JPH09323648A - Railroad rolling stock having pendulum device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To obtain a rail-car which drives one carriage by one engine and has a natural type pendulum device. SOLUTION: A first and a second axle 2, 3 of a truck are provided with a first and a second reduction gear 4, 10, respectively. The first decelerator 4 comprises a power transmission mechanism 5, which is interlocked with the first axle 3 and a support transmission mechanism 6 which is not interlocked with the first axle 2. The engine 16 mounted to car body comprises a first and second output sections 18, 19 which rotate in opposed directions. The first output section 18 and the power transmission mechanism 5 of the first reduction gear 4 are connected with each other by a first driving shaft 20. The second output section 19 and the support transmission mechanism 6 of the first reduction gear 4 are connected with each other by a second driving shaft 21 and the support transmission mechanism 6 and the second reduction gear 10 are connected with each other by a third driving shaft 22. When two rotational forces whose rotational directions are opposed to each other are simultaneously input to the first deaccelerator 4, a reaction force does not arise in the truck 1, since two reaction forced respectively caused by the two rotational forces are offset. If the structure of the reduction gear is modified, the position of the third driving shaft 22 can be set with a freedom and thereby a space in the truck can be effectively utilized.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a railway car such as a diesel car having a high pendulum speed and having a pendulum device.

[0002]

2. Description of the Related Art FIGS. 5 to 8 show the structure of a conventional diesel car which is not a pendulum type. The railcar 50 shown in FIG. 5 has a structure in which a vehicle body 53 is mounted on two carriages 51 and 52. The engine 54 is attached to the vehicle body 53,
The carriage 51 and the carriage 51 are connected by a single propulsion shaft 55. That is, as shown in FIG. 6 and FIG.
6 is provided, and the bogie 51 has a first axle 58 having a first speed reducer 57 and a second axle 6 having a second speed reducer 59.
It has 0. The transmission 56 of the engine 54 is connected to the first speed reducer 57 via the propulsion shaft 55, and the first speed reducer 5 is connected.
7 is connected to the second reduction gear 59 via the second propulsion shaft 61. As shown in FIGS. 7 and 8, in the first reduction gear 57, the input shaft 62 connected to the first propulsion shaft 55.
Rotates the drive shaft 64 via the pair of spur gears 63.
The pinion 65 at one end of the drive shaft 64 meshes with the bevel gear 66 of the first axle 58, and the other end of the drive shaft 64 is connected to the second reduction gear 59 of the second propulsion shaft 61. Therefore, when the engine 54 is driven, the propulsion shaft 55 drives the input shaft 62 of the first speed reducer 57, and the drive shaft 64 is driven in conjunction with the input shaft 62. When the drive shaft 64 is driven, the first axle 58
And the second axle 60 are both driven.

Here, the propulsion shaft 55 is connected to the engine 54 and the first
Since it is configured to be freely displaceable between the speed reducers 57, a reaction force is generated at the input portion of the first speed reducer 57 by the driving force given to the propulsion shaft 55 by the engine 54. In a conventional railcar that is not a pendulum type, this reaction force is applied to the bogie 51 and the vehicle body 5.
It was designed to be received during the 3rd period.

A conventional railcar equipped with a pendulum device has a structure in which a vehicle body is supported on two bogies via pendulum devices, and the vehicle body oscillates within a predetermined angle range in a plane orthogonal to the traveling direction. It is possible. Therefore, when this railcar passes through a curve, centrifugal force acts on the vehicle body,
The body leans against the dolly. However, if the power transmission mechanism has the above-described structure as shown in FIG. 8, the direction of the reaction force generated in the power transmission mechanism becomes opposite between the acceleration and deceleration of the diesel train, and the action of the pendulum device becomes unstable. Will end up.

Therefore, in order to solve such a problem, a diesel car equipped with a natural pendulum device is shown in FIG.
The power transmission mechanism as shown in FIG.
This is provided with two sets of drive mechanisms for driving one of the two axles 71, 72 of one carriage 70 by one engine 73, and the two carriages 70, 70 are opposite to each other in the traveling direction. Tell the rotation. In this way, reaction forces are generated between the bogies 70, 70 and the vehicle body 74, but the directions thereof are opposite to each other, and the vehicle body 74 that receives the reaction force is common, so that the vehicle body 74 receives the reaction force depending on the rigidity. The power is canceled.

Further, as another method for solving the above problem, a forced pendulum device in which a pendulum mechanism is operated by a driving force has been proposed. This is to forcibly incline a vehicle body placed on a bogie via a pendulum device by a driving force applying means such as a drive cylinder, and forcibly suppress the reaction force generated between the vehicle body and the bogie. Since the vehicle body can be tilted, one engine can drive one bogie.

[0007]

The natural pendulum device requires power transmission in two systems, which complicates the configuration and is disadvantageous in terms of weight, space, and price.

The forcible pendulum device requires a driving force applying means capable of generating a large force by adding a pendulum tilting force to the generated reaction force, which complicates the structure and is natural in terms of weight, space and price. As well as the pendulum device of the formula was disadvantageous.

According to the present invention, since no reaction force is generated between the bogie and the vehicle body, even one natural pendulum device can drive one bogie with one engine, and moreover there is a great freedom in the arrangement space of the pendulum device and the like provided between the bogie and the vehicle body. It is an object of the present invention to provide a railway vehicle equipped with a simple pendulum device having a structure capable of obtaining a satisfactory degree.

[0010]

A railway vehicle according to a first aspect of the present invention is a railway vehicle including a pendulum device in which a vehicle body is supported on a bogie via a pendulum device, wherein the first axle and the second axle are provided. A carriage having the same, an engine having a first output section and a second output section whose rotation directions are opposite to each other, and a first propulsion mechanism connecting the first output section of the engine and the first axle. And a second propulsion mechanism that connects the second output portion of the engine and the second axle.

A railway vehicle according to a second aspect of the present invention is a railway vehicle including a pendulum device in which a vehicle body is supported on a trolley via a pendulum device, the trolley having a first axle and a second axle; The power transmission mechanism that interlocks with one axle and the first
A first speed reducer having a support transmission mechanism that does not interlock with the axle;
A second speed reducer that is interlocked with the second axle, an engine that has a first output section and a second output section that rotate in opposite directions, and the first output section and the first output section of the engine. A first propulsion shaft connecting the power transmission mechanism of the speed reducer, a second propulsion shaft connecting the second output portion of the engine and the support transmission mechanism of the first speed reducer, and the first speed reducer And a third propulsion shaft that connects the support transmission mechanism and the second reduction gear.

A railcar according to a third aspect of the present invention is the railcar including the pendulum device according to the second aspect, wherein the second propulsion shaft and the third propulsion shaft are not arranged substantially on the same axis. Thus, the support transmission mechanism is configured.

[0013]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A first embodiment of the present invention will be described with reference to FIG. FIG. 1 schematically shows the configuration of a power transmission mechanism in a railcar equipped with the pendulum device of this example. This railcar has a structure in which the vehicle body is supported on two bogies via natural pendulum devices, and has one engine. Since this engine biaxially drives one of the two carriages, the other carriage may be a slave carriage.

The truck 1 has a first axle 2 and a second axle 3. Although not shown, wheels are fixed to both ends of each axle 2 and 3. A first speed reducer 4 is provided on the first axle 2. The first reduction gear 4 includes a power transmission mechanism 5 that interlocks with the first axle 2 and a support transmission mechanism 6 that does not interlock with the first axle 2.
have. The power transmission mechanism 5 has a drive shaft 7 and a bevel gear 9 which is attached to the first axle 2 and meshes with a pinion 8 of the drive shaft 7. The support transmission mechanism 6 is a mechanism that outputs the input rotation as it is. The power transmission mechanism 5 and the support transmission mechanism 6 are not connected.

A second speed reducer 10 is provided on the second axle 3. The second reduction gear 10 includes an input shaft 11 and a drive shaft 12.
And a gear 13 for interlocking the input shaft 11 and the drive shaft 12,
The pinion 14 of the drive shaft 12 attached to the second axle 3
And a bevel gear 15 that meshes with it.

The engine 16 is provided on a vehicle body (not shown). The transmission 17 connected to the output shaft of the engine 16 has a gear mechanism that meshes inside, and the gear mechanism has a first output portion 18 and a second output portion 19 whose rotation directions are opposite to each other. have.

The first output portion 18 of the engine 16 and the drive shaft 7 of the power transmission mechanism 5 of the first speed reducer 4 are connected by a first propulsion shaft 20. The second output portion 19 of the engine 16 and the support transmission mechanism 6 of the first speed reducer 4 are connected by the second propulsion shaft 21.

The support transmission mechanism 6 of the first speed reducer 4 and the input shaft 11 of the second speed reducer 10 are connected by a third propulsion shaft 22.

The operation of the drive mechanism of the railcar will be described.
When the engine 16 is driven, the first output section 18 and the second output section 19 rotate in opposite directions. First output section 18
Is transmitted to the power transmission mechanism 5 of the first speed reducer 4 via the first propulsion shaft 20 to drive the first axle 2. First
The second output unit 19 whose rotation direction is opposite to that of the output unit 18 of
Driving force is transmitted to the support transmission mechanism 6 of the first reduction gear 4 via the second propulsion shaft 21, and further transmitted to the second reduction gear 10 via the third propulsion shaft 22 to drive the second axle shaft 3. To drive.
That is, the function of the support transmission mechanism 6 of the first reduction gear 4 is only to transmit the rotational force from the engine 16 to the second reduction gear 10 via the first reduction gear 4.

As described above, by simultaneously inputting two rotational forces whose rotational directions are opposite to each other to the first speed reducer 4 of the bogie 1, the two reaction forces resulting from the two rotational forces are offset. Therefore, the rotational force of the engine 16 does not generate a reaction force in the portion of the carriage 1. If no reaction force is generated in the trolley 1, no reaction force is generated between the trolley 1 and the vehicle body.

As in the conventional railcar shown in FIG. 9, the reaction force actually acts as a force between the two bogies 70, 70 and the vehicle body 74, but the whole railcar is canceled. The configuration of the railcar according to the present embodiment is simpler than that of the configuration, because the reaction force actually generated in the carriage 1 need not be considered.

In this example, in the first reduction gear 4 of the first axle 2, the power transmission mechanism 5 that transmits the driving force of the engine 16 to the first axle 2 and the engine 1 without the power transmission mechanism 5 interlocking with each other.
Since the support transmission mechanism 6 that transmits the driving force of 6 to the second speed reducer 10 as it is is provided as an integral structure, the configuration of the carriage 1 becomes compact.

In the first speed reducer 4, the second speed reducer 1
The support transmission mechanism 6 that transmits the driving force to 0 is separated from the power transmission mechanism 5 to the first axle 2, and in the second reduction gear 10, the drive shaft 1 that interlocks with the input shaft 11 separately from the input shaft 11.
Since 2 is provided, the position of the third propulsion shaft 22 that connects the first reduction gear 4 and the second reduction gear 10 can be set to a position other than the position on the extension line of the first propulsion shaft 20 in the carriage 1. That is, in this example, the output position of the support transmission mechanism 6 to which the third propulsion shaft 22 is coupled is immediately opposite to the input position,
The input shaft 11 of the second reduction gear 10 is arranged according to this output position. Therefore, the position of the third propulsion shaft 22 in the carriage 1 is substantially the same position as the second propulsion shaft 21 when viewed in the axial direction, and is different from the first propulsion shaft 20, for example, the first propulsion shaft 20. Is also in the upper position. In this way, a space is created in the space inside the carriage 1 on the axis of the first propulsion shaft 20, and by utilizing this, the pendulum device can be configured more appropriately.

A second example of the embodiment of the present invention will be described with reference to FIGS. FIG. 2 schematically shows the configuration of a drive mechanism in a railcar equipped with the pendulum device of this example, and parts functionally corresponding to those of the first example are designated by the same reference numerals as those in FIG. The description is omitted. FIG.
It is sectional drawing of the 1st reduction gear 4a used in this example.

The first speed reducer 4a has a power transmission mechanism 5 that interlocks with the first axle 2 and a support transmission mechanism 6a that does not interlock with the first axle 2. The structure of the power transmission mechanism 5 is the same as that of the first example. The support transmission mechanism 6a is a mechanism that outputs the input rotation as it is. Support transmission mechanism 6a of this example
Has an input shaft 23, an output shaft 24, and a gear 25 that interlocks the input shaft 23 and the output shaft 24. The power transmission mechanism 5 and the support transmission mechanism 6a are not connected.

The second reduction gear 10a includes a drive shaft 12 and a second
The bevel gear 15 is attached to the axle 3 and meshes with the pinion 14 of the drive shaft 12.

In the first speed reducer 4a, the output shaft 24 of the support transmission mechanism 6a is arranged at a position on the extension line of the first propulsion shaft 20, and therefore, the third propulsion shaft 22 is the first example. It can be arranged in a lower position than. In this way, a space is created in the space above the third propulsion shaft 22 in the carriage 1, and the pendulum device can be appropriately configured by utilizing this.

Referring to FIG. 4, the third embodiment of the present invention will be described.
An example will be described. FIG. 4 schematically shows the configuration of a drive mechanism in a railcar provided with the pendulum device of this example, and parts corresponding in function to the first and second examples are shown in FIGS. The same symbols as the reference numerals are given and the description is omitted.

The first speed reducer 4b has a power transmission mechanism 5 that interlocks with the first axle 2 and a support transmission mechanism 6b that does not interlock with the first axle 2. The structure of the power transmission mechanism 5 is the same as that of the first example. The support transmission mechanism 6b is a mechanism that outputs the input rotation as it is. Support transmission mechanism 6b of this example
Is an input shaft 23, an intermediate shaft 26, an output shaft 24, and a gear 25 for interlocking the input shaft 23, the intermediate shaft 26, and the output shaft 24.
And The power transmission mechanism 5 and the support transmission mechanism 6b are not connected.

The second speed reducer 10b has substantially the same structure as the second speed reducer 10 in the first example shown in FIG. 1, but the position of the input shaft 11 is downward.

In the first speed reducer 4b, the output shaft 24 of the support transmission mechanism 6b is provided further below the second example,
It is arranged below the first propulsion shaft 20. Also, the second
The input shaft 11 of the speed reducer 10b is provided below the second example. Therefore, the third propulsion shaft 22 can be arranged at a position lower than that of the second example. In this way, a space is further created in the space above the third propulsion shaft 22 in the carriage 1, and by utilizing this, the pendulum device can be appropriately configured.

In each of the examples described above, the positional relationship between the first propulsion shaft 20 and the second propulsion shaft 21 and the positional relationship between the third propulsion shaft 22 and the first propulsion shaft 20 are shown in the vertical direction in the space inside the carriage 1. Although the positional relationship has been described, the mutual positional relationship between the propulsion shafts can be arbitrarily set by appropriately configuring each speed reducer. For example, the first propulsion shaft 20 and the third propulsion shaft 22 may be arranged such that their axes do not coincide with each other in a plane of the same height, that is, the positions in the left-right direction are different. That is, according to the present invention, the third position can be set at an arbitrary position in the carriage 1.
Since the propelling shaft 22 can be passed through, a great degree of freedom can be obtained in the structure of the pendulum device and the like in the carriage 1, and the structure of the mechanism near the carriage 1 can be most appropriately configured according to the purpose. .

[0033]

According to the present invention, the engine is provided with the first output portion and the second output portion whose rotation directions are opposite to each other, and the driving force from the first output portion is applied to the first axle of the bogie. Since the second axle of the truck is driven by the driving force from the second output section, the rotational force from the engine does not generate a reaction force on the truck. Therefore, even a natural pendulum device can drive one bogie by one engine, and moreover, there is an effect that a great degree of freedom can be obtained in an arrangement space of the pendulum device and the like provided between the bogie and the vehicle body.

[Brief description of drawings]

FIG. 1 is a schematic diagram showing an overall configuration of a first example of an embodiment of the present invention.

FIG. 2 is a schematic diagram showing an overall configuration of a second example of the exemplary embodiment of the present invention.

FIG. 3 is a sectional view of a first speed reducer in a second example of the embodiment of the present invention.

FIG. 4 is a schematic diagram showing an overall configuration of a third example of the exemplary embodiment of the present invention.

5A and 5B are a plan view and a side view showing an outline of a conventional railcar and an outline of a drive mechanism thereof.

6A and 6B are a plan view and a side view showing a drive mechanism of a conventional railcar.

FIG. 7 is a sectional view of a first reduction gear of a conventional diesel train.

FIG. 8 is a schematic diagram showing an overall configuration of a conventional diesel train.

FIG. 9 is a schematic diagram showing the overall configuration of a conventional diesel train.

[Explanation of symbols]

 1 bogie 2 1st axle 3 2nd axle 4, 4a, 4b 1st reduction gear 5 power transmission mechanism which comprises 1st propulsion mechanism 6 support transmission mechanism which constitutes 2nd propulsion mechanism 10, 10a, 10b 2nd Reducer 16 Engine 18 First output unit 19 Second output unit 20 First propulsion shaft 21 constituting first propulsion mechanism 21 Second propulsion shaft 22 constituting second propulsion mechanism 22 Constitution of second propulsion mechanism Third propulsion axis

Claims (3)

[Claims] 1. A railway vehicle having a pendulum device in which a vehicle body is supported on a trolley via a pendulum device, wherein the trolley has a first axle and a second axle, and a first rotator whose rotation directions are opposite to each other. An engine having an output section and a second output section, a first propulsion mechanism connecting the first output section of the engine and the first axle, the second output section of the engine, and the second propulsion mechanism. A railway vehicle provided with a pendulum device having a second propulsion mechanism for connecting axles. 2. A railway vehicle having a pendulum device in which a vehicle body is supported on a trolley via a pendulum device, a trolley having a first axle and a second axle, and a power transmission mechanism interlocking with the first axle. A first speed reducer having a support transmission mechanism that does not interlock with the first axle, a second speed reducer that interlocks with the second axle, and a first output section and a second output section whose rotation directions are opposite to each other. Of the engine, a first propulsion shaft that connects the first output section of the engine and the power transmission mechanism of the first speed reducer, the second output section of the engine and the first speed reducer. A railway vehicle including a pendulum device having a second propulsion shaft that connects the support transmission mechanism and a third propulsion shaft that connects the support transmission mechanism of the first speed reducer and the second speed reducer. 3. The railcar equipped with the pendulum device according to claim 2, wherein the support transmission mechanism is configured such that the second propulsion shaft and the third propulsion shaft are not arranged substantially on the same axis.