JP2007230508A - Wheel drive structure for railway vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a wheel drive structure for a railway vehicle capable of obtaining torque required for the operation of the railway vehicle and securing a wide compartment space. <P>SOLUTION: The wheel drive structure for the railway vehicle is provided with a drive device 34a mounted to the railway vehicle, provided on right and left wheels, respectively, to transmit a drive force. When paying attention to the drive device 34a, it has a motor A and a deceleration part B. Further, the deceleration part B includes curved plates 12a, 12b rotatably retained to eccentric parts 2a, 2b and performing revolution motion accompanied by the rotation of an output shaft 2 making its rotation axis as a center; an outer pin 14 engaged with outer peripheral parts of the curved plates 12a, 12b to generate the rotation motion of a revolution member; and a motion conversion mechanism for converting the rotation motion of the curved plates 12a, 12b to rotation motion making the rotation axis of the output shaft 2 as a center and transmitting it to the wheel 33a. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a wheel drive structure for a railway vehicle, and more particularly to a wheel drive structure for a railway vehicle capable of independently driving left and right wheels.

  A conventional railway vehicle is described in, for example, Japanese Patent Laid-Open No. 2000-309269 (Patent Document 1). The railway vehicle described in the publication includes a vehicle body, a carriage frame that supports the vehicle body, and independent drive components that are arranged on the left and right sides of the carriage frame and that can independently control the wheel speeds of the left and right wheels. .

  The railway vehicle having the above configuration can have a low floor structure as compared with a railway vehicle having integrated wheels in which left and right wheels are connected by an axle, and independently control the left and right wheel speeds. It has the advantage of being able to travel on a curved track. In addition, by maintaining the left and right wheel speeds the same, it is also possible to travel on a curved track using the self-steering effect as in the case of a railway vehicle equipped with integrated wheels.

  In the railway vehicle having the above-described configuration, downsizing of the independent drive component is required in order to expand the cabin space. At the same time, independent driving components that run heavy rail vehicles need to output a large torque.

Therefore, the independent drive component described in the publication is described as including a motor that generates a driving force, a wheel, and a planetary speed reducer that decelerates the rotation of the motor and transmits it to the wheel. As a result, even when a small motor with low torque and high speed is employed, high torque rotation can be transmitted to the wheels.
JP 2000-309269 A

  The reduction gear ratio of the planetary gear mechanism employed in the independent drive component reduction gear described in the above publication is generally set to about 1/3 to 1/6 from the viewpoint of gear strength and the like. . This is inadequate to generate the torque required for railway vehicle operation when the independent drive component is downsized. To obtain a sufficient reduction ratio, it is necessary to have a multi-stage reduction gear. is there. This increases the weight and size of the reducer and is unsuitable for independently driven components that need to be compacted.

  A planetary gear reducer can obtain a large reduction ratio compared to a parallel shaft gear or the like, but the planetary gear reducer is composed of a sun gear, a ring gear, a pinion gear, and a pinion gear carrier, so it has a large number of parts and is compact. There is a problem that it is difficult.

  Accordingly, an object of the present invention is a wheel drive structure for a railway vehicle that can independently drive the wheels of the railway vehicle, and can obtain a torque necessary for operation of the railway vehicle and can secure a wide cabin space. It is to provide a wheel drive structure for a railway vehicle.

  The wheel drive structure for a railway vehicle according to the present invention includes two or more wheels that are attached to the railway vehicle and are driven to rotate independently, and a drive device that is provided on each of the wheels and transmits a driving force. When paying attention to the drive device, the motor device includes a motor unit that rotationally drives a motor-side rotating member having an eccentric portion, and a speed-reducing unit that decelerates the rotation of the motor-side rotating member and transmits it to the wheels. The speed reduction portion is rotatably held by the eccentric portion, and engages with a revolution member that performs a revolving motion around its rotation axis as the motor side rotation member rotates, and an outer peripheral portion of the revolution member. An outer peripheral engagement member that causes rotation of the revolving member, and a motion conversion mechanism that converts the rotation of the revolving member into a rotation about the rotation axis of the motor side rotation member and transmits the rotation to the wheel. .

  By adopting a compact speed reducing portion that can obtain a high speed reduction ratio as described above, it is possible to transmit sufficient torque to the wheels even when the motor portion has a low torque. By adopting such a small and high-power drive device, it is possible to obtain a wheel drive structure for a railway vehicle that can secure a wide cabin space.

  Preferably, the driving device is housed in a casing and fixed to the railway vehicle, and the wheels are rotatably held in the casing. Thereby, the wheel drive structure for railway vehicles can be further reduced in size.

  According to the present invention, by adopting a small and high-power drive device, it is possible to secure the torque required for the operation of the railway vehicle and to obtain a wheel drive structure for a railway vehicle that secures a wide cabin space. Can do.

  A driving apparatus according to an embodiment of the present invention will be described below with reference to FIGS.

  FIG. 4 is a schematic diagram of a railway vehicle 31 that employs a drive device according to an embodiment of the present invention. Referring to FIG. 4, railway vehicle 31 includes a vehicle body (not shown), a carriage frame 32 that supports the vehicle body, wheels 33a and 33b arranged on the left and right sides of carriage frame 32, and left and right wheels 33a and 33b. Drive devices 34a and 34b capable of independently controlling the respective wheel speeds are provided.

  The railway vehicle 31 having the above configuration can have a low floor structure as compared with a railway vehicle having integrated wheels in which left and right wheels 33a and 33b are connected by an axle, and the left and right wheel speeds can be independently set. It has the advantage that it can run on a curved track by controlling. On the other hand, in order to secure a torque required for the operation of the railway vehicle 31 and a wide cabin space, it is necessary to employ drive devices 34a and 34b that are small and have a reduction unit with a high reduction ratio.

  Therefore, referring to FIG. 1, drive devices 34 a and 34 b employed in the railway vehicle 31 will be described. FIG. 1 is a schematic cross-sectional view of the drive device 34a. Since the drive device 34b has the same configuration, the description thereof is omitted.

  With reference to FIG. 1, the drive device 34 a includes a motor unit A that generates a driving force, and a deceleration unit B that decelerates and outputs the rotation of the motor unit A. The motor unit A and the deceleration unit B are casings. 1 and is mechanically fastened to the bogie frame 32 of the railway vehicle 31 by bolts or the like as shown in FIG.

  The motor part A includes a stator 3 that is fixed to the casing 1, a rotor 4 that is disposed inside the stator 3 with an axial clearance, and a motor side rotation that fits into the rotor 4 and rotates integrally with the rotor 4. It is an axial gap motor provided with the output shaft 2 as a member. One end of the rotor 4 is rotatably supported by the rolling bearing 4 with respect to the casing 1, and the other end is connected to the output shaft 2.

  The output shaft 2 is arranged from the motor part A to the speed reduction part B in order to transmit the driving force of the motor part A to the speed reduction part B, and one end is fitted into a recess provided on the axial end surface of the rotor 4. The end is rotatably supported by the rolling bearing 6 in a recess 35 formed on the end surface of the wheel 33a. In addition, the decelerating part B has eccentric parts 2a and 2b. Further, the two eccentric portions 2a and 2b are provided with a phase difference of 180 ° in order to cancel the centrifugal force caused by the eccentric motion.

  The speed reduction part B is held at a fixed position on the casing 1 and curved plates 12a and 12b as revolving members rotatably held by the rolling bearings 13 on the eccentric parts 2a and 2b. A plurality of outer pins 14 serving as outer peripheral engaging members that engage with each other, and a motion conversion mechanism that transmits the rotational motion of the curved plates 12a and 12b to the wheel 33a, and in a recess 35 formed on the end surface of the wheel 33a. Be placed. In addition, a lubricant such as grease is enclosed in the speed reduction part B, and in order to prevent the lubricant from leaking to the motor part A, the motor part A and the speed reduction part B are interposed between them. A sealing member 20 is disposed.

  Next, the curved plate 12a will be described with reference to FIG. FIG. 2 is a cross-sectional view taken along the line II-II in FIG. Moreover, since the curved plate 12b has the same configuration, the description thereof is omitted.

  With reference to FIG. 2, the curved plate 12 a has a plurality of corrugated waves composed of trochoidal curves such as epitrochoids on the outer peripheral portion, and a plurality of through holes 17 a and 17 b penetrating from one end face to the other end face. Have A plurality of through holes 17a are provided at equal intervals on the circumference centered on the rotation axis of the curved plate 12a, and receive inner pins 16 described later. Moreover, the through-hole 17b is provided in the center of the curve board 12a, and penetrates the eccentric part 2a.

  The curved plate 12a is rotatably supported by the rolling bearing 13 with respect to the eccentric portion 2a. The rolling bearing 13 is fitted to the eccentric portion 2a, an inner ring 13a having an inner raceway surface on the outer diameter surface, an outer ring 13b fitted to the inner wall surface of the through hole 17b, and an outer raceway surface on the inner diameter surface, It is a deep groove ball bearing provided with a ball 13c as a plurality of rolling elements arranged between the inner raceway surface and the outer raceway surface, and a cage (not shown) that holds the plurality of balls 13c.

  The outer pins 14 are provided at equal intervals on a circumferential track centering on the rotation axis of the output shaft 2. This coincides with the revolution trajectory of the curved plates 12a and 12b. Therefore, when the curved plates 12a and 12b revolve, the curved waveform and the outer pin 14 are engaged, and the curved plates 12a and 12b rotate. Cause it to occur. Further, in order to reduce the contact resistance with the curved plates 12a and 12b, a needle roller bearing 14a is provided at a position where the curved plates 12a and 12b come into contact with the outer peripheral surfaces.

  The motion conversion mechanism includes a plurality of inner pins 16 held by the wheels 33a and through holes 17a provided in the curved plates 12a and 12b. One end of the inner pin 16 is fixedly connected to the wheel 33a, and the other end has a retaining portion 16b that prevents the wheel 33a from falling off. The inner pin 16 is equidistant on a circumferential track centering on the rotational axis of the wheel 33a. Provided. Further, in order to reduce the contact resistance with the curved plates 12a and 12b, a needle roller bearing 16a is provided at a position in contact with the inner wall surface of the through hole 17a of the curved plates 12a and 12b. On the other hand, the through hole 17a is provided at a position corresponding to each of the plurality of inner pins 16, and the inner diameter of the through hole 17a is predetermined from the outer diameter of the inner pin 16 (the maximum outer diameter including the needle roller bearing 16a). The minute is set.

  The wheel 33 a is supported by the rolling bearing 19 so as to be rotatable with respect to the casing 1. The rolling bearing 19 includes an inner raceway surface provided on the outer diameter surface of the casing 1, an outer raceway surface provided on the inner wall surface of the recess 35 formed on the end surface of the wheel 33a, and the inner raceway surface and the outer raceway surface. It has the ball as a plurality of rolling elements arranged between. In addition, a sealing member 21 is disposed in the opening of the recess 35 in order to prevent leakage of the lubricant sealed in the recess 35 and contamination of dust from the outside.

  Next, with reference to FIG. 3, a further preferred embodiment of the deceleration unit B will be described. 3 is an enlarged view around the eccentric portions 2a and 2b shown in FIG.

  Referring to FIG. 3, the output shaft 2 has a counterweight 18 which is in a disc shape at a position adjacent to the eccentric portions 2a and 2b and has a through hole that fits the output shaft 2 at a position off the center. Has been placed. The counterweight 18 is arranged outside the eccentric portions 2a and 2b with a phase difference of 180 ° from the eccentric portions 2a and 2b in order to cancel the couple generated by the rotation of the curved plates 12a and 12b.

  Here, as shown in FIG. 3, the curved plates 12a and 12b and the counterweight 18 have G as the center point between the two curved plates 12a and 12b, and the center point G and the centers of the curved plates 12a and 12b. Is L1, the distance between the center point G and each counterweight 18 is L2, the mass of the curved plate 12a on the right side of the central point G and the weight of the counterweight 18 is m1, the curved plate 12b on the left side of the central point G, and the counterweight. Assuming that the mass of 18 is m2 and the eccentric amounts of these centers of gravity from the rotation axis are ε1 and ε2, respectively, the relationship satisfies L1 × m1 × ε1 = L2 × m2 × ε2.

  The operation principle of the drive device 34a having the above configuration will be described in detail.

  The motor unit A receives, for example, an electromagnetic force generated by supplying an alternating current to the coil of the stator 3, and the rotor 4 constituted by a permanent magnet or a direct current electromagnet rotates. At this time, the rotor 4 rotates at a higher speed as a high-frequency voltage is applied to the coil.

  Thereby, when the output shaft 2 connected to the rotor 4 rotates, the curved plates 12 a and 12 b revolve around the rotation axis of the output shaft 2. At this time, the outer pin 14 engages with the curved waveform of the curved plates 12a and 12b to cause the curved plates 12a and 12b to rotate in the direction opposite to the rotation of the output shaft 2.

  The inner pin 16 inserted through the through hole 17a comes into contact with the inner wall surface of the through hole 17a as the curved plates 12a and 12b rotate. At this time, since the inner diameter dimension of the through hole 17a is set larger than the outer diameter dimension of the inner pin 16, the inner pin 16 and the inner wall surface of the through hole 17a are in contact with each other while repeating a contact state and a non-contact state. Exercise. Thereby, the revolution movement of the curved plates 12 a and 12 b is not transmitted to the inner pin 16, and only the rotational motion of the curved plates 12 a and 12 b is transmitted to the wheel hub bearing portion C via the output member 15.

  At this time, since the rotation of the output shaft 2 is decelerated by the deceleration unit B and transmitted to the wheel 33a, even when the low torque, high rotation type motor unit A is employed, the necessary torque is transmitted to the wheel 33a. Is possible.

Note that the reduction ratio of the speed reduction unit B having the above configuration is calculated as (Z _A −Z _B ) / Z _B where Z _{A is} the number of outer pins 14 and Z _B is the number of waveforms of the curved plates 12a and 12b. The In the embodiment shown in FIG. 2, since Z _A = 12 and Z _B = 11, the reduction ratio is 1/11, and a very large reduction ratio can be obtained.

  As described above, by adopting the speed reducing unit B that can obtain a large speed reduction ratio without using a multistage configuration, a compact and high speed reduction ratio driving apparatus can be obtained. Further, the contact resistance is reduced by providing the needle roller bearings 14a and 16a at the positions where the outer pins 14 and the inner pins 16 come into contact with the curved plates 12a and 12b, so that the transmission efficiency of the speed reducing portion B is improved. .

  In the above description of the operation, power is supplied to the motor unit A to drive the motor unit A, and the power from the motor unit A is transmitted to the wheels 33a. On the contrary, the vehicle decelerates. When going down or down a hill, the power from the wheel 33a may be converted into high-rotation low-torque rotation by the speed reduction part B and transmitted to the motor part A, and the motor part A may generate power. Furthermore, the electric power generated here may be stored in a battery and used later for driving the motor unit A or for operating other electric devices provided in the vehicle.

  By the way, the outer diameter of the inner pin 16 is smaller than the inner diameter of the through hole 17a, and the inner pin 16 and the inner peripheral surface of the through hole 17a rotate while repeating a contact state and a non-contact state. From the viewpoint of smoothly transmitting the rotation to the drive wheel 34, it is desirable to provide a plurality of inner pins 16.

  By adopting the drive device according to the above-described embodiment for the railway vehicle 31, it is possible to obtain torque necessary for the operation of the railway vehicle 31 and to secure a wide cabin space.

  In the above-described embodiment, two curved plates 12a and 12b of the deceleration unit B are provided with 180 ° phase shifts. However, the number of the curved plates can be arbitrarily set, for example, three curved plates are provided. In such a case, it is preferable to change the 120 ° phase.

  Moreover, although the motion conversion mechanism in said embodiment showed the example comprised by the inner pin 16 fixed to the wheel 33a and the through-hole 17a provided in the curve boards 12a and 12b, it is restricted to this. The rotation of the speed reduction unit B can be arbitrarily configured to be transmitted to the wheel 33a. For example, it may be a motion conversion mechanism composed of an inner pin fixed to a curved plate and a recess larger by a predetermined amount than the outer diameter of the inner pin formed on the wheel.

  Moreover, in said embodiment, the example which used the needle roller bearings 14a and 16a as the bearing provided in the outer pin 14 and the inner pin 16 from a viewpoint of making the thickness dimension of radial direction small was shown. Moreover, the example which employ | adopted the deep groove ball bearing as the rolling bearing 13 which supports curve board 12a, 12b rotatably with respect to eccentric part 2a, 2b was shown. However, without being limited thereto, for example, a cylindrical roller bearing, a tapered roller bearing, an angular ball bearing, a four-point contact ball bearing, a self-aligning roller bearing, or the like, regardless of whether the rolling element is a roller or a ball, Any rolling bearing can be applied.

  Further, the needle roller bearings 14a and 16a provided on the outer pin 14 and the inner pin 16 are double row needle roller bearings in which needle rollers are arranged in a double row, and contact with the two curved plates 12a and 12b. Although the example arranged across the contact portion is shown, the present invention is not limited to this, and the single-row needle roller bearings 14a and 16a may be disposed at the contact portions of the curved plates 12a and 12b.

  In the above-described embodiments, the electric motor is provided with an axial gap between the stator and the rotor. However, the electric motor may be of any type such as a radial gap provided between the stator and the rotor. Can be adopted. Furthermore, the wheel hub is not limited to that of the embodiment, and any type of hub may be employed.

  Furthermore, although the example of the output shaft 2 was shown as an output member which transmits rotation of the motor part A to the deceleration part B in embodiment mentioned above, it can be set as arbitrary shapes, without restricting to this. For example, it may be a flange-shaped output member in which the output shaft and the rotor are integrated.

  As mentioned above, although embodiment of this invention was described with reference to drawings, this invention is not limited to the thing of embodiment shown in figure. Various modifications and variations can be made to the illustrated embodiment within the same range or equivalent range as the present invention.

It is a figure which shows the drive device which concerns on one Embodiment of this invention. It is sectional drawing in II-II of FIG. It is a figure which shows the further preferable embodiment of the drive device shown in FIG. 1 is a schematic view of a wheel drive structure for a railway vehicle according to an embodiment of the present invention.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 Casing, 2 Output shaft, 2a, 2b Eccentric part, 3 Stator, 4 Rotor, 5, 6 Bearing, 12a, 12b Curved plate, 13 Rolling bearing, 13a Inner ring, 13b Outer ring, 13c Ball, 14 Outer pin, 14a, 16a Needle roller bearing, 16 inner pin, 16b retaining portion, 17a, 17b through hole, 18 counterweight, 20, 21 sealing member, 31 railcar, 32 bogie frame, 33a, 33b wheel, 34a, 34b drive device.

Claims (2)

Two or more wheels attached to the railway vehicle and independently driven to rotate;
A driving device that is provided on each of the wheels and transmits driving force;
The driving device includes:
A motor unit that rotationally drives a motor side rotating member having an eccentric part;
A deceleration part that decelerates the rotation of the motor-side rotation member and transmits it to the wheel;
The deceleration part is
A revolving member that is rotatably held by the eccentric part and performs a revolving motion around its rotation axis as the motor side rotation member rotates;
An outer peripheral engagement member that engages with an outer peripheral portion of the revolution member and causes the revolution member to rotate.
A wheel drive structure for a railway vehicle, comprising: a motion conversion mechanism that converts a rotational motion of the revolution member into a rotational motion centered on a rotational axis of the motor-side rotating member and transmits the rotational motion to the wheel. The drive device is housed in a casing and fixed to the railway vehicle,
The wheel drive structure for a railway vehicle according to claim 1, wherein the wheel is rotatably held by the casing.

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