JP2010228595A

JP2010228595A - Iron wheel driving system for rail and land vehicle

Info

Publication number: JP2010228595A
Application number: JP2009078542A
Authority: JP
Inventors: Tetsuya Kato; 哲哉加藤; Masaki Arimura; 政樹有村
Original assignee: Hokuetsu Industries Co Ltd
Current assignee: Hokuetsu Industries Co Ltd
Priority date: 2009-03-27
Filing date: 2009-03-27
Publication date: 2010-10-14

Abstract

<P>PROBLEM TO BE SOLVED: To bring friction gears for providing driving force of iron wheels from tires as driving wheels into contact with right and left tires under an equal pressing condition. <P>SOLUTION: In a rail and land vehicle 1 including both the tires 21, 22 and the iron wheels 31, 32, rotation of the friction gear 11b rotated by being brought into contact with the tire of the drive wheel is input into an input shaft 521 provided to a hydraulic pressure generation means 51 generating hydraulic pressure for driving drive iron wheels. The friction gear 11b is rotatably attached to a hollow shaft 40 attached to a swing plate 12b. One end 131 of a shaft 13b passed through the swing plate 12b through a through-hole 121 formed in the swing plate 12b and loosely fitted into the hollow space 45 of the hollow shaft is connected to the friction gear 11b through a universal coupling 18, and also the other end 132 of the shaft 13b is connected to the input shaft 521 of the hydraulic pressure generation means 51 through a universal coupling 19. Further, the through-hole and a hollow shaft attaching bolt hole formed around the through-hole are formed as a long hole. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

本発明は軌陸車の鉄輪駆動装置に関し，より詳細には，路面走行用のタイヤと，軌道走行用の鉄輪とを備え，駆動輪タイヤの回転を油圧発生手段に入力すると共に，この油圧発生手段で発生した油圧によって駆動鉄輪を駆動する軌陸車の鉄輪駆動装置において，前記駆動輪タイヤの回転を前記油圧発生手段に伝達する動力伝達機構に特徴を有する軌陸車の鉄輪駆動装置に関する。 The present invention relates to an iron wheel drive device for a track-and-rail vehicle. More specifically, the present invention includes a road running tire and a track running iron wheel, and inputs the rotation of the drive wheel tire to the hydraulic pressure generating means. The present invention relates to an iron wheel drive device for a railway vehicle that drives a drive iron wheel with the hydraulic pressure generated in step 1 and has a feature in a power transmission mechanism that transmits the rotation of the drive wheel tire to the hydraulic pressure generating means.

市販のトラック等の車輌をベースとし，この車輌が公道等を走行するために備えているタイヤの他に，軌道を走行するための鉄輪を付加した軌陸車が，鉄道の保線車等として使用されている。 Railroad vehicles based on vehicles such as commercially available trucks, which are equipped with iron wheels for running on tracks in addition to the tires that this vehicle has for running on public roads, are used as railway track maintenance vehicles. ing.

このような軌陸車にあっては，公道等の路面走行時にあっては鉄輪を上昇位置に収容してタイヤを接地させて走行し，軌道走行時には，上昇位置で格納されていた鉄輪を下降させてタイヤよりも下方に配置し，これにより軌道上に鉄輪を載置すると共に，タイヤを軌道の上方に離間させた状態と成すことで，鉄輪による軌道走行を行うことができるものとなっている。 In such a track-and-rail vehicle, when traveling on a road surface such as a public road, the wheel is housed in a raised position and the tire is grounded, and when traveling on a track, the wheel stored in the raised position is lowered. By placing the steel wheel on the track and thereby separating the tire from the top of the track, it is possible to run the track with the steel wheel. .

以上のように構成された軌陸車では，軌道走行時における鉄輪の駆動力を駆動輪側のタイヤの回転により得ることが行われており，このような鉄輪駆動装置の一例として，図７に示すように駆動輪である後輪タイヤ８２２の表面に接触して回転する摩擦車８１１を，後輪タイヤ８２２と後鉄輪８３２間に挟持し，後輪タイヤ８２２の回転を摩擦車８１１を介して鉄輪８３２に伝達することにより，後鉄輪８３２を回転駆動可能としたものがある（特許文献１の図１）。 In the track-and-rail vehicle configured as described above, the driving force of the iron wheel during track running is obtained by rotation of the tire on the driving wheel side. FIG. 7 shows an example of such an iron wheel driving device. Thus, the friction wheel 811 rotating in contact with the surface of the rear wheel tire 822 as a drive wheel is sandwiched between the rear wheel tire 822 and the rear iron wheel 832, and the rotation of the rear wheel tire 822 is performed via the friction wheel 811. There is one in which the rear iron wheel 832 can be driven to rotate by transmitting to 832 (FIG. 1 of Patent Document 1).

また，図８（Ａ），（Ｂ）に示すように左右の後輪タイヤ８２２の表面に接触して回転する摩擦車８１１をそれぞれ設け，後輪タイヤ８２２と接触して回転する摩擦車８１１の回転力をシャフト８３０を介して油圧ポンプ８５５を備えたギヤボックス８５２に入力することで，後輪タイヤ８２２の回転力を，油圧ポンプ８５５によって油圧に変換し，ここで発生した油圧を前鉄輪を駆動する油圧モータに導入することで，鉄輪を駆動可能とした鉄輪駆動装置も提案されている（特許文献２の図７，９参照）。 Also, as shown in FIGS. 8A and 8B, friction wheels 811 that rotate in contact with the surfaces of the left and right rear wheel tires 822 are provided, respectively, and friction wheels 811 that rotate in contact with the rear wheel tires 822 are provided. The rotational force of the rear wheel tire 822 is converted into hydraulic pressure by the hydraulic pump 855 by inputting the rotational force to the gear box 852 provided with the hydraulic pump 855 via the shaft 830, and the hydraulic pressure generated here is converted to the front iron wheel. There has also been proposed an iron wheel drive device that can drive an iron wheel by being introduced into a driving hydraulic motor (see FIGS. 7 and 9 of Patent Document 2).

この発明の先行技術文献情報としては次のものがある。 Prior art document information of the present invention includes the following.

特開２０００−３１３２１６号公報JP 2000-313216 A 特開２００１−２７０３１０号公報JP 2001-270310 A

上記のような鉄輪駆動装置を備えた軌陸車にあっては，いずれも，路面走行に使用するタイヤのうち，駆動側のタイヤの回転によって駆動鉄輪を駆動するための動力を得ていることから，車輌に設けたアクセルやブレーキ，シフトレバー等を，路面走行時と同様の感覚で操作することにより，軌道上においても軌陸車を走行させることができるものとなっている。 In any of the track-and-rail vehicles provided with the iron wheel driving device as described above, the power for driving the driving iron wheel is obtained by the rotation of the driving-side tire among the tires used for running on the road surface. By operating accelerators, brakes, shift levers, and the like provided on the vehicle with the same feeling as when traveling on the road surface, it is possible to make the tracked vehicle travel on the track.

しかし，軌陸車のベース車輌とされる場合が多いトラックでは，後鉄輪に加わる荷重は荷台に対する積荷量によって大きく変化するめに，タイヤと異なり摩擦係数が低い鉄輪で走行する軌道走行において後鉄輪を駆動輪とする場合，空荷や積荷量が少ない場合に後鉄輪には十分な荷重がかからず，急勾配の走行時やブレーキを掛けた際に，駆動鉄輪である後鉄輪がレール上でスリップする場合がある等，走行に支障を来す場合がある。 However, in trucks that are often used as base vehicles for track-and-rail vehicles, the load applied to the rear iron wheel varies greatly depending on the amount of load on the loading platform. Therefore, unlike the tire, the rear iron wheel is driven in orbit running with a low friction coefficient. When a wheel is used, the rear iron wheel does not receive sufficient load when there is little empty load or load, and the rear iron wheel, which is the driving iron wheel, slips on the rail when driving at a steep slope or when the brake is applied. May interfere with driving.

そのため，トラックをベース車輌とした前述の軌陸車にあっては，エンジン等の重量が荷重としてかかっている前鉄輪を駆動輪とすることが好ましく，軌陸車に採用されるベース車輌の種類によっては，軌道走行時における駆動輪を，路面走行時における駆動輪とは異なる側とすることが好ましい場合がある。 For this reason, in the above-mentioned track-and-rail vehicle using a truck as a base vehicle, it is preferable to use the front iron wheel on which the weight of the engine or the like is applied as a load as the drive wheel, and depending on the type of base vehicle used in the track-and-rail vehicle In some cases, it is preferable that the driving wheel during track traveling is on a different side from the driving wheel during road traveling.

しかし，前述した構成中，特許文献１として紹介した鉄輪駆動装置にあっては，駆動輪タイヤと鉄輪間で摩擦車を挟持することにより鉄輪を回転させる構成としているために，一般に後輪駆動方式が採用されているトラックをベース車輌とした場合には，軌道走行時においても後鉄輪が駆動輪となる。 However, in the above-described configuration, the iron wheel drive device introduced as Patent Document 1 is generally configured to rotate the iron wheel by sandwiching a friction wheel between the drive wheel tire and the iron wheel. When the truck adopting the is used as the base vehicle, the rear iron wheel becomes the driving wheel even during orbital running.

このような特許文献１に記載の鉄輪駆動装置に対し，駆動輪タイヤの回転を油圧ポンプによって一旦油圧に変換し，この油圧によって駆動される油圧モータによって駆動鉄輪を駆動する特許文献２に記載の鉄輪駆動装置にあっては，ベース車輌が後輪タイヤを駆動輪とする場合であっても，前鉄輪を駆動輪として駆動することができる。 For such an iron wheel drive device described in Patent Document 1, the rotation of the drive wheel tire is temporarily converted into hydraulic pressure by a hydraulic pump, and the drive iron wheel is driven by a hydraulic motor driven by this hydraulic pressure. In the iron wheel drive device, the front iron wheel can be driven as the drive wheel even when the base vehicle uses the rear tire as the drive wheel.

しかし，特許文献２に記載の鉄輪駆動装置では，駆動輪タイヤの回転力を油圧ポンプに伝達するための動力伝達機構が，図８（Ｂ）に示すように，ギヤボックス８５２のケーシングを貫通して設けられたシャフト８３０の両端に，それぞれ摩擦車８１１を直接取り付けた構造であるために，例えばベース車輌の後輪タイヤが製造時の誤差等によって左右で位置がずれている場合には，左右の摩擦車８１１を均等に後輪タイヤと接触させることができず，いずれか一方の摩擦車８１１は後輪タイヤに対する押し付け力が不足してスリップし易いものとなる。 However, in the iron wheel drive device described in Patent Document 2, the power transmission mechanism for transmitting the rotational force of the drive wheel tire to the hydraulic pump passes through the casing of the gear box 852 as shown in FIG. Since the friction wheel 811 is directly attached to both ends of the shaft 830 provided in this way, for example, when the rear wheel tires of the base vehicle are displaced from side to side due to errors in manufacturing, etc. This friction wheel 811 cannot be brought into contact with the rear wheel tires evenly, and either one of the friction wheels 811 becomes slippery due to insufficient pressing force against the rear wheel tires.

その結果，後輪タイヤの回転力を，ギヤボックス８５２のシャフト８３０に伝達する過程で動力の大幅な損失が生じると共に，スリップ時の摩擦によって後輪タイヤの表面が摩耗し，また，スリップ時の摩擦熱によって後輪タイヤの表面が溶融する等して，片側の後輪タイヤが異常に摩耗する等，後輪タイヤの寿命を大幅に縮めることとなる。 As a result, in the process of transmitting the rotational force of the rear wheel tire to the shaft 830 of the gear box 852, a large loss of power occurs, and the surface of the rear wheel tire is worn due to friction at the time of slip. The life of the rear wheel tire is significantly shortened, for example, the surface of the rear wheel tire is melted due to frictional heat and the rear wheel tire on one side is abnormally worn.

このようなスリップが生じないように，左右双方の摩擦車８１１を共に後輪タイヤに対して強く押し付けた状態で使用すれば，ギヤボックス８５２に設けられたシャフト８３０は強い曲げモーメントがかけられた状態で回転するために，疲労破壊を生じ易くなる。そのため，これを防止するために径の太いシャフトを使用すれば装置の大型化や重量増を招くと共に，シャフトの材質として高強度鋼を使用したり，シャフトに特別な加工を施すものとすれば，製造コストを高めることとなる。 In order to prevent such a slip from occurring, if both the left and right friction wheels 811 are used in a state where they are pressed strongly against the rear tire, the shaft 830 provided in the gear box 852 is subjected to a strong bending moment. Since it rotates in a state, it tends to cause fatigue failure. Therefore, if a shaft with a large diameter is used to prevent this, the size of the device will increase and the weight will increase, and if the shaft material is made of high-strength steel or the shaft is specially processed. , Will increase the manufacturing cost.

本発明は，上記従来技術が有する欠点に鑑みてなされたものであり，上記特許文献２として紹介したように，駆動輪タイヤの回転によって得た油圧によって駆動鉄輪を駆動する軌陸車の鉄輪駆動装置において，駆動輪タイヤの位置に左右でずれ等が生じている場合であっても，左右の摩擦車を左右の駆動輪タイヤに対して均等な状態に押し付けることができ，従って，動力伝達時における動力ロスや，シャフトに対する曲げモーメントを発生させることなく，駆動輪タイヤの回転を油圧発生手段に伝達することができる動力伝達機構を提供することを目的とする。 The present invention has been made in view of the drawbacks of the prior art described above, and as introduced in Patent Document 2, the wheel drive device for a railway vehicle that drives the drive iron wheel by the hydraulic pressure obtained by the rotation of the drive wheel tire. In this case, the left and right friction wheels can be pressed evenly against the left and right drive wheel tires even when the position of the drive wheel tire is shifted left and right. It is an object of the present invention to provide a power transmission mechanism that can transmit the rotation of a drive wheel tire to a hydraulic pressure generating means without generating a power loss or a bending moment with respect to a shaft.

上記目的を達成するために，本発明の軌陸車１の鉄輪駆動装置５０は，
路面走行用のタイヤ２１（２１ａ，２１ｂ），２２（２２ａ，２２ｂ）と軌道走行用の鉄輪３１（３１ａ，３１ｂ），３２（３２ａ，３２ｂ）を備え，前記鉄輪３１，３２を上昇させた状態で行う前記タイヤ２１，２２による路面走行と，前記鉄輪３１，３２を下降させた状態で行う前記鉄輪３１，３２による軌道走行を可能とした軌陸車１において，
前記軌道走行時に駆動輪タイヤ（実施例において後輪タイヤ２２ａ，２２ｂ）の回転の伝達を受けて油圧を発生する油圧発生手段５１と，前記駆動輪タイヤ２２ａ，２２ｂの回転を前記油圧発生手段５１に伝達する動力伝達機構１０と，前記油圧発生手段５１で発生した油圧によって駆動鉄輪（実施例において前鉄輪３１ａ，３１ｂ）を駆動する油圧モータ５５ａ，５５ｂを備え，
前記動力伝達機構１０が，対向配置された一対の揺動板１２ａ，１２ｂの対向面とは反対側の面にそれぞれ回転可能に取り付けられる摩擦車１１ａ，１１ｂを備え，軌道走行時，前記揺動板１２ａ，１２ｂの揺動により前記駆動輪タイヤ２２ａ，２２ｂの表面に押圧された前記摩擦車１１ａ，１１ｂによって前記駆動輪タイヤ２２ａ，２２ｂの回転を取り出すと共に，
前記一対の揺動板１２ａ，１２ｂ間に配置された前記油圧発生手段５１から前記各揺動板１２ａ，１２ｂに向かってそれぞれ突出した前記油圧発生手段５１の入力軸５２１の両端に，前記各摩擦車１１ａ，１１ｂがそれぞれ２つの自在継手（１８と１９，又は１８’と１９’）を介して連結されていることを特徴とする（請求項１）。 In order to achieve the above object, the iron wheel drive device 50 of the rail vehicle 1 according to the present invention includes:
Tires 21 (21a, 21b), 22 (22a, 22b) for road surface traveling and iron wheels 31 (31a, 31b), 32 (32a, 32b) for track traveling are provided, and the iron wheels 31, 32 are raised. In the track-and-rail vehicle 1 capable of running on the road surface with the tires 21 and 22 and running on the track with the iron wheels 31 and 32 while the iron wheels 31 and 32 are lowered,
A hydraulic pressure generating means 51 that generates hydraulic pressure upon receiving the transmission of rotation of the driving wheel tires (rear wheel tires 22a and 22b in the embodiment) during the track traveling, and the hydraulic pressure generating means 51 that rotates the driving wheel tires 22a and 22b. A power transmission mechanism 10 for transmitting to the vehicle, and hydraulic motors 55a and 55b for driving the driving iron wheels (the front iron wheels 31a and 31b in the embodiment) by the hydraulic pressure generated by the hydraulic pressure generating means 51,
The power transmission mechanism 10 includes friction wheels 11a and 11b that are rotatably attached to surfaces opposite to the opposing surfaces of the pair of swing plates 12a and 12b that are arranged to face each other. The rotation of the drive wheel tires 22a and 22b is taken out by the friction wheels 11a and 11b pressed against the surfaces of the drive wheel tires 22a and 22b by the swinging of the plates 12a and 12b.
The frictions are formed at both ends of the input shaft 521 of the hydraulic pressure generating means 51 projecting from the hydraulic pressure generating means 51 disposed between the pair of swing plates 12a and 12b toward the swing plates 12a and 12b. The vehicles 11a and 11b are connected to each other through two universal joints (18 and 19 or 18 'and 19').

前記構成の鉄輪駆動装置５０において、前記各揺動板１２ａ，１２ｂに対して前記各摩擦車１１ａ，１１ｂの位置を可変して、前記各摩擦車１１ａ，１１ｂの前記各駆動輪タイヤ２２ａ，２２ｂに対する押圧状態をそれぞれ調整可能としたことを特徴とする（請求項２）。 In the iron wheel drive device 50 having the above-described configuration, the positions of the friction wheels 11a and 11b are changed with respect to the swing plates 12a and 12b, and the drive wheel tires 22a and 22b of the friction wheels 11a and 11b are changed. It is possible to adjust the pressing state against each of the above (claim 2).

前記構成の鉄輪駆動装置５０において、前記一対の揺動板１２ａ，１２ｂにそれぞれ貫通孔１２１を設け，前記揺動板１２ａ，１２ｂの前記対向面とは反対側の面における該貫通孔１２１の形成位置に中空軸４０ａ，４０ｂをそれぞれ取り付けると共に，略円筒状に形成した前記摩擦車１１ａ，１１ｂを，前記中空軸４０ａ，４０ｂのそれぞれに外嵌して回転可能に取り付け，
前記揺動板１２ａ，１２ｂをそれぞれ貫通し，前記中空軸４０の中空空間４５に遊嵌されたシャフト１３ａ，１３ｂを設け，前記各中空軸４０の先端部より突出した前記シャフト１３ａ，１３ｂのそれぞれの一端１３１に，自在継手１８を介して前記摩擦車１１ａ，１１ｂを連結すると共に，
前記一対の揺動板１２ａ，１２ｂの対向面側において，前記各シャフト１３ａ，１３ｂの他端１３２を，前記油圧発生手段５１の前記入力軸５２１の両端に，それぞれ自在継手１９を介して連結したことを特徴とする（請求項３：図３〜５参照）。 In the iron wheel drive device 50 having the above-described configuration, a through hole 121 is provided in each of the pair of swing plates 12a and 12b, and the through hole 121 is formed on a surface opposite to the facing surface of the swing plates 12a and 12b. The hollow shafts 40a and 40b are respectively attached to the positions, and the friction wheels 11a and 11b formed in a substantially cylindrical shape are rotatably fitted to the hollow shafts 40a and 40b,
The shafts 13a and 13b that pass through the rocking plates 12a and 12b and are loosely fitted in the hollow space 45 of the hollow shaft 40 are provided, and the shafts 13a and 13b that protrude from the distal ends of the hollow shafts 40 are provided. The friction wheels 11a and 11b are connected to one end 131 of the friction wheel 11 via the universal joint 18,
On the opposite surface side of the pair of swing plates 12a, 12b, the other ends 132 of the shafts 13a, 13b are connected to both ends of the input shaft 521 of the hydraulic pressure generating means 51 via the universal joints 19, respectively. (Claim 3: see FIGS. 3 to 5).

前記構成の鉄輪駆動装置５０において，前記シャフト１３ａ，１３ｂの一端１３１と前記摩擦車１１ａ，１１ｂを連結する自在継手１８，又は前記各シャフト１３ａ，１３ｂの他端１３２と前記油圧発生手段５１の入力軸５２１とを連結する自在継手１９の一方又は双方をチェーンカップリングとすることができる（請求項４：図４参照）。 In the iron wheel drive device 50 having the above-described configuration, the universal joint 18 for connecting the one end 131 of the shafts 13a and 13b and the friction wheels 11a and 11b, or the other end 132 of the shafts 13a and 13b and the input of the hydraulic pressure generating means 51. One or both of the universal joints 19 connecting the shaft 521 can be a chain coupling (see claim 4: FIG. 4).

また，上記構成の鉄輪駆動装置５０において，前記各揺動板１２ａ，１２ｂに対する前記各中空軸４０の取り付け位置を可変とし，前記各摩擦車１１ａ，１１ｂの前記各駆動輪タイヤ２２ａ，２２ｂに対する押圧状態をそれぞれ調整可能とすることが好ましい（請求項５）。 In the iron wheel drive device 50 having the above-described configuration, the mounting position of the hollow shaft 40 with respect to the swing plates 12a and 12b is variable, and the friction wheels 11a and 11b are pressed against the drive wheel tires 22a and 22b. It is preferable that each of the states can be adjusted (claim 5).

以上説明した構成により，本発明の軌陸車１の鉄輪駆動装置５０によれば，駆動輪タイヤが左右で位置ずれを生じていた場合に，この位置に合わせて各摩擦車１１ａ，１１ｂの位置を調整して駆動輪タイヤに対する押圧状態を調整した場合であっても，両摩擦車１１ａ，１１ｂと油圧発生手段５１間を連結するシャフト１３ａ，１３ｂ，及び油圧発生手段５１の入力軸５２１には，いずれも曲げモーメントが発生せず，従って，シャフト１３ａ，１３ｂや入力軸５２１に疲労破壊等が生じることを好適に防止することができた。 With the above-described configuration, according to the iron wheel drive device 50 of the railway vehicle 1 of the present invention, when the drive wheel tires are misaligned on the left and right, the positions of the friction wheels 11a and 11b are adjusted according to this position. Even when the pressing state against the driving wheel tire is adjusted, the shafts 13a and 13b connecting the friction wheels 11a and 11b and the hydraulic pressure generating means 51 and the input shaft 521 of the hydraulic pressure generating means 51 are In either case, no bending moment was generated. Therefore, it was possible to suitably prevent fatigue failure and the like from occurring in the shafts 13a and 13b and the input shaft 521.

その結果，このような鉄輪駆動装置５０の動力伝達機構１０に使用するシャフト１３ａ，１３ｂや油圧発生手段５１の入力軸５２１を可及的に細くすることができ，装置全体の重量減とコストの低減を図ることができた。 As a result, the shafts 13a and 13b used in the power transmission mechanism 10 of the iron wheel drive device 50 and the input shaft 521 of the hydraulic pressure generating means 51 can be made as thin as possible, reducing the weight of the entire device and reducing the cost. Reduction was achieved.

揺動板１２ａ，１２ｂに取り付けた中空軸４０に円筒状の摩擦車１１ａ，１１ｂを回転可能に外嵌し，この中空軸４０に遊嵌されたシャフト１３ａ，１３ｂの一端１３１と摩擦車１１ａ，１１ｂとを自在継手１８で連結すると共に，シャフト１３ａ，１３ｂの他端１３２と油圧発生手段５１の入力軸５２１とを自在継手１９で連結した構成にあっては，各自在継手１８，１９が吸収する軸心のずれが小さなものとなることから，カルダン継手（ユニバーサルジョイント）のように等速性を有しない継手を使用した場合であっても，摩擦車１１ａ，１１ｂとシャフト１３ａ，１３ｂ，及びシャフト１３ａ，１３ｂと入力軸５２１間に大きな角速度の変化が生じず，その結果，高価な等速ジョイントを使用することなく，摩擦車１１ａ，１１ｂの回転を円滑に油圧発生手段５１に入力することができた。 Cylindrical friction wheels 11a and 11b are rotatably fitted on a hollow shaft 40 attached to the swing plates 12a and 12b, and one end 131 of shafts 13a and 13b loosely fitted on the hollow shaft 40 and the friction wheels 11a, 11b is connected by the universal joint 18, and the other ends 132 of the shafts 13a and 13b and the input shaft 521 of the hydraulic pressure generating means 51 are connected by the universal joint 19, so that each universal joint 18 and 19 absorbs. Therefore, the friction wheels 11a and 11b and the shafts 13a and 13b and the shafts 13a and 13b and the shafts 13a and 13b can be used even when a non-constant joint such as a cardan joint (universal joint) is used. A large change in angular velocity does not occur between the shafts 13a and 13b and the input shaft 521. As a result, the friction wheels 11a and 11b can be connected without using an expensive constant velocity joint. I was able to enter the rolling smoothly hydraulically generating means 51.

また，前述のように各自在継手が吸収する軸心のずれが比較的小さなものとなることから，チェンスプロケット等のたわみ軸継手のように比較的安価であるが，大きな軸心のずれを吸収できない自在継手についても使用することができ，動力伝達機構１０のコストの低減を図ることができた。 In addition, as described above, the shaft misalignment absorbed by each universal joint is relatively small, so it is relatively inexpensive like a flexible shaft joint such as a chain sprocket, but it absorbs large shaft misalignment. A universal joint that cannot be used can be used, and the cost of the power transmission mechanism 10 can be reduced.

なお，揺動板１２ａ，１２ｂに対する前記中空軸４０の取り付け位置を可変とすることで，揺動板１２ａ，１２ｂに対する摩擦車１１ａ，１１ｂの取り付け位置を変更することができ，これにより駆動輪タイヤが左右で位置ずれを生じている場合であっても駆動輪タイヤに対する摩擦車の押圧状態を容易に調整することができた。 By changing the mounting position of the hollow shaft 40 with respect to the swing plates 12a and 12b, the mounting position of the friction wheels 11a and 11b with respect to the swing plates 12a and 12b can be changed. Even when there is a positional shift between the left and right, the pressing state of the friction wheel against the drive wheel tire could be easily adjusted.

軌陸車の側面図。A side view of a railroad vehicle. 鉄輪駆動装置の説明図。Explanatory drawing of an iron wheel drive device. 動力伝達機構の分解斜視図（実施例１）。An exploded perspective view of a power transmission mechanism (example 1). 動力伝達機構の要部断面図（実施例１）。Sectional drawing of the principal part of a power transmission mechanism (Example 1). 動力伝達機構の要部断面図（実施例１の変形例）。Sectional drawing of the principal part of a power transmission mechanism (modified example of Example 1). 動力伝達機構に生じる軸心間のずれの説明図であり，（Ａ）は摩擦車とシャフトが同心である実施形態（Ｂ）は実施例１の構成に対応した説明図である。It is explanatory drawing of the shift | offset | difference between the shaft centers which arises in a power transmission mechanism, (A) Embodiment (B) with which a friction wheel and a shaft are concentric is explanatory drawing corresponding to the structure of Example 1. FIG. 従来の鉄輪駆動装置の説明図（特許文献１の図１）。Explanatory drawing of the conventional iron wheel drive device (FIG. 1 of patent document 1). 従来の鉄輪駆動装置における動力伝達機構の説明図であり，（Ａ）は側面図，（Ｂ）は分解斜視図。It is explanatory drawing of the power transmission mechanism in the conventional iron wheel drive device, (A) is a side view, (B) is an exploded perspective view.

次に，添付図面を参照しながら，本発明における軌陸車１の鉄輪駆動装置５０について説明する。 Next, the iron wheel drive device 50 of the track car 1 according to the present invention will be described with reference to the accompanying drawings.

なお，本発明において，「自在継手」には，カルダン継手（ユニバーサルジョイント）や等速ジョイントの他，チェーンカップリング等のたわみ軸継手等，連結する二軸間の軸心のずれを吸収し得る各種の軸継手を含む。 In the present invention, the “universal joint” can absorb the misalignment of the axis between the two shafts to be connected, such as a cardan joint (universal joint), a constant velocity joint, or a flexible shaft joint such as a chain coupling. Includes various shaft couplings.

〔軌陸車の全体構造〕
本発明の鉄輪駆動装置が適用される軌陸車１は，図１に示すようにトラック等のベース車輌が本来備えている路面走行用のタイヤ（前輪２１，後輪２２）の他に，軌道走行用の鉄輪（前鉄輪３１，後鉄輪３２）を付加して，路面，軌道のいずれをも走行可能としたものである。 [Overall structure of railroad vehicle]
As shown in FIG. 1, the track-and-rail vehicle 1 to which the iron-wheel drive device of the present invention is applied is not limited to road running tires (front wheels 21 and rear wheels 22) originally provided on a base vehicle such as a truck. The steel wheels (front iron wheel 31 and rear iron wheel 32) are added to make it possible to travel on both the road surface and the track.

この鉄輪（３１，３２）は，油圧シリンダ等によって作動される昇降手段によって昇降可能に構成されており，図示の例では，前鉄輪３１の昇降手段４ａによって前鉄輪３１が垂直方向に直線状に昇降移動すると共に，車台フレーム５に揺動可能に軸支された後鉄輪ブラケット６を備えた後鉄輪の昇降手段４ｂによって，後鉄輪ブラケット６に取り付けられた後鉄輪３２が油圧シリンダ等による後鉄輪ブラケット６の揺動によって図１中に矢印で示す方向に昇降移動するように構成されている。 The iron wheels (31, 32) are configured to be moved up and down by lifting means operated by a hydraulic cylinder or the like. In the illustrated example, the front iron ring 31 is linearly formed in a vertical direction by the lifting means 4a of the front iron ring 31. The rear iron wheel 32 attached to the rear iron wheel bracket 6 is moved to the rear iron wheel by a hydraulic cylinder or the like by the rear iron wheel elevating means 4b provided with the rear iron wheel bracket 6 pivotably supported on the chassis frame 5 while being moved up and down. The bracket 6 is configured to move up and down in the direction indicated by the arrow in FIG.

この後鉄輪ブラケット６には，後鉄輪の下降時，駆動輪である後輪タイヤ２２と接触する摩擦車１１が設けられており，後鉄輪３２を下降させた軌道走行状態（図１に示す状態）において，駆動輪である後輪タイヤ２２によって摩擦車１１を回転させることができるように構成されている。 The rear iron wheel bracket 6 is provided with a friction wheel 11 that comes into contact with the rear wheel tire 22 that is a driving wheel when the rear iron wheel is lowered, and a track running state in which the rear iron wheel 32 is lowered (the state shown in FIG. 1). ), The friction wheel 11 can be rotated by the rear wheel tire 22 which is a drive wheel.

なお，図１に示す例では，このように後鉄輪ブラケット６に摩擦車１１を取り付けることで，摩擦車１１の取り付けを行う後述の揺動板１２が後鉄輪ブラケット６の一部を構成するものとなっているが，摩擦車１１の取り付けを行う揺動板１１は，鉄輪３１，３２を下降させた軌道走行時に摩擦車１１を駆動輪である後輪タイヤ２２に接触させ，鉄輪３１，３２を上昇させた路面走行時には，摩擦車１１を後輪タイヤ２２より離間する方向に移動するものであれば，後鉄輪ブラケット６とは別に設けるものとしても良い。 In the example shown in FIG. 1, by attaching the friction wheel 11 to the rear wheel bracket 6 in this way, a swing plate 12 to be described later for mounting the friction wheel 11 constitutes a part of the rear wheel bracket 6. However, the rocking plate 11 for attaching the friction wheel 11 brings the friction wheel 11 into contact with the rear wheel tire 22 that is the driving wheel during the track traveling with the iron wheels 31 and 32 lowered, and the iron wheels 31 and 32. As long as the friction wheel 11 moves in a direction away from the rear wheel tire 22 when traveling on the road surface with the lifted, the rear wheel bracket 6 may be provided separately.

〔鉄輪駆動装置〕
以上のように構成された軌陸車１において，摩擦車１１（１１ａ，１１ｂ）の回転により発生させた油圧によって，駆動鉄輪である鉄輪（本実施例では前鉄輪３１ａ，３１ｂ）を回転駆動するための鉄輪駆動装置５０の全体構成を図２に示す。 [Iron wheel drive device]
In the track-and-rail vehicle 1 configured as described above, the iron wheels (the front iron wheels 31a and 31b in this embodiment) are driven to rotate by the hydraulic pressure generated by the rotation of the friction wheels 11 (11a and 11b). FIG. 2 shows the overall configuration of the iron wheel drive device 50.

図２において符号５１は，駆動輪である後輪タイヤ２２ａ，２２ｂより得た回転力によって油圧を発生する油圧発生手段であり，図示の実施形態においてこの油圧発生手段５１は，２つの油圧ポンプ５４ａ，５４ｂと，この油圧ポンプ５４ａ，５４ｂの入力軸に対して回転駆動力を伝達するギヤボックス５２によって構成されている。 In FIG. 2, reference numeral 51 denotes a hydraulic pressure generating means for generating a hydraulic pressure by the rotational force obtained from the rear tires 22a and 22b as drive wheels. In the illustrated embodiment, the hydraulic pressure generating means 51 includes two hydraulic pumps 54a. , 54b and a gear box 52 for transmitting a rotational driving force to the input shafts of the hydraulic pumps 54a, 54b.

この油圧発生手段５１を構成するギヤボックス５２には，ギヤボックス５２のケーシングを貫通して両端を突出する入力軸５２１が設けられていると共に，ギヤボックス５２のケーシング内でこの入力軸５２１に取り付けたドライブギヤ５２２と，油圧ポンプ５４ａ，５４ｂの入力軸に取り付けられたドリブンギヤ５２３，５２４とが噛合して，ギヤボックス５２の入力軸５２１が回転すると，２つの油圧ポンプ５４ａ，５４ｂが回転して油圧を発生するように構成されている。 The gear box 52 constituting the hydraulic pressure generating means 51 is provided with an input shaft 521 that penetrates the casing of the gear box 52 and protrudes at both ends, and is attached to the input shaft 521 within the casing of the gear box 52. When the drive gear 522 meshes with the driven gears 523 and 524 attached to the input shafts of the hydraulic pumps 54a and 54b and the input shaft 521 of the gear box 52 rotates, the two hydraulic pumps 54a and 54b rotate. It is configured to generate hydraulic pressure.

この油圧発生手段５１は，後鉄輪ブラケット６を構成する左右の揺動板１２ａ，１２ｂ間に配置され，後鉄輪ブラケット６による後鉄輪３２ａ，３２ｂの昇降によって，揺動板１２ａ，１２ｂと共に揺動するように構成されている。 The hydraulic pressure generating means 51 is disposed between the left and right swing plates 12a and 12b constituting the rear iron ring bracket 6 and swings together with the swing plates 12a and 12b by the raising and lowering of the rear iron wheels 32a and 32b by the rear iron ring bracket 6. Is configured to do.

油圧発生手段５１の入力軸である前述のギヤボックス５２の入力軸５２１の両端には，揺動板１２ａ，１２ｂに回転可能に取り付けられる摩擦車１１ａ，１１ｂが，後述するシャフト１３ａ，１３ｂを介して連結されており，これにより摩擦車１１ａ，１１ｂが駆動輪である後輪タイヤ２２ａ，２２ｂに押し付けられて回転すると，この回転が油圧発生手段５１のギヤボックス５２を介して油圧ポンプ５４ａ，５４ｂを回転させて，油圧ポンプ５４ａ，５４ｂが油圧を発生するように構成されている。 At both ends of the input shaft 521 of the gear box 52, which is the input shaft of the hydraulic pressure generating means 51, friction wheels 11a and 11b are rotatably attached to the swing plates 12a and 12b via shafts 13a and 13b described later. As a result, when the friction wheels 11a and 11b are pressed against the rear tires 22a and 22b, which are drive wheels, and rotate, the rotation is transmitted through the gear box 52 of the hydraulic pressure generating means 51 to the hydraulic pumps 54a and 54b. The hydraulic pumps 54a and 54b are configured to generate hydraulic pressure.

駆動輪である左右の前鉄輪３１ａ，３１ｂの近傍には，それぞれ油圧モータ５５ａ，５５ｂが設けられていると共に，この油圧モータ５５ａ，５５ｂの出力軸を，チェーンとスプロケット，プーリとプーリベルト等の動力伝達手段を介してそれぞれの前鉄輪３１ａ，３１ｂに連結して，油圧モータ５５ａ，５５ｂの回転によって駆動輪である前鉄輪３１ａ，３１ｂを駆動させることができるように構成されている。 Hydraulic motors 55a and 55b are provided in the vicinity of the left and right front iron wheels 31a and 31b as drive wheels, respectively. The output shafts of the hydraulic motors 55a and 55b are connected to a chain and a sprocket, a pulley and a pulley belt, etc. The front iron wheels 31a and 31b are connected to the front iron wheels 31a and 31b through power transmission means, and the front iron wheels 31a and 31b, which are drive wheels, can be driven by the rotation of the hydraulic motors 55a and 55b.

そして，油圧発生手段５１に設けた一方の油圧ポンプ５４ａの吐出口を，一方の油圧モータ５５ａの作動油入口に，一方の油圧モータ５５ａの作動油出口を前記一方の油圧ポンプ５４ａの吸込口にそれぞれ連通すると共に，油圧発生手段５１に設けた他方の油圧ポンプ５４ｂの吐出口を，他方の油圧モータ５５ｂの作動油入口に，他方の油圧モータ５５ｂの作動油出口を前記他方の油圧ポンプ５４ｂの吸込口にそれぞれ連通し，油圧ポンプ５４ａ，５４ｂによって発生した作動油によって油圧モータ５５ａ，５５ｂがそれぞれ回転するように構成している。 The discharge port of one hydraulic pump 54a provided in the hydraulic pressure generating means 51 is connected to the hydraulic oil inlet of one hydraulic motor 55a, and the hydraulic oil outlet of one hydraulic motor 55a is connected to the suction port of the one hydraulic pump 54a. The other hydraulic pump 54b provided in the hydraulic pressure generating means 51 is connected to the hydraulic oil inlet of the other hydraulic motor 55b, and the hydraulic oil outlet of the other hydraulic motor 55b is connected to the hydraulic pump 54b. The hydraulic motors 55a and 55b communicate with the suction ports, respectively, and are rotated by hydraulic oil generated by the hydraulic pumps 54a and 54b.

以上のように構成された鉄輪駆動装置５０を備えた軌陸車１において，鉄輪を下降させて張り出した軌道走行状態（図１に示した状態）とすると，後鉄輪ブラケット６の一部を構成する前述の揺動板１２ａ，１２ｂの揺動によって摩擦車１１ａ，１１ｂが駆動輪である後輪タイヤ２２ａ，２２ｂに押し付けられる。 In the track-and-rail vehicle 1 provided with the iron wheel drive device 50 configured as described above, when a rail running state in which the iron wheel is lowered and protruded (the state shown in FIG. 1), a part of the rear iron wheel bracket 6 is configured. The friction wheels 11a and 11b are pressed against the rear tires 22a and 22b, which are driving wheels, by the swinging of the swinging plates 12a and 12b.

この状態で，運転席に設けられたシフトレバーをドライブレンジに切り換える等して，エンジン７の出力をプロペラシャフト８，後輪シャフト９を介して後輪タイヤ２２ａ，２２ｂに伝達すると，後輪タイヤ２２ａ，２２ｂの回転に伴って摩擦車１１ａ，１１ｂが回転し，油圧発生手段５１が油圧を発生し，この油圧の発生により油圧モータ５５ａ，５５ｂが前鉄輪３１ａ，３１ｂを回転させる。 In this state, when the output of the engine 7 is transmitted to the rear wheel tires 22a and 22b via the propeller shaft 8 and the rear wheel shaft 9 by switching the shift lever provided in the driver's seat to the drive range, the rear wheel tire As the wheels 22a and 22b rotate, the friction wheels 11a and 11b rotate, the hydraulic pressure generating means 51 generates hydraulic pressure, and the hydraulic motors 55a and 55b rotate the front iron wheels 31a and 31b due to the generation of the hydraulic pressure.

オペレータがアクセル操作やシフトチェンジによって後輪タイヤ２２ａ，２２ｂの回転数を変化させると，この後輪タイヤ２２ａ，２２ｂの回転数の変化に伴って油圧ポンプ５４ａ，５４ｂの回転数，従ってこの油圧ポンプ５４ａ，５４ｂにより発生する油圧によって駆動される油圧モータ５５ａ，５５ｂの回転数も変化し，また，運転席に設けられたブレーキペダルの操作により駆動輪である後輪タイヤ２２ａ，２２ｂに設けている制動装置が作動し、この後輪タイヤの回転が減速すると，油圧モータ５５ａ，５５ｂの回転も減速し、さらに、ディスクブレーキ７０によって各鉄輪が制動されることにより，オペレータはアクセルワークやシフトチェンジ，ブレーキペダルの操作を，ベース車輌であるトラック等で路面を走行している場合と同様の感覚で行うことで軌道走行を行うことができるように構成している。 When the operator changes the rotational speed of the rear tires 22a and 22b by an accelerator operation or a shift change, the rotational speed of the hydraulic pumps 54a and 54b, and thus the hydraulic pump is changed with the change in the rotational speed of the rear tires 22a and 22b. The rotational speed of hydraulic motors 55a and 55b driven by the hydraulic pressure generated by 54a and 54b also changes, and is provided on rear wheel tires 22a and 22b, which are drive wheels, by operating a brake pedal provided in the driver's seat. When the braking device is activated and the rotation of the rear tire is decelerated, the rotation of the hydraulic motors 55a and 55b is also decelerated. Further, each iron wheel is braked by the disc brake 70, so that the operator can perform accelerator work, shift change, When the brake pedal is operated on the road surface of a base vehicle such as a truck It is configured to be able to perform track running by performing the same sense.

〔動力伝達機構〕
実施例１
以上のように構成された軌陸車１の鉄輪駆動装置５０において，駆動輪である後輪タイヤ２２ａ，２２ｂの回転を，油圧発生手段５１に伝達する動力伝達機構１０を図３〜５に示す。 [Power transmission mechanism]
Example 1
3 to 5 show the power transmission mechanism 10 that transmits the rotation of the rear tires 22a and 22b, which are drive wheels, to the hydraulic pressure generating means 51 in the iron wheel drive device 50 of the rail vehicle 1 configured as described above.

図３〜５において符号１２ａ，１２ｂは，後鉄輪ブラケット６の一部を構成する前述の揺動板であり，対向配置された二枚の揺動板１２ａ，１２ｂ間には，前述のようにギヤボックス５２と油圧ポンプ５４ａ，５４ｂとによって構成された油圧発生手段５１が配置されていると共に，この油圧発生手段５１の入力軸５２１の延長上において，前述の揺動板１２ａ，１２ｂには，この揺動板を貫通する貫通孔１２１が形成されている。 3 to 5, reference numerals 12 a and 12 b are the above-described swing plates that constitute a part of the rear iron wheel bracket 6, and the two swing plates 12 a and 12 b disposed opposite to each other are as described above. The hydraulic pressure generating means 51 constituted by the gear box 52 and the hydraulic pumps 54a and 54b is disposed. On the extension of the input shaft 521 of the hydraulic pressure generating means 51, the aforementioned rocking plates 12a and 12b include A through hole 121 penetrating the swing plate is formed.

この貫通孔１２１の形成位置における揺動板１２ａ，１２ｂの外側面に，中空空間４５を備えた中空軸４０が，その軸線方向が揺動板１２に対して直交方向を成すように取り付けられている。 A hollow shaft 40 having a hollow space 45 is attached to the outer surface of the rocking plates 12a and 12b at the position where the through hole 121 is formed so that the axial direction thereof is perpendicular to the rocking plate 12. Yes.

この中空軸４０には，円筒状の摩擦車１１ａ，１１ｂが回転可能に外嵌されており，これにより摩擦車１１ａ，１１ｂが前述の中空軸４０を介して各揺動板１２ａ，１２ｂに回転可能に取り付けられている。 Cylindrical friction wheels 11a and 11b are rotatably fitted on the hollow shaft 40, whereby the friction wheels 11a and 11b rotate on the swing plates 12a and 12b via the hollow shaft 40. It is attached as possible.

図４に示す実施形態にあっては，前述の中空軸４０を，揺動板１２ｂに対する取り付け側において太く，先端側において細く形成された略円錐形のテーパ状に形成すると共に，揺動板１２に対する取り付け側の端部と，先端側とにそれぞれテーパ状に形成していない平坦部４１，４２を設け，この平坦部４１，４２において前述の摩擦車１１の内周面を軸受４３，４４を介して支承して，摩擦車１１を回転可能としている。 In the embodiment shown in FIG. 4, the hollow shaft 40 is formed in a substantially conical taper shape that is thick on the attachment side with respect to the rocking plate 12b and thin on the tip side, and the rocking plate 12 is also formed. Flat portions 41, 42 that are not formed in a tapered shape are provided on the end portion on the attachment side and the tip end side, respectively, and the inner peripheral surface of the friction wheel 11 is connected to the bearings 43, 44 at the flat portions 41, 42. And the friction wheel 11 is rotatable.

以上のようにして摩擦車１１が回転可能に取り付けられる中空軸４０の中空空間４５内には，中空空間４５内壁と外周が接触しない状態でシャフト１３ａ，１３ｂが遊嵌されており，中空空間４５を貫通して前記中空軸４０の先端より突出したシャフト１３ａ，１３ｂの一端１３１を，摩擦車１１ａ，１１ｂの端部を覆う端部カバー１１３に取り付けたキノコ軸１１４に，自在継手１８を介して連結すると共に，揺動板１２ａ，１２ｂの内側面より油圧発生手段５１側に向かって突出したシャフト１３ａ，１３ｂの他端１３２には，自在継手１９を介して油圧発生手段５１の入力軸５２１が連結されている。 In the hollow space 45 of the hollow shaft 40 to which the friction wheel 11 is rotatably attached as described above, the shafts 13a and 13b are loosely fitted so that the inner wall and the outer periphery of the hollow space 45 are not in contact with each other. One end 131 of the shafts 13a and 13b protruding from the tip of the hollow shaft 40 through the shaft is attached to the mushroom shaft 114 attached to the end cover 113 covering the ends of the friction wheels 11a and 11b via the universal joint 18. The input shaft 521 of the hydraulic pressure generating means 51 is connected to the other end 132 of the shafts 13a and 13b from the inner side surfaces of the rocking plates 12a and 12b and projecting toward the hydraulic pressure generating means 51 through the universal joint 19. It is connected.

シャフト１３ａ，１３ｂの一端１３１と摩擦車１１ａ，１１ｂ，及びシャフト１３ａ，１３ｂの他端１３２と入力軸５２１間を連結する前述の自在継手１８，１９として，図６に示す実施形態にあってはいずれ共にチェーンカップリングを使用している。 In the embodiment shown in FIG. 6, the universal joints 18 and 19 connecting the one end 131 of the shafts 13 a and 13 b and the friction wheels 11 a and 11 b and the other end 132 of the shafts 13 a and 13 b and the input shaft 521 are used. Both use chain couplings.

このチェーンカップリングは，チェーン車の付いた２つの継手本体を，２列のローラチェーンで結合して回転力を伝達可能に構成したものであり，２列のローラチェーンで結合された２つの継手本体間に生じる遊びによって，連結される二軸の中心間の不一致を吸収できるように構成したものである。 This chain coupling consists of two joint bodies with chain wheels connected by two rows of roller chains so that rotational force can be transmitted. Two joints joined by two rows of roller chains It is configured so that the discrepancy between the centers of the two axes to be connected can be absorbed by the play generated between the main bodies.

もっとも，上記の自在継手１８，１９は，チェーンカップリング以外の他の構造のものを使用しても良く，また，シャフト１３ａ，１３ｂの一端１３１と摩擦車１１ａ，１１ｂ間を連結する自在継手１８と，シャフト１３ａ，１３ｂの他端１３２と入力軸５２１間を連結する自在継手１９とを異なる構成の自在継手としても良く，さらには前記チェーンカップリング１８，１９に代えて，図５に示すように摩擦車１１の端部カバー１１３とシャフト１３ａ，１３ｂの一端１３１とを等速ジョイント１８’により連結すると共に，シャフト１３ａ，１３ｂの他端１３２を入力軸５２１に等速ジョイント１９’を介して連結するものとしても良い。 Of course, the universal joints 18 and 19 may have a structure other than the chain coupling, and the universal joint 18 for connecting the one end 131 of the shafts 13a and 13b and the friction wheels 11a and 11b. The universal joint 19 that connects the other end 132 of the shafts 13a and 13b and the input shaft 521 may be a universal joint having a different configuration, and instead of the chain couplings 18 and 19, as shown in FIG. The end cover 113 of the friction wheel 11 and one end 131 of the shafts 13a and 13b are connected by a constant velocity joint 18 ', and the other end 132 of the shafts 13a and 13b is connected to the input shaft 521 via the constant velocity joint 19'. It is good also as what connects.

なお，揺動板１２ａ，１２ｂに設けた前述の貫通孔１２１は，図３に示すようにこれを長孔として形成して，貫通孔１２１内に挿入された中空軸４０の凸部４６を貫通孔１２１の長さ方向に移動可能と成すと共に，該貫通孔１２１の周囲に設けられた長孔のボルト孔を介して，揺動板１２ａ，１２ｂの内側より外側に向けて挿入したボルトの先端を，中空軸４０に設けたネジ孔に螺合することで，揺動板１２ａ，１２ｂに対する中空軸４０の取り付け位置を，長孔の長さ分移動させることができるように構成しており，これにより左右後輪タイヤ２２ａ，２２ｂ間の位置ずれに対応して，左右の揺動板１２ａ，１２ｂに対する左右の摩擦車１１ａ，１１ｂの取り付け位置を調整することができるように構成されている。 The aforementioned through-hole 121 provided in the swing plates 12a and 12b is formed as a long hole as shown in FIG. 3, and passes through the convex portion 46 of the hollow shaft 40 inserted into the through-hole 121. The tip of a bolt that is movable in the length direction of the hole 121 and that is inserted from the inside to the outside of the rocking plates 12a and 12b through a long bolt hole provided around the through-hole 121. Is screwed into a screw hole provided in the hollow shaft 40 so that the mounting position of the hollow shaft 40 with respect to the rocking plates 12a and 12b can be moved by the length of the long hole. Thus, the attachment positions of the left and right friction wheels 11a and 11b with respect to the left and right swing plates 12a and 12b can be adjusted in accordance with the positional deviation between the left and right rear wheel tires 22a and 22b.

以上のように構成された動力伝達機構１０において，左右の後輪タイヤ２２ａ，２２ｂに生じている位置ずれに対応して，揺動板１２ａ，１２ｂのいずれか一方，又は双方に取り付けられている摩擦車１１ａ，１１ｂの取り付け位置を調整することにより，油圧発生手段５１の入力軸５２１とシャフト１３ａ，１３ｂの軸心間にずれが生じたとしても，この軸心間のずれは、２つの自在継手１８，１９（又は１８’，１９’）によって吸収される。 In the power transmission mechanism 10 configured as described above, the power transmission mechanism 10 is attached to one or both of the rocking plates 12a and 12b corresponding to the positional deviation generated in the left and right rear tires 22a and 22b. Even if a displacement occurs between the input shaft 521 of the hydraulic pressure generating means 51 and the shaft centers of the shafts 13a and 13b by adjusting the attachment positions of the friction wheels 11a and 11b, the displacement between the shaft centers is two free. Absorbed by the joints 18, 19 (or 18 ', 19').

これにより，摩擦車１１ａ，１１ｂに連結されたシャフト１３ａ，１３ｂ，及び油圧発生手段５１の入力軸５２１のいずれに対しても曲げモーメントがかかることがなく，捻れ方向の力のみがかかることから，疲労破壊等が生じ難いものとなっており，その結果，シャフト１３ａ，１３ｂ及び入力軸５２１の小径化が可能となっている。 Thus, no bending moment is applied to any of the shafts 13a, 13b connected to the friction wheels 11a, 11b and the input shaft 521 of the hydraulic pressure generating means 51, and only a force in the twisting direction is applied. As a result, the shafts 13a and 13b and the input shaft 521 can be reduced in diameter.

さらに、本実施例の動力伝達機構１０は下記の点で有利なものとなっている。 Furthermore, the power transmission mechanism 10 of the present embodiment is advantageous in the following points.

例えば、図６（Ａ）のように，シャフト１３ａ，１３ｂが揺動板１２に回転可能に取り付けられ，このシャフト１３ａ，１３ｂに摩擦車１１ａ，１１ｂを取り付けることにより摩擦車１１ａ，１１ｂを揺動板１２に取り付ける構成を採用すると、摩擦車１１とシャフト１３が同心となる。 For example, as shown in FIG. 6A, the shafts 13a and 13b are rotatably attached to the swing plate 12, and the friction wheels 11a and 11b are swung by attaching the friction wheels 11a and 11b to the shafts 13a and 13b. If the structure attached to the board 12 is employ | adopted, the friction wheel 11 and the shaft 13 will become concentric.

そして，揺動板１２に対する摩擦車１１の取り付け位置を距離δ移動させると，シャフト１３の軸心も，入力軸５２１の軸心に対して距離δ平行にずれ，シャフト１３の他端１３２と入力軸５２１間を連結する２つの自在継手１６，１７は，距離δの軸心間のずれによって生じた角度θ１をそれぞれ吸収する必要がある。 When the attachment position of the friction wheel 11 with respect to the rocking plate 12 is moved by the distance δ, the shaft center of the shaft 13 is also shifted parallel to the shaft center of the input shaft 521 by the distance δ, and the other end 132 of the shaft 13 is input. The two universal joints 16 and 17 connecting the shafts 521 need to absorb the angle θ1 generated by the shift between the shaft centers of the distance δ.

ここで，カルダン継手（ユニバーサルジョイント）等の等速性を持たない自在継手では，連結する２軸の軸心が一致している場合（二軸の成す角度が１８０°の場合）には，入力側の回転と出力側の回転の角速度は一致するが，吸収する角度θ１が大きくなるに従い，入力側の回転と出力側の回転の角速度の変化が大きくなる。 Here, in a universal joint that does not have constant velocity, such as a cardan joint (universal joint), if the axes of the two axes to be connected coincide (when the angle between the two axes is 180 °), the input The angular velocity of the rotation on the output side coincides with the angular velocity on the output side, but the change in the angular velocity of the rotation on the input side and the rotation on the output side increases as the absorbing angle θ1 increases.

そのため，図６（Ａ）の構成にあっては、距離δが大きな場合に，等速性を持たない自在継手を使用すれば，入力軸５２１の左右より入力される回転の各速度が同位相となるように自在継手を取り付ける向きを調整しなければ入力軸５２１の左右より異なる角速度の回転が入力されることとなり，円滑に回転しなくなる。 Therefore, in the configuration of FIG. 6A, when a universal joint having no constant velocity is used when the distance δ is large, the rotational speeds input from the left and right of the input shaft 521 are in phase. If the direction of attaching the universal joint is not adjusted so that the rotation angle becomes equal, rotations with different angular velocities are input from the left and right of the input shaft 521, and the rotation is not smoothly performed.

また，図６（Ａ）における距離δが大きい場合，自在継手が吸収しなければならない角度θ１も大きくなるために，例えばチェーンカップリングのように比較的安価ではあるが大きな角度変化を吸収し得ないたわみ軸継手を使用することができなくなる。 In addition, when the distance δ in FIG. 6A is large, the angle θ1 that the universal joint must absorb is also large, so that it is possible to absorb a large angle change although it is relatively inexpensive, such as a chain coupling. You will not be able to use a flexible shaft coupling.

その結果，距離δが比較的大きなものとなる場合，入力側と出力側の回転に角速度の変化が生じず，かつ，比較的大きな角度θ１を吸収できる，高価な等速ジョイントを使用することになる。 As a result, when the distance δ is relatively large, an expensive constant velocity joint that does not cause a change in angular velocity in rotation on the input side and the output side and can absorb a relatively large angle θ1 is used. Become.

これに対し，図３〜５を参照して説明した構成にあっては，揺動板１２ａ，１２ｂに対する摩擦車１１ａ，１１ｂの取り付けは中空軸４０によって行われており，シャフト１３ａ，１３ｂは揺動板１２に固定されていないことから，図６（Ｂ）に示すように，摩擦車１１の取り付け位置を変更して，摩擦車１１の軸心と入力軸５２１の軸心間に，距離δのずれが生じた場合，シャフト１３は，摩擦車１１との連結点である自在継手１８と，入力軸５２１との連結点である自在継手１９間に，図６（Ｂ）に示すように傾斜した状態で配置される。 On the other hand, in the configuration described with reference to FIGS. 3 to 5, the friction wheels 11a and 11b are attached to the swing plates 12a and 12b by the hollow shaft 40, and the shafts 13a and 13b are swung. Since it is not fixed to the moving plate 12, as shown in FIG. 6 (B), the attachment position of the friction wheel 11 is changed, and the distance δ between the axis of the friction wheel 11 and the axis of the input shaft 521 is changed. 6 (B), the shaft 13 is inclined between the universal joint 18 that is the connection point with the friction wheel 11 and the universal joint 19 that is the connection point with the input shaft 521. Placed in the state.

その結果，各自在継手１８，１９がそれぞれ吸収しなければならない角度θ２は，図６（Ａ）における角度θ１に比較して極めて小さなものとなる。一例としてシャフト１３が５０cmの長さを有すると仮定すると，摩擦車１１の軸心と入力軸５２１の軸心が４４mm（距離δ）ずれた場合であっても，各自在継手１８，１９が吸収しなければならない角度θ２は約０．５°である。 As a result, the angle θ2 that each of the universal joints 18 and 19 must absorb is extremely smaller than the angle θ1 in FIG. Assuming that the shaft 13 has a length of 50 cm as an example, the universal joints 18 and 19 absorb even when the axis of the friction wheel 11 and the axis of the input shaft 521 are shifted by 44 mm (distance δ). The angle θ2 that must be done is approximately 0.5 °.

その結果，前述の自在継手１８，１９として等速性を持たない自在継手を使用した場合であっても，ここで生じる角速度の変化は無視し得る程度のものであり，また，比較的安価なチェーンカップリング等のたわみ軸継手を使用した場合であっても角度θ２を吸収し得るものとなっている。 As a result, even when a universal joint having no constant velocity is used as the universal joints 18 and 19, the change in the angular velocity generated here is negligible and is relatively inexpensive. Even when a flexible shaft coupling such as a chain coupling is used, the angle θ2 can be absorbed.

さらに，前述した摩擦車１１ａ，１１ｂの構成により，シャフト１３ａ，１３ｂの他端１３２より自在継手１９を外すと共に，摩擦車１１ａ，１１ｂの端部カバー１１３を外すだけで，摩擦車１１ａ，１１ｂを中空軸４０に取り付けたまま，端部カバー１３３にキノコ軸１１４を介して連結されたチェーンカップリング１８と，それに続くシャフト１３ａ，１３ｂとを取り外すことが可能となり，メンテナンス性に優れると共に，生産時における組み立てが容易となる。 Further, with the configuration of the friction wheels 11a and 11b described above, the universal joint 19 is removed from the other end 132 of the shafts 13a and 13b, and the friction wheels 11a and 11b are simply removed by removing the end cover 113 of the friction wheels 11a and 11b. The chain coupling 18 connected to the end cover 133 via the mushroom shaft 114 and the subsequent shafts 13a and 13b can be removed while being attached to the hollow shaft 40, and the maintenance performance is excellent. Assembling becomes easy.

〔その他〕
以上，図３〜５を参照して説明した構成では，揺動板１２ａ，１２ｂに設けた貫通孔１２１やボルト孔を長孔とすることにより，揺動板１２ａ，１２ｂに対する摩擦車１１ａ，１１ｂの取り付け位置を可変とすることで左右の後輪タイヤ２２ａ，２２ｂの位置ずれに対応して摩擦車１１の接触状態を調整可能とするものとして説明したが，後輪タイヤ２２ａ，２２ｂに対する摩擦車１１ａ，１１ｂの押圧状態の調整は，例えば左右の揺動板１２ａ，１２ｂ間を完全に連結することなく，両揺動板１２ａ，１２ｂ間に僅かな揺動角のずれを発生しうる状態に連結することにより，この揺動板１２ａ，１２ｂ間の位置ずれによって左右の後輪タイヤ２２ａ，２２ｂのそれぞれに対する摩擦車１１の接触状態を調整可能なものとしても良い。 [Others]
As described above, in the configuration described with reference to FIGS. 3 to 5, the through holes 121 and the bolt holes provided in the swing plates 12a and 12b are long holes, so that the friction wheels 11a and 11b against the swing plates 12a and 12b are formed. Although it has been described that the contact state of the friction wheel 11 can be adjusted in accordance with the displacement of the left and right rear wheel tires 22a and 22b by changing the mounting position of the left and right rear wheel tires 22a and 22b, The adjustment of the pressing state of 11a and 11b is such that, for example, a slight shift of the swing angle can occur between the swing plates 12a and 12b without completely connecting the left and right swing plates 12a and 12b. By connecting, it is good also as what can adjust the contact state of the friction wheel 11 with respect to each of right-and-left rear-wheel tire 22a, 22b by the position shift between this rocking | fluctuation board 12a, 12b.

１軌陸車
４鉄輪の昇降手段
４ａ前鉄輪用の昇降手段
４ｂ後鉄輪用の昇降手段
５車台フレーム
６後鉄輪ブラケット
７エンジン
８プロペラシャフト
９後輪シャフト
１０動力伝達機構
１１（１１ａ，１１ｂ）摩擦車
１１１ボス
１１２連結板
１１３端部カバー
１１４キノコ軸
１２（１２ａ，１２ｂ）揺動板
１２１貫通孔
１３（１３ａ，１３ｂ）シャフト
１３１一端（シャフトの）
１３２他端（シャフトの）
１６，１７自在継手
１８，１９自在継手（チェーンカップリング）
１８’，１９’ 自在継手（等速ジョイント）
２１（２１ａ，２１ｂ）前輪タイヤ
２２（２２ａ，２２ｂ）後輪タイヤ
３１（３１ａ，３１ｂ）前鉄輪
３２（３２ａ，３２ｂ）後鉄輪
４０（４０ａ，４０ｂ）中空軸
４１，４２平坦部
４３，４４軸受
４５中空空間
４６凸部
５０鉄輪駆動装置
５１油圧発生手段
５２ギヤボックス
５２１入力軸
５２２ドライブギヤ
５２３，５２４ドリブンギヤ
５４ａ，５４ｂ油圧ポンプ
５５ａ，５５ｂ油圧モータ
５６ａ，５６ｂブレーキバルブ
７０ディスクブレーキ
８１１摩擦車
８２２後輪タイヤ
８３０シャフト
８３２後鉄輪
８５２ギヤボックス
８５５油圧ポンプ DESCRIPTION OF SYMBOLS 1 Railroad vehicle 4 Lifting means of an iron wheel 4a Lifting means for a front iron wheel 4b Lifting means for a rear iron wheel 5 Chassis frame 6 Rear iron wheel bracket 7 Engine 8 Propeller shaft 9 Rear wheel shaft 10 Power transmission mechanism 11 (11a, 11b) Friction vehicle 111 Boss 112 Connecting plate 113 End cover 114 Mushroom shaft 12 (12a, 12b) Oscillating plate 121 Through hole 13 (13a, 13b) Shaft 131 One end (of shaft)
132 other end (of shaft)
16, 17 Universal joint 18, 19 Universal joint (chain coupling)
18 ', 19' universal joint (constant velocity joint)
21 (21a, 21b) Front wheel tire 22 (22a, 22b) Rear wheel tire 31 (31a, 31b) Front iron wheel 32 (32a, 32b) Rear iron wheel 40 (40a, 40b) Hollow shaft 41, 42 Flat part 43, 44 Bearing 45 hollow space 46 convex portion 50 iron wheel drive device 51 hydraulic pressure generating means 52 gear box 521 input shaft 522 drive gear 523, 524 driven gear 54a, 54b hydraulic pump 55a, 55b hydraulic motor 56a, 56b brake valve 70 disc brake 811 friction wheel 822 rear Wheel tire 830 Shaft 832 Rear iron wheel 852 Gear box 855 Hydraulic pump

Claims

路面走行用のタイヤと軌道走行用の鉄輪を備え，前記鉄輪を上昇させた状態で行う前記タイヤによる路面走行と，前記鉄輪を下降させた状態で行う前記鉄輪による軌道走行を可能とした軌陸車において，
前記軌道走行時に駆動輪タイヤの回転の伝達を受けて油圧を発生する油圧発生手段と，前記駆動輪タイヤの回転を前記油圧発生手段に伝達する動力伝達機構と，前記油圧発生手段で発生した油圧によって駆動鉄輪を駆動する油圧モータを備え，
前記動力伝達機構が，対向配置された一対の揺動板の対向面とは反対側の面にそれぞれ回転可能に取り付ける摩擦車を備え，軌道走行時，前記揺動板の揺動により前記駆動輪タイヤの表面に押圧された前記摩擦車によって前記駆動輪タイヤの回転を取り出すと共に，
前記一対の揺動板間に配置された前記油圧発生手段から前記各揺動板に向かってそれぞれ突出した前記油圧発生手段の入力軸の両端に，前記各摩擦車がそれぞれ２つの自在継手を介して連結されていることを特徴とする軌陸車の鉄輪駆動装置。 A track-and-rail vehicle comprising a tire for traveling on the road and an iron wheel for running on the track, and capable of running on the road using the tire while the iron wheel is raised and running on the track using the iron wheel while the iron wheel is lowered In
A hydraulic pressure generating means for generating hydraulic pressure by receiving the rotation of the driving wheel tire during the track traveling, a power transmission mechanism for transmitting the rotation of the driving wheel tire to the hydraulic pressure generating means, and the hydraulic pressure generated by the hydraulic pressure generating means Equipped with a hydraulic motor that drives the drive wheel
The power transmission mechanism includes a friction wheel rotatably attached to a surface opposite to a facing surface of the pair of swing plates arranged opposite to each other, and the driving wheel is driven by the swing of the swing plate during track traveling. Taking out the rotation of the drive wheel tire by the friction wheel pressed against the surface of the tire,
The friction wheels are respectively connected to both ends of the input shaft of the hydraulic pressure generating means projecting from the hydraulic pressure generating means arranged between the pair of swing plates toward the respective swing plates via two universal joints. An iron wheel drive device for a track-and-rail vehicle, characterized by being connected together.

前記構成の鉄輪駆動装置において、前記各揺動板に対して前記各摩擦車の位置を可変して、前記各摩擦車の前記各駆動輪タイヤに対する押圧状態をそれぞれ調整可能としたことを特徴とする請求項１記載の軌陸車の鉄輪駆動装置。 In the iron wheel drive device having the above-described configuration, the position of each friction wheel is variable with respect to each swing plate, and the pressing state of each friction wheel against each drive wheel tire can be adjusted. An iron-wheel drive device for a railway vehicle according to claim 1.

前記一対の揺動板にそれぞれ貫通孔を設け，前記揺動板の前記対向面とは反対側の面における該貫通孔の形成位置に中空軸をそれぞれ取り付けると共に，略円筒状に形成した前記摩擦車を，前記中空軸のそれぞれに外嵌して回転可能に取り付け，
前記揺動板をそれぞれ貫通し，前記中空軸の中空空間に遊嵌されたシャフトを設け，前記各中空軸の先端部より突出した前記シャフトのそれぞれの一端に，自在継手を介して前記摩擦車を連結すると共に，
前記一対の揺動板の対向面側において，前記各シャフトの他端を，前記油圧発生手段の前記入力軸の両端に，それぞれ自在継手を介して連結したことを特徴とする請求項１又は２記載の軌陸車の鉄輪駆動装置。 The pair of oscillating plates are each provided with a through hole, and a hollow shaft is attached to the position where the through hole is formed on the surface opposite to the facing surface of the oscillating plate, and the friction shaft is formed in a substantially cylindrical shape. A car is mounted on each of the hollow shafts so as to be rotatable.
A shaft that passes through each of the swing plates and is loosely fitted in the hollow space of the hollow shaft is provided, and the friction wheel is connected to each end of the shaft protruding from the tip of each hollow shaft via a universal joint. , And
The other end of each shaft is connected to both ends of the input shaft of the hydraulic pressure generating means via universal joints on opposite surfaces of the pair of swing plates, respectively. An iron-wheel drive device for the described track and land vehicle.

前記シャフトの一端と前記摩擦車を連結する自在継手，又は前記各シャフトの他端と前記油圧発生手段の入力軸とを連結する自在継手の一方又は双方をチェーンカップリングとしたことを特徴とする請求項３記載の軌陸車の鉄輪駆動装置。 One or both of a universal joint for connecting one end of the shaft and the friction wheel, or a universal joint for connecting the other end of each shaft and the input shaft of the hydraulic pressure generating means is a chain coupling. An iron-wheel drive device for a railway vehicle according to claim 3.

前記各揺動板に対する前記各中空軸の取り付け位置を可変とし，前記各摩擦車の前記各駆動輪タイヤに対する押圧状態をそれぞれ調整可能としたことを特徴とする請求項３又は４記載の軌陸車の鉄輪駆動装置。 5. The track-and-rail vehicle according to claim 3, wherein the mounting position of each of the hollow shafts with respect to each of the rocking plates is variable, and the pressing state of each of the friction wheels against each of the driving wheel tires can be adjusted. Iron wheel drive system.