved. Further, since it is not necessary to bend the vehicle body side rotation shaft (305L or the like), the universal joint 55L becomes unnecessary. The posture maintaining device 300 of the third embodiment is easily applied to, for example, a so-called articulated vehicle, that is, a method of connecting the vehicle bodies 4 with the carriage 3.

The present invention is not limited to the examples described in each of the above-described embodiments, and for example, buffering means is provided in any process of transmitting the driving force based on the swing of the starting links 6L, 6R to the pantograph 8. May be arranged. In this case, the transmission of high-frequency vibrations from the wheels 31 and the like to the pantograph 8 can be insulated, and even if the vehicle body 4 has a slight inclination, the pantograph 8 can be compensated for each time.
Can be configured so that it does not tilt. In addition,
This buffer means is, for example, a support base 81 of the pantograph 8.
It may be one that suppresses the operation of.

[0043]

According to the posture maintaining device for a pantograph for a railroad vehicle according to the present invention, when the vehicle body is tilted in the left-right direction with respect to the bogie, the pair of starting links are rocked by a rocking amount corresponding to the tilt amount. , Based on the swing, for the differential gear device, 2
One of the two input rotation amounts is input. The activation link inputs the input rotation amount to the differential gear device such that the output rotation amount of the differential gear device increases as the inclination of the vehicle body with respect to the carriage increases. Further, the posture correction link swings by the swing amount according to the output rotation amount from the differential gear device, and based on the swing, the pantograph is tilted on the side opposite to the tilt of the vehicle body with respect to the carriage. Therefore, even if the body of the railway vehicle is tilted in the left-right direction with respect to the bogie, the posture of the pantograph is maintained and the normal contact state with the trolley wire is maintained. Further, since the vehicle body side rotation shaft that rotates with respect to the vehicle body can transmit the power from the lower side to the upper side of the vehicle body in one of the processes of transmitting the power from the pair of activation links to the posture correction link. The space required for the power transmission can be made as compact as possible.

[Brief description of drawings]

FIG. 1 is a first embodiment of a posture maintaining device for a pantograph for a railroad vehicle according to the present invention (a differential gear device is arranged on a roof of a vehicle, and a vehicle body side rotation shaft is arranged at left and right end portions of the vehicle body. FIG. 3 is a front cross-sectional view of the vehicle for explaining (when installed).

FIG. 2 is a side view of the vehicle shown in FIG.

FIG. 3 is a plan view of the vehicle shown in FIG.

FIG. 4 is a plan sectional view for explaining a differential gear device.

FIG. 5 is a front cross-sectional view of the vehicle showing a state in which the vehicle body leans to the right with respect to the bogie.

FIG. 6 is a diagram for explaining a second embodiment of the posture maintaining device for a pantograph for a railroad vehicle according to the present invention (when the differential gear device is arranged under the floor of the vehicle); ) Is a front sectional view of the vehicle, (b) is a side view showing a main part as seen from the direction of arrow H in (a), and (c) is an arrow I in (a).
It is a side view which shows the principal part seen from the direction.

FIG. 7 is a side view of a vehicle for explaining a third embodiment of the posture maintaining device for a pantograph for a railroad vehicle according to the present invention (when the vehicle body side rotation shaft is provided at an end portion in the traveling direction of the vehicle body). It is a figure.

FIG. 8 is a front view showing a movement guide mechanism of a pantograph.

[Explanation of symbols]

1 vehicle (railroad vehicle) 2 Pantograph posture holding device for railway vehicles 3 dolly 4 car body 5L, 5R Vehicle side rotation axis 6L, 6R A pair of activation links 7 Differential gear device 8 pantograph 9 Posture correction link 100 trolley wire 200 Pantograph posture holding device for railway vehicles 205 Body side rotation axis 206L, 206R A pair of activation links 300 Pantograph posture holding device for railway vehicles 305L Body side turning axis

Claims (5)

[Claims] 1. A railcar for maintaining a normal contact state with a trolley wire while maintaining the posture of a pantograph provided on the roof of the railcar even when the railcar body leans in the left-right direction with respect to the bogie. An attitude holding device for a pantograph, comprising: a differential gear device that outputs an output rotation amount that is proportional to a sum or a difference of the two input rotation amounts, when two input rotation amounts are input; Each of the left and right parts is swingably provided with respect to the carriage so as to swing with a swing amount according to a relative displacement amount with respect to the carriage. Based on the swing, the differential becomes larger as the inclination of the vehicle body with respect to the carriage increases. A pair of starting links for inputting one of the two input rotation amounts to the differential gear device so that the output rotation amount of the gear device is increased, and an output rotation amount from the differential gear device. Swing according to the swing amount By doing so, a posture correction link for inclining the pantograph to the side opposite to the inclination of the vehicle body with respect to the carriage to obtain a normal posture, and a process of transmitting power from the pair of activation links to the posture correction link In any one of the above, the vehicle body-side rotation shaft rotatably provided with respect to the vehicle body for transmitting the power from the lower side to the upper side of the vehicle body Holding device. 2. The posture maintaining device for a pantograph for a railway vehicle according to claim 1, wherein the differential gear device is arranged on a roof of a vehicle body. 3. The posture maintaining device for a pantograph for a railway vehicle according to claim 1, wherein the differential gear device is arranged under a floor of a vehicle body. 4. The posture maintaining device for a pantograph for a railway vehicle according to claim 1, wherein the vehicle body-side rotation shaft is arranged at left and right end portions of the vehicle body. 5. The posture maintaining apparatus for a pantograph for a railway vehicle according to claim 1, wherein the vehicle body side rotation shaft is arranged at an end portion of a vehicle body in a traveling direction.