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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