JP2009285053A - Travel device for model railroad - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a travel device for a model railroad travelling a curve of small radius even when an inter-axle distance is long by placing at least two axles in one underframe. <P>SOLUTION: The travel device for the model railroad has at least two axles 3a, 4a, and 5a journaled by one underframe, wherein axle holes 21e and 22e for journaling the axle 5a of the underframe 2 are formed into a slotted hole long in the travelling direction and the axle 5a is tiltable according to a curve. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a railway model traveling apparatus.

For C-type and D-type steam locomotives with large driving wheel diameters and old F-class large-sized electric locomotives, the top of the locomotive is controlled in order to suppress the phenomenon that the driving wheels ride on the rails when passing through the curved section of the track. A wheel having a small diameter is arranged at the most advanced part (front position of the moving wheel) so that the part is directed in the curve direction quickly so that the vehicle can smoothly travel in the curve section.
Such a small-diameter wheel located at the forefront of the locomotive is referred to as a leading wheel or a leading wheel from the meaning of leading a moving wheel, and a carriage that supports a single or two-axis leading wheel is referred to as a leading truck. Yes. The front wheel also plays a role of appropriately distributing the total weight of the locomotive other than the above-described operation. Some locomotives have a single-axis or two-axis follower wheel provided with a small-diameter wheel (referred to as a follower wheel) after the driving wheel. This slave wheel also plays a role in appropriately distributing the total weight of the locomotive. And the model locomotive has a structure as close to the actual machine as possible.

  By the way, the railroad model track layout is generally configured endlessly and always includes a semicircular curved section. Further, a curved section smaller than a semicircle or an S-shaped curved section (hereinafter simply referred to as “curve”) is included depending on the layout. Therefore, it is necessary that the large model locomotive as described above can smoothly travel on these various curves. In particular, a so-called N gauge having a gauge of 9 mm is required to travel as smoothly as possible on a curve with a small radius.

  Therefore, in the case of a one-axis leading truck, it is supported so as to be able to swing, and in the case of a two-axis leading truck or slave truck, it is supported so as to be rotatable. Alternatively, the width of the bogie frame (hereinafter referred to as “base frame”) is narrowed so that the axle slides laterally (hereinafter referred to as “lateral movement”) with respect to the traveling direction, and in some cases, the appearance is sacrificed. For example, the wheel flanges can be eliminated so that a small radius curve can be traveled.

  As a traveling device capable of traveling on a curve with a small radius, it is a cart with at least two axes, left and right cart frames that support the axles of the front and rear wheels, an L shape, and a horizontal portion that touches the lower surface of the car body frame. The left and right rotating support members are supported so as to be in contact with each other and are pivotably mounted in a horizontal plane. The vertical portion includes a shaft and a screw to pivotally support each upper center of the carriage frame so as to be swingable within the vertical plane. There has been proposed a cart that is configured to be able to travel well on a curve with a small radius and to prevent the wheels from being lifted off the rail surface even when the state of the rail is bad (see, for example, Patent Document 1).

Alternatively, in a railway model vehicle where the distance between the carriages is long and the bottom of the body is covered with a skirt, the carriage outer frame can be attached to and removed from the carriage, or the carriage outer frame can be rotated and slidable on the carriage. There has been proposed a vehicle that eliminates interference with the skirt and can pass through a sharp curve with a small radius (see, for example, Patent Document 2).
JP 2000-325673 A (page 3-5, FIG. 3) JP 2004-147743 A (page 4-5, FIG. 4)

However, depending on the structure of the locomotive, there may be a case where a wheel with a small radius cannot be traveled only by the lateral movement of the axles of the front wheels and the sub wheels, and the wheels are removed. In some cases, it is not possible to turn the leading carriage or the follower truck or to eliminate the flanges of the leading or trailing wheels.
For example, in a rear tank type steam locomotive with a shaft arrangement of “1B1” or “B1”, one front wheel axle, two driving wheel axles and one slave axle must be arranged on one main frame. If it is not possible (shaft arrangement 1B1), or if two driving wheel axles and one slave wheel axle must be arranged in one main frame (shaft arrangement B1), and from the front wheel axle This is the case where the distance between the axles of the slave wheels is long or the distance between the axles of the driving wheels and the axles of the slave wheels is long.

  In a locomotive with such a structure, the front wheel and the follower wheel frame cannot be arranged separately from the main wheel frame of the driving wheel. In particular, in a steam locomotive, a connecting rod for connecting a plurality of driving wheels, a cross head for connecting a cylinder and a main driving wheel, a main connecting rod, and the like are attached, and the plurality of driving wheels move integrally. The wheel axle cannot be moved laterally. For this reason, it is not possible to cope with a curve with a small radius only by laterally moving the axles of the front wheels and the sub wheels. Further, it is not preferable in terms of function and appearance to eliminate the flanges of the front wheel and the slave wheel.

Further, the carts described in Patent Document 1 and Patent Document 2 are both two-axis carts and used as bogie carts, and are one main platform frame as described above and arranged in a shaft. However, it cannot be applied to a traveling device of a rear tank type steam locomotive such as “1B1” and “B1”.
On the other hand, the actual steam locomotive whose shaft arrangement is [B1] is still used in forest railways and the like having many small radius curves. Accordingly, the model steam locomotive has a radius as small as possible. It is desired that the vehicle can travel on a curve (preferably R150 mm or less).

However, the present situation is that no effective means can be found in a small N gauge with respect to a rear tank type steam locomotive such as “1B1” or [B1] having the shaft arrangement as described above. For this reason, the layout of the line inevitably has to be a curve with a large radius, and the realism becomes poor.
The present invention has been made in view of the above points, and provides a traveling apparatus for a railway model in which at least two axles are arranged on one underframe and can travel on a small radius curve even when the distance between the axes is long. The purpose is to do.

In order to achieve the above-described object, the railway model traveling apparatus according to the present invention includes:
A railway model traveling device in which at least two axles are pivotally supported on one underframe,
A shaft hole that supports the axle of the underframe is formed as a long hole that is long in the traveling direction, and the axle can be tilted according to a curve.
By arranging at least two axles on one frame and making the shaft hole of this frame a long hole that is long in the traveling direction of the vehicle, the axle can be adjusted according to the curve with respect to the traveling direction when traveling on the curve. Can be tilted. As a result, a traveling device having a structure in which an axle having a long inter-axis distance is arranged on one frame can travel on a curve with a small radius.

Moreover, the railway model traveling apparatus according to claim 2 of the present invention is the railway model traveling apparatus according to claim 1,
The underframe supports the axle so as to be slidable in a lateral direction with respect to a traveling direction.
The axle can be slid laterally with respect to the direction of travel. When traveling on a curve, the wheel is moved inward according to the curve, and the axle is tilted according to the curve with respect to the travel direction. Make it go. This allows the travel device to travel on a curve with a smaller radius.

Further, a railway model traveling apparatus according to claim 3 of the present invention is the railway model traveling apparatus according to claim 1 or 2,
The underframe is characterized in that a plurality of axles of a driving wheel and an axle of one slave wheel are arranged, and the axle of the slave wheel can be tilted according to a curve.
When a plurality of driving wheel axles and one slave wheel axle are arranged in one frame, the inter-axis distance between the driving wheel axle and the slave wheel axle becomes long. When traveling on a curve, the traveling device tilts the axle of the follower wheel in accordance with the curve with respect to the traveling direction, and slides (transverses) inward in the lateral direction. Thereby, the traveling device can travel on a curve with a small radius. In particular, when applied to a traveling apparatus for a steam locomotive in which a plurality of moving wheels are connected, it is possible to smoothly travel on a curve with a small radius.

Moreover, the railway model traveling apparatus according to claim 4 of the present invention is the railway model traveling apparatus according to claim 1 or 2,
The underframe has one front wheel axle, a plurality of driving wheel axles, and one slave wheel axle, wherein the front wheel axle and / or the slave axle can be tilted according to a curve. Yes.

  When one front wheel axle, a plurality of driving wheel axles, and one slave wheel axle are arranged on one frame, the inter-axis distance between the front wheel axle and the slave axle is structurally long. Therefore, when traveling along a curve, both the front axle and the secondary axle or one of the axles is inclined according to the curve with respect to the traveling direction. Furthermore, the front axle and / or the secondary axle are slid (transversely moved) laterally with respect to the underframe, and the front and / or secondary wheels are slid inside the curve according to the curve. Accordingly, the shaft arrangement in which the distance between the front axle and the secondary axle is long is a steam locomotive having a structure such as “1C1” or “1B1”, or the interaxial distance between the axle of the driving wheel and the axle of the secondary wheel is long. By applying it to a steam locomotive traveling device having a shaft arrangement of “B1”, it is possible to travel a small curve satisfactorily.

A railway model traveling apparatus according to claim 5 of the present invention is characterized in that, in the railway model traveling apparatus according to any one of claims 1 to 4, the axle is a drive shaft.
The wheel fixed to the drive shaft is a drive wheel, and the drive wheel can be tilted according to the curve by tilting the drive shaft according to the curve with respect to the traveling direction. As a result, the traveling device has a driving force and can smoothly travel on a small radius.

According to a sixth aspect of the present invention, there is provided a railway model traveling device according to the third or fourth aspect, wherein the driving force is applied to each of the plurality of driving wheel axles and one slave wheel axle. Is provided.
In the traveling device, the driving force is increased by applying driving force to the axles of a plurality of driving wheels and the axle of one slave wheel, respectively, so that the driving wheel and the slave wheel are driving wheels, and accordingly, the traction force is increased. In particular, if the total weight of the locomotive is uneven and the weight (load) applied to the driving wheel is smaller (lighter) than the weight (load) applied to the driving wheel, the driving force of the driving wheel prevents the driving wheel from slipping. Is possible. Furthermore, the traveling device can travel on a curve with a small radius with a large traction force by allowing the driven shaft of the slave wheel to travel by tilting according to the curve with respect to the traveling direction. As a result, the degree of freedom of the layout of the line is increased, and a complicated layout can be configured.

  According to the present invention, a shaft hole that supports the axle of the underframe in which at least two axles are axially supported on one underframe is formed as a long hole that is long in the traveling direction, and the axle can be inclined according to a curve. This makes it possible to incline the axle according to the curve when traveling on a curve, and it is possible to travel on a curve with a small radius even in a frame traveling device with a long inter-axis distance. It becomes. As a result, the degree of freedom of the layout of the line is increased, and a complicated layout can be configured.

  Hereinafter, a traveling apparatus for a railway model according to an embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a side view showing an outline of an N gauge steam locomotive to which a traveling apparatus according to the present invention is applied. The steam locomotive 1 is, for example, a well-known Baldwin “B1” rear tank type small steam locomotive. The steam locomotive is a main frame 2, two large-diameter wheels 3 and 4 supported on the main frame 2, and a small-diameter steam locomotive. It is composed of one slave wheel 5, a cylinder block 6 disposed at the tip of the main frame 2, a boiler 7 disposed on the main frame 2, a cab (cab) 8, a rear tank 9 and the like. Hereinafter, the driving wheel 3 is referred to as a first driving wheel 3, and the driving wheel 4 is referred to as a second driving wheel 4.

In FIG. 1, the connecting rod that connects the first moving wheel 3 and the second moving wheel 4, the crosshead that connects the cylinder block 6 and the second moving wheel 4, the main connecting rod, and the like are omitted to avoid complexity of the drawing. It is.
In this type of steam locomotive 1, the diameter of the boiler 7 is narrow and short, the chimney 10 and the steam dome 11 are larger than the boiler 7, and the cab 8 and the rear tank 9 are also wider than the diameter of the boiler 7. It has a large shape. And the boiler 7, the cab 8, and the rear tank 9 are comprised integrally.

A boiler 7 is disposed above the cylinder block 6 and the first driving wheel 3 and the second driving wheel 4. A cab 8 is disposed between the second driving wheel 4 and the driven wheel 5. A rear tank 9 is arranged on the side. A driving motor 15 is disposed above the slave wheel 5 in the cab 8 and the rear tank 9.
In the model steam locomotive, in order to appropriately distribute the total weight of the locomotive, a driving motor is generally mounted from the cab to the boiler to drive the driving wheels. However, in the steam locomotive 1 shown in FIG. 1, since the diameter of the boiler 7 is thin, a driving motor cannot be arranged from the cab 8 to the boiler 7. For this reason, a driving motor 15 is mounted in the cab 8 and the rear tank 9.

  Further, the inter-axis distance L1 between the first moving wheel 3 and the second moving wheel 4 is about 13 mm, the inter-axis distance L2 between the second moving wheel 4 and the driven wheel 5 is about 21 mm, and the axis between the first moving wheel 3 and the driven wheel 5 is The distance L (= L1 + L2) is about 34 mm. That is, the inter-axis distance L (fixed inter-axis distance L) between the first moving wheel 3 and the slave wheel 5 is long. Further, the inter-axis distance L2 between the second moving wheel 4 and the slave wheel 5 is longer than the inter-axis distance L1 between the first moving wheel 3 and the second moving wheel 4.

  FIG. 2 shows an exploded perspective view of the main frame 2 of the steam locomotive 1 shown in FIG. The main frame 2 is composed of two left and right plate frame frames 21 and 22 and a floor plate 23. These plate base frames 21, 22 and floor plate 23 are formed of a metal plate, such as a brass plate, which has conductivity and strength and can be soldered. The left base frame 21 has upper and lower end portions 21a and 21b bent horizontally into a substantially L shape on the right base frame 22 side to form mounting portions for the right base frame 22 and the floor plate 23. ing. And the upper part of the front and rear both ends of the right side plate frame 22 is electrically insulated by screws 27 via the insulating bush 25 and the insulating washer 26, respectively, on the sides of the upper parts 21a and 21b of the front and rear ends of the board frame 21. Fixed.

  The floor plate 23 is positioned and placed on the upper portion 21b of the rear end portion of the plate frame 21 and fixed by soldering. The floor plate 23 is electrically connected and fixed to the plate frame 21 and is electrically insulated from the plate frame 22. A motor 15 for driving is horizontally accommodated in a motor housing box 23a formed at the center position on the front side of the floor plate 23, and the rotary shaft 15a is projected forward by a predetermined length, and is driven at the tip of the rotary shaft 15a. The worm 16 is fixed.

  The drive motor 15 has one terminal soldered and electrically connected to the plate base frame 21 or the floor plate 23 via a lead wire (not shown), and the other terminal is connected to the plate base frame via a lead wire (not shown). Soldered to 22 and electrically connected. As shown in FIG. 1, the cab 8 and the rear tank 9 are placed on the floor plate 23 so as to accommodate the drive motor 15, and the worm 16 is positioned at the front of the cab 8.

  As shown in FIG. 2, shaft holes 21c, 21d, and 22c that rotatably support the axles 3a and 4a of the first and second driving wheels 3 and 4 from the approximate center of the left and right plate frame 21 and 22 to the front side position. , 22d, and shaft holes 21e, 22e for rotatably supporting the axle 5a of the follower wheel 5 at positions near the rear end. The shaft holes 21c, 21d, 22c, and 22d are formed in a circle (perfect circle) similar to the axles 3a and 4a as shown in FIG. The axles 3a, 4a of the left and right first driving wheels 3 and the second driving wheel 4 rotate while their outer peripheral surfaces are in sliding contact with the inner peripheral surfaces of the shaft holes 21c, 21d, 22c, 22d, and the left and right axles are rotated from the left and right rails. It is possible to collect current to the plate frame 21 and 22 via 3a and 4a.

  On the other hand, as shown in FIG. 3, the shaft hole 21e of the driven wheel 5 is a perfect circle axle 5a indicated by oblique lines in the inter-axis distance L2 (see FIG. 1) between the axle 4a of the second driving wheel 4 and the axle 5a of the driven wheel 5. On the other hand, the long holes are slightly longer on the rear side indicated by the arrow A or the front side indicated by the arrow A ′ along the traveling direction (front-rear direction). That is, the shaft hole 21e has a position (L2 + δ1) that is shifted by a distance δ1 on the rear side in the traveling direction with respect to the center position of the perfectly round shaft hole 5a indicated by oblique lines, and a position that is shifted by a distance δ2 on the front side in the traveling direction (L2). -Δ2) are elongated holes each having a central position. The same applies to the shaft hole 22e. As a result, the axle 5a of the follower wheel 5 can be tilted according to the curve with respect to the traveling direction, as will be described later. The distances δ1 and δ2 will be described later.

  The axles 5a of the left and right slave wheels 5 are rotatable while their outer peripheral surfaces are in sliding contact with the substantially semicircular portions on the rear side or front side of the inner peripheral surfaces of the shaft holes 21e and 22e. That is, the axle 5a of the slave wheel 5 rotates while the outer peripheral surface slides on the substantially semicircular inner peripheral surface on the rear side of the shaft holes 21e and 22e when the vehicle moves forward (in the direction of arrow A 'in FIG. 3). When the vehicle moves backward (in the direction of arrow A in FIG. 3), the outer peripheral surface rotates in sliding contact with the substantially semicircular inner peripheral surface on the front side of the shaft holes 21e and 22e. In the same manner as the first moving wheel 3 and the second moving wheel 4, current can be collected from the left and right rails to the plate frame 21 and 22 via the left and right axles 5a.

  As shown in FIG. 2, the axle 3 a of the first moving wheel 3 has a cylindrical shape and is divided into left and right at a central portion. And the gear 31 is clamped and attached to the center part. In the gear 31, a rotation shaft 31 a integrally formed at the center position on both the left and right side surfaces is press-fitted into the axle 3 a of the left and right first driving wheels 3. The gear 31 is formed of an insulating synthetic resin member such as plastics, and the left and right first moving wheels 3 are electrically completely insulated by the gear 31 and mechanically fixed integrally.

  The left and right first driving wheels 3 pass the axle 3a from the outside into the shaft holes 21c and 22c of the platen frames 21 and 22, and further through the axle spacer 30 to rotate the both sides of the gear 31 into the cylindrical axle 3a. The shaft 31a is press-fitted and fixed to the gear 31 integrally. The first moving wheel 3 is rotatably supported by the shaft holes 21c and 22c of the plate frame 21 and 22. Further, the first moving wheel 3 is restricted from moving in the left-right direction (lateral direction) (lateral movement) by the axle spacer 30 being interposed between the axles 3 a on both sides of the gear 31.

  Similarly to the first driving wheel 3, the second driving wheel 4 and the subordinate wheel 5 are also divided into left and right at the central portion, and as shown in FIG. Thus, the left and right second moving wheels 4 and the follower wheel 5 are electrically insulated and mechanically fixed together. Further, the axle spacers similar to the axle spacer 30 are also mounted on the axles 4 a on both sides of the gear 32 of the second moving wheel 4, and the lateral movement of the second moving wheel is restricted in the same manner as the first moving wheel 3. The axle spacers are not attached to the axles 5a on both sides of the gear 33 of the slave wheel 5. As a result, current can be collected from the left and right rails to the left and right plate frames 21 and 22 from the left and right first moving wheels 3, the second moving wheels 4 and the slave wheels 5. The gears 31, 32, and 33 are hereinafter referred to as shaft gears 31, 32, and 33.

  As shown in FIG. 3, the left platen frame 21 applies the driving force of the driving motor 15 to a predetermined position between the shaft holes 21 c, 21 d, and 21 e of the first driving wheel 3, the second driving wheel 4, and the slave wheel 5. Shaft holes 21f to 21j, 21k, 21m, and 21n that rotatably support gears for transmitting to the shaft gears 31, 32, and 33 are provided. As shown in FIG. 2, a worm gear (worm wheel) 34 and a gear 35 are rotatably supported by a screw 61 through a shim 51, a collar 52, and a large gear shaft 53 in a shaft hole 21f. The worm gear 34 and the gear 35 are integrally formed, and the gear 35 has a smaller diameter than the worm gear 34. The worm gear 34 meshes with the worm 16. The gear 35 formed integrally with the worm gear 34 is hereinafter referred to as a drive gear 35.

  As shown in FIGS. 2 to 4, the shaft hole 21 g has a gear 36 that meshes with the drive gear 35 and the shaft gear 32 of the second moving wheel 4, and is rotatably supported through a shim 51, a small gear shaft 54, and a screw 62. Be supported. Gears 37, 38, 39 are rotatably supported in shaft holes 21 h, 21 i, 21 j through small gear shafts (not shown) and screws 62 similar to shims 55 and small gear shafts 54. The gear 37 meshes with the shaft gear 32 of the second moving wheel 4, the gear 38 meshes with the gear 37, and the gear 39 meshes with the gear 38 and the shaft gear 31 of the first moving wheel 3. Thereby, the driving force of the drive gear 35 is transmitted to the second driving wheel 4 and the first driving wheel 3.

  Further, the shaft holes 21k, 21m, and 21n are connected to the gears 41, 42, and 43 as shown in FIG. 4 through shims (not shown) similar to the gears 36 to 38 and small gear shafts and screws similar to the small gear shaft 54. Is rotatably supported. The gear 41 meshes with the drive gear 35, the gear 42 meshes with the gear 41, and the gear 43 meshes with the gear 41 and the shaft gear 33 of the slave wheel 5. As a result, the driving force of the driving gear 35 is transmitted to the slave wheel 5. The slave wheel 5 functions as a driving wheel together with the first driving wheel 3 and the second driving wheel 4.

  The gears (idle gears) 36, 37, 38, 39 that transmit the driving force from the driving gear 35 to the second driving wheel 4 and the first driving wheel 3 are referred to as a first gear train 40, and are driven from the driving gear 35 to the slave wheel 5. Gears (idle gears) 41, 42, and 43 that transmit force are referred to as a second gear train 44. Then, all the wheels, that is, the first driving wheel 3 and the second driving wheel 4 are driven via the first gear train 40 and the slave wheel 5 is driven via the second gear train 44 by one drive gear 35. 2, the shaft gears 32 and 33, the gears 37 to 39 of the first gear train 40, and the gears 41 to 43 of the second gear train 44 are omitted for the sake of simplicity.

The gears 36, 37, 38, 39 of the first gear train 40 and the gears 41, 42, 43 of the second gear train 44 are cantileverly supported on the left (one side) plate frame 21, and the right side ( The left and right plate frame 21 and 22 are electrically insulated from each other by being separated from the other plate frame 22.
In the first gear train 40, the shaft gear 32 and the shaft gear 31 are connected by three small gears 37 to 39, and the drive gear 35 of the second gear train 44 and the shaft gear 33 of the slave wheel 5 are three. Are connected by small gears 41 to 43, but each may be connected by one gear. However, when one gear is used, the gear diameter increases, and when applied to the first gear train 40, there is a possibility of interference with the boiler 7. Further, when applied to the second gear train 44, it interferes with the floor plate 23, the drive motor 15 and the like. Therefore, it is substantially difficult to make one idle gear in any gear train.

The shaft gears 31 to 33 use gears of the same size, and the gears 36 to 39 of the first gear train 40 and the gears 41 to 43 of the second gear train 44 also use gears of the same size. The sizes of the shaft gears 31 to 33 and the gears 36 to 39 and 41 to 43 are different. Thereby, the kind of gear to be used can be reduced and management of components becomes easy.
By the way, in an N gauge model vehicle with a gauge of 9 mm, the inner method of the left and right wheels is about 7.5 mm. Incidentally, in the present invention, the main frame 2 including the left and right plate frame 21 and 22 is set to about 5.5 mm for the outer method and about 4.5 mm for the inner method. Further, the length of the shaft gears 31 to 33 is about 2 mm, and the width of the axle spacer 30 mounted on the left and right sides of the shaft gears 31 and 32 of the first moving wheel 3 and the second moving wheel 4 is about 1.0 mm. Has been. Therefore, the first moving wheel 3 and the second moving wheel 4 are restricted to about 0.5 mm in lateral movement.

The reason why the lateral movement of the first driving wheel 3 and the second driving wheel 4 is regulated is that the steam locomotive 1 is connected to the first driving wheel 3 and the second driving wheel 4 by a connecting rod (not shown) as described above. Furthermore, the cylinder block 6 and the second moving wheel 4 are connected by a cross head and a main connecting rod (not shown), so that the first moving wheel 3 and the second moving wheel 4 behave integrally.
On the other hand, the slave wheel 5 does not have such a restriction and can move laterally by the width of the axle spacer (about 2 mm). Furthermore, in the present invention, as described above, the shaft holes 21e and 22e of the follower wheel 5 are formed as long holes slightly longer in the traveling direction, and the axle 5a of the follower wheel 5 having a long inter-axis distance L (= L1 + L2) with the first moving wheel 3 is provided. It is possible to tilt (tilt) according to the curve with respect to the traveling direction. That is, the axle 5a of the follower wheel 5 can be laterally moved and can be tilted according to the curve with respect to the running direction, so that the follower wheel 5 having a long inter-axis distance from the first moving wheel 3 travels on a curve with a smaller radius without taking off. It is possible.

  In order to smoothly rotate the driven wheel 5 as a drive wheel, the inner surface of the left and right plate frame 21 or 22 where the axle 5a laterally moves to the maximum position, that is, the left and right side surfaces of the shaft gear 33 are opposed to each other. It is indispensable that the shaft gear 33 meshes with the gear 43 even at a position where the shaft 43 abuts. Further, it is essential that the gear 43 and the shaft gear 33 are engaged with each other even when the axle 5a is inclined to the maximum in the front-rear direction with respect to the traveling direction, and that the engagement is smoothly performed without excessive engagement. .

As shown in FIGS. 2 and 5, the worm gear 34 that meshes with the worm 16 is positioned substantially on the center line of the main frame 2, and the drive gear 35 is located on the plate frame 21 side from the center line of the main frame 2. 34 are shifted by a thickness. Further, the shaft gear 33 of the slave wheel 5 is located on the center line of the main frame 2.
Therefore, as shown in FIG. 5, the gear 42 that meshes with the gear 41 that meshes with the drive gear 35 is slightly shifted toward the center line of the main frame 2, and the gear 43 that meshes with the gear 42 is slightly shifted toward the center line. It is located on the center line of the main frame 2. As a result, as shown in FIG. 5, the gear 43 meshes with the central portion of the shaft gear 33 in a state where the shaft gear 33 of the follower wheel 5 is located on the center line of the main frame 2, that is, in a state of linear running. It becomes possible to transmit a substantially equal driving force to the secondary wheel 5.

  In this case, the gear 43 can be widened (thickened), but if the gear 43 is made too wide, the shaft closer to the gear 43 when the axle 5a is inclined with respect to the traveling direction as will be described later. There is a possibility that the engagement with the gear 33 becomes deep and hard. Further, if the gear 43 is made too narrow (thinner), there is a possibility that the engagement with the shaft gear 33 on the side away from the gear 43 may not be ensured when the axle 5a is laterally moved or tilted with respect to the traveling direction. is there. Accordingly, the width (thickness) of the gear 43 is approximately half the width (thickness) of the shaft gear 33.

  As described above, the shaft hole 21e of the axle 5a of the follower wheel 5 has a length in which the center axis is shifted by the distances δ1 and δ2 in the rear direction and the front direction, respectively, with respect to the center position of the perfect circle shaft hole indicated by hatching in FIG. It is a hole. The distances δ1 and δ2 correspond to the shaft gear 33 ′ and the gear 43 indicated by a one-dot chain line at a position where the left and right axles 5a have moved to the maximum position rearwardly indicated by arrow A in the shaft holes 21e and 22e (during forward travel). Between the shaft gear 33 "and the gear 43 indicated by a two-dot chain line at a position (during reverse travel) that is secured without being disengaged and moved forward in the shaft holes 21e and 22e to the maximum position indicated by the arrow A '. The distances δ1, δ2 may be set to optimum values according to the tooth heights of the shaft gear 33 and the gear 43. In the present embodiment, δ1, δ2 are set. Is set to about 0.5 mm.

  Therefore, when the axle 5a of the follower wheel 5 is tilted to the maximum in the front-rear direction with respect to the traveling direction, for example, the outer peripheral surface of the left axle 5a is a semicircular inner shape on the front side of the shaft hole 21e of the left plate frame 21. In a state where the outer peripheral surface of the right axle 5a is in sliding contact with the peripheral surface and is in sliding contact with the semicircular inner peripheral surface on the rear side of the shaft hole 22e of the plate frame 22, it is inclined about 1 mm in the front-rear direction. As described above, since the inner method of the left and right slave wheels is about 7.5 mm, the inner method of the axle 5a is also about 7.5 mm. Therefore, when the axle 5a is tilted 1 mm forward and backward, the inclination angle is about 7. 5 °.

  Therefore, as shown in FIG. 1, when the inter-axis distance L (= L1 + L2) between the first moving wheel 3 and the driven wheel 5 is about 34 mm and the inter-axis distance L2 between the second moving wheel 4 and the driven wheel 5 is about 21 mm, the driven wheel 5 It is extremely effective for traveling on a curve that the axle 5a moves about 2 mm at a maximum in the lateral direction with respect to the traveling direction and tilts about 7.5 ° at the maximum with respect to the traveling direction. As a result, the main frame 2 can travel on a curve with a small radius.

  On the other hand, as described above, the first driving wheel 3 and the second driving wheel 4 have almost no lateral movement. Therefore, the shaft gears 31 and 32 are arranged on the center line of the main frame 2, and the gear 36 of the first gear train 40 is provided. Even if -39 is arrange | positioned in the position which shifted | deviated from the centerline to the plate-frame frame 21 side, if meshing is ensured, there will be no problem in particular. That is, as indicated by a two-dot chain line in FIG. 5, the gears 37 to 39 may be arranged close to the plate frame 21 as in the case of the gear 36 that meshes with the drive gear 35. In this way, the main frame 2 is configured.

  By the way, the follower wheel 5 does not necessarily have to be a drive wheel. However, the steam locomotive 1 having the structure as shown in FIG. 1 applied to the present embodiment is light because the boiler 7 is thin and short, and the cab 8 is large even if the chimney 10 and the steam dome 11 are large and somewhat heavy. The front side (boiler 7 side) is lighter. On the other hand, the cab 8 and the rear tank 9 are wider and larger than the diameter of the boiler 7, and are arranged so as to extend rearward at the rear end of the main frame 2 as shown in FIG. It is arranged on a large floor plate 23. Further, a driving motor 15 is arranged on the floor plate 23 in the cab 8 and the rear tank 9. For this reason, the cab 8 and the rear tank 9 side become heavier than the boiler 7 side.

  As shown in FIG. 1, the boiler 7 is disposed on the front side from the upper position of the cylinder block 6, the first moving wheel 3 and the second moving wheel 4, that is, from the substantially central position of the main frame 2. A cab 8 is disposed between the second driving wheel 4 and the follower wheel 5 on the rear side from the position, and the rear tank 9 is disposed from the upper position of the follower wheel 5 to the rear part of the floor plate 23 extending to the rear of the main frame frame 2, Further, a driving motor 15 is disposed above the slave wheel 5 in the cab 8 and the rear tank 9.

  For this reason, even if the weight distribution of the total weight (load) of the steam locomotive 1 is uneven and the somewhat heavy cylinder block 6 is attached to the front end of the main frame 2, the weight (load) applied to the main frame 2 is The rear side is heavier than the front side. As a result, the weight (load) applied to the first driving wheel 3 and the second driving wheel 4 is small, and the first driving wheel 3 and the second driving wheel 4 are easy to idle during forward movement. As a result, the traction force is greatly reduced. Therefore, in the present invention, as described above, the follower wheel 5 is used as a drive wheel to prevent the first and second driving wheels 3 and 4 from idling during forward travel and to greatly increase the traction force.

  Hereinafter, the behavior of the secondary wheel 5 in the main frame 2 will be described with reference to FIG. In FIG. 6, the rail is omitted. When the steam locomotive 1 shown in FIG. 1 moves forward on a straight rail, the shaft gear 33 of the follower wheel 5 is positioned substantially at the center of the main frame 2 as shown in FIG. The outer peripheral surfaces of the left and right axle shafts 5a are in sliding contact with the semicircular inner peripheral surfaces on the rear side of the shaft holes 21e and 2e of the left and right plate base frames 21 and 22, respectively. Then, the shaft gear 33 moves backward to the position indicated by the one-dot chain line 33 ′ in FIG. 3, but engagement with the driving gear 43 is ensured. Thereby, the rear wheel 5 operates as a drive wheel.

When the steam locomotive 1 travels on a curve with a relatively large radius (for example, about R240 mm), the axle 5a of the follower wheel 5 laterally moves in the direction of the curve as shown in FIG. 6B. At this time, the meshing between the shaft gear 33 and the driving gear 43 is ensured. Thus, when traveling on a relatively large curve, the vehicle can be driven by the lateral movement of the driven wheel 5.
Next, when the steam locomotive 1 travels on a curve with a small radius (for example, about R150 mm to R120 mm), as shown in FIG. 6C, the axle 5a of the follower wheel 5 reaches the maximum position in the inner direction of the curve. While laterally moving, the flange 5b slides on the inner side surface of the rail (not shown) and inclines in the front-rear direction according to the curve with respect to the traveling direction. In this way, the axle 5a of the driven wheel 5 having a driving force moves laterally and tilts according to the curve, so that it is possible to travel on a curve with a very small radius. Also at this time, the meshing between the shaft gear 33 and the gear 43 is ensured smoothly.

  In the above embodiment, the shaft holes 21e and 22e are elongated holes having a distance δ1 on the rear side and δ2 on the front side with respect to a perfect circle. However, the present invention is not limited to this, and the distance δ2 on the front side is set to zero. The rear distance δ1 may be increased by the front distance δ2, or the rear distance δ1 may be set to 0 and the front distance δ2 may be increased by the rear distance δ1. In short, the shaft holes 21e and 22e may be long holes in the traveling direction so that the axle 5a of the slave wheel 5 is inclined according to the curve.

  In either case, the left and right axles 5a are secured without disengagement between the shaft gear 33 and the gear 43 at the position where the left and right axles 5a are moved rearwardly to the maximum position (during forward travel). The shaft gear 33 and the gear 43 smoothly mesh with each other when the shaft holes 21e and 22e are moved forward to the maximum position (during reverse travel), and the shaft gear 33 and the gear 43 are smooth even when the axle 5a is inclined. Of course, it is set so as to engage with each other.

  Furthermore, in the above-described embodiment, the technical idea of the present invention that the axle is inclined according to the curve with respect to the traveling direction is an axial arrangement in which two driving wheels and one slave wheel are arranged on one main frame. However, the present invention is not limited to this, but the shaft arrangement is “1B1” and “1C1”, and the front wheels and the subwheels are arranged on one main frame structurally. It can also be applied to axles. Further, the present invention can be applied to an axle of a single-shaft truck or a two-shaft truck.

  Furthermore, the old F-class large electric locomotive, that is, a shaft arrangement in which the deck has first and second main frames integrally formed with the main frame, and three driving wheels are arranged on each main frame. The present invention can also be applied to an axle of “2CCC-CCC2” or “1CCC-CCC1”. Unlike the steam locomotive, the electric locomotive does not have a connecting rod for connecting the driving wheels, and therefore the specific driving wheel, for example, the first driving wheel to the third driving wheel arranged on the first main frame, the first driving wheel axle. Of the third driving wheel having a long inter-axis distance from the second driving wheel and the fourth driving wheel having a long inter-axis distance from the axle of the sixth driving wheel among the fourth to sixth driving wheel axles disposed on the second main frame. You may apply to an axle.

  Or you may apply to each axle shaft of a 1st driving wheel-a 6th driving wheel. Furthermore, the present invention may be applied to the axles of a leading truck and a sub-carriage arranged below the decks of the first and second mainframes. Since the outer frame of the structure in which the axle box, the sand box, the brake device and the like are arranged outside the main frame is attached, there is almost no problem in appearance even if the axle is slightly shifted. By doing so, it is possible to satisfactorily travel on a small radius curve or S curve even in an old class F class large electric locomotive in which the deck is formed integrally with the main frame.

As described above, according to the present invention, at least two axles are arranged in one frame, and the shaft hole of the axle is formed as a long hole in the traveling direction of the vehicle so as to be inclined with respect to the traveling direction. When traveling along a curve, the axle can be tilted according to the curve, and a traveling apparatus having a frame with a long inter-axis distance can travel along a curve with a small radius.
In addition, when traveling on a curve so that the axle can be slid laterally with respect to the traveling direction, the wheel is moved inside the curve, and further, the traveling device is tilted according to the curve with respect to the traveling direction. It is possible to run a curve with a smaller radius.

Also, when traveling along a curve, the axle of the follower wheel is tilted according to the curve with respect to the running direction, and the axle is moved laterally to move the follower wheel toward the inside of the curve so that the traveling device has a smaller radius. It becomes possible to run the curve.
Further, in a frame where one front wheel axle, a plurality of driving wheel axles and one slave wheel axle are arranged in one frame, both the front wheel axle and the slave wheel axle when traveling on a curve, or By tilting one of the axles according to the curve with respect to the traveling direction, and moving the front axle and / or the secondary axle sideways to move the front and / or secondary wheels closer to the inside of the curve Even in a traveling device having a structure in which the distance between the axle of the front wheel and the axle of the secondary wheel is long, it is possible to travel on a small curve.

In addition, by using an axle that is tilted according to the curve with respect to the traveling direction as a drive shaft, the wheel fixed to the drive shaft becomes a drive wheel, and the drive wheel can be tilted according to the curve, and the driving force can be increased. A traveling device that has a small radius and can travel more smoothly can be configured.
Further, by applying driving force to the axles of the plurality of driving wheels and the axles of one slave wheel, respectively, these driving wheels and one slave wheel are used as the driving wheels, so that the driving force increases and the traction force increases accordingly. . In particular, even when the weight of the locomotive applied to the moving wheel side is smaller (lighter) than the weight applied to the driven wheel due to the structure of the vehicle body, it is possible to prevent idling of the moving wheel by the driving force of the driven wheel. Furthermore, by making it possible to travel by tilting the driven wheel having the driving force according to the curve with respect to the traveling direction, it is possible to favorably travel on a curve with a smaller radius with a large traction force. As a result, the degree of freedom of the layout of the line is increased, and a complicated layout can be configured.

1 is a side view of a steam locomotive to which a railway model traveling device according to the present invention is applied. FIG. 2 is a partially omitted exploded perspective view of the main frame shown in FIG. 1. It is a figure which shows the shaft hole of the main frame of the one side shown in FIG. FIG. 3 is an assembly cross-sectional view of the main frame shown in FIG. 2. FIG. 5 is a partially cut-out top view of the main frame shown in FIG. FIG. 6 (a) shows the behavior of the slave wheel during straight running, FIG. 6 (b) shows the behavior of the slave wheel during running on a large radius curve, FIG. 6 (c) shows the behavior of the slave wheel when traveling on a curve with a small radius.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Steam locomotive 2 Main frame 3 1st driving wheel 3a Axle 4 2nd driving wheel 4a Axle 5 Follower wheel 5a Axle 6 Cylinder block 7 Boiler 8 Driving room 9 Rear tank 10 Chimney 11 Steam dome 15 Motor 15a Rotating shaft 16 Worm 21, 22 Plate base frame 21a Front end upper part 21b Rear end upper part 21c, 21d, 21e, 22c, 22d, 22e Shaft hole (axle hole)
21f-21j, 21k, 21m, 21n Shaft hole (gear shaft hole)
23 Floor plate 23a Motor housing box 25 Insulating bush 26 Insulating washer 27 Screw 30 Axle spacer 31-33 Shaft gear 31a Rotating shaft 34 Worm gear 35-39, 41-43 Gear 40 First gear train 44 Second gear train 51, 55 Shim 52 Collar 53 Large gear shaft 54 Small gear shaft 61, 62 Screw L, L1, L2 Inter-shaft distance δ1, δ2 Distance of deviation of rear wheel shaft hole from rear to front with respect to perfect circle

Claims (6)

A railway model traveling device in which at least two axles are pivotally supported on one underframe,
A travel apparatus for a railway model, wherein a shaft hole that pivotally supports the axle of the underframe is formed as a long hole that is long in a traveling direction, and the axle can be tilted according to a curve.   The railway model traveling device according to claim 1, wherein the underframe supports the axle so as to be slidable in a lateral direction with respect to a traveling direction.   The railcar according to claim 1 or 2, wherein the underframe includes a plurality of driving wheel axles and one slave wheel axle, the axle of the slave wheel being tiltable according to a curve. Traveling device.   The underframe has one front wheel axle, a plurality of driving wheel axles, and one slave wheel axle, wherein the front wheel axle and / or the slave axle can be tilted according to a curve. The railway model traveling device according to claim 1 or 2.   The railway model traveling device according to any one of claims 1 to 4, wherein the axle is a drive shaft.   5. The railway model traveling device according to claim 3, wherein a driving force is applied to each of the plurality of driving wheel axles and one slave wheel axle. 6.

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