JP7076231B2 - Gear device for diesel railcars - Google Patents

Description

The present invention relates to a gear device used in a diesel railcar, and particularly relates to a gear device suitable for small size, light weight, and noise reduction.

Diesel railcars that generate power with an engine are equipped with a radiator to cool the heat-generating engine. The radiator is generally configured to be forcibly ventilated by a cooling fan. As an example, the diesel railcar disclosed in Patent Document 1 is equipped with a radiator unit composed of a plurality of radiators. The radiator unit disclosed in Patent Document 1 is configured so that traveling wind is taken in and air is drawn in (forced ventilation) by a cooling fan.

The example shown in FIG. 2 is a gear device (speed increaser) 1 for driving a cooling fan, and the input shaft 2 and the output shaft 3 are arranged orthogonally to each other.

Japanese Unexamined Patent Publication No. 10-59172

In recent years, the gear device 1 is also required to be smaller and lighter for the purpose of improving the fuel efficiency of diesel railcars and expanding the space of a passenger compartment or a luggage compartment. However, in the case of an orthogonal gear type gear device 1 having a built-in hydraulic clutch 4 as shown in FIG. 2, a structure that simply reduces the number of gear stages interposed between the input shaft 2 and the output shaft 3 is sufficient. , There arises a problem that the mechanism for driving the pump for the hydraulic mechanism (hydraulic pump 5) cannot be arranged.

Therefore, an object of the present invention is to provide a gear device for a diesel railcar, which can be made smaller and lighter even if it is an orthogonal gear type gear device having a built-in clutch.

The gear device for a pneumatic vehicle according to the present invention for achieving the above object is from the input shaft via an input shaft to which the driving force from the engine is transmitted and a transmission gear whose power transmission is controlled by a hydraulic clutch. A gear device with a built-in hydraulic clutch that has an output shaft that outputs the transmitted driving force to the outside, and the input shaft and the output shaft are arranged at right angles to each other, and is on the rear end side of the output shaft. The tip side of the input shaft is arranged at the tip of the input shaft, and the tip of the input shaft is provided with a power transmission unit to the drive shaft of the hydraulic pump.

Further, in the diesel railcar gear device having the above-mentioned characteristics, it is preferable that the rotation shaft of the transmission gear interposed between the input shaft and the output shaft is only one shaft. By having such a feature, it is possible to contribute to the miniaturization and weight reduction of the gear device by reducing the number of parts and the installation space.

Further, the diesel railcar gear device having the above-mentioned characteristics may be configured to include the hydraulic clutch on the input shaft. With such a feature, the gears that idle when the clutch is disengaged are eliminated, and noise (rattle noise) due to intermittent contact between the gears can be suppressed.

Further, the input shaft in the diesel railcar gear device having the above-mentioned characteristics is a gear for transmitting the driving force to the transmission gear between the proximal end side serving as the driving force input unit and the hydraulic clutch. It is good to have a configuration that includes. By having such a feature, it is possible to shorten the input shaft and the rotation shaft of the transmission gear, which can contribute to the miniaturization and weight reduction of the gear device.

According to the gear device for diesel railcars having the above-mentioned characteristics, even an orthogonal gear type gear device having a built-in clutch can be made smaller and lighter.

It is a figure which shows an example of the schematic structure of the gear system for a diesel railcar which concerns on embodiment. It is a figure which shows an example of the schematic structure of the conventional gear system for a diesel railcar.

Hereinafter, embodiments of the diesel railcar gear device of the present invention will be described in detail with reference to the drawings. FIG. 1 is a diagram showing an example of a schematic configuration of a diesel railcar gear device according to an embodiment.

[Constitution]
The diesel railcar gear device (hereinafter, simply referred to as a gear device 10) according to the present embodiment is based on the fact that the input shaft 12 and the output shaft 14 are arranged at right angles and a transmission gear 16 is provided between them. It is configured by covering the elements of the above with a casing 20. The input shaft 12 is a rotary shaft to which a driving force from an engine (for example, a diesel engine: not shown) is transmitted. The rotary shaft according to the present embodiment includes a hydraulic clutch 12a and a gear 12b whose transmission of driving force is controlled by fitting and detaching the hydraulic clutch 12a.

The hydraulic clutch 12a is controlled in the fitted / detached and slipped state according to the presence / absence of supply of hydraulic oil from a hydraulic path (not shown), and the power transmission state to the gear 12b is adjusted. The gear 12b is an element for transmitting the driving force transmitted to the input shaft 12 to the transmission gear 16. A sliding member is interposed between the input shaft 12 and the gear 12b. Therefore, when the hydraulic clutch 12a is in the disengaged state, the power transmission between the input shaft 12 and the gear 12b is released, and only the input shaft 12 is in the rotational state. On the other hand, when the hydraulic clutch 12a is in the fitted state or the sliding state, power is transmitted to the gear 12b. As a result, the gear 12b rotates with the rotation of the input shaft 12. When the hydraulic clutch 12a is in the slipped state, the ratio of the driving force transmitted from the input shaft 12 to the gear 12b changes according to the ratio of the slip.

The output shaft 14 is a rotating shaft for transmitting the driving force transmitted to the input shaft 12 to a power system in a subsequent stage (for example, a cooling fan: not shown). In the case of this embodiment, the output shaft 14 is arranged orthogonally to the input shaft 12. When the tip side A of the output shaft 14 is used as the driving force output unit, the tip side C of the input shaft 12 is arranged so as to be located on the rear end side B of the output shaft 14 in relation to the input shaft 12 described above. A non-interference region E is formed between the front end side C of the input shaft 12 and the rear end side B of the output shaft 14.

The output shaft 14 arranged so that the axes intersect (orthogonally) with respect to the input shaft 12 is provided with a bevel gear 14a for transmitting a driving force. This is because, with such a configuration, the driving force can be transmitted even when the direction of the rotating shaft is changed.

Further, hydraulic oil or lubricating oil is supplied to the hydraulic clutch 12a and other lubricating systems to the non-interference region E formed between the tip end side C of the input shaft 12 and the rear end side B of the output shaft 14. A hydraulic pump 18 is provided for this purpose.

The drive shaft of the hydraulic pump 18 provided in the non-interference region E is connected to the input shaft 12. With such a configuration, the power from the engine is always transmitted to the drive shaft of the hydraulic pump 18 via the input shaft 12, and it is possible to constantly supply hydraulic oil and lubricating oil. Become.

The rear end side B of the output shaft 14 is located on the tip side C of the input shaft 12, and both are arranged orthogonally, and the hydraulic pump 18 is placed in the non-interference region E provided on the tip side C of the input shaft 12. By arranging the arrangement, the distance between the input shaft 12 can be shortened as compared with the case where the input shaft 12 is provided on the tip end side A of the output shaft 14. This is because it is not necessary to secure a connection space for the output shaft 14, so that a protruding portion (hydraulic pump 18) can be provided on the tip end side of the input shaft. Further, by arranging the hydraulic pump 18 in the non-interference region E, the appearance of the gear device 10 has less dead space or protrusions, and the size can be reduced.

The speed change gear 16 is an element responsible for transmitting a driving force between the input shaft 12 and the output shaft 14. In the present embodiment, the speed change gear 16 has only one stage, so that the number of parts can be reduced and the installation space can be reduced, and the gear device 10 can be made smaller and lighter. The speed change gear 16 has a rotary shaft 16a, an input shaft side gear 16b, and an output shaft side gear 16c. The input shaft side gear 16b is a gear that engages with the gear 12b provided on the input shaft 12, and can be a spur gear. On the other hand, the output shaft side gear 16c is a gear that engages with the bevel gear 14a provided on the output shaft 14, and the form thereof is a bevel gear. The gear ratio of the gears meshed from the input shaft 12 to the output shaft 14 determines the speed increase ratio or the reduction ratio of the rotation speed between the input shaft 12 and the output shaft 14.

Further, in the gear device 10 according to the present embodiment, the hydraulic clutch 12a is provided on the input shaft 12 to which the driving force is always transmitted, so that the transmission of the power from the input shaft 12 to the gear system can be separated. Therefore, it is possible to configure a configuration in which there is no gear that continues to rotate in a no-load (low load) state. Therefore, irregular power transmission is performed to the gears according to the torque fluctuation and the rotation fluctuation of the engine, and it is possible to avoid intermittent collision between the gears. This makes it possible to suppress noise caused by intermittent collisions between gears, so-called rattling noise.

In the gear device 10 according to the present embodiment, when the rear end side (base end side) D of the input shaft 12 is used as the driving force input unit, the gear 12b is inserted between the driving force input unit and the hydraulic clutch 12a. It is configured to be prepared. With such a configuration, it is possible to shorten the rotary shaft 16a of the input shaft 12 and the speed change gear 16 depending on the meshing of the gears and the support form of the shaft. Therefore, it is possible to contribute to the miniaturization and weight reduction of the gear device 10.

[effect]
According to the gear device 10 having the above configuration, it is possible to realize miniaturization and weight reduction in the orthogonal gear type gear device having a built-in hydraulic clutch 12a. Further, by arranging the hydraulic clutch 12a on the input shaft 12, it is possible to suppress so-called rattling noise.

10 ………… Gear device, 12 ………… Input shaft, 12a ………… Hydraulic clutch, 12b ………… Gear, 14 ………… Output shaft, 14a ………… Bevel gear, 16 ………… Transmission gear, 16a… …… Rotating shaft, 16b ………… Input shaft side gear, 16c ………… Output shaft side gear, 18 ………… Hydraulic pump, 20 ………… Casing.

Claims (3)

It has an input shaft to which the driving force from the engine is transmitted and an output shaft to output the driving force transmitted from the input shaft to the outside via a transmission gear whose power transmission is controlled by a hydraulic clutch. , A gear device with a built-in hydraulic clutch in which the input shaft and the output shaft are arranged at right angles to each other.
The tip end side of the input shaft is arranged on the rear end side of the output shaft.
A power transmission unit to the drive shaft of the hydraulic pump is provided at the tip of the input shaft.
A gear device for a diesel railcar, characterized in that the input shaft is provided with the hydraulic clutch . The diesel railcar gear device according to claim 1, wherein the rotation shaft of the transmission gear interposed between the input shaft and the output shaft is only one shaft. The first or second aspect of the present invention is characterized in that the input shaft is provided with a gear for transmitting the driving force to the transmission gear between the base end side serving as the driving force input unit and the hydraulic clutch. The described gear device for diesel railcars.

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