JP2007030750A - Hybrid type drive of railroad working vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a hybrid type drive of a railroad work vehicle, capable of low-speed work traveling at engine stopping state. <P>SOLUTION: This hybrid type drive for a railroad work vehicle includes: first gears 32 and 33 for transmitting engine power from a turbine shaft 23 of a torque converter 22 through a first clutch 28; a second gear 41 idlingly supported on the same shafts as the first gears and combined with the first gears through a second clutch 41; generator/motor 4 arranged on a rotating shaft 43 coupled with a gear train fitted with the second gear through a gear change clutch 45; a generator 3 arranged on a shaft 57 driven by an impeller wheel 26 of the torque converter; a converter 11 for converting AC power generated by the generator 3 to direct current; a battery 14 for accumulating the converted DC power; and an inverter 12 for converting DC power transmitted from the battery 14 to alternating current. Thus, the generator/motor 4 can operate as an electric motor by using power accumulated in the battery 14. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a railway work vehicle used for maintenance and maintenance of various railway-related facilities, such as a track motor car, an overhead wire exchange car, an inspection car in a tunnel, a ballast exchange machine, etc., in particular, an engine as a driving power source. The present invention relates to a hybrid drive device for a railway work vehicle.

  In such a railway work vehicle, a normal travel operation for moving to a work site at a high speed and a work travel operation for traveling at a low speed to perform various operations are performed. As a means for this work running operation, as disclosed in Patent Document 1, a PTO shaft is provided via a gear train to a transmission disposed between the engine and the axle, and a hydraulic pump and a hydraulic motor are attached. A hydrostatic drive system has already been proposed in which a hydraulic motor is driven by the generated hydraulic pressure of the pump to obtain a low vehicle speed. In addition, as disclosed in Patent Document 2, there is also a method of obtaining a required low speed vehicle speed while slipping the wet multi-plate brake by providing a wet multi-plate brake on the output shaft of the transmission and controlling the pressing force. Has been done.

JP-A-9-132136 Japanese Patent Laid-Open No. 2003-300456

  By the way, such a conventional railway vehicle drive device has the following problems. That is, in a railway work vehicle equipped with a hydrostatic drive type low-speed traveling device, a hydrostatic circuit composed of a high-pressure hydraulic pump, a hydraulic motor, a filter, etc. used only during work traveling operation is different from the transmission hydraulic circuit. It exists in the system, and the hydraulic system has a complicated configuration, and in order to use it at high pressure, it is necessary to carefully perform maintenance inspections such as oil contamination management.

  Also, in a railway work vehicle equipped with a low-speed traveling device provided with a wet multi-plate brake on the output shaft of the transmission, the engine driving speed is set via a torque converter, although the engine rotational speed is set to a low speed during working traveling operation. In contrast, the slippage of the wet multi-plate brake gives a low speed by applying a braking force, so the heat generated from the wet multi-plate brake by the slip is large, and in order to cool the heat, a large cooling oil pump and A cooling oil circuit is required.

  In addition, in any of these drive systems, it is necessary to perform the work running operation with the engine running, so it is used for work in tunnels where exhaust gas from the engine is a problem or night work where noise is restricted. There is a problem that you can not.

  The present invention has been made to solve such a problem, and does not require a special hydraulic circuit or a large-sized cooling oil pump, and can perform a low-speed work traveling operation with the engine stopped. An object of the present invention is to provide a hybrid drive device for a railway work vehicle.

  In order to achieve the above object, the present invention provides a transmission connected to an engine through a torque converter, each speed stage clutch, a gear train connected to each speed stage clutch, and a wheel via these gear trains. In a hybrid drive device for a railway work vehicle having a transmission comprising an output shaft for transmitting power, a first gear for transmitting power from an engine from a turbine shaft on the output side of the torque converter via a first clutch of the transmission; The second gear is supported on the same axis as the first gear, is coupled to the first gear via the second clutch, and is connected to the gear train meshing with the second gear via the gear ratio switching clutch. Driven by a generator / motor arranged on the rotating shaft and an impeller wheel on the input side of the torque converter A generator disposed on the rotating shaft, a converter that converts AC power generated by the generator into DC power, a battery that stores the converted DC power, and DC power from the battery is converted into AC power An inverter is provided, and the generator / motor operates as an electric motor by the electric power stored in the battery.

  Preferably, the transmission preferably includes the first clutch, the first gear, the second clutch, and the second gear arranged on the turbine shaft, and the transmission is parallel to the turbine shaft and the same. A clutch gear that rotates integrally with the input side of the first clutch, the first gear, and the first clutch is arranged on the arranged reverse shaft, and the clutch gears of the respective shafts are engaged with each other, and on the turbine shaft or the reverse shaft. Any of these may be provided with a second gear and a second clutch.

  According to the present invention, the normal traveling operation of the railway work vehicle can be driven by the engine, and the working traveling operation can be driven by the electric motor, so that the problem of exhaust gas in a closed space such as a tunnel is solved. At the same time, noise is remarkably reduced compared to driving by the engine, and night work and the like can be performed. In addition, since it is driven by an electric motor, a separate hydraulic system and hydraulic equipment are not required, and maintenance and inspection can be simplified. Further, even when the remaining capacity of the battery decreases during traveling, the generator can be rotated and charged by the engine, so there is no need to replace the battery and the working time can be saved. If the engine cannot be used for charging, you can move to another site where the engine can be used and charge it while driving or working, in places where the engine cannot be used after charging. You can resume your work. Therefore, the capacity of the battery can be reduced, and the railway work vehicle can be reduced in size and weight. In addition, since charging of the battery can be usually performed by power generation during traveling by engine power, it can be performed between leaving the garage and arriving at the work site and returning to the garage after finishing the work, The battery charging time in the vehicle section can be greatly shortened, and the remaining battery capacity can be easily managed.

  Hereinafter, embodiments of the present invention will be described with reference to FIGS. 1, 2, and 3. FIG. 1 is a schematic diagram showing a drive system of a railway work vehicle equipped with a hybrid drive device of the present invention. In FIG. 1, a transmission 2 transmits the power from the engine 1 by changing the speed from its output shaft to the propulsion shafts 5 and 6. The other ends of the propulsion shafts 5 and 6 are connected to final reduction gears 7 and 8 attached to the front and rear axles of the vehicle, and further reduce the rotational speed of the output shaft of the transmission and transmit it to the wheels 9 and 10. .

  The transmission 2 is connected to a generator 3 via a generator shaft, and a generator / motor 4 that serves both as a generator and a motor via a PTO shaft. The AC power generated by the generator 3 is supplied to a converter 11. After being converted to DC power, the battery 14 is charged via the circuit breaker 13. Similarly, AC power generated by the generator of the generator / motor 4 is converted into DC power via the inverter 12 and then stored in the battery 14 via the circuit breaker 13.

  And when carrying out work running operation using the battery 14 as a power source, after the electric power stored in the battery 14 is converted into AC power by the inverter 12, it is output to the generator / motor 4 to operate it as an electric motor, A rotational speed lower than that of the normal traveling operation is transmitted from the PTO shaft through the reduction gear mechanism of the transmission 2 to the wheels.

  The circuit breaker 13 has a function of supplying and interrupting power from the converter 11 to the inverter 12 and the battery 14 based on an operation command from a control device (not shown), and direct-current power between the converter 11 and the inverter 12 as a battery. 14 and a function of supplying and shutting off electric power from the converter 11 and the battery 14 to the inverter 12.

  FIG. 2 is an explanatory diagram showing a configuration of a hybrid drive device for a railway work vehicle according to an embodiment of the present invention. In FIG. 2, the power from the engine 1 is transmitted to the input joint 21 of the transmission 2, and is transmitted to the impeller wheel 26 through the wheel cover 25 of the torque converter 22 integral with the input joint 21. When the impeller wheel 26 is rotated, the turbine wheel 27 is rotated by a pump action caused by oil circulation in the torque converter circuit, and power is transmitted to the turbine shaft 23 integrated with the turbine wheel 27.

  The power transmitted to the turbine shaft 23 is transmitted to the first gear 32 or 33 by the forward clutch 28 or the reverse clutch 29, which is the first clutch of the transmission, which is coupled according to the traveling direction. After being transmitted to the integral drive gear 35, the first-speed clutch 30 or the second-speed clutch 31 coupled according to the required vehicle speed, and the respective gear trains selected by the clutch 30 and the clutch 31 are output. It is transmitted to the shaft 24. (The turbine shaft 23, the reverse shaft 61, the gear shaft 34, and the output shaft 24 are arranged in parallel, and the axis of the gear shaft 34 is positioned vertically above the output shaft 24. (The shaft center is disposed at an eccentric position above the gear shaft 34. The first gears 32 and 33 are directly meshed with the drive gear 35.)

  On the other hand, a second gear 40 is rotatably supported on the turbine shaft 23, and by coupling with a hydraulic multi-plate clutch (working clutch) which is a second clutch 41 of the transmission provided on the coaxial 23, The second gear 40 and the first gear 32 rotate integrally on the turbine shaft 23. Above the turbine shaft 23, an intermediate shaft 42 and a PTO shaft 43 are provided in parallel with the shaft 23, and on the PTO shaft 43, a working traveling operation (motor traveling) and a normal traveling operation (engine traveling). A gear ratio switching clutch 45 that switches the rotation speed ratio between the second gear 40 and the PTO shaft 43 is provided. During the operation running operation in which the generator / motor 4 is operated as an electric motor, this clutch is coupled to the high gear ratio side (the position in the figure, L side) in order to run at a low speed, and normal running by the engine such as reciprocation to the work site. Sometimes when used as a generator, it is connected to the low gear ratio side (position opposite to the figure, H side) and is set so that the allowable rotational speed is not exceeded when the generator / motor 4 is driven at the rated engine speed. ing.

  The PTO shaft 43 includes a clutch hub 48 fixed integrally with the shaft and provided with a spline on the outer periphery, and a high-speed gear 46 and an outer peripheral spline 50 that are rotatably supported by the PTO shaft 43 and provided with the outer peripheral spline 49. A low-speed gear 47 and a slider 44 having splines meshing with the splines 49 and 50 of these gears and the outer peripheral splines of the clutch hub 48 are provided, and a gear ratio switching clutch 45 is configured. And switching between high speed and low speed by connecting the spline of one gear and the clutch hub 48. (Because the work vehicle is temporarily stopped when shifting from the normal travel operation to the work travel operation, a mechanical clutch with a simple configuration is employed in this example, but a hydraulic multi-plate clutch may be employed. In addition, the gear ratio switching clutch 45 is not installed, and the rotation speed ratio between the intermediate shaft 42 and the PTO shaft 43 is fixed to one type, and when the generator / motor 4 is driven by the engine, the rotation of the engine (The speed may be used below a predetermined value.)

  In this embodiment, the intermediate shaft 42 is provided with an intermediate small gear 51 that meshes with the high speed gear 46 on the PTO shaft 43 and an intermediate large gear 52 that meshes with the low speed gear 47 on the PTO shaft 43. By coupling to either one, the rotational speed of the PTO shaft 43 is increased or decreased, and transmitted to the intermediate gear 53 integrated with the intermediate shaft 42.

  A small gear 54 that rotates integrally with the impeller wheel 26 is provided on the input side of the torque converter 22, and the power from the engine 1 is transferred to the large gear 56 that is integral with the shaft 57 of the generator 3 via the idle gear 55. To communicate. The generator shaft 57 is provided with a hydraulic multi-plate clutch 58, and the generator 3 is connected to the output side of the clutch 58. In this example, the generator shaft 57 is provided with a clutch. However, the clutch 58 is omitted by controlling the generator 3 so as not to generate an electric power load even when the generator 3 is rotated using a known means. You can also

  In the drive device having the transmission 2 configured as described above, the power transmission path during normal traveling operation and work traveling operation of the railway work vehicle is as follows. First, during normal driving, either the forward rotation clutch (first clutch) 28 on the turbine shaft 23 or the reverse rotation clutch (first clutch) 29 on the reverse rotation shaft 61 is connected according to the traveling direction of the vehicle. . Since the number of teeth of the clutch gears 59 and 60 is set to be the same, the rotational speeds on the turbine shaft 23 and the reverse shaft 61 are the same. During the work travel operation, both of these clutches 28 and 29 are held in a disengaged state. Further, during the work travel operation, the generator / motor 4 is used as an electric motor, and travel in the reverse direction is performed by reversing the rotation direction of the motor.

(1) First-speed engine during normal driving operation (output shaft forward rotation) → torque converter 22 → turbine shaft 23 → clutch gear 59 → forward clutch 28 → first gear 32 → drive gear 35 → first gear clutch 30 → 1st gear 36 → Large output gear 38 → Output shaft 24 → Wheel (2) 2-speed operation engine during normal driving operation (output shaft forward rotation) → Torque converter 22 → Turbine shaft 23 → Clutch gear 59 → Forward rotation Clutch 28 → first gear 32 → drive gear 35 → second speed clutch 31 → second speed gear 37 → output gear 39 → output shaft 24 → wheel

(3) First speed engine during normal running operation (output shaft reverse rotation) → torque converter 22 → turbine shaft 23 → clutch gear 59 → clutch gear 60 → reverse clutch 29 (forward clutch 28 is removed) → first gear 33 → drive gear 35 → first speed clutch 30 → first speed gear 36 → large output gear 38 → output shaft 24 → wheels (4) 2-speed operation engine during normal traveling operation (output shaft reverse rotation) → torque converter 22 → turbine Shaft 23 → clutch gear 59 → clutch gear 60 → reverse clutch 29 (forward clutch 28 is removed) → first gear 33 → drive gear 35 → second speed clutch 31 → second speed gear 37 → output gear 39 → output shaft 24 → Wheel

(5) During work driving operation (motor driving)
Generator / motor 4 → PTO shaft 43 → gear ratio switching clutch 45 → low speed gear 47 → intermediate large gear 52 → intermediate shaft 42 → intermediate gear 53 → second gear 40 → second clutch 41 → first gear 32 → drive gear 35 → 1st speed clutch 30 → 1st speed gear 36 → Large output gear 38 → Output shaft 24 → Wheel

  In this embodiment, the second gear 40 and the second clutch 41 are provided on the turbine shaft 23, but the same function can be obtained even if these are installed on the reverse rotation shaft 61. It is determined by the arrangement of the generator / motor 4 and the like. Further, in this embodiment, it is configured to be able to travel at the same speed in the forward direction and the reverse direction by switching the coupling of the first clutch during the normal traveling operation, but this is a facility for changing the traveling direction of the work vehicle. This is to allow the vehicle to travel forward and backward at the same speed without changing the direction using the turntable.

A railway work vehicle equipped with the hybrid drive device of the present invention is operated as follows.
(1) During normal traveling operation such as reciprocation to the work site, the gear ratio switching clutch 45 is switched to the H side where the reduction gear ratio is small, and the forward clutch 28 or the reverse clutch 29, which is the first clutch, is connected to the first speed clutch. A 30 or 2 speed clutch 31 is selectively coupled to travel. During the normal running operation, the clutch 58 and / or the second clutch 41 are coupled as necessary, and the generator 3 and / or the generator / motor 4 are driven by the engine, and the generator 3 and the generator / motor 4 generate electric power. The stored electric power is stored in the battery 14. (It is desirable that the generator 3 has a smaller capacity than that of the generator / motor 4, basically the generator / motor 4 generates power, and if necessary, generates both of them.) When it is detected that the capacity has reached the upper limit, the clutch 58 and the second clutch 41 are disconnected, and the charging of the battery is terminated.

  Further, when charging using the generator 3 and the generator / motor 4 while the vehicle is stopped, after the gear ratio switching clutch 45 is switched to the H side, the forward rotation clutch 28 and the second clutch 41 are coupled, and the engine is Rotate at a predetermined rotation speed. At this time, the first speed clutch 30 and the second speed clutch 31 are disengaged.

  (2) At the time of work traveling operation in which the work is performed while traveling at a low speed, the generator / motor 4 is operated as an electric motor by the electric power from the battery 14 in a state where the engine is stopped or the rotational speed of the engine is lowered to a low speed. Drive by. In this traveling by the electric motor, the forward rotation clutch 28 is disengaged to cut off the power from the engine, the gear ratio switching clutch 45 is kept switched to the L side where the reduction ratio is large, and the second clutch 41 is coupled. By doing. Further, when changing the traveling direction in the work traveling operation, the rotation direction of the electric motor is reversed to cope with it.

  3 is a cross-sectional view of the turbine shaft 23 and the intermediate shaft 42 in FIG. The turbine shaft 23 is supported by a casing 62 of the transmission 2 via bearings 65 and 66, and a forward rotation clutch 28 and a second clutch 41 that are hydraulic multi-plate clutches are provided concentrically with the turbine shaft 23. On the turbine shaft 23, a clutch gear 59 is formed integrally with the outer cylinder member of the forward rotation clutch 28 and fixed to the turbine shaft 23, and the second gear 40 is integrated with the outer cylinder member 77 of the second clutch 41. And is supported on the turbine shaft 23 via a bearing. The second clutch 41 includes a plurality of outer plates 75 that are spline-engaged with the inner periphery of the outer cylinder member 77, inner plates 74 that are alternately arranged with the outer plates 75, and the inner plates 74 that are connected to the splines. The clutch hub 78 integrated with the first gear 32, the piston chamber 72 having the piston 73 for pressing the outer plate 75 and the inner plate 74, and the outer cylinder member 77 are fixed to the piston. The back plate 76 restricts the axial movement of each plate pressed by the plate 73.

  A seal collar 71 that is integrally fixed to the turbine shaft 23 and has a seal ring inserted in a groove in the outer peripheral portion is provided on the inner peripheral portion of the second gear 40, and the piston chamber 72 of the second clutch 41 and the turbine The hydraulic oil is transferred to and from the shaft 23, and the hydraulic oil supplied from the supply hole 64 of the shaft end cover 63 is supplied to the through hole of the seal collar 71 through the oil passage 69 processed in the turbine shaft 23. Is done.

  The first gear 32 is rotatably supported by the turbine shaft 23 via a bearing, and a clutch hub 78 having splines is integrally formed at both ends thereof. The forward clutch 28 is configured in the same manner as the second clutch 41, and the hydraulic oil supplied from the supply hole of the shaft end cover 63 is supplied to the piston chamber 79 through an oil passage 70 processed into a shaft. (The detailed structure of the other clutch is the same as that of the second clutch 41, and the description thereof is omitted.) The intermediate shaft 42 is supported by the casing 62 via bearings 67 and 68, and the intermediate small gear 51 and the intermediate large gear are integrated with the shaft. The gear 52 and the intermediate gear 53 are fixed, and the intermediate gear 53 is engaged with the second gear 40.

  The railway work vehicle equipped with the hybrid type driving device of the present invention is suitable for work in a closed space such as a tunnel because the problem of exhaust gas during work driving operation is solved, and at the same time the noise is remarkably reduced. Therefore, it is suitable for night work. In addition, even if the remaining battery capacity is low, the engine can be charged by rotating the generator, so there is no need for battery replacement or special charging equipment. Can be saved.

FIG. 1 is a schematic view showing a drive system of a railway work vehicle equipped with a hybrid drive device of the present invention. FIG. 2 is an explanatory view showing a configuration of a hybrid drive device for a railway work vehicle according to an embodiment of the present invention. 3 is a cross-sectional view of the turbine shaft and the intermediate shaft portion of FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Engine 2 Transmission 3 Generator 4 Generator / motor 5, 6 Propulsion shaft 7, 8 Final reduction gear 9, 10 Wheel 11 Converter 12 Inverter 13 Circuit breaker 14 Battery 21 Input joint 22 Torque converter 23 Turbine shaft 24 Output shaft 25 Wheel cover 26 Impeller wheel 27 Turbine wheel 28 Forward clutch (first clutch)
29 Reverse clutch (first clutch)
30 1st speed clutch 31 2nd speed clutch 32, 33 1st gear 34 Gear shaft 35 Drive gear 36 1st speed gear 37 2nd speed gear 38 Large output gear 39 Output gear 40 2nd gear 41 2nd clutch 42 Intermediate shaft 43 PTO shaft 44 Slider 45 Gear ratio switching clutch 46 High speed gear 47 Low speed gear 48 Clutch hub 51 Intermediate small gear 52 Intermediate large gear 53 Intermediate gear 54 Small gear 55 Idle gear 56 Large gear 57 Generator shaft 58 Generator clutch 59, 60 Clutch gear 62 Casing 65 , 66, 68 Bearing

Claims (3)

  A transmission connected to an engine via a torque converter, the transmission comprising a speed stage clutch, a gear train connected to each speed stage clutch, and an output shaft for transmitting power to the wheels via these gear trains In a hybrid drive device for a railway work vehicle, a first gear for transmitting power from an engine from a turbine shaft on the output side of the torque converter through a first clutch of a transmission, and an idle rotation coaxially with the first gear A second gear supported and coupled to the first gear via a second clutch; and a generator / motor disposed on a rotary shaft coupled via a gear ratio switching clutch to a gear train meshing with the second gear; A generator disposed on a rotating shaft driven by an impeller wheel on the input side of the torque converter; and A converter that converts AC power generated by an electric machine into DC power, a battery that stores the converted DC power, and an inverter that converts DC power from the battery into AC power are provided, and the generator / motor is stored in the battery. A hybrid drive device for a railway work vehicle, characterized in that it operates as an electric motor by using electric power.   2. The hybrid drive system for a railway work vehicle according to claim 1, wherein the transmission includes the first clutch, the first gear, the second clutch, and the second gear arranged on the turbine shaft.   In the transmission, a first clutch, a first gear, and a clutch gear that rotates integrally with the input side of the first clutch are arranged on the turbine shaft and a reverse shaft arranged in parallel therewith, and the clutch gears of the respective shafts mesh with each other. The hybrid drive device for a railway work vehicle according to claim 1, wherein a second gear and a second clutch are provided on either the turbine shaft or the reverse shaft.

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