JP7183011B2 - Railway vehicle transmission - Google Patents

Description

TECHNICAL FIELD The present invention relates to a railway vehicle transmission, and more particularly to a transmission suitable for running a railway vehicle at a slow speed.

2. Description of the Related Art Generally, in a transmission mechanism for a railroad vehicle, a combination of a torque converter and a transmission having a clutch is used to widen the usable range of the rotation speed of the prime mover and increase the gear ratio. In a railway vehicle having such a transmission mechanism, power output from the torque converter is set to a predetermined torque and a predetermined number of revolutions or more due to its characteristics. For this reason, it is difficult for railway vehicles equipped with such a transmission mechanism to operate at speeds lower than the predetermined speed range, and when traveling at extremely low speeds (low speeds), it is necessary to adjust the speed with the brakes. was common.

The technique disclosed in Patent Document 1 is to dispose a slipping clutch instead of a torque converter provided between a prime mover and a transmission. The slipping state of the slipping clutch is used to detect the torque load and determine the proper shift timing.

JP-A-55-8976

As described above, when slow speed operation is performed in a railroad vehicle, control has been performed to apply braking force mainly by means of brakes. Further, even in a railway vehicle equipped with a transmission as disclosed in Patent Document 1, the current situation is that no consideration is given to slow speed running. For this reason, it is difficult for conventional railcars to perform continuous operation at slow speeds and start at slow speeds.

SUMMARY OF THE INVENTION Accordingly, it is an object of the present invention to provide a railway vehicle transmission that enables continuous slow-speed running and slow-speed running from the start without relying on brake control.

A railway vehicle transmission according to the present invention for achieving the above object controls a wet multi-plate clutch provided in a power transmission path from a prime mover to an output shaft, and the pressure of hydraulic oil supplied to the wet multi-plate clutch. and control means for outputting an adjustment signal of the working oil pressure to the pressure adjusting means, wherein the pressure control of the working oil by the pressure adjusting means is performed at least to keep the wet multi-plate clutch in a slip state. and a normal running pressure for engaging the wet multi-plate clutch are determined, and the control means switches between the slow running pressure and the normal running pressure by outputting the adjustment signal, and It is characterized by controlling the maintenance of each running pressure.

Further, in the railway vehicle transmission having the characteristics described above, the wet multi-plate clutch may be an existing wet multi-plate clutch provided in the gear unit. With such features, there is no need to attach a new wet multi-plate clutch. Therefore, manufacturing costs and improvement costs can be suppressed, and an increase in the size of the transmission can be avoided.

Furthermore, in the railway vehicle transmission having the characteristics described above, the output of the adjustment signal by the control means can be made depending on the position of the accelerator lever. With such a feature, there is no need to separately provide an operation means for slip operation. In addition, it becomes possible to run at a slow speed according to the feeling of the driver who drives the railway vehicle.

According to the railway vehicle transmission having the characteristics described above, it is possible to perform continuous slow-speed running and slow-speed running from the start without relying on brake control.

1 is a block diagram showing the configuration of a railway vehicle transmission according to an embodiment; FIG. FIG. 5 is a graph for explaining the relationship between slow speed running pressure and normal running pressure in a wet multi-disc clutch. FIG. FIG. 4 is a diagram for explaining an outline of a control range of an accelerator lever; FIG. 1 is a block diagram for explaining an outline of a relationship between a railway vehicle mission and a railway vehicle according to an embodiment; FIG.

BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, embodiments of a railway vehicle transmission according to the present invention will be described in detail with reference to the drawings. In addition, the embodiment shown below is a preferred example for carrying out the present invention, and as long as the effect is exhibited, even if a part of the configuration is changed, it is regarded as a part of the invention. can be done.

[Constitution]
First, with reference to FIG. 4, an overview of the relationship between the railway vehicle transmission (hereinafter simply referred to as transmission 10) according to the present embodiment and the railway vehicle will be described. The transmission 10 according to this embodiment includes a prime mover 50 such as an engine, the transmission 10 and a final gear 52 . Note that the final gear 52 is a gear for transmitting power to the wheels 54 of the railway vehicle. Further, between the prime mover 50 and the transmission 10, and between the transmission 10 and the final gear 52, a mechanism capable of transmitting power directly or indirectly is provided.

The transmission 10 according to this embodiment has a torque converter 12 and a gear unit 14, as shown in detail in FIG. The torque converter 12 is an element responsible for the action of amplifying and outputting the torque in the power on the input side by the action of the hydraulic oil filled inside, and suppressing the torque fluctuation.

The gear unit 14 is an element for adjusting the rotational speed and torque of the output shaft 36, and has a plurality of gears and wet multi-plate clutches 18 and 26 corresponding to each gear. The gear unit 14 according to this embodiment is configured to be capable of switching between forward and reverse travel, and a forward gear 16 and a reverse gear 24 are provided with wet multi-plate clutches 18 and 26, respectively. Gears 32 and 34 are provided after the forward gear 16 and the reverse gear 24 for determining the rotational speed (gear ratio) of the output shaft 36 with respect to the input rotational speed.

In this embodiment, a forward gear 16 is provided via a wet multi-plate clutch 18 with respect to a rotary shaft 20 connected to the output side of the torque converter 12 . With such a configuration, it is possible to switch the transmission of the power input to the rotating shaft 20 by fitting and removing the wet multi-plate clutch 18 . A power transmission gear 22 is directly connected to the rotary shaft 20, and the power transmission gear 22 is configured to mesh with a power transmission gear 30 that is directly coupled to a rotary shaft 28 having a reverse gear 24. It is A wet multi-plate clutch 26 is interposed between the reverse gear 24 and the rotating shaft 28 .

With such a configuration, it is possible to switch the rotational direction of the output shaft 36, that is, to switch between forward and reverse travel of the railway vehicle, by switching engagement and disengagement of the wet multi-plate clutch 18 and the wet multi-plate clutch 26 .

In the transmission 10 according to the present embodiment, the wet multi-plate clutch 18 and the wet multi-plate clutch 26 are respectively connected to pressure control proportional solenoid valves (hereinafter simply referred to as proportional solenoid valves 38a and 38b). The proportional solenoid valves 38a, 38b are pressure adjusting means for adjusting the pressure of hydraulic oil used for the engagement and disengagement of the wet multi-plate clutches 18, 26. As shown in FIG.

The proportional solenoid valves 38a and 38b are connected to a control means 40 for outputting an adjustment signal for adjusting the pressure of the hydraulic oil, and the control means 40 controls the hydraulic pressure. there is Here, as pressure control of hydraulic oil, at least a slow running pressure and a normal running pressure are determined, and the slow running pressure is given a predetermined pressure control range.

The slow running pressure is the pressure at which the wet multi-plate clutches 18 and 26 are operated in a slipping state. Here, the pressure control width of the slow speed running pressure is the variation width of the slip ratio in the wet multi-plate clutches 18 and 26 .

Further, the normal running pressure is the pressure at which the wet multi-plate clutches 18 and 26 are engaged and the vehicle is operated. The relationship between the slow speed running pressure and the normal running pressure is, for example, as shown in FIG. It enables pressure control. On the other hand, the normal running pressure is the pressure in which the clutch hydraulic pressure is rapidly increased in order to engage the wet multi-disc clutches 18 and 26, and there is no pressure control range. Conventionally, the speed is controlled by changing the number of revolutions of the prime mover 50 at this normal running pressure. Therefore, brake control is required for running at slow speeds, making continuous operation at slow speeds difficult. there were.

Note that the range indicated by the dashed line in FIG. 2 is within the range of the slip operation, but is a short-time pressure switching region that does not substantially belong to any operating pressure.

[Action]
The adjustment signal that determines the running pressure is output by transmitting the operation command signal based on the operation of the accelerator lever 42 in the railway vehicle to the control means 40 . Specifically, as shown in FIG. 3, when the tilting range of the accelerator lever 42 is within the range of slow-speed travel, the adjustment signal output from the control means 40 is a pressure that increases or decreases the pressure within the range of the slow-speed travel pressure. It becomes an adjustment signal. On the other hand, when the tilting range of the accelerator lever 42 is within the range for normal running, the adjustment signal output from the control means 40 is a pressure adjustment signal for increasing the clutch oil pressure so as to achieve normal running pressure.

In this way, by using the conventional accelerator lever 42 as an operation means for slow-speed running, there is no need to separately provide an operation means. In addition, it is possible to realize slow-speed running by an operation based on the feeling of the driver who drives the railway vehicle.

The speed of the railcar is proportional to the tilting degree of the accelerator lever 42, and the speed is controlled by changing the rotation speed of the prime mover 50 in the normal running range. Further, in the transmission 10 according to the present embodiment, the number of clutch plates constituting the wet multi-plate clutches 18 and 26 is increased, and the cooling oil is increased as compared with a wet multi-plate clutch that is assumed to be operated only by engagement/disengagement control. is configured to increase the supply of With such a configuration, it is possible to suppress heating and heat sagging during slip operation.

Here, the number of clutch plates to be increased and the amount of hydraulic oil to be increased need to be appropriately determined depending on the characteristics of the prime mover 50, the characteristics of the wet multi-plate clutches 18 and 26, etc., and cannot be determined unconditionally.

[effect]
According to the transmission 10 having such a configuration, it is possible to run the railway vehicle at a slow speed from the start without relying on brake control. In addition, the railway vehicle equipped with the transmission 10 according to the present embodiment can continuously run at a slow speed after adjusting the speed at a constant speed or at an arbitrary speed.

Moreover, in comparison with the conventional transmission, most of the configurations can be made common. Therefore, the manufacturing cost can be reduced. Furthermore, even when improving an existing transmission, improvement costs can be suppressed.

In the above embodiment, the wet multi-plate clutches 18 and 26 attached to the forward gear 16 and the reverse gear 24 provided on the output side of the torque converter 12 are provided with a slip function to enable continuous low-speed driving. and However, the wet multi-plate clutch having a slip function does not necessarily have to be attached to the forward gear 16 or the reverse gear 24 .

Although not shown, for example, a wet multi-plate clutch may be arranged on the input side of the torque converter 12, and the wet multi-plate clutch may have a slip function. With such a configuration, only one wet-type multi-plate clutch requiring slip control can be used.

Further, in the case of a transmission having a transmission gear (not shown) in the gear unit 14, the wet multi-plate clutch that controls the operation of the transmission gear may be provided with a slip function. This is because similar effects can be obtained even with such a configuration.

As described above, the transmission according to the present invention does not limit the position of the clutch provided with the slip function as long as it is a wet multi-plate clutch provided in the power transmission path from the prime mover 50 to the output shaft 36 .

Reference Signs List 10 Transmission 12 Torque converter 14 Gear unit 16 Forward gear 18 Wet multi-plate clutch 20 Rotary shaft 22 Power transmission gear 24 reverse gear 26 wet multi-plate clutch 28 rotary shaft 30 power transmission gear 32 gear 34 gear 36 ..... Output shaft 38a, 38b ..... Proportional electromagnetic valve 40 ..... Control means 42 Accelerator lever 50 Prime mover 52 Final gear 54 Wheels.

Claims (3)

A railway vehicle transmission in which a wet multi-plate clutch is provided in a power transmission path from a prime mover to an output shaft, and power transmission can be switched by engagement/disengagement control,
The wet multi-plate clutch is configured so that the number of clutch plates is increased and the amount of cooling oil supplied is increased compared to when it is assumed that the wet-type multi-plate clutch is operated only by the engagement/disengagement control,
pressure adjusting means for controlling the pressure of hydraulic oil supplied to the wet multi-plate clutch;
a control means for outputting a working oil pressure adjustment signal to the pressure adjustment means;
In the pressure control of the hydraulic oil by the pressure adjusting means, at least a slow speed running pressure that causes the wet multi-plate clutch to slip and a normal running pressure that causes the wet multi-plate clutch to be engaged are determined,
The railway vehicle transmission, wherein the control means controls switching between the slow speed running pressure and the normal running pressure and maintenance of each running pressure by outputting the adjustment signal. 2. The railway vehicle transmission according to claim 1, wherein the wet multi-plate clutch is an existing wet multi-plate clutch provided in a gear unit. 3. The railway vehicle transmission according to claim 1, wherein said control means outputs said adjustment signal depending on the position of an accelerator lever.

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