JP6227969B2 - Railway vehicle - Google Patents

Description

  The present invention relates to a railway vehicle including a fall prevention frame that prevents a propulsion shaft from coming into contact with the ground, and relates to a railroad vehicle that can quickly stop the traveling of the vehicle when the propulsion shaft falls toward the ground.

  In a railway vehicle, for example, as described in Patent Document 1 below, an engine is suspended from a base frame of a vehicle body, and the driving force of the engine is transmitted to wheels of the carriage via a propulsion shaft. There is. In the propulsion shaft of this railway vehicle, as shown in FIG. 17, one end 140a is connected to a member on the engine side (transmission 112) via a universal joint 141, and the other end 140b is a member on the cart side ( The speed reducer 133) is connected via a universal joint 142.

  Here, bolt connection or welding is used to connect both end portions 140a and 140b of the propulsion shaft 140. Therefore, if the bolt fastening is loosened and falls off at the other end 140b of the propulsion shaft 140 or the welded portion is cut off, as shown by the two-dot chain line in FIG. 17, the one end 140a side of the propulsion shaft 140 From this point, the propulsion shaft 140 falls. In this case, if the other end portion 140b of the propelling shaft 140 that has fallen comes into contact with the ground, the one end portion 140a of the propelling shaft 140 remains connected, so that the propelling shaft 140 jumps up like a pole vault. As a result, the propulsion shaft 140 may push up the underframe 120a of the vehicle body 120, resulting in a very dangerous state.

  Therefore, conventionally, as shown in FIG. 17, a fall prevention frame 150 for preventing the propulsion shaft 140 from coming into contact with the ground has been provided in case one end portion 140a, 140b of the propulsion shaft 140 falls. . As shown in FIG. 18, the fall prevention frame 150 is a frame formed in a U shape when viewed from the direction in which the propulsion shaft 140 extends (rail direction).

  The upper end of the fall prevention frame 150 is attached to the frame 120a of the vehicle body 120, and is surrounded by the lower side portion 150a, the left side portion 150b, and the right side portion 150c with respect to the intermediate portion 140c of the propulsion shaft 140. Yes. As a result, even if one end portion 140a, 140b of the propulsion shaft 140 falls, the intermediate portion 140c of the propulsion shaft 140 contacts and is received by the lower side portion 150a of the fall prevention frame 150, so that the propulsion shaft 140 is grounded. It was possible to prevent contact with.

JP 2006-347349 A

  However, the conventional railway vehicles have the following problems. That is, if the other end portion 140b of the propulsion shaft 140 drops during high speed traveling, the one end portion 140a of the propulsion shaft 140 is connected to the engine side. Communicated. At this time, if the transmission of the driving force from the engine is not interrupted, the propulsion shaft 140 continues to rotate. On the other hand, if one end portion 140a of the propulsion shaft 140 falls during high speed traveling, the problem becomes even greater.

  That is, when the one end portion 140a of the propulsion shaft 140 falls, the other end portion 140b of the propulsion shaft 140 is connected to the carriage side, so even if the transmission of the driving force from the engine is interrupted, the propulsion shaft is caused by the large inertia of the vehicle. 140 will continue to rotate for some time. As a result, the propulsion shaft 140 that has fallen collides with the lower side portion 150a of the fall prevention frame 150 with a large rotational force during traveling of the vehicle, and also collides with the left side portion 150b or the right side portion 150c of the fall prevention frame 150. , Bouncing around. As a result, the possibility that the fall prevention frame 150 is greatly deformed or broken by the propulsion shaft 140 that bounces around cannot be completely denied.

  Thus, when one end portion 140a, 140b of the propulsion shaft 140, particularly, the one end portion 140a of the propulsion shaft 140 falls, it is necessary to stop traveling of the vehicle as soon as possible. However, conventionally, even if the propulsion shaft 140 falls, it is difficult for the driver to notice the fall of the propulsion shaft 140, and the vehicle continues to travel without recognizing the fall of the propulsion shaft 140, or the driving force from the engine Transmission could be maintained. As a result, the traveling of the vehicle is not stopped quickly, and the fall prevention frame 150 may be damaged, leading to a dangerous situation in which the propulsion shaft is in contact with the ground.

  Therefore, the present invention has been made to solve the above-described problems, and even if one end of the propulsion shaft comes off and the propulsion shaft falls toward the ground, the vehicle travels quickly. It is an object to provide a railway vehicle that can be made to operate.

  A railway vehicle according to the present invention supports a vehicle that can run while supporting a vehicle body, an engine that generates a driving force for driving the cart, and a driving force from the engine to the cart that can be shifted and cut off. Transmission, a brake device capable of applying a braking force to the carriage, an engine control device, a transmission control device, a brake control device, and the engine that can control the engine, the transmission, and the brake device, respectively. Both ends are connected to the vehicle body circuit capable of outputting control commands to the control device, the transmission control device, and the brake control device, the cart side member, and the transmission side member to transmit driving force. A propulsion shaft and a fall prevention frame provided on the lower side of the vehicle body to prevent the propulsion shaft from coming into contact with the ground, the propulsion shaft falling toward the ground A fall detection device for detecting the door, characterized by providing a notification unit for notifying the drop of the propeller shaft to the motorman on the basis of the detection of the fall detection device.

  According to the railway vehicle of the present invention, even if one end of the propulsion shaft comes off and the propulsion shaft falls toward the ground, the fall detection device detects the fall of the propulsion shaft, and the notification device operates. Notify the engineer that the propeller shaft has fallen. Thereby, since the driver can recognize the fall of the propulsion shaft, the driver can operate the mascon handle to cut off the driving force from the engine or operate the brake device. Therefore, it is possible to prevent the driver from continuing to travel without recognizing the drop of the propulsion shaft, and the traveling of the vehicle can be stopped quickly.

Further, in the railway vehicle according to the present invention, the fall detection device, based on detection of the fall of the propulsion shaft, sends a control command for the transmission to cut off the driving force from the engine to the carriage. It is preferable to output to the transmission control device via a body circuit.
In this case, when the propulsion shaft falls, the driving force is not immediately transmitted from the engine to the propulsion shaft, and an increase in the rotational force of the propulsion shaft can be suppressed to prevent the fall prevention frame from being damaged by the propulsion shaft. .

Further, in the railway vehicle according to the present invention, the fall detection device sends a control command for the brake device to apply a braking force to the carriage via the vehicle body circuit based on the detection of the fall of the propulsion shaft. May be output to the brake control device.
In this case, when the propulsion shaft falls, the brake device automatically applies a braking force to the carriage. As a result, it is possible to shorten the distance until the vehicle stops as soon as the vehicle tries to stop. As a result, the propulsion shaft can be prevented from continuously rotating due to the inertia of the vehicle, and damage to the fall prevention frame by the propulsion shaft can be minimized.

Further, in the railway vehicle according to the present invention, the fall detection device is disposed inside the fall prevention frame at a position not in contact with the propulsion shaft at a normal time, and is a disconnection detection sensor that is cut by the fall of the propulsion shaft. And a drop detector that is incorporated in the vehicle body circuit and determines that the propulsion shaft has fallen due to the disconnection of the disconnection detection sensor.
In this case, the configuration for detecting the fall of the propulsion shaft is simple, and the fall detection device can be configured at low cost.

Moreover, in the railway vehicle according to the present invention, the disconnection detection sensor includes a first disconnection detection sensor disposed below the propulsion shaft and a second disconnection detection disposed above, left or right of the propulsion shaft. The drop detector may determine that the propulsion shaft has dropped when both the first disconnection detection sensor and the second disconnection detection sensor are disconnected.
In this case, after the propulsion shaft falls, the propulsion shaft jumps around in the fall prevention frame. Accordingly, the first disconnection detection sensor is disconnected and the second disconnection detection sensor is disconnected, and the fall detector can determine that the propulsion shaft has dropped. On the other hand, if one of the first disconnection detection sensor and the second disconnection detection sensor is disconnected during traveling by, for example, stepping stones, the fall detector determines that the propulsion shaft has not fallen. In this way, it is possible to reliably prevent a situation (false detection) informing the driver of the drop of the propulsion shaft even though the propulsion shaft has not dropped.

Further, in the railway vehicle according to the present invention, the notification device notifies a driver as a caution state when one of the first disconnection detection sensor and the second disconnection detection sensor is disconnected, and the first disconnection detection sensor. And the second disconnection detection sensor may be notified to the driver as an emergency state when both are disconnected.
In this case, the driver can distinguish and recognize a caution state in which one of the first detection electric wire and the second detection electric wire is cut by a flying stone or the like and an emergency state in which the propulsion shaft has actually dropped. Thereby, the driver can respond according to those states, and for example, can maintain traveling while recognizing a situation requiring repair in a caution state.

Further, in the railway vehicle according to the present invention, an auxiliary machine is connected to the engine on the side opposite to the propulsion shaft via an auxiliary machine drive shaft, and is attached to the lower side of the vehicle body. A second fall prevention frame for preventing the drive shaft from coming into contact with the ground and a second fall detection device for detecting that the auxiliary drive shaft has fallen toward the ground are provided. The driver may be notified of the fall of the auxiliary drive shaft based on the detection of the fall detection device.
In this case, even when the accessory drive shaft falls, the second fall detection device detects the fall of the accessory drive shaft, and the notification device notifies the driver of the fall of the accessory drive shaft. As a result, the driver can recognize the fall of the accessory drive shaft, so that the driver can operate the mascon handle to stop the driving of the engine or activate the brake device. Therefore, it is possible to prevent the driver from continuing traveling without recognizing the fall of the accessory drive shaft, and the traveling of the vehicle can be stopped quickly.

Further, in the railway vehicle according to the present invention, the second fall detection device sends a control command for stopping driving of the engine via the body circuit based on detection of fall of the auxiliary machine drive shaft. It is good to output to the engine control device.
In this case, the driving of the engine is automatically stopped when the accessory drive shaft falls. Thereby, the transmission of the driving force from the engine to the accessory drive shaft can be quickly stopped, the increase in the rotational force of the accessory drive shaft can be suppressed, and the damage of the second fall prevention frame by the accessory drive shaft can be suppressed.

  According to the railway vehicle of the present invention, even if one end of the propulsion shaft is detached and the propulsion shaft falls toward the ground, the driver can immediately recognize the fall of the propulsion shaft. Can be stopped immediately. Therefore, it is possible to reliably prevent a dangerous situation in which the propulsion shaft comes into contact with the ground due to breakage of the fall prevention frame.

It is the figure which showed the rail vehicle of 1st Embodiment typically. It is the figure which expanded the A section of FIG. It is the figure which showed typically the control system of the rail vehicle of 1st Embodiment. It is sectional drawing along the BB line of FIG. It is the figure which showed the state which the one end part of the propulsion shaft removed and the propulsion shaft fell. It is sectional drawing along CC line of FIG. It is a figure for demonstrating the fall detection apparatus of the modification of 1st Embodiment. It is the figure which showed typically the control system of the rail vehicle of the modification of 1st Embodiment. (A) It is the figure which showed the state which the propulsion shaft cut | disconnected the 1st disconnection detection sensor. (B) It is the figure which showed the state which the propulsion shaft cut | disconnected the 2nd disconnection sensor. It is the figure which showed typically the rail vehicle of 2nd Embodiment. It is the figure which showed typically the control system of the rail vehicle of 2nd Embodiment. It is the figure which showed typically the control system of the railway vehicle of the modification of 2nd Embodiment. It is the figure which showed typically the rail vehicle of 3rd Embodiment. It is sectional drawing along the EE line of FIG. It is the figure which showed typically the control system of the rail vehicle of 3rd Embodiment. It is a figure for demonstrating another modification of 1st Embodiment. It is the figure which showed the relationship between the conventional fall prevention frame, a propulsion shaft, a transmission, and a reduction gear. It is sectional drawing along the FF line of FIG.

<First Embodiment>
Embodiments of a railway vehicle according to the present invention will be described below with reference to the drawings. FIG. 1 is a diagram schematically illustrating a railway vehicle 1 according to the first embodiment. FIG. 2 is an enlarged view of the portion A shown in FIG.

  The railway vehicle 1 is a pneumatic vehicle that travels using the rotational output of the diesel engine 10 as a driving force. As shown in FIG. 1, the railway vehicle 1 mainly includes a diesel engine 10, a transmission 12, a brake device 14, a vehicle body 20, two carriages 30 and 30, a propulsion shaft 40, a drop And a prevention frame 50. The railway vehicle 1 according to the first embodiment is a railway vehicle including one diesel engine 10 in a single train.

  The diesel engine 10 generates a driving force for causing the carriage 30 to travel. As shown in FIGS. 1 and 2, the diesel engine 10 is suspended from a base frame 20 a of a vehicle body 20, and a rotational output can be changed by a transmission 12. The driving of the diesel engine 10 is controlled by an engine control device 11 (see FIG. 3) mounted on the vehicle body 20. The type of engine is not limited to a diesel engine, and can be changed as appropriate.

  The transmission 12 has a clutch mechanism (not shown) inside, and can cut off the driving force from the diesel engine 10 to the propulsion shaft 40 and the carriage 30. The operation of the transmission 12 is controlled by a transmission control device 13 (see FIG. 3) mounted on the vehicle body 20. As shown in FIG. 2, one end portion 40 a of the propulsion shaft 40 is connected to the transmission 12 via a universal joint 41. The transmission 12 itself corresponds to the “member on the transmission side” of the present invention. The “transmission-side member” may be a member between the transmission 12 and the one end portion 40a of the propulsion shaft 40, and can be changed as appropriate.

  The brake device 14 applies braking force to the wheels 31 of the carriage 30. The brake device 14 is attached to the wheels 31, 31 and applies a braking force by sandwiching the disks of the wheels 31, 31 by air pressure. The operation of the brake device 14 is controlled by a brake control device 15 (see FIG. 3) mounted on the vehicle body 20. The brake device 14 is not limited to a disc brake type, and can be changed as appropriate.

  As shown in FIG. 1, the vehicle body 20 extends in the rail direction and is supported by two carriages 30 via air springs 25. For this reason, the vehicle body 20 and the carriage 30 are displaced in the vertical direction by the expansion and contraction of the air spring 25. In addition, the vehicle body 20 and the carriage 30 are greatly displaced in the direction of the sleepers when the railway vehicle 1 curves. A vehicle body circuit 21 (see FIG. 3) capable of outputting control commands to the engine control device 11, the transmission control device 13, and the brake control device 15 is mounted on the vehicle body 20. Here, FIG. 3 is a diagram schematically showing a control system of the railway vehicle 1.

  As shown in FIG. 3, the vehicle body circuit 21 is connected to the transmission control device 13 and the brake control device 15, and outputs a control command from the mascon control circuit 22 to the transmission control device 13 and the brake control device 15. Can do. In addition, the vehicle body circuit 21 outputs a control command to the engine control device 11 via the transmission control device 13 for the purpose of automatically changing gears. The master control circuit 22 is incorporated in the vehicle body circuit 21, receives a control signal from a master control handle 23 operated by a driver, and outputs a control command to each of the control devices 11, 13, and 15. Note that the mascon handle 23 is a one-handle mascon, but the power running handle and the brake handle may be separated and can be changed as appropriate.

  For example, when starting or accelerating the vehicle, when the driver operates the mascon handle 23 to the power running position, the mascon control circuit 22 controls the transmission control device 13 for shifting based on a control signal from the mascon handle 23. In addition to outputting a command, an acceleration control command is output to the engine control device 11 via the transmission control device 13. As a result, the transmission control device 13 controls the transmission 12 to switch to the optimum gear, and the engine control device 11 controls the diesel engine 10 to generate the optimum driving force.

  When the vehicle is coasting, when the driver operates the master control handle 23 to the neutral position, the master control circuit 22 controls the transmission control device 13 to control clutch engagement / disengagement based on a control signal from the master control handle 23. Output a command. As a result, the transmission control device 13 controls the transmission 12 to disconnect the clutch mechanism. Thus, the driving force of the diesel engine 10 is not transmitted to the carriage 30 and the vehicle can coast.

  Further, when performing an emergency stop of the vehicle, when the driver operates the master control handle 23 to the emergency brake position, the master control circuit 22 is connected to the transmission control device 13 based on the control signal from the master control handle 23. A control command is output, an idling control command is output to the engine control device 11 via the transmission control device 13, and an emergency brake control command is output to the brake control device 15. Thus, the transmission control device 13 controls the transmission 12 to disconnect the clutch mechanism, the engine control device 11 controls the diesel engine 10 to be in an idling state, and the brake control device 15 is set to the brake device 14. Is controlled to generate a very large braking force. Thus, an emergency stop of the vehicle can be performed.

  The carriage 30 is for running the railway vehicle 1 and has a total of four wheels 31 on the front, rear, left and right sides and a carriage frame 32 to which the wheels 31 are assembled as shown in FIG. . The carriage 30 on one side (the right side in FIG. 1) is provided with a speed reducer 33 that transmits the decelerated output to each wheel 31. As shown in FIG. 2, the other end portion 40 b of the propulsion shaft 40 is connected to the speed reducer 33 via a universal joint 42. The reduction gear 33 corresponds to the “member on the cart side” of the present invention. The “member on the cart side” may be a member between the cart 30 and the other end portion 40b of the propulsion shaft 40, and can be changed as appropriate.

  The propulsion shaft 40 transmits the driving force generated by the diesel engine 10 by rotating. As shown in FIG. 2, the propulsion shaft 40 extends in the rail direction and can be expanded and contracted, and is disposed below the underframe 20 a of the vehicle body 20.

  The one end 40a and the other end 40b of the propulsion shaft 40 are connected to the universal joints 41 and 42 by bolt fastening or welding, and can swing. Thus, the driving force generated by the diesel engine 10 is transmitted to each wheel 31 of the carriage 30 via the transmission 11, the propulsion shaft 40, and the speed reducer 33, and the railway vehicle 1 travels. Here, FIG. 4 is a cross-sectional view taken along line BB in FIG.

  The fall prevention frame 50 prevents the propulsion shaft 40 from coming into contact with the ground as shown in FIG. 4, and is provided below the base frame 20 a of the vehicle body 20 as shown in FIGS. 2 and 3. And arranged corresponding to the intermediate portion 40 c of the propulsion shaft 40. The fall prevention frame 50 is a steel frame formed in a U-shape, and the lower side 50a, the left side 50b, and the right side 50c surround the intermediate portion 40c of the propulsion shaft 40, and the left side 50b. And the upper end of the right side part 50c is attached to the frame 20a.

  By the way, as described above, bolt fastening or welding is used to connect the both end portions 40a and 40b of the propulsion shaft 40. For this reason, if the bolt fastening is loosened at the other end 40b of the propulsion shaft 40 or the universal joint 42 is dropped or the welded portion is cut, the end of the propulsion shaft 40 is used as a base point. The other end 40b falls (see FIG. 5). At this time, the lower side portion 50a of the fall prevention frame 50 can receive the intermediate portion 40c of the propelling shaft 40 that falls and prevent the propelling shaft 40 from coming into contact with the ground.

  Here, if the other end portion 40b of the propulsion shaft 40 falls during high-speed traveling, the one end portion 40a of the propulsion shaft 40 is connected to the diesel engine 10 side. A driving force is transmitted from 10. At this time, if the transmission of the driving force from the diesel engine 10 is not interrupted, the propulsion shaft 40 continues to rotate. On the other hand, if one end portion 40a of the propulsion shaft 40 falls during high-speed traveling, the problem becomes even greater.

  That is, when the one end portion 40a of the propulsion shaft 40 falls, the one end portion 40a of the propulsion shaft 40 is connected to the cart 30 side, so even if the transmission of driving force from the diesel engine 10 is interrupted, due to the large inertia of the vehicle The propulsion shaft 40 continues to rotate for a while. As a result, the propulsion shaft 40 that has fallen collides with the lower side portion 50a of the fall prevention frame 50 with a large rotational force during traveling of the vehicle, and also collides with the left side portion 50b or the right side portion 50c and jumps around. Become. As a result, the possibility that the fall prevention frame 50 is greatly deformed or damaged by the propulsion shaft 40 bouncing around cannot be completely denied.

  Thus, when one end portion 40a, 40b of the propulsion shaft 40, particularly, one end portion 40a of the propulsion shaft 40 falls, it is necessary to stop traveling of the vehicle as soon as possible. However, conventionally, even if the propulsion shaft 40 is dropped, it is difficult for the driver to notice the fall of the propulsion shaft 40, and the vehicle continues to travel without recognizing the fall of the propulsion shaft 40, or driven from the diesel engine 10. There was a risk that power transmission would be maintained.

  Therefore, the railway vehicle 1 according to the present embodiment can stop the traveling of the vehicle promptly even if the propulsion shaft 40 is dropped, and prevents the fall prevention frame 50 from being damaged so that the propulsion shaft 40 is grounded. It is configured so as to be able to surely prevent a dangerous situation such as touching. Thus, the railcar 1 according to the first embodiment is provided with the drop detection device 60 and the notification device 70 as shown in FIGS.

  The fall detection device 60 detects that the propulsion shaft 40 has fallen toward the ground, and includes a disconnection detection sensor 61 and a fall detector 62. As shown in FIG. 4, the disconnection detection sensor 61 is an electric wire arranged so as to extend in the left-right direction below the propulsion shaft 40, and one end is attached to the left side portion 50b of the fall prevention frame 50 using a connector 63a. The other end is attached to the right side 50c of the fall prevention frame 50 using the connector 63b. In the disconnection detection sensor 61, a current flows inside.

  Next, the position where the disconnection detection sensor 61 is disposed will be described. As shown in FIG. 4, the distance S <b> 1 from the propulsion shaft 40 to the disconnection detection sensor 61 is set so that the propulsion shaft 40 does not contact the disconnection detection sensor 61 at the normal time. That is, when the railway vehicle 1 is empty, the lower side portion 50a of the fall prevention frame 50 and the propulsion shaft 40 come close to each other, but the propulsion shaft 40 and the disconnection detection sensor 61 are not in contact with each other due to vibration during traveling. Has been.

  The disconnection detection sensor 61 is arranged so as to extend in the left-right direction below the propulsion shaft 40. If one end portion 40a, 40b of the propulsion shaft 40 is removed, the propulsion shaft 40 is in the vertical direction. This is because the disconnection detection sensor 61 can be cut quickly and reliably because it falls downward. Further, since the railcar 1 moves greatly in the direction of sleepers along a curve during traveling, the propulsion shaft 40 moves more in the left-right direction (sleeper direction) than in the vertical direction with respect to the fall prevention frame 50. For this reason, in order to arrange | position an electric wire inside the fall prevention frame 50 which exists conventionally so that it may not contact with the propulsion shaft 40, it is because the electric wire extended in the left-right direction is easier to arrange than the electric wire extended in an up-down direction.

  This disconnection detection sensor 61 is not easily cut by vibration or flying stones during traveling, and has a relatively high strength. In short, the disconnection detection sensor 61 is appropriately reinforced and is configured to be cut only when the propulsion shaft 40 having a weight of about 100 kg falls. The disconnection detection sensor 61 is not limited to the one configured by an electric wire, and may be configured by a metal rod or a hollow pipe that can be easily designed for a rupture load as a modified example. It may be configured with.

  The fall detector 62 detects that the disconnection detection sensor 61 has been disconnected, and is constituted by, for example, a single relay. And when the disconnection detection sensor 61 is cut | disconnected and an electric current no longer flows into the disconnection detection sensor 61, the fall detector 62 will transmit a detection signal to the alerting | reporting apparatus 70, as shown in FIG. Thus, in the present embodiment, the configuration for detecting the drop of the propulsion shaft 40 is simple due to the disconnection detection sensor 61 and the drop detector 62, and the fall detection device 60 can be configured at low cost.

  The notification device 70 is provided at a position that can be seen by the driver sitting in the driver's seat, and when receiving a detection signal from the fall detector 62, for example, a red warning lamp 70a is turned on as an emergency state. Yes. Thereby, the driver who has seen the lighting of the warning lamp 70a recognizes that the propulsion shaft 40 has fallen, and operates the mascon handle 23 to the position of the emergency brake as a subsequent response to perform an emergency stop of the vehicle. be able to. Note that the notification device 70 can be changed as appropriate in addition to the configuration in which the warning lamp 70a is turned on. For example, the notification device 70 may be configured to generate a warning sound.

The effect of 1st Embodiment is demonstrated.
According to the railway vehicle 1 of the first embodiment, as shown in FIG. 5, when one end portion 40 a of the propulsion shaft 40 is removed and the propulsion shaft 40 falls toward the ground during the high speed traveling, As shown, the disconnection detection sensor 61 is cut by the propulsion shaft 40 falling. Thereby, the fall detector 62 transmits a detection signal to the notification device 70, and the notification device 70 turns on the warning lamp 70a. Thus, since the driver can recognize the fall of the propulsion shaft 40, the driver can operate the mascon handle 23 to cut off the driving force from the diesel engine 10 or operate the brake device 14.

  Here, when the driver operates the mascon handle 23 to the emergency brake position, the diesel engine 10 enters an idling state, and the transmission 12 disconnects the clutch mechanism to drive the driving force from the diesel engine 10 to the propulsion shaft 40. Is interrupted. At the same time, the brake device 14 generates a very large braking force, and the vehicle is urgently stopped. In this way, the driver can recognize the drop of the propulsion shaft 40 and can quickly stop the traveling of the vehicle. Therefore, even if one end portion 40a of the propulsion shaft 40 is detached and the propulsion shaft 40 falls, the situation where the propulsion shaft 40 continues to rotate for a while due to the large inertia of the carriage 30 is prevented, and the fall prevention frame It is possible to reliably prevent a dangerous situation in which the propulsion shaft 40 comes into contact with the ground due to the breakage of 50.

  In the railway vehicle 1 according to the first embodiment, if a fire occurs in the tunnel and the propulsion shaft 40 falls to the ground, an operation that recognizes the drop of the propulsion shaft 40 is performed. The operator operates the mascon handle 23 to the neutral position to allow the vehicle to coast freely, or when acceleration is required due to uphill slopes, etc., taking into account the possibility of false detection, the mascon handle 23 is accelerated while the power running position is maintained. Try. Thereby, first, the vehicle is surely evacuated outside the tunnel. Thereafter, the driver operates the mascon handle 23 to the position of the emergency brake, and the traveling of the vehicle is promptly stopped. The driver performs such an operation because the railway vehicle 1 according to the first embodiment includes only one diesel engine 10 in a one-car train, and is driven out of the tunnel by inertia force or driving of one diesel engine 10. This is because priority is given to evacuation. Based on these reasons, the railcar 1 of the first embodiment does not automatically shut off the driving force of the diesel engine 10 when the propulsion shaft 40 falls, unlike the railcar 1D of the second embodiment described later. It is like that.

<Modification of First Embodiment>
Next, a modification of the first embodiment will be described. Since the railway vehicle according to the modified example and the railway vehicle 1 according to the first embodiment described above are the same except that the configurations of the fall detection device and the notification device are different, the configuration of the fall detection device 60A and the notification device 70A according to the modification example. Only explained. FIG. 7 is a diagram for explaining the drop detection device 60A. As shown in FIG. 7, the drop detection device 60A includes a first disconnection detection sensor 61D and a second disconnection detection sensor 61U, and a drop detector 62A (see FIG. 8).

  Similarly to the disconnection detection sensor 61 described above, the first disconnection detection sensor 61D is an electric wire arranged to extend in the left-right direction below the propulsion shaft 40, and one end of the fall prevention frame 50 using the connector 63c. It is attached to the left side part 50b, and the other end is attached to the right side part 50c of the fall prevention frame 50 using the connector 63d. The second disconnection detection sensor 61U is an electric wire arranged so as to extend in the left-right direction above the propulsion shaft 40. One end of the second disconnection detection sensor 61U is attached to the left side portion 50b of the fall prevention frame 50 using the connector 63e. Is attached to the right side 50c of the fall prevention frame 50 using a connector 63f. In these disconnection detection sensors 61D and 61U, a current flows inside.

  The distance S1 from the propulsion shaft 40 to the first disconnection detection sensor 61D is set so that the propulsion shaft 40 does not contact the first disconnection detection sensor 61D at normal times. The distance S2 from the propulsion shaft 40 to the second disconnection detection sensor 61U is also set so that the propulsion shaft 40 does not contact the second disconnection detection sensor 61U during normal times. That is, the frame 20a and the propulsion shaft 40 approach each other when the railway vehicle is full, but the propulsion shaft 40 and the second disconnection detection sensor 61U are not in contact with each other due to vibration during traveling when the train is full.

  The drop detector 62A detects that the first and second disconnection detection sensors 61D and 61U have been disconnected, and both the first and second disconnection detection sensors 61D and 61U are disconnected and current is supplied to both. When the flow stops, a detection signal is transmitted as shown in FIG. On the other hand, when one of the first and second disconnection detection sensors 61D and 61U is cut and no current flows through the one, the sensor abnormality signal is transmitted.

  When the notification device 70A receives the detection signal from the drop detector 62A, the notification device 70A lights up, for example, a red warning lamp 70b as an emergency state. As a result, the driver who has seen the lighting of the warning lamp 70b recognizes that the propulsion shaft 40 has fallen, and as a subsequent response, for example, operates the mascon handle 23 to the emergency brake position to perform an emergency stop of the vehicle. be able to.

  On the other hand, when the notification device 70A receives a sensor abnormality signal from the drop detector 62A, for example, a yellow warning lamp 70c is turned on as a caution state. Thus, the driver who has seen the lighting of the warning lamp 70c can keep traveling while recognizing a situation in which one of the first and second disconnection detection sensors 61D and 61U is disconnected and needs repair. Thus, the warning lamp 70b and the warning lamp 70c of the notification device 70A allow the driver to be in an emergency state in which the propulsion shaft 40 is dropped, and a caution state in which the first and second disconnection detection sensors 61D and 61U are disconnected and have a failure. Can be distinguished and can be handled according to their state.

  According to this modification, if the propulsion shaft 40 falls during high-speed traveling, the first disconnection detection sensor 61D is cut by the propelling shaft 40 falling as shown in FIG. 9A. Then, after the propulsion shaft 40 comes into contact with the lower side portion 50 a of the fall prevention frame 50, it jumps around inside the fall prevention frame 50. As a result, as shown in FIG. 9B, the second disconnection detection sensor 61U is cut by the propulsion shaft 40 bouncing around. Thus, when both the first and second disconnection detection sensors 61D and 61U are disconnected, the notification device 70A turns on the red warning lamp 70b as an emergency state. As a result, the driver can recognize the drop of the propulsion shaft 40 and can quickly stop the traveling of the vehicle.

  On the other hand, when one of the first and second disconnection detection sensors 61D and 61U is disconnected due to a flying stone or the like during traveling, the yellow warning lamp 70c is turned on as a caution state. Thereby, the driver who has seen the warning lamp 70c does not recognize the drop of the propulsion shaft 40. Thus, by detecting the drop of the propulsion shaft 40 by both the first and second disconnection detection sensors 61D and 61U, the driver can drop the propulsion shaft 40 even though the propulsion shaft 40 is not actually dropped. Can be reliably prevented. Since the other effect of a modification is the same as the effect of 1st Embodiment mentioned above, the description is abbreviate | omitted.

  In the modification, the second disconnection detection sensor 61U is arranged to extend in the left-right direction above the propulsion shaft 40, but may be arranged to extend in the vertical direction on the left side or right side from the propulsion shaft 40. This has the advantage that after the propulsion shaft 40 falls, it can be cut relatively quickly and reliably even when the amount of splash is small.

  On the other hand, as described above, the propulsion shaft 40 moves more in the left-right direction (sleeper direction) than the vertical direction with respect to the fall prevention frame 50, so the fall prevention frame 50 does not contact the propulsion shaft 40 with the electric wire. There is a demerit that an electric wire extending in the vertical direction is harder to arrange than an electric wire extending in the left-right direction. Therefore, the arrangement of the second disconnection detection sensor is determined by comprehensively judging the above-described merits and demerits.

Second Embodiment
Next, the second embodiment will be described, but the description will focus on parts that are different from the first embodiment, and description of parts that are the same as those of the first embodiment will be omitted. FIG. 10 is a diagram schematically illustrating a rail vehicle 1D according to the second embodiment. As shown in FIG. 10, the railway vehicle 1 </ b> D is a railway vehicle including a two-car train and a total of two diesel engines 10. That is, the railway vehicle 1D includes the diesel engine 10, the transmission 12, the propulsion shaft 40, and the fall prevention frame 50 for each vehicle, and two trains are provided for each vehicle. The railway vehicle 1D is not limited to the two-car train, and may be a multi-car with two or more trains.

  FIG. 11 is a diagram schematically illustrating a control system for the railway vehicle 1D according to the second embodiment. In FIG. 11, only the control system in one vehicle is shown, and the control system in another vehicle is the same and is omitted. Similar to the first embodiment, the drop detection device 60D of the second embodiment includes a disconnection detection sensor 61 and a drop detector 62D. However, the drop detector 62D is incorporated in the vehicle body circuit 21D. There is a feature in that. Based on the detection of the drop of the propulsion shaft 40, the drop detector 62D outputs a clutch on / off control command to the transmission control device 13 via the vehicle body circuit 21D when the propulsion shaft 40 is dropped. It has become.

  In other words, the drop detector 62D transmits a detection signal to the notification device 70 when the propulsion shaft 40 falls and the disconnection detection sensor 61 is disconnected, and the clutch is connected to the transmission control device 13 via the vehicle body circuit 21D. The control command is output. Thus, the transmission control device 13 controls the transmission 12 to disconnect the clutch mechanism. Thus, in the vehicle in which the propulsion shaft 40 has fallen, the transmission 12 automatically shuts off the driving force from the diesel engine 10 to the carriage 30 (propulsion shaft 40).

The effect of 2nd Embodiment is demonstrated.
According to the railway vehicle 1D of the second embodiment, for example, when the propulsion shaft 40 falls in the vehicle on the rear side in the traveling direction, the driver located in the vehicle on the front side in the traveling direction notices the fall of the propulsion shaft 40 with an impact sound or the like. hard. However, since the warning lamp 70a of the notification device 70 is lit, the driver can reliably recognize the propulsion shaft 40 falling. In the vehicle on the rear side in the traveling direction, the disconnection detection sensor 61 is disconnected due to the drop of the propulsion shaft 40, and the drop detector 62D outputs a clutch engagement / disconnection control command to the transmission control device 13 via the vehicle body circuit 21D. To do. Thereby, in the vehicle on the rear side in the traveling direction, the transmission 12 automatically shuts off the driving force from the diesel engine 10 to the carriage 30.

  Thus, in the vehicle on the rear side in the traveling direction, the driving force is not transmitted to the propulsion shaft 40 that has fallen from the diesel engine 10 quickly, and the driver who recognizes the fall of the propulsion shaft 40 brings the mascon handle 23 to the emergency brake position. Operate to make an emergency stop of the vehicle. As a result, the traveling of the vehicle can be stopped quickly, and damage to the fall prevention frame 50 by the dropped propulsion shaft 40 can be suppressed.

  In the rail vehicle 1D of the second embodiment, if a fire occurs in the tunnel and a situation occurs in which a propulsion shaft 40 falls toward the ground in a certain vehicle, the driver uses the master control handle 23. However, the vehicle is evacuated to the outside of the tunnel while maintaining the acceleration running at the power running position. This is based on the following reason. That is, even if the propulsion shaft 40 falls in a certain vehicle and the driving force of the diesel engine 10 is automatically cut off by that vehicle, the driving force of the diesel engine 10 is not cut off by another vehicle. Therefore, even if the driver prioritizes evacuation outside the tunnel and maintains acceleration traveling, the driving force is not automatically transmitted to the propelling shaft 40 that has fallen, and damage to the fall prevention frame 50 can be suppressed. . Thus, in the unlikely event that the above-mentioned worst situation occurs, it is possible to achieve both retreating out of the tunnel and preventing the fall prevention frame 50 from being damaged. Other functions and effects of the second embodiment are the same as the functions and effects of the first embodiment described above, and a description thereof will be omitted.

<Modification of Second Embodiment>
Next, a modification of the second embodiment will be described. Since this modified example and the railway vehicle 1D of the second embodiment described above are the same except that the configuration of the control system is different, only the configuration of the control system of this modified example will be described. FIG. 12 is a diagram schematically showing a railcar control system according to this modification. As shown in FIG. 12, the drop detector 62E of the drop detector 60E according to the modification is also incorporated in the vehicle body circuit 21E in the same manner as the drop detector 62D of the second embodiment. The drop detector 62E is characterized in that it outputs a brake input control command to the brake control device 15 via the vehicle body circuit 21E based on the detection of the drop of the propulsion shaft 40.

  In other words, when the propulsion shaft 40 falls and the disconnection detection sensor 61 is disconnected, the drop detector 62E according to the modified example transmits a detection signal to the notification device 70 and to the transmission control device 13 via the vehicle body circuit 21. A clutch instructing control command is output, and a brake input control command is output to the brake control device 15 via the vehicle body circuit 21. Thus, the transmission control device 13 controls the transmission 12 to disconnect the clutch mechanism, and the brake control device 15 controls the brake device 14 to apply a braking force to the wheels 31. . This control system is set so that the engine brake does not automatically operate when the fall of the propulsion shaft 40 is detected.

  Here, the fall detector 62E always obtains the current position of the vehicle from the vehicle position specifying unit 24, and always performs brake control according to the current position of the vehicle even when the fall of the propulsion shaft 40 is detected. A brake input control command is not output to the device 15. Specifically, when the current position of the vehicle is in or near the tunnel, the fall detector 62E does not output a brake input control command to the brake control device 15. In this way, when a fire occurs in the tunnel and the propulsion shaft 40 falls toward the ground, the railway vehicle is prevented from being automatically stopped by the operation of the brake device 14. Therefore, if the propulsion shaft 40 falls in or near the tunnel, the driver selects the maintenance or emergency stop of the vehicle by operating the master control handle 23 according to the fire occurrence situation. The vehicle position specifying unit 24 is configured using an existing database, a GPS receiver, a point detection device, and the like.

  According to this modification, if the propulsion shaft 40 falls during high speed traveling, the warning lamp 70a of the notification device 70 is turned on and the transmission 12 automatically applies the driving force from the diesel engine 10 to the carriage 30. The brake device 14 automatically applies a braking force to the wheels 31 of the carriage 30 as well as shuts off. As a result, the driving force is not transmitted to the propulsion shaft 40 that has fallen from the diesel engine 10 as soon as possible, and the vehicle tries to stop as soon as possible. As a result, the distance to stop traveling can be shortened, and damage to the fall prevention frame 50 by the dropped propulsion shaft 40 can be minimized. Other operational effects of the modified example of the second embodiment are the same as the operational effects of the first embodiment described above, and thus description thereof is omitted.

<Third Embodiment>
Next, the third embodiment will be described. However, the description will focus on the parts different from the second embodiment, and the description of the same parts as the second embodiment will be omitted. FIG. 13 is a diagram schematically illustrating a rail vehicle 1F according to the third embodiment. As shown in FIG. 13, an accessory drive shaft 80 extends to the diesel engine 10 of each vehicle on the side opposite to the propulsion shaft 40 (left side in FIG. 13). In this auxiliary machine drive shaft 80, one end is connected to the diesel engine 10, and the other end is connected to the auxiliary machine 90 that is suspended from the frame 20 a of the vehicle body 20. In this way, the auxiliary machine 90 receives driving force from the diesel engine 10 through the auxiliary machine drive shaft 80 and operates a radiator, a generator, an air compressor, and the like. Here, FIG. 14 is a cross-sectional view taken along line EE of FIG.

  As shown in FIG. 14, a second fall prevention frame 100 that prevents the auxiliary machine drive shaft 80 from contacting the ground is provided. The second fall prevention frame 100 is provided below the base frame 20 a of the vehicle body 20, and is disposed corresponding to the intermediate portion 80 c of the auxiliary machine drive shaft 80. The second fall prevention frame 100 is a steel frame formed in a U-shape, and the lower side portion 100a, the left side portion 100b, and the right side portion 100c surround the intermediate portion 80c of the accessory drive shaft 80. The upper ends of the left side portion 100b and the right side portion 100c are attached to the frame 20a.

  The railcar 1F according to the third embodiment can stop the traveling of the vehicle promptly even if the accessory drive shaft 80 is dropped, and prevents the second fall prevention frame 100 from being damaged. It is configured to reliably prevent a dangerous situation in which the drive shaft 80 contacts the ground. Here, FIG. 15 is a diagram schematically illustrating a control system of the railcar 1F of the third embodiment. As shown in FIG. 15, in addition to the fall detection device 60, a second fall detection device 60F is provided.

  The second fall detection device 60F detects that the accessory drive shaft 80 has fallen toward the ground, and includes a disconnection detection sensor 61F and a second fall detector 62F. As shown in FIG. 18, the disconnection detection sensor 61 </ b> F is an electric wire arranged to extend in the left-right direction below the accessory drive shaft 80, and has one end on the left side of the second fall prevention frame 100 using a connector 63 g. The other end is attached to the right side portion 100c of the second fall prevention frame 100 using the connector 63h. In the disconnection detection sensor 61F, a current flows inside.

  The second drop detector 62F detects that the disconnection detection sensor 61F has been disconnected, and transmits a detection signal to the notification device 70F when the disconnection detection sensor 61F is disconnected and no current flows. It has become. Thus, when the notification device 70F receives the detection signal from the second drop detector 62F, the warning device 70F, for example, turns on the red warning lamp 70d as an emergency state. As a result, the driver who has lit the warning lamp 70d recognizes that the accessory drive shaft 80 has fallen, and operates the mascon handle 23 to the emergency brake position, for example, to respond to the emergency stop of the vehicle. It can be performed. Note that the notification device 70F also lights the warning lamp 70d as an emergency state when the propulsion shaft 40 falls and receives a detection signal from the drop detector 62.

  In the railway vehicle 1F according to the third embodiment, the second fall detector 62F detects the fall of the accessory drive shaft 80, and the vehicle body circuit 21F and the transmission in the vehicle in which the accessory drive shaft 80 is dropped. An engine stop control command is output to the engine control device 11 via the control device 13. Thereby, the engine control apparatus 11 controls the diesel engine 10 and stops the driving of the diesel engine 10. In this way, in a vehicle in which the accessory drive shaft 80 has fallen, the driving force is not automatically transmitted from the diesel engine 10 to the accessory drive shaft 80.

The effect of 3rd Embodiment is demonstrated.
According to the railway vehicle 1F of the third embodiment, for example, when the accessory drive shaft 80 falls in the vehicle on the rear side in the traveling direction, the driver positioned on the vehicle on the front side in the traveling direction impacts the fall of the accessory drive shaft 80. Hard to notice with sound. However, since the warning lamp 70d of the notification device 70F is turned on, it is possible to reliably recognize the fall of the accessory drive shaft 80. In the vehicle on the rear side in the traveling direction, the disconnection detection sensor 61F is cut by the fall of the auxiliary drive shaft 80, and the second fall detector 62F controls the engine control device 11 to stop the engine via the vehicle body circuit 21F. Outputs a command. Thereby, in the vehicle on the rear side in the traveling direction, the driving of the diesel engine 10 is stopped, and the driving force is not transmitted from the diesel engine 10 to the accessory drive shaft 80.

  Thus, in the vehicle on the rear side in the traveling direction, the driving force is not transmitted to the auxiliary machine drive shaft 80 that has fallen from the diesel engine 10 immediately, and the driver who recognizes the fall of the auxiliary machine drive shaft 80 makes the Operate to the brake position to make an emergency stop of the vehicle. As a result, traveling of the vehicle can be stopped quickly, and damage to the second fall prevention frame 100 due to the dropped accessory drive shaft 80 can be suppressed. Other functions and effects of the third embodiment are the same as the functions and effects of the second embodiment described above, and a description thereof will be omitted.

The embodiments and modifications of the railway vehicle according to the present invention have been described above, but the present invention is not limited to these embodiments and modifications, and various modifications can be made without departing from the spirit of the present invention. Is possible.
For example, in the drop detection device according to the first embodiment and the modification thereof, the drop of the propulsion shaft 40 is detected using the disconnection detection sensor, but as another method, the propulsion shaft using an optical sensor, a touch sensor, and a strain gauge. For example, 40 drops may be detected.

  Further, in the first embodiment, as shown in FIG. 16, drop detection is performed on the propulsion shaft 40 whose both ends are connected to the transmission 12 and the speed reducer 33 via universal joints 41 and 42. As another modification, the fall detection is performed on the second propulsion shaft 40x whose both ends are connected to the speed reducer 33 and the second speed reducer 34 via the universal joints 43 and 44. Also good. In the case of another modification, the fall prevention frame 50x prevents the second propulsion shaft 40x from coming into contact with the ground, and is attached to a traction beam (not shown) of the carriage. The second propulsion shaft 40x corresponds to the “propulsion shaft” of the present invention, the fall prevention frame 50x corresponds to the “fall prevention frame” of the present invention, and the reduction gear 33 corresponds to the “transmission-side member” of the present invention. The “second reduction gear 34” corresponds to the “member on the cart side” of the present invention.

Moreover, in the modification of 1st Embodiment, although the false detection of the fall of the propulsion shaft 40 was prevented using two disconnection detection sensors 61D and 61U, three or more disconnection detection sensors were used. You may prevent false detection of falling.
Moreover, you may apply the fall detection apparatus 60A of the modification of 1st Embodiment with respect to 2nd Embodiment, its modification, and 3rd Embodiment. In other words, the features of each embodiment and its modifications may be combined as appropriate.

1,1D, 1F Railway vehicle 10 Diesel engine 11 Engine control device 12 Transmission 13 Transmission control device 14 Brake device 15 Brake control device 20 Body 20a Underframe 21, 21D-21F Body circuit 22 Mascon control circuit 23 Masscon handle 30 Cart 33 Reducer 40 Propulsion shaft 40a, 40b One end, other end 41, 42 Universal joint 50 Fall prevention frame 60, 60A, 60D, 60E Fall detection device 60F Second fall detection device 61 Disconnection detection sensor 61D First disconnection detection sensor 61U Second disconnection detection sensor 61F Disconnection detection sensor 62, 62A, 62D, 62E Fall detector 62F Second fall detector 63a-63h Connector 70, 70A, 70F Notification device 70a-70d Warning lamp 80 Auxiliary drive shaft 90 Auxiliary equipment 100 Second fall prevention frame

Claims (6)

A cart that supports the vehicle body and can travel;
An engine that generates a driving force for running the carriage;
A transmission capable of shifting and shutting off a driving force from the engine to the carriage;
A brake device capable of applying a braking force to the carriage;
An engine control device, a transmission control device, and a brake control device capable of controlling the engine, the transmission, and the brake device, respectively;
A vehicle body circuit capable of outputting control commands to the engine control device, the transmission control device, and the brake control device, respectively;
A propulsion shaft having both ends connected to the carriage side member and the transmission side member to transmit driving force;
In a railway vehicle provided with a fall prevention frame provided on the lower side of the vehicle body and preventing the propulsion shaft from contacting the ground,
A fall detection device for detecting that the propulsion shaft has fallen toward the ground;
Providing a notification device for notifying the driver of the drop of the propulsion shaft based on the detection of the fall detection device ;
The fall detection device is disposed inside the fall prevention frame at a position not in contact with the propulsion shaft at a normal time and is disconnected by a drop of the propulsion shaft, and is incorporated in the vehicle body circuit and Having a fall detector that determines that the propulsion shaft has fallen due to disconnection of the disconnection detection sensor;
The disconnection detection sensor includes a first disconnection detection sensor disposed below the propulsion shaft, and a second disconnection detection sensor disposed on the upper side, the left side, or the right side of the propulsion shaft,
The railcar characterized in that the fall detector determines that the propulsion shaft has fallen when both the first disconnection detection sensor and the second disconnection detection sensor are disconnected . The railway vehicle according to claim 1 ,
The notification device notifies a driver as a caution state when one of the first disconnection detection sensor and the second disconnection detection sensor is disconnected, and both the first disconnection detection sensor and the second disconnection detection sensor A railway vehicle that notifies the driver of an emergency when disconnected. In the railway vehicle according to claim 1 or claim 2 ,
The drop detection device sends a control command for the transmission to cut off the driving force from the engine to the carriage based on the detection of the drop of the propulsion shaft via the vehicle body circuit. A railway vehicle characterized by being output to In the railway vehicle according to any one of claims 1 to 3 ,
The fall detection device outputs a control command for the brake device to apply a braking force to the carriage to the brake control device via the vehicle body circuit based on detection of the fall of the propulsion shaft. A featured railway vehicle. In the railway vehicle according to any one of claims 1 to 4 ,
An auxiliary machine is connected to the engine via an auxiliary machine drive shaft on the side opposite to the propulsion shaft,
A second fall-preventing frame that is attached to the lower side of the vehicle body and prevents the accessory drive shaft from coming into contact with the ground, and a second fall detection that detects that the accessory drive shaft has fallen toward the ground. Equipment is provided,
The notification device notifies the driver of the fall of the auxiliary drive shaft based on the detection of the second fall detection device. In the railway vehicle according to claim 5 ,
The second fall detection device outputs a control command for stopping the driving of the engine to the engine control device via the body circuit based on detection of the fall of the auxiliary drive shaft. Railway vehicle.

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