JP2013183530A - Pantograph supporting device of railway vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a pantograph supporting device that can reduce burden of a worker by lowering frequency of a maintenance work, and can hold a pantograph in a neutral position, while preventing the pantograph from being inclined to an unintended direction.SOLUTION: A pantograph supporting device comprises: a pantograph 42 that is tiltably supported along an arc of a prescribed radius centering on the pendulum center c, on an upper part of a vehicle body 22 that is tiltably supported centering on a pendulum center c relative to a truck; a bevel gear 47 rotating with a rotation amount corresponding to a relative tilting angle of the vehicle body 22 relative to the truck; a vertical shaft 55 that transmits rotation of the bevel gear 47 to the bevel gear 61 provided at an upper part of the vehicle body 22; and a transmission 66 that tilts the pantograph 42 with the tilting angle corresponding to the rotation amount of the bevel gear 61.

Description

  The present invention relates to a pantograph support device for a railway vehicle.

Conventionally, in a railway vehicle, there is a pendulum vehicle provided with a pendulum beam type cart that inclines the vehicle body in the opposite direction to the centrifugal direction in order to improve the traveling speed in a curve section or to improve riding comfort.
In the case of a pendulum vehicle, if the pantograph is fixed to the upper part of the vehicle body, when the vehicle body is tilted, the pantograph may be displaced to the left and right with respect to the trolley line, so that a so-called disconnection may occur.
In order to prevent this separation, it is necessary to hold the pantograph in a neutral position regardless of the inclination angle of the vehicle body.For example, a gate-type column is extended from a cart frame that does not tilt, and the pantograph is placed above the column. A pantograph support device that is directly supported has been proposed (see, for example, Patent Document 1).
Here, the neutral position of the pantograph is a position where a vertical line passing through the center between the rails and perpendicular to the axle passes through the approximate center in the width direction of the pantograph.
However, in the case of the above-described pantograph support device, since the gate-shaped column is disposed through the vehicle body, the gate-shaped column protrudes to the inside of the cabin, and the cabin space is sacrificed. Since it becomes necessary to arrange seats avoiding, the degree of freedom of seat arrangement is also limited.
Therefore, a support structure for slidably supporting the pantograph is provided at the upper part of the vehicle body in a substantially arcuate guide portion centered on the longitudinal axis of the vehicle body, and the wire rope is routed from the pantograph along the left and right sides of the vehicle body Thus, there has been proposed a pantograph support device that is connected to the left and right beams of the carriage frame that does not tilt (see, for example, Patent Document 2).
According to this configuration, when the vehicle body is tilted, it is possible to prevent a change in the relative position of the pantograph with respect to the carriage frame regardless of the tilt angle of the vehicle body, and to hold the pantograph at the neutral position.

JP-A-6-233406 Japanese Patent Laid-Open No. 5-115104

However, in the case of the above-described conventional pantograph support device, the load applied to the wire rope becomes very large because the pantograph is slid by the tension of the wire rope and held in the neutral position. There is a problem that the maintenance work needs to be frequently performed and the burden on the worker increases.
An electrical control method that directly displaces the pantograph with an actuator or the like without using a wire rope is also conceivable, but in such an electrical control method, the pantograph may tilt in an unintended direction during a failure. There is.

  The present invention has been made in view of the above circumstances, can reduce the frequency of maintenance work, reduce the burden on the operator, and prevent the pantograph from tilting in an unintended direction during a failure. However, a pantograph support device that can hold the pantograph in a neutral position is provided.

In order to solve the above problems, the following configuration is adopted.
A pantograph support device for a railway vehicle according to the present invention is arranged along an arc of a predetermined radius centered on the axis on an upper part of a vehicle body supported to be tiltable about an axis extending in the vehicle body length direction with respect to the carriage. A pantograph supported in a tiltable manner, a first gear that rotates by a rotation amount corresponding to a relative tilt angle of the vehicle body with respect to the carriage, and rotation of the first gear are provided at an upper portion of the vehicle body A first transmission mechanism that transmits to the second gear, and a speed change mechanism that tilts the pantograph at a tilt angle corresponding to the rotation amount of the second gear.
By doing so, the rotation of the first gear is transmitted to the second gear through the first transmission mechanism, and the rotation of the second gear causes the pantograph to tilt through the transmission mechanism. The pantograph can be held at the neutral position by tilting the pantograph at a tilt angle corresponding to the tilt angle of the vehicle body relative to the carriage.

Furthermore, the pantograph support device for a railway vehicle according to the present invention is the above pantograph support device, wherein the first gear and the carriage are connected by a second transmission mechanism, and the second transmission mechanism is a universal joint. And the spline joint may be provided, and the first transmission mechanism may be provided at the end portion of the vehicle body.
By doing so, the universal joint and spline joint of the second transmission mechanism can follow the rotation around the vertical axis of the carriage relative to the vehicle body and the tilting of the vehicle body relative to the carriage by the universal joint and the spline joint. The first gear and the second gear can be interlocked via the wife. Therefore, it is possible to mechanically configure the vehicle without sacrificing the cabin space as in the case of providing a conventional support and without performing electrical control.

Furthermore, in the pantograph support device for a railway vehicle according to the present invention, in the pantograph support device, the speed change mechanism may include a rack gear and a pinion gear that convert rotation of the second gear into tilting of the pantograph.
By doing so, by transmitting the rotation of the second gear to the pinion gear, the pantograph can be tilted at a tilt angle corresponding to the rotation amount of the second gear by the rack gear meshed with the pinion gear. . Therefore, since the speed change mechanism can have a simple configuration, it is possible to improve reliability and to prevent an increase in the burden related to maintenance.

Furthermore, in the pantograph support device for a railway vehicle according to the present invention, in the pantograph support device, the second transmission mechanism transmits the rotational torque when a rotational torque exceeding a preset torque upper limit value is applied. You may make it provide the torque limiter which interrupts | blocks.
By doing so, it is possible to prevent an excessive torque from acting on the first gear at the time of a failure such as fixing of the pantograph, so that the first gear, the second gear caused by the excessive torque acting, The one transmission mechanism, the second gear, and the transmission mechanism can be prevented from being damaged.

Furthermore, in the pantograph support device for a railway vehicle according to the present invention, in the pantograph support device, the second transmission mechanism and the first transmission mechanism are connected by a first bevel gear mechanism, and the first transmission mechanism is provided. The mechanism and the speed change mechanism are connected by a second bevel gear mechanism, and the rotation of the first gear is increased by the first bevel gear mechanism and the second bevel gear mechanism, respectively. May be.
In this way, the first and second gear gear mechanisms can increase the rotation speed of the first gear and tilt the pantograph. can do. In addition, when a dedicated speed increasing mechanism is provided, it will be placed near the pantograph due to space limitations. By increasing the speed with the first and second gear gear mechanisms, The speed increasing mechanism can be maintained in the section. Therefore, it is not necessary to remove the pantograph at the time of maintenance, and the burden of maintenance work can be reduced.

  According to the pantograph support device according to the present invention, it is possible to reduce the frequency of maintenance work and reduce the burden on the operator as compared with the case of using a wire rope, and in a direction where the pantograph is not intended at the time of failure. The pantograph can be held in the neutral position while preventing the tilting.

1 is a schematic configuration diagram of a railway vehicle in an embodiment of the present invention. It is the block diagram which looked at the pantograph support apparatus in the said railway vehicle from the vehicle front. It is the block diagram which looked at the said pantograph support apparatus from the vehicle side surface. FIG. 3 is a view corresponding to FIG. 2 when the vehicle body is tilted. It is a figure explaining the speed increase ratio of a 1st bevel gear mechanism and a 2nd bevel gear mechanism. FIG. 6 is a view corresponding to FIG. 5 when the vehicle body is tilted.

A railcar pantograph support device according to a first embodiment of the present invention will be described below with reference to the drawings.
FIG. 1 shows a railway vehicle 10 (hereinafter simply referred to as a vehicle 10) on which the pantograph support device of the first embodiment is mounted.
The vehicle 10 is a so-called controlled pendulum vehicle. A carriage 11 of the vehicle 10 includes a pair of wheel shafts 14 (FIG. 1) in which two substantially disc-shaped wheels 13 are press-fitted into an axle 12 extending in the width direction of the rail R. Only one of them is shown) so that the axles 12 are parallel to each other.

  The left and right end portions of the axle 12 are rotatably supported by bearings (not shown), and a carriage frame 16 is supported via a shaft spring 15 by a support portion (not shown) including these bearings. A pair of roller devices 17 having a rotation axis in the longitudinal direction of the rail R are attached in the vicinity of the left and right edges of the upper surface of the carriage frame 16.

  A pendulum beam 19 having a substantially arc-shaped lower surface 18 as viewed from the front is placed on the roller device 17, and the lower surface 18 of the pendulum beam 19 is placed on each roller member 17 a of the pair of roller devices 17. It is placed so as to abut. The pendulum beam 19 includes a substantially smooth upper surface 20, and a vehicle body 22 is supported on the upper surface 20 via a pair of left and right air springs 21. The vehicle body 22 is supported by the carriage 11 having the above-described configuration at the front and rear portions in the traveling direction.

  According to the carriage 11, the roller member 17 a rotates, so that the pendulum beam 19 can swing in the vehicle width direction on the roller device 17, and the pendulum beam 19 swings so that the length of the vehicle body 22 is increased. The vehicle body 22 supported by the pendulum beam 19 is tiltable in the left-right direction, which is the width direction of the vehicle body 22, about a pendulum center c that is an axis extending in the direction. In FIG. 1, the centrifugal direction of the curved road is indicated by a white arrow, and an example in which the vehicle body 22 is inclined inside the curve, that is, inside the curved road with a cant angle is shown.

  A body tilt control actuator 30 for controlling the tilt of the vehicle body 22 is attached to the pendulum beam 19. The vehicle body tilt control actuator 30 has a cylinder 31 that is operated by air pressure fed from a vehicle-mounted compressor or the like. The vehicle body tilt control actuator 30 has a servo valve (not shown) for controlling the flow rate of air, which is a working fluid, and the rod 31 protrudes from the cylinder 31 by controlling the air amount (air pressure) by the servo valve. The amount is changed. The main body 31 a of the cylinder 31 is attached to the carriage frame 16, while the end of the rod 32 is attached to the pendulum beam 19. Thereby, according to the change of the protrusion amount of the rod 32, the swing angle of the pendulum beam 19 is changed, and the inclination direction of the vehicle body 22 and the inclination angle of the vehicle body 22 are changed.

  Here, the target amount of displacement of the rod 32 is, for example, an optimal vehicle body tilt using the detection result of the vehicle position information based on the curve data of the travel section stored in advance and the information of the ATS signal received by the vehicle 10. The rod displacement amount of the cylinder 31 corresponding to the angle is obtained by performing a table search or a map search.

  As shown in FIG. 2, a guide member 40 formed in an arc shape with a predetermined radius around the pendulum center c is attached to the upper surface 23 a of the upper wall 23 of the vehicle body 22. A pantograph support frame 41 is slidably supported on the guide member 40, and a pantograph 42, which is a current collector, is supported on the pantograph support frame 41 via a plurality of insulators (not shown). Yes. Thus, the pantograph support base 41 is supported so as to be slidable in the extending direction of the guide member 40, so that the pantograph 42 can be tilted along an arc having a predetermined radius centered on the pendulum center c. Yes. In addition, the pantograph 42 is electrically connected to the trolley line in a rising state in which an installed trolley line (not shown) is pressed from below by the current collecting boat 43.

  As shown in FIGS. 2 and 3, a lower shaft 45, which is a second transmission mechanism that transmits a relative tilt of the vehicle body 22 with respect to the carriage frame 16 as a rotation amount, is attached to the lower side of the vehicle body 22. ing. The lower shaft 45 extends between the end portion side end portion 24 in the longitudinal direction of the vehicle body 22 and the carriage frame 16. The lower shaft 45 is formed at one end thereof with a fixing portion 46 that is fixed so as not to rotate relative to the carriage frame 16, and at the other end thereof is formed with a bevel gear 47 constituting the first gear. Has been.

  For example, the lower shaft 45 is supported by a bearing mechanism 48 that protrudes downward from the lower surface of the vehicle body 22. The bevel gear 47 is supported such that its axis is directed in the longitudinal direction of the vehicle body 22, and is disposed at a position (right side in FIG. 2) that is shifted to the left and right from the center in the width direction of the vehicle body 22. 2 and 3, for convenience of illustration, a mechanism related to the pendulum operation such as the pendulum beam 19 is omitted.

  The lower shaft 45 is provided with universal joints 49 capable of changing the angle at both ends thereof. Further, the shaft body 50 of the lower shaft 45 is provided with a spline joint 51 that can expand and contract in the longitudinal direction. By providing the universal joint 49 and the spline joint 51, displacement other than tilting of the vehicle body 22 with respect to the carriage frame 16, more specifically, displacement in the vertical and horizontal, front and rear, pitch, and yaw directions can be achieved. Only the roll displacement component, which is absorbed and tilted of the vehicle body 22 with respect to the carriage frame 16, is output as the rotation of the bevel gear 47.

  The lower shaft 45 is further provided with a torque limiter 52 between the bevel gear 47 and the bearing mechanism 48. When the torque limiter 52 exceeds a preset upper limit value of the rotational torque, the torque limiter 52 interrupts the transmission of the rotational torque by the lower shaft 45.

  An upper and lower shaft 55 extending in the vertical direction is disposed on the end portion 24 of the vehicle body 22, and bearing mechanisms 56 are formed to protrude at two upper and lower portions. The upper and lower shafts 55 are rotatably supported by the end portion 24 of the vehicle body 22 via a bearing mechanism 56, and upper and lower gear gears 57 and 58 are formed at both ends of the upper and lower shafts 55, respectively. The lower bevel gear 58 is meshed with the bevel gear 47 of the lower shaft 45 described above, and relative rotation of the lower shaft 45 with respect to the vehicle body 22 is transmitted to the upper and lower shafts 55 via the bevel gear 47 and the lower bevel gear 58. The The first bevel gear mechanism 60 is configured by the bevel gear 47 and the lower bevel gear 58.

  On the other hand, a bevel gear 61, which is a second gear, is disposed on the upper side of the vehicle body 22 so as to mesh with the upper bevel gear 57. The bevel gear 61 is formed at one end of an upper shaft 62 that is routed on the upper side of the vehicle body 22, and the axis thereof is arranged facing the longitudinal direction of the vehicle body 22. The bevel gear 61 and the upper bevel gear 57 constitute a second bevel gear mechanism 63.

  One end side of the upper shaft 62 protrudes upward from the upper wall of the vehicle body 22 in the vicinity of the end portion 24 and is supported by the bearing mechanism 64, while the other end of the upper shaft 62 is the pantograph support frame 41. It is linked to a transmission mechanism 66 installed on the lower roof. The speed change mechanism 66 is disposed substantially at the center in the width direction of the vehicle body 22, and an input shaft (not shown) linked to the upper shaft 62 is disposed facing the longitudinal direction of the vehicle body 22.

  One end of the upper shaft 62 where the bevel gear 61 is formed is disposed on the side portion in the width direction of the vehicle body 22. That is, since the other end linked to the speed change mechanism 66 is disposed at a substantially central portion in the width direction of the vehicle body 22, the upper shaft 62 extends obliquely with respect to the longitudinal direction of the vehicle body 22. Universal joints 67 are provided at both ends of the upper shaft 62, respectively. With these universal joints 67, the rotation of the bevel gear 61 facing the longitudinal direction of the vehicle body 22 is similarly directed to the longitudinal direction of the vehicle body 22. The transmission can be transmitted to the input shaft of the speed change mechanism 66 arranged at a different position in the width direction of 22.

  The speed change mechanism 66 is a device that displaces the pantograph 42 by a rack and pinion mechanism, and is a gear 70 such as a spur gear that is connected to the input shaft and rotates together with the upper shaft 62, and an axis parallel to the axis of the gear 70. And a pinion gear 71 that meshes with the gear 70. The pinion gear 71 has a smaller diameter than the gear 70 and is disposed above the gear 70.

  In the speed change mechanism 66, the gear 70 has a sufficiently larger diameter than the bevel gear 61 of the upper shaft 62, and constitutes a speed increasing mechanism for increasing the rotation of the bevel gear 61.

  On the other hand, a rack gear 72 is formed on the lower surface of the pantograph support frame 41 along the guide member 40, and a pinion gear 71 disposed on the upper portion of the transmission mechanism 66 is engaged with the rack gear 72. The rack gear 72 and the pinion gear 71 constitute a rack and pinion mechanism.

  Next, an example in which the vehicle body 22 including the above-described pantograph support device tilts to the left side of the drawing will be described with reference to FIG. In addition, when the vehicle body 22 tilts to the right side of the page, the rotation direction of each shaft, the rotation direction of the gears, and the like are only reversed, and thus detailed description is omitted.

  As shown in FIG. 4, when the vehicle body 22 tilts to the left side of the page with respect to the carriage frame 16, the vertical shaft 55 also tilts with respect to the carriage frame 16 together with the vehicle body 22, so that the bevel gear 47 is relative to the vehicle body 22. Will be rotated. As a result, the vertical shaft 55 rotates in the direction corresponding to the tilt direction of the vehicle body 22 by the rotation amount corresponding to the tilt angle of the vehicle body 22, and the rotation of the vertical shaft 55 is transmitted to the bevel gear 61. That is, the upper shaft 62 is rotated by a rotation amount corresponding to the rotation amount of the upper and lower shafts 55.

  When the rotation of the upper shaft 62 is transmitted to the gear 70 of the speed change mechanism 66, the pinion gear 71 rotates by the amount of rotation corresponding to the amount of rotation of the gear 70. Then, the rack gear 72 is slid along the guide member 40 according to the rotation amount of the pinion gear 71, and the pantograph support frame 41 is displaced to the opposite side to the tilting direction of the vehicle body 22. Then, the pantograph support frame 41 is stopped and held at a position where the pantograph 42 is in a neutral position.

  Therefore, according to the pantograph support device 1 of the first embodiment described above, the rotation of the bevel gear 47 is transmitted to the bevel gear 61 via the upper and lower shafts 55, and the rotation of the bevel gear 61 causes the speed change mechanism 66 to be transmitted. Since the pantograph 42 is tilted, the pantograph 42 can be tilted at a tilt angle corresponding to the relative tilt angle of the vehicle body 22 with respect to the carriage 11, and the pantograph 42 can be held at the neutral position. As a result, compared to the case where the pantograph 42 is tilted using a wire rope, it is possible to reduce the frequency of maintenance work and reduce the burden on the operator. Further, since it can be constituted only by a mechanical mechanism, it is possible to prevent the pantograph 42 from being inclined in an unintended direction at the time of a failure like a mechanism that performs electrical control, and the pantograph 42 can be held in a neutral position.

  Further, since the lower shaft 45 includes the universal joint 49 and the spline joint 51, the universal joint 49 and the spline joint 51 follow the rotation of the carriage 11 with respect to the vehicle body 22 and the tilt of the vehicle body 22 with respect to the carriage 11. be able to. Further, since the upper and lower shafts 55 are provided in the end portion 24 of the vehicle body 22, the bevel gear 47 and the end gear 61 can be interlocked via the end portion 24 of the vehicle body 22. As a result, the cabin space is not sacrificed as in the case where a conventional support is provided, and it can be mechanically configured without performing electrical control. It can prevent tilting.

  Further, since the speed change mechanism 66 includes a rack gear 72 and a pinion gear 71 that convert rotation of the bevel gear 61 into tilting of the pantograph 42, the rotation of the bevel gear 61 is transmitted to the pinion gear 71, thereby meshing with the pinion gear 71. The rack gear 72 can tilt the pantograph 42 at a tilt angle corresponding to the rotation amount of the bevel gear 61. As a result, the speed change mechanism 66 can have a simple configuration, so that the reliability can be improved and an increase in the burden related to maintenance can be prevented.

  Further, since the lower shaft 45 is provided with the torque limiter 52, it is possible to prevent excessive torque from acting on the bevel gear 47 during a failure such as the pantograph 42 being fixed, and therefore excessive torque can be prevented. 47, the vertical shaft 55, the bevel gear 61, and the speed change mechanism 66 can be prevented from being damaged.

  Furthermore, since the speed increasing mechanism can be concentrated at one place by increasing the rotation of the bevel gear 47 by the speed change mechanism 66, the number of maintenance points is reduced compared to the case where the speed increasing mechanisms are dispersed. can do.

  Next, a pantograph support device for a railway vehicle according to a second embodiment of the present invention will be described with reference to the drawings. The pantograph support device according to the second embodiment is different from the pantograph support device 1 according to the first embodiment described above only in the configuration of the speed increasing mechanism.

  In the pantograph support device of the second embodiment, the rotation of the bevel gear 47 is increased by the first bevel gear mechanism 60 and the second bevel gear mechanism 63 described above. Hereinafter, the speed increasing ratio by the first bevel gear mechanism 60 and the second bevel gear mechanism 63 will be described with reference to FIGS.

As shown in FIGS. 5 and 6, the radius from the pendulum center c to the guide member 40 (hereinafter simply referred to as the pendulum radius) is “R _pan ”, and the pendulum angle during the pendulum operation (hereinafter simply referred to as the pendulum angle). Is “θ”, the distance that the pantograph support base 41 must move (hereinafter simply referred to as the base movement amount) is “R _pan × θ” (R _pan θ in FIG. 6).
Then, assuming that the reference circle radius of the pinion gear 71 satisfying the gantry movement amount is “r _p ” and the necessary rotation angle is “θ _p ”, when the speed is to be increased by the pinion gear 71 below the guide member 40, the following ( 1) Equation holds.

  The speed increase ratio gr is expressed by the following equation (2).

If the conditions are a radius R _pan = 1000 mm, a pendulum angle θ = 5 deg (0.0872 rad), and a reference circle radius r _p = 100 mm of the pinion gear 71, the speed increasing ratio gr = 10 from the equation (2).
That is, under the above conditions, the rotation angle θ _p of the pinion gear 71 is 10 times the pendulum angle θ, and it is necessary to provide the gear 70 having a diameter of 2000 mm (radius 1000 mm) in front of the pinion gear 71, which is extremely difficult to install. .

  Therefore, in the pantograph support device of this second embodiment, the first bevel gear mechanism 60 and the second bevel gear mechanism 63 constitute a speed increasing mechanism.

Here, if the reference circle radius of the bevel gear 47 provided on the lower shaft 45 is “r _gl ”, the rotation amount of the bevel gear is “r _gl × θ” (r _gl θ in FIG. 6). Become. On the other hand, since the movement amount of the gantry is “R _pan × θ”, the overall speed increase ratio gr in the first bevel gear mechanism 60 and the second bevel gear mechanism 63 can be expressed by the following equation (3). it can.

That is, when increasing the speed in each of the first bevel gear mechanism 60 and the second bevel gear mechanism 63, the speed increase ratio in one gear mechanism is:

It can be.
When the above condition (gr = 10) is satisfied, the speed increase ratio “gr _u ” in the first bevel gear mechanism 60 and the speed increase ratio “gr _d ” in the second bevel gear mechanism 63 are as follows: It can be expressed as (5).

That is, since the speed increasing ratios gr _u and gr _d of the first and second gear gear mechanisms 60 and 63 can each be about three times, the large gear 70 is provided on the roof of the vehicle body 22. There is no need to arrange a speed increasing mechanism, which is advantageous in terms of space.

  Therefore, according to the pantograph support device of the above-described second embodiment, the rotation of the bevel gear 47 can be accelerated by the first bevel gear mechanism 60 and the second bevel gear mechanism 63, in particular. Compared with the case where the speed is increased by 70, the gear 70 can be reduced in size.

  Furthermore, since maintenance such as replacement of the gear gear 47 and the gear gear 61 of the speed increasing mechanism can be performed at the end portion 24 of the vehicle body 22, work such as removing the pantograph 42 is not required during maintenance of the speed increasing mechanism. As a result, the maintenance work can be reduced.

In addition, this invention is not restricted to the structure of embodiment mentioned above, A design change is possible in the range which does not deviate from the summary.
For example, in the above-described embodiment, the controlled pendulum type cart 11 is described as an example, but a natural pendulum type cart may be used.
In the above-described embodiment, the pneumatic actuator is described as an example of the vehicle body tilt control actuator 30. However, a hydraulic actuator such as a hydraulic pressure or an electric actuator using a ball screw or the like may be used.

  Furthermore, in the above-described embodiment, the case where the bevel gear 58 meshes with the upper half of the bevel gear 47 and the bevel gear 57 meshes with the lower half of the bevel gear 61 has been described. However, the present invention is not limited to this configuration. Absent. For example, the bevel gear 58 may be turned upside down and meshed with the lower half of the bevel gear 47, and the bevel gear 57 may be turned upside down and meshed with the upper half of the bevel gear 61.

Further, the bevel gear 58 is engaged with the upper half of the bevel gear 47 so that the rotation direction of the upper shaft 62 with respect to the inclination direction of the vehicle body 22 is opposite to the rotation direction of the above-described embodiment, and the bevel gear 57 is You may make it mesh with the upper half of the bevel gear 61. Similarly, the bevel gear 58 may be engaged with the lower half of the bevel gear 47 and the bevel gear 57 may be engaged with the lower half of the bevel gear 61. In these cases, since the gear 70 can be omitted and the pinion gear 71 can be directly rotated by the upper shaft 62, the number of parts can be reduced, and the assembly man-hour and cost can be reduced.

  Further, in the above-described embodiment, the case where the gears and the mechanisms are arranged so that the upper and lower shafts 55 extend on the right side in FIG. 2 has been described, but the upper and lower shafts 55 extend on the left side in the paper. Any arrangement may be used.

11 bogie 16 bogie frame 22 car body 24 wife part 42 pantograph 45 lower shaft (second transmission mechanism)
47 Bevel gear (first gear)
49 Universal joint 51 Spline joint 52 Torque limiter 55 Vertical shaft (first transmission mechanism)
57 Upper bevel gear 58 Lower bevel gear 60 First bevel gear mechanism 61 Bevel gear (second gear)
63 Second bevel gear mechanism 66 Transmission mechanism 71 Pinion gear 72 Rack gear c Pendulum center (axis)
R _pan radius

Claims (5)

A pantograph supported to be tiltable along an arc of a predetermined radius centered on the axis on the upper part of the vehicle body supported to be tiltable about an axis extending in the vehicle body length direction with respect to the carriage;
A first gear that rotates by a rotation amount according to a relative tilt angle of the vehicle body with respect to the carriage;
A first transmission mechanism for transmitting rotation of the first gear to a second gear provided on the upper portion of the vehicle body;
A pantograph support device for a railway vehicle, comprising: a transmission mechanism that tilts the pantograph at an inclination angle corresponding to a rotation amount of the second gear. The first gear and the carriage are connected by a second transmission mechanism,
The second transmission mechanism includes a universal joint and a spline joint,
The pantograph support device for a railway vehicle according to claim 1, wherein the first transmission mechanism is provided at a wife portion of the vehicle body.   3. The pantograph support device for a railway vehicle according to claim 1, wherein the speed change mechanism includes a rack gear and a pinion gear that convert rotation of the second gear into tilting of the pantograph.   The said 2nd transmission mechanism is provided with the torque limiter which interrupts | blocks transmission of the said rotational torque, when the rotational torque exceeding the preset torque upper limit is provided. The pantograph support device for a railway vehicle according to any one of the above. The second transmission mechanism and the first transmission mechanism are connected by a first bevel gear mechanism,
The first transmission mechanism and the speed change mechanism are connected by a second bevel gear mechanism,
The railway vehicle according to any one of claims 2 to 4, wherein the rotation of the first gear is increased by the first and second gear gear mechanisms, respectively. Pantograph support device.

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