JPS63110066A - Diesel motorcar - Google Patents
Diesel motorcarInfo
- Publication number
- JPS63110066A JPS63110066A JP25504486A JP25504486A JPS63110066A JP S63110066 A JPS63110066 A JP S63110066A JP 25504486 A JP25504486 A JP 25504486A JP 25504486 A JP25504486 A JP 25504486A JP S63110066 A JPS63110066 A JP S63110066A
- Authority
- JP
- Japan
- Prior art keywords
- prime mover
- diesel
- power
- transmission
- speed
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 230000005540 biological transmission Effects 0.000 claims description 46
- 239000007788 liquid Substances 0.000 claims description 21
- 239000012530 fluid Substances 0.000 description 6
- 230000003137 locomotive effect Effects 0.000 description 3
- 239000000853 adhesive Substances 0.000 description 1
- 230000001070 adhesive effect Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
Landscapes
- Lubrication Of Internal Combustion Engines (AREA)
- Medicines Containing Plant Substances (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Abstract
(57)【要約】本公報は電子出願前の出願データであるた
め要約のデータは記録されません。(57) [Abstract] This bulletin contains application data before electronic filing, so abstract data is not recorded.
Description
【発明の詳細な説明】 〔産業上の利用分野〕 本発明は、ディーゼル動車の動力伝達装置に関する。[Detailed description of the invention] [Industrial application field] The present invention relates to a power transmission device for a diesel motor vehicle.
従来、ディーゼル動車では、第５図に示されるように、
ディーゼル動車１の略中央床下に設けた一基の原動機２
からの出力を主液体変速機３を介して一方の台車４の動
輪５．５に伝達して、動輪５．５を駆動している。Conventionally, in diesel vehicles, as shown in Figure 5,
A single prime mover 2 installed under the floor approximately in the center of the diesel motor vehicle 1
The output is transmitted to the driving wheels 5.5 of one of the bogies 4 via the main hydraulic transmission 3, thereby driving the driving wheels 5.5.
しかし、上述のディーゼル動車では一方の台車の動輪の
みを駆動するので、動輪の粘着型はが少なく、牽引力が
不足する場合がある。このため、原動機を二基搭載して
それぞれの台車の動輪を駆動して牽引力を向上させたも
のがあるが、車両重量が増加することになる。However, in the above-mentioned diesel vehicle, only the driving wheels of one of the bogies are driven, so the driving wheels have little adhesiveness, and the traction force may be insufficient. For this reason, some vehicles are equipped with two prime movers to drive the driving wheels of each truck to improve traction, but this increases the vehicle weight.
そこで本発明は、車両重量を大きく増加させることなく
牽引力を向上させたディーゼル動車を提供することを目
的としている。SUMMARY OF THE INVENTION Therefore, an object of the present invention is to provide a diesel motor vehicle with improved traction power without significantly increasing vehicle weight.
上記目的達成のため本発明は一基の原動機を備えたディ
ーゼル動車において、前記原動機の前後二系統に動力を
取り出すとともに、前後いずれかの動力系統に前後いず
れか一方の動輪を駆動する主液体変速機を、他方の動力
系統に他方の動輪を駆動する補助液体変速機をそれぞれ
配設したことを特徴としている。In order to achieve the above object, the present invention provides a main liquid transmission in which power is extracted to two systems, front and rear of the prime mover, and one of the front and rear driving wheels is driven by one of the front and rear power systems in a diesel motor vehicle equipped with one prime mover. The machine is characterized in that an auxiliary liquid transmission that drives the other driving wheel is disposed in the other power system.
以下、本発明の一実施例を第１図乃至第３図に基づいて
説明する。Hereinafter, one embodiment of the present invention will be described based on FIGS. 1 to 3.
ディーゼル動車１０は、車体１１の略中央部床下に一基
の原動機１２を備えている。この原動機１２は、前後二
系統に動力を取り出され、一方の動力伝達系統１３には
、主液体変速１１４が配設され、第１推進軸１５を介し
て原動機１２に接続されるとともに、第２推進軸１６を
介して一方の台ｌ１１７の動輪１８．１８に連結されて
いる。The diesel motor vehicle 10 is equipped with a single prime mover 12 under the floor substantially in the center of a vehicle body 11. This prime mover 12 receives power from two systems, front and rear, and one power transmission system 13 is provided with a main fluid transmission 114, which is connected to the prime mover 12 via a first propulsion shaft 15, and a second It is connected via the propulsion shaft 16 to the driving wheels 18.18 of one of the platforms l117.
また、他方の動力伝達系統１９には、補助液体変速ｔ１
２０が配設され、第１推進軸２１を介して原動機１２に
接続されるとともに、第２推進軸２２を介して他方の台
車２３の動輪２４．２４に連結されている。In addition, the other power transmission system 19 includes an auxiliary fluid transmission t1.
20 is arranged and connected to the prime mover 12 via the first propulsion shaft 21 and to the driving wheels 24, 24 of the other truck 23 via the second propulsion shaft 22.
次にこのように構成されたディーゼル動車１０の速度−
牽引力特性について第２図乃至第４図に基づいて説明す
る。Next, the speed of the diesel motor vehicle 10 configured in this way -
The traction force characteristics will be explained based on FIGS. 2 to 4.
原動１１１２の出力を主液体変速機側動力伝達系統１３
と補助液体変速機側動力伝達系統１９へ所要の比率で配
分するには、液体変速機の流体特性を利用して原動ｌｌ
Ａｌ２の回転数を変化させればよい。The output of the prime mover 1112 is transferred to the main liquid transmission side power transmission system 13.
In order to distribute the liquid to the auxiliary liquid transmission side power transmission system 19 in the required ratio, the fluid characteristics of the liquid transmission are used to
What is necessary is to change the rotation speed of Al2.
原動機１２の最高回転数時には、原動１１１２の全出力
は主液体変速機１４に入力されており、第２図に示され
る曲１１Ａはこの場合の速度−牽引力特性であり、牽引
力は動輪１８．１８の粘着限界Ｔａで制限される。At the maximum rotation speed of the prime mover 12, the full output of the prime mover 1112 is input to the main liquid transmission 14, and the curve 11A shown in FIG. 2 is the speed-traction force characteristic in this case, and the traction force is It is limited by the adhesion limit Ta.
この状態から原動機１２の回転数を変化（減速）させる
と、原動ｔ１１２の全出力はある配分比で主液体変速機
１４及び補助液体変速機２０に入力される。When the rotational speed of the prime mover 12 is changed (decelerated) from this state, the entire output of the prime mover t112 is input to the main liquid transmission 14 and the auxiliary liquid transmission 20 at a certain distribution ratio.
第３図に示される曲線Ｂは、この場合の主液体変速機側
動力伝達系統１３の速度−牽引力特性を表わし、牽引力
は動輪ｉａ、ｉｓの粘着限界Ｔｂで制限される。Curve B shown in FIG. 3 represents the speed-traction force characteristic of the main liquid transmission side power transmission system 13 in this case, and the traction force is limited by the adhesion limit Tb of the driving wheels ia and is.
また、第４図に示される曲線Ｃは、この場合における補
助液体変速機側動力伝達系統１９の速度−牽引力特性を
表わし、牽引力は動輪２４．２４の粘着限界Ｔｃで制限
される。Further, a curve C shown in FIG. 4 represents the speed-traction force characteristic of the auxiliary hydraulic transmission side power transmission system 19 in this case, and the traction force is limited by the adhesion limit Tc of the driving wheels 24, 24.
したがって、ディーゼル動車１０の全体の速度−牽引力
特性は、第２図に曲線りで示されるように、主液体変速
機側動力伝達系統１３と補助液体変速機側動力伝達系統
１９の牽引力を合算したものとなり、この場合の粘着限
界Ｔｄは、動輪１８゜１８の粘着限界Ｔｂと動輪２３．
２３の粘着限界Ｔｃを合算したものとなる。Therefore, the overall speed-tractive force characteristic of the diesel vehicle 10 is the sum of the tractive forces of the main liquid transmission side power transmission system 13 and the auxiliary liquid transmission side power transmission system 19, as shown by the curved line in FIG. In this case, the adhesion limit Td is the adhesion limit Tb of the driving wheel 18°18 and the driving wheel 23.
It is the sum of 23 adhesion limits Tc.
これにより、ディーゼル動車１０は速度■ｌ以下の低速
度領域における牽引力が大幅に向上する。As a result, the traction force of the diesel motor vehicle 10 in the low speed region below speed 1 is greatly improved.
また、補助液体変速１１２０は、粘＠重聞及び出力が必
要な動車出発時（第２図におけるｖ１以下の低速度領域
）のみ負荷し、ｖｓ以上の速度では、その流体特性によ
り自動的に失速し、原動機１２の全出力が主液体変速機
１４に負荷される。このため、従来の液体変速機では実
現困難である円滑な速度段切り替えが可能となる。In addition, the auxiliary fluid transmission 1120 is loaded only when the vehicle starts (low speed region below v1 in Fig. 2) where viscosity and output are required, and at speeds above vs, it automatically stalls due to its fluid characteristics. The full power of prime mover 12 is then applied to main hydraulic transmission 14 . Therefore, smooth speed gear switching, which is difficult to achieve with conventional liquid transmissions, is possible.
さらに、原動１１１２に連続過負荷をかける運転、即ち
、回転数を減じるが、出力を増加させ連続高トルクを出
力させる運転が可能となり、■１以下の低速度領域にお
いてブースト効果を必要とする通勤用ディーゼル動車、
急勾配用ディーゼル動車、動力集中型ディーゼル動車に
適用すればその有利性は極めて大きく、また、原ａｍが
一基で、前後の台車中心間距離が大きいディーゼル動車
においても、両金型の動輪を駆動して、粘＠重量を簡単
に増加でき、大出力ディーゼル動車（特に動力集中式の
もの）の設計上極めて有利である。Furthermore, it is possible to continuously overload the prime mover 1112, that is, to reduce the rotation speed but increase the output and continuously output high torque. diesel vehicles,
It is extremely advantageous when applied to diesel locomotives for steep slopes and power-intensive diesel locomotives.Also, even for diesel locomotives with a single AM unit and a large distance between the centers of the front and rear bogies, it is possible to use the driving wheels of both molds. By driving, the viscosity and weight can be easily increased, which is extremely advantageous in the design of high-output diesel vehicles (particularly those with concentrated power).
本発明は以上のように、一基の原動機を備えたディーゼ
ル動車において、原動機の前後に一方の動輪を駆動する
主液体変速機と他方の動輪を駆動する補助変体変速機を
配設したので、両変速機の流体特性を利用して原動機の
回転数を変化させることにより、低速度領域においては
、補助液体変速機が負荷して前後両方の動輪が駆動され
、一定速度以上になると補助液体変速機が失速し、原動
機の全出力を主液体変速機に負荷させる。As described above, the present invention provides a diesel vehicle equipped with a single prime mover with a main liquid transmission that drives one driving wheel and an auxiliary variable transmission that drives the other driving wheel before and after the prime mover. By changing the rotational speed of the prime mover using the fluid characteristics of both transmissions, in the low speed range, the auxiliary liquid transmission applies load and drives both front and rear driving wheels, and when the speed exceeds a certain speed, the auxiliary liquid transmission starts shifting. The aircraft stalls and loads the prime mover's full power to the main hydraulic transmission.
したがって、低速度領域における動輪の粘着重量が増加
して牽引力を向上でき、原動機の連続過負荷運転が可能
となり、低速度領域においてブースト効果を必要とする
通勤用ディーゼル動車、急勾配用ディーゼル動車、動力
集中型ディーゼル動車に適用すればその有利性は極めて
大きい。Therefore, the adhesive weight of the driving wheels increases in the low speed range, improving the traction force, and the continuous overload operation of the prime mover becomes possible. If applied to power-intensive diesel vehicles, its advantages are extremely large.
第１図乃至第４図は本発明の一実施例を示すもので、第
１図はディーゼル動車の側面図、第２図は速度−牽引力
特性を示すグラフ図、第３図は原動様の回転数を変化さ
せた場合の主液体変速機側動力伝達系統の速度−牽引力
特性を示すグラフ図、第４図は補助変速機側動力伝達系
統のグラフ図、第５図は従来のディーゼル動車の側面図
である。
１０・・・ディーゼル動車 １１・・・車体１２・
・・原動機 １３・・・主液体変速機側動力伝達系統
１４・・・主液体変速機 １８・・・動輪１９・
・・補助変速機側動力伝達系統 ２０・・・補助変速
１ ２４・・・動輪
塩宸ＶFigures 1 to 4 show an embodiment of the present invention. Figure 1 is a side view of a diesel vehicle, Figure 2 is a graph showing speed-tractive force characteristics, and Figure 3 is a rotation of the prime mover. A graph showing the speed-tractive force characteristics of the power transmission system on the main hydraulic transmission side when the number is changed, Figure 4 is a graph on the power transmission system on the auxiliary transmission side, and Figure 5 is a side view of a conventional diesel vehicle. It is a diagram. 10...Diesel vehicle 11...Car body 12.
... Prime mover 13... Main liquid transmission side power transmission system 14... Main liquid transmission 18... Driving wheels 19.
...Auxiliary transmission side power transmission system 20...Auxiliary transmission 1 24...Driving wheel support V
Claims (1)
記原動機の前後二系統に動力を取り出すとともに、前後
いずれかの動力系統に前後いずれか一方の動輪を駆動す
る主液体変速機を、他方の動力系統に他方の動輪を駆動
する補助液体変速機をそれぞれ配設したことを特徴とす
るディーゼル動車。1. In a diesel vehicle equipped with one prime mover, power is extracted to two systems, front and rear, of the prime mover, and a main liquid transmission that drives one of the front and rear wheels is connected to one of the front and rear power systems, and the main liquid transmission is connected to the other power system. A diesel motor vehicle characterized in that each system is provided with an auxiliary liquid transmission that drives the other driving wheel.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP25504486A JPS63110066A (en) | 1986-10-27 | 1986-10-27 | Diesel motorcar |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP25504486A JPS63110066A (en) | 1986-10-27 | 1986-10-27 | Diesel motorcar |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS63110066A true JPS63110066A (en) | 1988-05-14 |
Family
ID=17273382
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP25504486A Pending JPS63110066A (en) | 1986-10-27 | 1986-10-27 | Diesel motorcar |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS63110066A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2019527161A (en) * | 2016-06-21 | 2019-09-26 | プラッサー ウント トイラー エクスポート フォン バーンバウマシーネン ゲゼルシャフト ミット ベシュレンクテル ハフツングＰｌａｓｓｅｒ ＆ Ｔｈｅｕｒｅｒ， Ｅｘｐｏｒｔ ｖｏｎ Ｂａｈｎｂａｕｍａｓｃｈｉｎｅｎ， Ｇｅｓｅｌｌｓｃｈａｆｔ ｍ．ｂ．Ｈ． | Railway vehicle and operation method of railway vehicle |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5932353A (en) * | 1982-08-13 | 1984-02-21 | Nissan Motor Co Ltd | Reciprocally driven actuator |
-
1986
- 1986-10-27 JP JP25504486A patent/JPS63110066A/en active Pending
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5932353A (en) * | 1982-08-13 | 1984-02-21 | Nissan Motor Co Ltd | Reciprocally driven actuator |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2019527161A (en) * | 2016-06-21 | 2019-09-26 | プラッサー ウント トイラー エクスポート フォン バーンバウマシーネン ゲゼルシャフト ミット ベシュレンクテル ハフツングＰｌａｓｓｅｒ ＆ Ｔｈｅｕｒｅｒ， Ｅｘｐｏｒｔ ｖｏｎ Ｂａｈｎｂａｕｍａｓｃｈｉｎｅｎ， Ｇｅｓｅｌｌｓｃｈａｆｔ ｍ．ｂ．Ｈ． | Railway vehicle and operation method of railway vehicle |
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