JP3530003B2 - Outer rotor motor and outer rotor motor steering bogie - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention is used, for example, in railway vehicles running on tracks with various curve radii, and can freely and smoothly run even on small curve rails within the range of slack provided on ordinary routes. Outer rotor motor and an outer rotor motor steering cart using the outer rotor motor.

[0002]

2. Description of the Related Art Conventional railway vehicles are required to travel on curved rails in addition to traveling on straight rails. In this case, it has been desired to develop railway vehicles that can smoothly pass through curved rails.

As a railway vehicle satisfying such a demand, there is a marine container carrier vehicle as a test vehicle which the present inventor has experienced. This marine container carrier is a system that automatically operates a vehicle that specializes in landing a marine container transported by ship at a port.

However, this system uses a crane to hang up a container that is packed up to the front and rear ends on a ship and lowers it to a ground vehicle. To prepare, it could be estimated that a ground vehicle could pass a curved rail with a radius of 18 m, for example. In this case, we designed a transport vehicle with iron wheels and rails, but it became a big issue whether this transport vehicle could pass a curve without derailing, and we examined what kind of traveling device we should use. .

As one of the problems, it is argued that the wheel can pass on the curved rail without any problem. If the wheel base of the truck is made as small as possible and the wheel diameter is kept below a certain value, two-point contact with the wheel will occur. It has been clarified that it is possible to prevent abnormal wear of the wheels, and it is possible to pass the curved rail without derailing somehow.

However, at this time, a considerable lateral pressure is unavoidable, and it is predicted that the wear of the wheel flanges will inevitably be more severe than in a normal vehicle.

[0007] At this point, studies on steering carts, which have hardly been discussed in the world, were also advanced, and the structure for directing the extension of the center line of the axle to the center of the curved rail could be devised relatively easily. However, if the wheel diameter is made to be proportional to the inner and outer gauge radii of the curved rails based on the idea of general slack, the slope of the wheel tread is 1/3.
It is estimated that it will be a value that is almost impossible to achieve, so we abandoned making the tread surface of the wheel 1/3, and aimed the extension of the center line of the axle to the center of the curve and let the test car run. I tried, but the lateral pressure of the wheel dropped only within the margin of error.

[0008] After that, when the steering trolley generally became popular, the steering trolley was a two-axis serpentine type steering trolley in which front and rear shafts were simply connected so that the heads swinged in opposite directions, and only one shaft was free. 1 axis snake action type to make it swing to the front, forced steering type to detect the swinging angle of the bogie and control the swinging angle of the front and rear axes, and change the left and right axle box spacing by excessive centrifugal force, resulting in A large number of shapes have been prototyped and put into practical use, such as a type that changes the swing angle of the front and rear axes of the bogie and a compromise between the two types.

However, since the left and right wheels of these bogies are fixedly connected, there is a limit to the curve radius that can be passed by the curved rail, no matter how the tread shape of the wheels is changed.

As a method for solving this problem, in order to allow a company that introduced the technology of UTDC in Canada to use it as new traffic, a curve rail with a radius of 30 m was tried to run on it. Slack is set to be much larger than the normal value, and a very wide wheel that is not normally used on ordinary wheels is adopted, resulting in a wheel diameter that is proportional to the radius of the outer and inner rails of the curve. There are examples of such ingenuity.

In any case, even with a curved rail having a radius of 30 m, the structure of the bogie is considerably unreasonable, and it is thought that it is impossible to make an object which can be reasonably passed while the bogie is running with a curving radius smaller than this. Has been.

On the other hand, if the left and right wheels of the dolly are independent wheels that can freely rotate, the snake action as the dolly does not occur, so it was considered to use the independent wheels. In this case, the wheels are used. It has been confirmed that the vehicle loses the function of running in the center of the track due to the effect of the wheel tread, and it runs to the left or right due to a slight difference in the accuracy of the bogie structure. It was presumed that it would happen, and only the test was conducted, but it was not practical.

From this fact, the problem of the traveling of the curved rail to some extent is being solved by the development of the structure of the steering trolley, but in order to travel on the more steep curved rail, or the tread of the wheel is manufactured first. There are still a lot of unsolved problems for stable driving when the vehicle is significantly out of shape, and we are expecting to continue the study from now on.

[0014]

The use of outer rotor motors as motors for driving the wheels has already begun to be considered, and the use of steering carts is also known. But just by using the outer rotor motor,
It has already been shown in many achievements that it is not possible to smoothly travel along a curved line only by using a steering cart. Here, if we focus on the theme of how to combine the outer rotor motor and the steering trolley to fully demonstrate its function,
It turns out that there are various restrictions. By clarifying this constraint, it becomes clear that the steering cart with an outer rotor motor must be configured in this way, but without clarifying such a thing, the outer rotor motor is , I can't take a step away from just talking about a steering trolley.

As described above, a combination of the unique wheel structure of the outer rotor motor and the structure unique to the steering carriage is used to draw one image, and at the same time, how to combine these two controls is a problem. It emerges as a point. In other words, it is stored in the memory that the controller has at what position on the route and to what degree the curve enters, and the left and right rotation speed instructions of the outer rotor motor and the rotation of the bogie with respect to the body Even if it takes an angle, this is a means to detect the information necessary for the left and right rotation speed instructions of the outer rotor motor, and how to combine these two information to control this dolly It is a very important control method determining means.

However, the road surface of the wheels is provided with a slight gradient in order to stabilize the vehicle when the vehicle runs,
If this gradient is 0, the wheel will lean toward one of the rails, and the wheel flange will always run while rubbing, and there is a danger that the wheel flange will soon wear away. .

This means that if the vehicle has an appropriate gradient, the vehicle can smoothly pass through the curved rail without changing the rotational speed of the left and right outer rotor motors by the combination of this and the steering vehicle structure. Is coming. From this fact, how to select the slope of the tread surface of the wheel has a great influence on the rotation speed control of the left and right motors of the outer rotor motor.

In addition to this, in the case of the outer rotor motor, the motor cannot be rotated unless the portion corresponding to the axle is properly fixed. However, in the case of a steering trolley, the portion corresponding to the outermost axle box must be movable in the front-back direction specific to the steering trolley, so it cannot be easily fixed in the rotational direction.

Unless these two problems are solved, a steering carriage with an outer rotor motor cannot be constructed.

As one of the solutions to this problem, if the shaft boxes arranged outside the left and right outer rotor motors can be constrained in the rotational direction without impairing the function of the shaft spring, the outer rotor motor Since the fixed shaft can be restrained well, a very convenient steering truck can be constructed by combining the outer rotor motor and the steering truck.

Here, it is already practiced to store the curved shape of the traveling route in the memory of the controller of the vehicle and control the rotational speeds of the left and right outer rotor motors according to the stored contents. Can be easily guessed from.

However, there is no method other than to judge the position on the route currently running by integrating from the signal from the ground and the rotation speed of the wheels. However, the cumulative estimated position based on the rotation speed of the wheel causes a slight error due to the management of the wheel diameter and the accuracy of the rotation speed integrating device. There are also cases where the route should be straight in the plan, but it may be subtly crazy. in this case,
The rotation angle of the dolly with respect to the vehicle body accurately detects the presence of the curved rail. However, when passing a steep curved rail, even if the front bogie enters the curved rail, the rear bogie remains on the straight rail, and the rotation angle of the bogie with respect to the car body does not always show the correct route curvature. Don't Therefore, it is understood that accurate control of the steering carriage using the outer rotor motor cannot be configured unless both the stored curved shape of the controller of the vehicle and the rotation angle of the vehicle body of the carriage are used.

It is desired that the memory of the delicate controller and the method of controlling the rotation angle of the carriage with respect to the vehicle body are put together to configure the vehicle.

Besides, how to construct the mechanism for receiving the rotational force of the outer rotor motor and the mechanism for receiving the traction force at the same time can construct the steering carriage extremely reasonably, so that the left and right wheels can be constructed. By combining the control of the rotation speed and the control of the direction of the wheels, it becomes possible to smoothly run on the curved rail, which is the most problematic issue of a railway vehicle.

Therefore, according to the present invention, it is possible to freely and smoothly run even a considerably small curved rail within the range of slack provided on a normal rail, and to enter a railroad which is not stored in the memory of the controller. An object of the present invention is to provide an outer rotor motor and an outer rotor motor steering cart that can reliably detect a slight difference in the distance integration function.

[0026]

In order to achieve the above-mentioned object, the invention according to claim 1 is mounted on each of first and second fixed shafts fixedly supported by a support frame so as to be spaced apart from each other. First and second outer rotor motor stators,
Wherein the driven member which is rotatably supported to the respective end sides of both the fixed shaft, one end side to the each driven body is supported, the other
First and second outer rotor motor rotor end side is supported via a bearing mounted to the respective fixed shaft, the two
Anti-rotation collars fixed to both ends of the fixed shaft,
One end is connected to each of the rotation stopping collars, and the other end is connected to a pair of steering mechanisms provided in the support frame, and a force is transmitted in a rotation direction of the driven body and a direction perpendicular to the rotation direction. possible a, detent arm for transmitting the same time to transmit directly to the support underframe in the longitudinal direction forces such as traction and braking force each rotor occurs, the reaction force said supporting base frame of the rotational force by the pulling force And an outer rotor motor.

According to the invention corresponding to claim 1, for example, the shaft box disposed outside the left and right outer rotor motors can be restrained in the rotation direction without impairing the function of the shaft spring. Since the fixed shaft of the outer rotor motor can be restrained well, an outer rotor motor convenient for combination with, for example, a steering cart can be obtained.

In order to achieve the above-mentioned object, the invention according to claim 2 is a vehicle in which left and right independent rotatably supported on both end sides of first and second axles fixed to a bogie underframe. A wheel, first and second outer rotor motor stators that are separately mounted on both axles , and one end of the wheel is supported by the wheel.
And the other end is supported via a bearing mounted on the axle.
The accepted first and second outer rotor motor rotors,
First and second rotations fixed to both ends of the both axles, respectively.
One end is connected to the stop collar and each of the rotation stop collars,
The other end is fixed to a pair of steering mechanisms on the bogie frame.
The force can be transmitted in the rotation direction of each wheel and in the direction perpendicular to this rotation direction, and the front-back direction force such as the traction force or the braking force generated by each rotor is directly applied to the bogie frame. At the same time as the transmission, the reaction force of the rotational force due to this traction force is also transmitted to the support frame, and the first and second rotation stopping arms are provided.
An outer rotor motor steering trolley characterized by being provided .

According to the second aspect of the invention, the longitudinal force such as the traction force and the braking force generated by the rotor of the outer rotor motor is directly transmitted to the bogie frame, and at the same time, the reaction force of the rotational force due to the traction force is also transmitted. Can be transmitted to the bogie frame.

In order to achieve the above object, the invention corresponding to claim 3 is as follows. Ie before
The steering mechanism is located near each of the detent arms and
Each is rotatably supported on the bogie frame, and each rotation stop is
4 steering triangular links connected to the other end of the female arm
And rotatably supported by the trolley frame, and the trolley
Connected to the steering body coupling link that is rotatably connected to the underframe
The first steering arm, the rotation stopping arm, and
One of the connecting portions with the steering triangular link and the first steering wheel
A second steering link having both ends connected to the arm,
Of the rudder triangular links, it operates according to the operation of each axle described above.
The steering link that connects the steering triangular links to each other, and
Of the rudder triangle links, the steering triangles located between the axles
It consists of a steering connection link that connects the links together.
The outer rotor motor steering cart according to claim 2, wherein

[0031] To achieve the aforementioned object, the present invention corresponding to claim 4, arranged rubber bushings or spherical bushing the detent collar at a position spaced vertically to the vehicle shaft ends
And a said rotation stopper arm and an outer rotor motor steering bogie according to claim 2, wherein the characterized in that to place the rubber <br/> Mubusshu or spherical bushing in a connecting part between the bogie underframe.

In order to achieve the above-mentioned object, the invention according to claim 5 relates to a radial direction and an axial direction such as a rubber bush or a spherical bush at a coupling portion of the rotation stopping arm with the bogie underframe at the axle end. The outer rotor motor steering trolley according to claim 2, wherein said outer rotor motor steering trolley is constituted by a coupling structure that is sufficiently rigid and allows the rotational direction of the shaft and the twisting force to some extent.

To achieve the above object, in the invention according to claim 6, only one of the four rubber bushes provided on each of the rotation stopping collars is a special rubber bush, and the rigidity of the special rubber bush is , Orthogonal to the axle
The rigidity in the front-rear direction is configured to be significantly smaller than the rigidity in the up-down direction orthogonal to the axle.
Keeping the wheel weight loss of the wheels on one axle within a certain range
The outer rotor motor steering cart according to claim 4, wherein the outer rotor motor steering cart is housed.

In order to achieve the above object, the invention corresponding to claim 7 is such that the rotation stopping arm includes the first and second rotation stopping arms.
If it is installed near one of the axles of
Rudder mechanism fixed near the detent arm and on the wheels
Near the end of the axle that is
Each is rotatably supported and the other end of the rotation stopping arm
Section and four steering triangular rings connected to the end of the axle.
And rotatably supported by the bogie frame, and
It is connected to the steering body coupling link that is rotatably connected to the underframe.
A first steering arm connected to the rotation stopping arm and the front
One of the connecting parts with the steering triangular link and the first steering
A second steering link having both ends connected to the arm;
Operates by the operation of each axle among the steering triangle links
A connecting link for connecting the steering triangular links to each other,
Of the steering triangle links, the steering three located between the axles
It consisted of a steering connection link that connects the corner links.
The outer rotor motor according to claim 2, wherein
It is a steering cart.

[0035]

[0036]

[0037]

According to the invention described in any one of claims 2 to 7, the mechanism for transmitting the traction force and the braking force generated by the mechanism for independently driving the left and right wheels by the outer rotor motor is provided at both ends of the wheel axle. The outer rotor motor fixing portion can be configured by arranging the outer rotor motor and the mechanism for receiving the rotational force at the same time.

In order to achieve the above-mentioned object, the invention according to claim 8 is such that two fixed shafts fixedly supported by a support frame are provided.
Two outer rings mounted separately from each other
The motor stator and each end of each of the fixed shafts.
And a rotatably supported driven body, and
One side is supported and the other side is supported by a bearing mounted on the fixed shaft.
And an outer rotor motor rotor supported by
Rotation stop members are fixed to both ends of each fixed shaft.
The outer diameter of the driven body at the tip of each rotation stopping member.
A connecting member for connecting the rotation stopping member is arranged on the outside,
The connecting member is connected to the supporting frame by a connecting mechanism,
Note Front-back force such as traction force and braking force generated by each rotor
Directly to the support frame,
The reaction force of the rotating force is also transmitted to the support frame.
And the outer rotor motor.

According to the invention corresponding to claim 8, for example, the shaft spring seats arranged outside the left and right outer rotor motors are made to have a certain degree of freedom in the rotation direction of the wheels, and the shaft springs have an unreasonable action. Since the fixed shaft can be restrained in the rotational direction while preventing the force from acting, an outer rotor motor convenient for combination with, for example, a steering cart can be obtained.

In order to achieve the above-mentioned object, the invention according to claim 9 has two axles fixed to a bogie underframe.
The wheels are rotatably supported independently of each other, and each wheel is
Due to the rotational force generated in the rotor of the outer rotor motor,
Both ends of each axle.
Secure the rotation stop arms to the
The rotation stopper arm is located outside the outer diameter of the wheel at the tip of the
A connecting member for connecting the frames is arranged, and the central portion of the connecting member is arranged.
The rotor is generated by connecting with the bogie frame by the connecting mechanism.
Forward and backward forces such as traction force and braking force are directly transmitted to the bogie frame.
As soon as it reaches, the time generated by this traction force and braking force
Configure the connection mechanism so that the rolling force can also be transmitted to the bogie underframe
Therefore, the rotation stop arm is connected by a plurality of connection mechanisms.
An arrangement characterized in that the space between the member and the bogie frame is restrained.
It is a trolley for the rotor motor.

In order to achieve the above object, the invention according to claim 10 is characterized in that a shaft spring is arranged in front of and behind a shaft spring seat.
The shaft spring seat is fixed on the axle so that the same load is applied to the shaft spring.
Allow a certain amount in the front-back direction for the fixed part
The outer ring according to claim 9, wherein the outer ring has a structure.
A data motor steering cart.

In order to achieve the above object, the invention according to claim 11 is characterized in that the shaft spring seat is slightly moved forward and backward with respect to the axle.
Buffer rubber between the shaft spring seat and the axle to allow displacement
The outerwear according to claim 10, characterized in that
It is a rotor motor steering cart.

According to the tenth and eleventh aspects of the invention, the rotation speed ratio of the left and right outer rotor motors is
If you store it in the curve memory and control it according to that memory, you can not only run the curve freely as a train, but also enter a route that is not in the curve memory, and there will be some difference in the distance integration function. In particular, since the difference can be reliably detected by monitoring the movement of the steering lever of the steering carriage, the outer rotor motor steering carriage with the backup mechanism can be constructed.

In order to achieve the above object, the invention according to claim 12 provides two fixed shafts fixedly supported by a supporting underframe.
Two outers mounted separately on each of the
The rotor motor stator and the end of each fixed shaft
Each driven body is rotatably supported, and this driven body
One side is supported and the other side is mounted on the fixed shaft.
Equipped with an outer rotor motor rotor supported through
A fixing member is attached to the fixed shaft on the opposite side of the rotor.
Fix and connect the fixing member and the support frame to the connecting mechanism
However, the rotation direction of the driven body should be perpendicular to this rotation direction.
Connected by a connecting mechanism that can transmit force in the front-back direction,
The longitudinal force such as traction force and braking force generated by each rotor
Directly transmitted to the support underframe, and by this traction force
The reaction force of the rotational force is also transmitted to the support frame.
It is an outer rotor motor.

According to the twelfth aspect of the present invention, for example, the shaft box disposed outside the left and right outer rotor motors can be restrained in the rotational direction without impairing the function of the shaft spring. Since the fixed shaft of the outer rotor motor can be restrained well, an outer rotor motor convenient for combination with, for example, a steering cart can be obtained.

In order to achieve the above object, the invention according to claim 13 is the one of two axles fixed to a bogie underframe.
The wheels are rotatably supported independently of each other, and each wheel is supported.
The rotational force generated in the rotor of the outer rotor motor is
The outer left and right outer
-Link the rotation stop arm fixed between rotor motors
The rotor is connected to the bogie frame by a connecting mechanism such as
Front and rear forces such as generated traction force and braking force are applied to the bogie frame
Generated by this traction force and braking force while transmitting directly
A connecting mechanism is constructed so that the rotating force can be transmitted to the bogie frame.
The outer rotor motor is
The rotation stopping arm from the
It is an outer rotor motor steering cart.

In order to achieve the above object, the invention according to claim 14 provides a plurality of connecting mechanisms arranged in the center of the axle.
Are almost parallel and are made up of anchor links of almost the same length.
The outer structure according to claim 9 or 13, characterized in that
It is a turret motor steering cart.

In order to achieve the above-mentioned object, the invention according to claim 15 provides a plurality of connecting mechanisms arranged in the center of the axle.
One is composed of almost horizontal anchor links and the other is
Carlinks prevent the axles from spinning
Vertical or inclined at a distance from the axle center,
Mainly composed of links that can be displaced in the lateral direction
14. The method according to claim 2, 9, or 13, characterized in that
It is an outer rotor motor steering cart.

In order to achieve the above object, the invention according to claim 16 provides an axle of a connecting mechanism arranged at the center of the axle.
Fixing the fixing plate to the flange attached to the axle, and
A thin plate is used between the left and right outer rotor motor structures.
The outer rotor motor according to claim 13, characterized in that
It is a steering wheel truck.

In order to achieve the above-mentioned object, the invention according to claim 17 provides an outer structure of a connecting mechanism arranged at the center of the axle.
The rotor rotor fixed link has rubber bushes on both ends.
Or a spherical bush, etc. to form a horizontal plane centered on the center of the axle.
A swinging function is provided in the interior of the housing.
13. The outer rotor motor steering cart according to any one of 13 above.
Is.

According to the invention described in any one of claims 13 to 17 , a mechanism for transmitting a traction force or a braking force generated by a mechanism for independently driving the left and right wheels by the outer rotor motor is arranged at both ends of the wheel axle. However, by arranging a mechanism that also receives the rotational force at the same time, the fixed portion of the outer rotor motor can be configured.

In order to achieve the above-mentioned object, the invention according to claim 18 is such that two fixed shafts fixedly supported by a supporting underframe.
Two outers mounted separately on each of the
The rotor motor stator and the end of each fixed shaft
Each driven body is rotatably supported, and this driven body
One side is supported and the other side is mounted on the fixed shaft.
Equipped with an outer rotor motor rotor supported through
The swing angle of the fixed shaft can be controlled on the support frame.
A pair of steering mechanisms are fixed, the steering mechanisms and the rotors are fixed.
Between the rotation direction of the driven body and the rotation direction
Connected by a connecting mechanism that can transmit force in the right-and-left direction at right angles
The traction force and braking force generated by each rotor are stopped by the rotation.
The arm and the extension of its center line is the center of the fixed shaft
Anchors placed to intersect the front and rear
At the same time as transmitting the direct force to the support frame,
The reaction force of the rotational force due to the force is also transmitted to the support frame.
It is a characteristic outer rotor motor.

In order to achieve the above object, the invention corresponding to claim 19 is that of two axles fixed to a bogie underframe.
The wheels are rotatably supported independently of each other, and each wheel is supported.
The rotational force generated in the rotor of the outer rotor motor is
Both ends of each axle.
Secure the rotation stop arms to the
Centers of multiple anchors by connecting the frames with a connecting member
Make sure that each line is aligned so that the line extensions intersect near the center of the axle.
Fix one end of each carriage to the bogie frame,
The other end of the anchor
It is built into the underframe and supports the bogie in the front-back and up-down directions.
The bogie undercarriage to be held and the steering mechanism restrained,
By connecting with a connecting mechanism that can transmit the force in the rotation direction,
The longitudinal force such as traction force and braking force generated by the rotor is
This traction force is transmitted at the same time as it is directly transmitted to the bogie underframe.
The reaction force of the rotating force is also transmitted to the bogie frame.
It is an outer rotor motor steering cart.

In order to achieve the above object, the invention corresponding to claim 20 is configured as follows. That is, the anchor has a degree of freedom in the swinging direction, and
Rubber bush or cylindrical bush at the end
In addition, at the end of the anchor that also has the freedom in the vertical direction
Spherical joint with metal spherical bush or rubber bush
Centered around the center of the axle, which is composed of those that have a function
The invention is characterized in that the head can be swung in a horizontal plane.
The outer rotor motor steering cart according to item 19.

[0056]

In order to achieve the above object, the invention according to claim 21 is characterized in that a shaft spring is arranged in front of and behind a shaft spring seat, and
The shaft spring seat secures the axle so that an equal load is applied.
Allow the part up and down within a predetermined range
20. The outer rotor according to claim 19, wherein
It is a motor steering cart.

In order to achieve the above-mentioned object, the invention according to claim 22 is such that a curve memory is provided in advance for each slope of the wheel tread.
To the curve radius of the curved rail and the
It was set stepwise for each range of the radius of the curved rail
Left and right outer rotor motor rotor considering slack
The rotation speed ratio of is stored in memory and actually run on a curved rail.
Based on the contents stored in the curve memory when
Select the rotation speed ratio of the left and right outer rotor motor rotors.
20. The method according to claim 2, 9, 13, or 19, characterized in that
It is an outer rotor motor steering cart.

In order to achieve the above object, the invention according to claim 23 is based on a relative swing rotation angle between a vehicle body and a bogie.
Combined with a means to control the swing angle of the front and rear wheel axles.
23. The dolly used is set as in claim 22.
It is an outer rotor motor steering cart.

In order to achieve the above object, the invention according to claim 24 is a vehicle for controlling the direction of a wheel axle of the steering cart.
Neck of the front and rear wheel axles depending on the relative swing rotation angle of the body and the bogie
A mechanism for controlling the swing angle is installed on only one side of the bogie.
23. The outer rotor motor according to claim 22, wherein
It is a steering cart

In order to achieve the above object, the invention according to claim 25 provides a relative swing angle between the vehicle body and the bogie.
Steering Car body linkage link
A displacement detector for detecting the movement angle is provided, and the displacement detector
Wheel treads are stored in advance in the curve memory and the detected values detected by
Enter the curve radius of the curve rail for each slope of
When the radius of the curved rail is
Considering the specified slack, the left and right outer rotor motors
The rotation speed ratio of the rotor is stored in the curve memory.
The curve data stored in the
The detected values are constantly compared, and the comparison result is within a certain range.
If it fits, use the curve data of the memory,
The detected value detected by the displacement detector is the direction of the curve.
Entering a curved rail that is not in the curve memory
When it is detected that it is detected by the displacement detector
23. The detected value is used preferentially.
It is the outer rotor motor steering cart described.

According to the eighteenth to twenty-first aspects of the invention, the rotation stopping arm and the rotation stopping pipe for transmitting the traction force and the braking force generated by the mechanism for independently driving the left and right wheels by the outer rotor motor are provided. In addition, the steering pipe that controls the swinging angle of the front and rear wheel axles by incorporating the arm that intersects the center line extension of the rotation stop pipe at the center of the wheel axle is installed. By changing the number of rotations of the outer rotor motor and providing an appropriate slope to the tread surface of the wheel, it is possible to run freely and smoothly even on a fairly small curve within the range of slack provided on a normal route. You can

Moreover, if the rotation speed ratios of the left and right outer rotor motors are stored in the integrated controller of the train as a memory and controlled according to the memory, the curve can be freely traveled as a train, but the routes that are not in the memory can be run. If the movement of the steering lever of the steering trolley is monitored, it is possible to detect the difference even if the vehicle enters or makes a slight difference in the distance integration function.Therefore, construct a steering trolley mechanism with a backup mechanism. You can

According to the invention described in any one of claims 23 and 24 , a steering mechanism is incorporated in the bogie, and the rotation speed ratio of the left and right outer rotor motors is changed so that an appropriate slope is given to the treads of the wheels. If you do this, you can freely and smoothly drive even a fairly small curve within the range of slack provided on a normal route.

[0065]

In order to achieve the above object, the invention according to claim 26 provides a steering mechanism or a steering mechanism at both ends or the center of the axle.
Is equipped with a restraint mechanism in the front-rear direction to transmit the front-rear force of the wheels.
However, do not combine the axle box with the bogie frame in the front-back direction.
If the shaft spring that receives the vehicle body load has an appropriate vertical
It is a constant, a spring constant that is hard to the left and right,
The shaft box is configured as a spring constant that is fairly soft in the direction
Has a stopper to prevent abnormal displacement.
The outer rotor motor steering wheel according to claim 22,
It's a car.

According to the invention described in any one of claims 29 and 30, if the rotation speed ratios of the left and right outer rotor motors are stored in the curve memory and controlled according to the memory, the curve as a train can be obtained. Not only can you drive freely, but you can also reliably detect this difference by monitoring the movement of the steering lever of the steering carriage, such as entering a route that is not in the curve memory and making a slight difference in the distance integration function. Therefore, the outer rotor motor steering cart with the backup mechanism can be configured.

[0068]

BEST MODE FOR CARRYING OUT THE INVENTION <First Embodiment> [Structure] FIG. 1 is a sectional view showing an embodiment of an outer rotor motor mechanism of the present invention. The wheel 1 is rotatably attached to an axle 6 by a wheel bearing 4. One end of the outer rotor motor rotor 2 is assembled with the wheel 1 at a position shown in the outer rotor motor assembling portion 7, and the other end is supported by the outer rotor motor bearing 5 to form a so-called one bearing system structure. ing.

The axle 6 does not rotate and supports the weight of the vehicle, unlike the axles found in ordinary railway vehicles. Axle 6
Has an anti-rotation collar 12 at its shaft end, and this anti-rotation collar 12 is fixed in the rotational direction by an arm restrained from the bogie underframe 26 of FIG.

A permanent magnet 15 is attached to the outer rotor motor rotor 2 and is driven by the magnetic poles formed by the stator windings 16 of the outer rotor motor stator 3 to operate as a synchronous motor. The resolver 8 detects the rotational speed and the phase for controlling the rotational speed of the synchronous motor.

In this embodiment, an example in which a hollow air cooling duct 9 having a hollow central portion of the axle 6 is provided, the cooling air from the air outlet 17 is sent into the motor, and the cooling air is discharged from the cooling air outlet 13 Although shown, other cooling methods can be used.

Although the inner expansion drum brakes 10 are used as the brakes for the left and right wheels 1, respectively, other brake systems may be used. This inner expansion type drum brake 10 can be fixed with the same bolts as the outer rotor motor assembly portion 7, and this outer rotor motor has a wheel diameter reduced in order to reduce the weight as a whole. Has a smaller diameter and cannot secure sufficient capacity,
The internal expansion type drum brake 10 which has a lot of track records in automobiles is adopted, and the internal expansion type brake shoe 11 is supported by the flange extending from the bearing equivalent portion 14.

The left and right bearing-corresponding portions 14 do not have to be ordinary bearings, but may be connected to the shaft spring 27 of the bogie shown in FIG. 3 with a fixed structure. Therefore, the shaft spring seat 19 is simply fitted to the shaft end. Good. In this case, the shaft end nut 18 may be screwed into both ends of the axle 6, and the rotation stopper flange 12 may be fixed.

The shaft end of the axle 6 is constrained in the rotational direction,
Since a simple vertical movement is not performed, the shaft spring seat 19 is provided in order to allow the shaft spring 27 of FIG.
The cushioning rubber 20 is inserted between the bearing 14 and the bearing-corresponding portion 14 so that the shaft spring 27 can bear the load evenly.

The horn stay 21 is for preventing the shaft spring seat 19 from being deformed because the shaft spring seat 19 has an inverted U shape and the shaft spring seat 19 is easily deformed.

The tips of two bolts 23 are respectively screwed into the rotation stop collar 12, the rubber bush 22 is attached to the bolts 23, and the rotation stop arm 24 is connected to the rotation stop collar 12.

Next, FIG. 2 will be described. This figure corresponds to a side view of the axle end portion of the axle 6, and is restrained in the rotational direction and does not perform a simple vertical movement. Therefore, the bolts 23 are arranged above and below the rotation stop collar 12 so as to be spaced apart from each other. A rubber bush 22 arranged to fit the bolt 23 and a rotation stopping arm 24 coupled to the rubber bush 22 are arranged, and a rubber bush 25 is arranged at the tip of the rotation stopping arm 24.

The rubber bushes 22 and 25 are constructed not only to receive a force in the radial direction but also to be able to be displaced within a certain range by receiving a twisting force. It is structured so that no wear occurs without an agent. The rubber bushes 22 and 25 include, for example, a ball receiving seat,
In a spherical bush made of a substantially spherical metal movable body, an annular rubber body is arranged between the movable body and the ball receiving seat.

The anti-rotation arm 24 can receive the reaction force due to the longitudinal force and the rotational force generated when the wheel 1 is driven or the braking force is applied, and the rubber bush 25 is moved when the axle 6 moves up and down. Swing around. Further, since the lateral movement of the axle 6 can be allowed even when the lateral movement is small, a problem in the construction of the bogie can be solved.

Next, referring to FIG. 3, FIG. 4 and FIG.
A steering bogie structure using an outer rotor motor of, for example, a bolsterless bogie will be described.

FIG. 3 is a side view of the steering cart using the outer rotor motor. In FIG. 3, the letters A and B at the end of the reference numerals correspond to different axles, 1A and 1
B is a wheel, and 24A and 24B are rotation stopping arms.

The bogie underframe 26 is held by the shaft spring seat 19 of FIG. 1 on the bearing-corresponding portion 14 via the cushioning rubber 20, and the shaft springs 27 are arranged in front of and behind the shaft spring seat 19 to reduce the weight of the vehicle body. It acts on the axle 6 of the rotor motor.

As the shaft spring 27, a spring constant having the following spring constant is used. That is, the spring constant in the vertical direction is the softness necessary for the bogie, and the spring constant in the horizontal direction is an appropriate value so that it stays within a certain displacement even when subjected to lateral forces such as track irregularity and excess centrifugal force applied to the vehicle. Has hardness,
The spring constants in the front-rear direction are composed of special rubber springs having different spring constants in three directions, such as a considerably soft spring which allows the front-rear direction displacement due to the swing required by the curve as a steering cart.

The shaft spring seat 19 serves as the rotation stop collar 12 of FIG.
Since it cannot be inserted from the shaft end because it is arranged, the structure has an inverted U shape, and the bending force that makes the center convex due to the force acting on the shaft spring 27 acts. Horn stay 2 to maintain the strength corresponding to
It has 1

A shaft box stopper 35 is attached on the shaft spring seat 19, and is fitted with a shaft box stopper claw 36 protruding from the bogie frame 26 to lift the bogie frame 26 or derail. It has a function of preventing the bogie frame 26 and the wheel axle 1 from being separated from each other in an unfavorable state.

FIG. 3 shows a bolsterless truck, and for this reason, a large displacement type air spring is used as the pillow spring 28. The mandrel 29 is provided at the center of the carriage, and the lower end of the mandrel 29 is connected to the carriage center beam 42 via a mandrel link 30.

The rotation stopping arms 24A and 24B fixed to both ends of the front and rear axles 6 are connected to the steering triangular links 31 and 32 held by the steering triangular link receivers 34 projecting from the bogie frame 26, and are joined to the outer. The reaction force and the traction force of the rotor motor rotor 2 are transmitted to the bogie frame 26. The details of the structure of these steering triangular links 31, 32 are shown in FIG.

FIG. 4 is a view of the center of the bogie viewed from a cross section between the shaft spring 27 and the bogie midbeam 42 of the bogie of FIG.
As shown in FIG. 5, the bogie frame 26 is configured such that two bogie side beams 43 and two bogie midbeams 42 intersect each other, and a center plate 29 is provided at the center of each bogie midbeam 42. It is inserted and supported, and the mandrel link 30 is connected to the mandrel 29.

Steering triangular link receivers 34 are arranged and fixed respectively on the lower left and right sides of the bogie center beam 42. Brackets 44 are fixed to the steering triangular link receivers 34, and the pins 45 and the steering triangles are fixed to both brackets 44. The steering triangular links 31, 32 are rotatably fixed by a link fulcrum 33. In this case, the pins 45 support the steering triangular links 31 and 32 at positions vertically separated from each other, and the upper and lower surfaces of the bracket 44 withstand the acting force acting on the steering triangular links 31 and 32.

One end of the steering arm 38 is rotatably supported around the steering arm fulcrum 40, and the other end of the steering arm 38 is provided with a steering body coupling link 37 arranged outside the bogie underframe 26. One end is rotatably connected, and the other end of the steering vehicle body coupling link 37 is rotatably connected to the bogie frame 26.

One end of the steering link 39 is rotatably connected to one end of the steering arm 38, and the other end of the steering link 39 is different from the above-described axle 6 in, for example, a front axle in the vehicle traveling direction. The rubber bush side of the rotation stop arm 24A fixed via the rotation stop collar is rotatably connected. As a result, when the bogie swings by the curved rail, the radius of the curve can be determined from the swinging angle of the bogie, and an appropriate displacement in the front-rear direction of the axle box can be given.

Next, referring to FIG. 5 (top view of the bogie), the bogie underframe 26 of FIG. 3 has two bogie side beams 43 and 2.
It is composed of a bogie middle beam 42 of a book, and this bogie middle beam 42
Are connected by a mid-beam connecting member 46 connecting the two. In addition, bogie middle beam 4
3 penetrates the bogie frame 26 of FIG. 3 to form a bogie protruding portion 47 on the outside, and a pillow spring 28 is formed on the bogie protruding portion 47.

Left and right stoppers 48 are arranged on the center beam connecting member 46, and are configured so as not to contact with the side surface of the core plate 29 projecting from the floor of the vehicle body for excessive lateral displacement.

3, 4 and 5, the mechanism for feeding the cooling air of the outer rotor motor is not shown in the figures, but in the example of the outer rotor motor mechanism shown in FIG. Since the outer rotor motor cannot be cooled unless the cooling air is sent from the outside, it is necessary to attach a small blower to various boxes or connect an appropriate duct from the blower attached to the car body, but other than the method shown in Fig. 1. In the case where the outer rotor motor itself has a cooling capacity, there is no problem as shown in FIGS. 3, 4 and 5.

In FIG. 5, the steering wheel is required as a steering wheel while allowing the lateral displacement of the wheel shaft including the outer rotor motor while receiving the longitudinal and rotational forces generated by the link mechanism of the steering wheel and the outer rotor motor. All link mechanisms are built in, and it is configured as an outer rotor motor built-in steering cart.

FIG. 6 is a view showing the schematic arrangement of the steering mechanism incorporated in FIGS. 3, 4 and 5, in which the distance from the vehicle body center line 49 to the steering body joint link 37 is d, and the steering body joint link 37 is The distance to the steering arm fulcrum 40 is e, the distance from the steering arm fulcrum 40 to the steering link 39 is f, the mounting center interval of the steering links 39 or 24A, 24B of the axles 6A and 6B is 2a, and the bogie axle distance is 2l, Assuming that the distance between the cores 29 of the vehicle body (not shown) is 2L and the gauge is 2b, then e = f (dL / al), and each axle 6A when the vehicle completely rides on the circular curve,
It is known that the 6B centerline extension is centered on the curved rail. Since this is already known, its explanation is omitted here. The displacement detector 41 is used as a backup when passing through a curved rail.

This steering link 39 is used for the rotation stopping arm 24.
It is connected to the steering triangle link 32, and is further connected to the steering triangle link 31 on the opposite side via the connection link 50. The axle 6B having the wheel 1B at the shaft end has a steering mechanism similarly to the axle 6A having the wheel 1A at the shaft end, and the steering connection link 51 is disposed between the left and right steering triangular links 31. The front and rear axles can rotate in the opposite direction by the same amount and perform the functions of a steering cart. The steering triangular links 31 and 32 are configured to receive not only the longitudinal force obtained from the outer rotor motor rotor 2 but also the rotational force.

This steering mechanism is designed so that the direction of the extension line of the center lines of the axles 6A and 6B coincides with the center point of the curved rail when the entire vehicle rides on the curved rail. Since there is a slight error when the vehicle is half-ridden, a mechanism that absorbs some error is installed between the vehicle body such as the steering body coupling link 37 and the steering and the steering link, and a spring or the like that provides initial compression is arranged. Possible ways to solve the problem.

Next, FIG. 7 shows details of a standard wheel surface and the head of a rail, for example, a 50N rail, in order to clarify the relationship between the wheel and the rail. Since slack is given according to, the relation is also displayed.

Regarding the cross section of the wheels 1A and 1B, the standard cross section is first shown in FIG. 7. However, in reality, the slope of the wheel tread is different, and particularly in the case of a steering trolley, the steering of the trolley depends on the shape of the wheel tread. Since the performance changes drastically, arc treads that combine various shapes with different curvatures are adopted, but it is extremely difficult to explain the characteristics of all of these, so the tread slope is 1/20. There will be described two cases of the standard cross-section and the case where the gradient of 1/40 is small.

However, it can be interpreted that various different cross-sections such as arc treads are easier than when the tread slope is 1/20. Therefore, the description here includes cases of various cross-sections. Interpret.

In the figure, 1A and 1B are left and right wheels, and 52
Reference numerals A and 52B respectively indicate left and right rails. In this case, since the rail 52B is given slack according to the curve radius and is expanded in the range of 5 to 25 mm, in that case, if the 1067 mm gauge is used, the A dimension will be 1067 mm, the B dimension will be 5 mm, and the 10 mm dimension will be 10 mm. Is the C dimension, +15 mm is the D dimension, +20 mm is the E dimension, and +25 mm is the F dimension, and when each slack is provided, what degree of curve running characteristics is affected by the tread slope of the wheel itself. Check if there is.

In this case, there are various rails for the rail cross section of, but it is shown for the 50N rail, and if the rails are the same for other rails as well, it is 1 from the rail head.
Since the same gauge is maintained at the position lowered by 6 mm, it is considered that no problem will occur.

In this case, when the rails 52A and 52B are worn or the wheel treads are worn, the relationship as shown in FIG. 7 changes considerably, but generally the wheels 1A and 1B and the rails 52A and 52B are changed. Since the clearance between the wheels increases, the difference in wheel diameter between the left and right wheels usually increases due to the movement in the lateral direction, which is the direction in which the wheel can reach a large distance.
Considering the case of 0 and the case of 1/40, it is considered that there is almost no problem.

FIG. 8 (a) is a diagram for explaining the entire train of this curved passage vehicle, and FIG. 8 (b) is a diagram for explaining the control system installed in the entire train. In this figure, a train with three cars is explained. However, it can be a motorcycle or a longer configuration.

In FIG. 8A, 53A, 53B, 5
3C shows the first car, the second car, and the third car of the train set, and front and rear bogies 54A and 54, respectively.
It has B, 55A, 55B, 56A and 56B.

In FIG. 8 (b), reference numeral 57 is a general controller mounted on the driver's cab of the front and rear vehicles.
Will be in charge of the control when passing the curve. The overall controller 57 mounted on the vehicles at both ends is connected to the transmission line 61.
And transmits necessary control commands to the curved traveling control devices 62A, 62B, and 62C which are connected to each other and mounted on each vehicle. The integrated controller 57 is installed at the entry point and the end point of the curve in addition to obtaining the traveling speed of the vehicle from the speedometer generator 59, and has a memory of the vehicle based on the point detection information from the ground elements S _S and S _E described later. From the curve information (not shown) and the speed of the vehicle, predict when each truck will enter the curve. In addition, the steering mechanism provided on the truck will indicate when the truck enters the curved rail, and the curve will be right. Information such as a curve, a left curve or a curve radius is obtained as information from the displacement detector 41 of the curve passage detection mechanism from the steering mechanism.

This detection can be performed by the displacement detector 41 shown in FIG. 6, for example, a known detector such as a differential transformer. These curve passing information is displayed on the display device 58 in front of the driver.
Is displayed to the driver, and the driver can always monitor the curve passing situation of the vehicle.

[Operation] Next, the operation of the above-described embodiment will be described. First, the operation of the outer rotor motor mechanism shown in FIG. 1 will be described. For example, on the stator winding 16 of the right outer rotor motor stator 3,
When an AC power supply (not shown) is turned on and connected, the stator 3 is excited, and the magnetic force lines generated from the stator 3 and the magnetic force lines of the permanent magnet 15 fixed to the inner peripheral surface of the outer rotor motor rotor 2 interact with each other to cause the rotor 2 to rotate. Is rotated in a predetermined direction, and a traction force for rotating the outer rotor motor assembly portion 7 fixed to one end of the rotor 2 and the wheel 1 fixed to the motor assembly portion 7 is obtained.

On the other hand, since the inner expansion type brake 10 is fixed to the wheel 1 and the inner expansion type brake shoe 11 is arranged on the inner peripheral side of the inner expansion type brake 10, the braking force of the wheel 1 is obtained. You can

Further, the rotational force generated as the outer rotor motor can be received by the rotation stopping arm 24 connected to the bearing corresponding portion 14 provided at the end of the axle 6, and as a result, the outer rotor motor is It is possible to swing freely around the center of the left and right wheels 1, 1. The operation described above is for the outer rotor motor on the right side of the figure, but the same applies to the outer rotor motor on the left side of the figure.

The rotation stopping arm 24 shown in FIG. 2 can receive all the driving force generated from the outer rotor motor rotor 2 and the torque due to the braking force by the action of the rotation stopping arm 24, and at the same time, the steering cart. It is possible to control the direction of the front and rear wheel axles.

The rotation stopping arm 24 is the steering triangular link 3
1, 32 are restrained by the rubber bush 25. Further, since the left and right steering triangular links 31 and 32 are connected by the connecting link 50, the left and right steering triangular links 31 and 32 are restrained in the front-rear direction, but can freely swing in a horizontal plane. Further, since the front and rear steering triangular links 31, 32 are restrained by the steering connecting link 51, the front and rear wheel axles as a steering carriage can simultaneously swing their heads in opposite directions. Although the steering triangular links 31 and 32 swing in a horizontal plane, the rotation stopping arm 24 rotates vertically due to the displacement of the shaft spring 27 and also rotates laterally due to the lateral movement of the wheel shaft. Can be tolerated if the rubber bushes 22 and 25 have appropriate amounts.

Further, since the rubber bushes 22 and 25 can withstand a considerably large force in the radial direction, the rubber bushes are mainly applied to the steering triangular links 31 and 32 and the rotation stopping arm 24. It can be received as a radial force of 22, 25.

For this reason, this bogie structure does not have a structure such as a bobbin guard of a normal bogie which restrains the bobbin box forward and backward and allows only vertical movement, but excessive displacement is caused. When it occurs, the shaft box body retaining claw 36 and the shaft box body retaining stop 35 hit and excessive back-and-forth and vertical displacement are prevented.

In this case, the shaft spring 27 is soft in the front-rear direction, considerably hard in the left-right direction, and has appropriate softness in the up-down direction in order to allow the front-back and left-right movement with respect to the shaft spring seat 19 within an appropriate range. It is necessary to have a characteristic that has, for example, by arranging a mountain-shaped laminated rubber or the like in the longitudinal direction of the carriage, the axial spring 27 that can be displaced by a considerable amount in the front-rear direction can be configured.

However, in order to allow the same displacement of the front and rear shaft springs 27, the buffer rubber 20 is arranged so that the front and rear shaft springs 27 are equally loaded regardless of the rotation of the rotation stopping arm 24. There is.

Next, referring to FIG. 7, in the curved rail, slack is given to the gauge according to the radius of the curved rail, and the slack is calculated so that the wheel axle of the truck can smoothly pass through the curved rail. . The reason for calculating slack in this way is that when a bogie with a fixed axial distance contacts the front axle with the outer gauge side, the rear axle contacts the inner gauge, and the rear axle contacts the rail without an attack angle. The amount of widening is calculated as how much the shaft should spread the rail without contact.

However, in the recent steering carts, it is devised so that the wheels follow the curved rails by utilizing the fact that a wheel diameter difference is generated due to the influence of the gradient given to the wheel treads in expectation of this slack. However, the wheel treads for steering carts that have been recently developed are called arc treads, etc., and the diameter of the wheel suddenly increases when it moves sideways, and it is easy to follow curved rails. Many are seen.

However, in the present description, it will be further improved by considering only the effect of the simple gradient and utilizing the effect of the arc tread surface or the like.

According to the railroad track maintenance regulations, the slack amount is regulated as follows.

Curve radius (m) Less than 200 Slack 25 mm 200 or more but less than 240 20 mm 240 or more but less than 320 15 mm 320 or more but less than 440 10 mm 440 or more but less than 600 5 mm Due to the relationship between the wheels 1A, 1B and the rails 52A, 52B,
When the slack is 0 mm, it is A, when it is 5 mm, it is B, 10
C for mm, D for 15 mm, E for 20 mm, F for 25 mm, wheel 1A under each condition,
Considering how much lateral movement of 1B can be taken, when the slack is 0 mm, the wheel 1
The flanges A and 1B do not contact the rails 52A and 52B. Therefore, when the wheel diameter is 800 mm when the slack is 0 mm (when it is neutral) and the wheel is laterally moved 7 mm, what is the difference between the left and right wheel diameters?
When I look into it, it becomes as shown in Table 1 below.

[0123]

[Table 1]

That is, due to the effect of the slope of the wheel tread, particularly the effect of the wheel tread alone, the range in which the wheel can pass the curved rail is the range shown in Table 1 above. This shows that the outer rotor motor can pass through without changing the left and right rotational speeds.

Here, assuming that the wheel tread has no slope, the ratio of the left and right outer rotor motor rotation speeds is shown in Table 2 below.
It will be as shown in.

[0126]

[Table 2]

In the outer rotor motor having the 1/40 tread slope, if the speed ratio of the left and right outer rotor motors is given in accordance with the speed series shown in Table 2, within the range of this table, there is a problem up to a curve radius of 30 m. You can run without
Even with a smaller curve radius, it is possible to drive if the speed ratio is increased.

Even on such a curved rail, by using the steering mechanism shown in FIG. 5 for the direction of the wheel axle, the wheels rotate in accordance with the lengths of the rails inside and outside the curved rail, and at the same time the direction of the wheel axle changes. It is possible to run smoothly on curved rails in conformity with the direction of the curve.

Next, when the slope of the wheel tread is 1/20, the rotational speed ratio of the left and right outer rotor motors and the curve cover range are examined.

[0130]

[Table 3]

Thus, up to a curved rail of 200 m,
The rotation speed ratio of the left and right outer rotor motors is 1.0017.
Even if it is fixed to 2, the slack of the curved rails allows the vehicle to run smoothly without slipping automatically. on the other hand,
With a curve of 100 m or less, if the rotation speed ratio of the left and right outer rotor motor rotors 2 is changed, it is possible to run without problems even with a very small curve radius.

However, the problem here is that even if the running track condition is stored in the memory (not shown), if the correct control is not performed at the correct position, the wrong operation may be performed at the wrong place. Therefore, it is necessary to consider the case where the memory itself is incomplete.

However, in contrast to the problem of incompleteness of the memory and displacement of the location, the steering link 39 shown in FIG.
It is thought that the mechanism such as these will follow the starting point accurately regardless of these memory defects and mistakes in the starting point of the curve, etc.It can also detect the radius of the curve, etc. Even if you enter a curved line, it is impossible to prevent detection errors such as the other trolley being on a straight line.

In order to solve this problem, the control system of FIG. 8 is explained, and FIG. 9 is a flow chart for explaining its operation. Hereinafter, explanation will be given with reference to this flow chart. To do. The rotation speed control of the outer rotor motor rotor 2 incorporated in the trolley is basically controlled by the train memory, but when a large error is detected, the curve condition detected by the displacement of the steering link is set. The preferentially adopted method is used as a backup mechanism for eliminating defects. However, it is also necessary to correctly control the time difference between the front and rear bogies entering the curved rail in one car.

In addition, even if the left and right rotational speeds of the outer rotor motor are kept at a certain ratio, the wheel flanges can be separated by the relationship between the left and right outer rotor motor rotational speeds due to the slope of the tread surface of the wheel and the slack. It has already been shown in Tables 2 and 3 that there is a range of curves that can pass without contact.

Now, these functions will be described with reference to the flow chart shown in FIG.

The train always calculates its own speed v (S1, S
2) The position and the curve radius, which are information about all the curves of the route on which the vehicle travels, are stored in a curve radius memory (not shown). The position of this curve is corrected by comparing the positional information of the vehicle at a specific point with the fixed point on the ground while the vehicle is traveling, and the vehicle is traveling while having a fairly accurate position as the vehicle.

[0138] More specifically, the curved rail Entry Exit of (starting point) and the curve rail (end point), respectively ground coil S _S, is disposed S _E, as the vehicle the ground element S _S, S Detecting _E , each trolley changes the rotation speed ratio of the left and right outer rotor motor rotors 2 according to the time of entry into the curved rail. However, if the distance accumulator installed in the vehicle is fairly accurate, this ground element is not always necessary.

As described above, in order to accurately know the condition of the track, the ground element S _{S at} the entrance of the curved rail and the ground element S _{E at the} curve exit.
If there is, the left and right outer rotor motor rotors 2
The rotation speed ratio can be controlled.

First, if the place to enter the curved rail is found by the detection of the ground element S _S (S3), it is judged when to enter the curved rail according to the position of each bogie of the train, and the delay occurs. The time t ₁ , t ₂ , t _3, ... Corresponding to time is calculated (S4), the rotation speed ratio of the outer rotor motor rotor 2 is calculated by the curve radius, and the curve running control device 6 of each vehicle is calculated.
2A, 62B and 62C are instructed (S5).

It is determined whether or not the curve direction indication instructed in S5 and the detected curve direction agree (S).
6).

In this case, it should be noted that even if the radius of the curve is the same, the right curve and the left curve have the reciprocal relation of the rotational speed ratio of the outer rotor motor, but the determination of the direction of the curve can be determined from the displacement of the steering link. Therefore, the suitability of the memory is compared as the backup verification of the control device (S
7).

In S7, when the curve radius memory and the detected radius match, the rotation speed ratio is changed and output at times t ₁ , t ₂ and t ₃ (S8). Then, when passing the curve, it is determined whether or not the ground element S _E at the exit of the curved rail is detected (S9), and when it is determined that the ground element S _E is detected, the rotation speed ratio is returned to 1 at time t ₁ ′, T ₂ ′, t ₃ ′
Is output (S10), and then the control is completed (S1
1).

When there is no ground child S _{S in} S3, it is judged whether or not a curve approach is detected (S1).
2) If no curve entry is detected, the process returns to S2, and if it is determined that a curve entry is detected, the curve entry time t ₁ ′
′, T _{2 ″} , t _{3 ″} are output, and the rotational speed ratio is output based on the detected values of the curve direction and radius (S14),
After this, the process proceeds to S10. Further, in S6, when the curve direction instruction and the detected curve direction do not match, the left / right rotation ratio is changed (S15), and the process proceeds to S10. If the detected radius does not match the curve radius memory in S7, it is determined whether the detected curve radius is within the allowable value (S1).
6) If it is within the allowable value, the process proceeds to S8. If it is not within the allowable value, the rotational speed ratio is output based on the curve radius detection value (S17), and the process proceeds to S10.

However, in some cases, due to the convenience of operation, it may be necessary to enter a route different from the route shape memory held by this train. It can be determined by detecting the position.

In this case, the determination of the curve direction and the curve radius follows the detection from the steering link. In this way, this train will be able to enter the route without the memory of the route shape.

In the case of this train, the general controllers 57 are installed at both ends of the train, but at the same time when the general controllers 57 on the front side in the traveling direction are operated, the driver can monitor the operating status by the display device 58. .

[Effects] According to the first embodiment described above, the operation is as described above, and the traction force and the braking force generated by the outer rotor motor rotor 2 are both end portions of the two sets of outer rotor motors. Since the rotation force generated by the motor is received by the rotation stopping arm 24, the outer rotor motor can freely swing around the center of the left and right wheels 1.

This effect is an extremely convenient structure when the trolley is configured as a steering trolley, and in particular, an outer rotor motor structure including wheels, a structure for receiving a complicated traction force and a braking force, and a structure for receiving a rotating torque. Eliminates the need to prepare a trolley structure and makes it possible to prepare a very convenient trolley structure.

Here, by changing the rotational speed ratio of the left and right outer rotor motor rotors 2, even a very small curved rail can pass freely without any difficulty. In this case, no problem occurs even if a particularly large slack is not given, and regarding the direction control as the wheel shaft of the wheels 6 and the like, it is a very important property that the steering mechanism can freely control the direction of the wheel shaft.

<Second Embodiment> FIGS. 10 and 11 are views for explaining a second embodiment of the present invention. As described above, in FIG. 2, the upper and lower rubber bushes 22 are the same, but in this structure, when the left and right axial springs are displaced differently about the rubber bush 25, the elasticity of the rubber bushes 22 and 25 is changed. This type of anti-roll device is made up of a rubber bush itself. It is not preferable to soften. Therefore, if the hardness is set to a certain level, the left and right wheels 1
The loads applied to the wheels differ greatly, and a kind of wheel weight loss occurs. If this wheel dropout occurs,
When the vehicle is in the cant reduction section, the wheel weight of the specific wheel 1 becomes light and becomes unstable. Therefore, the railway vehicle must be designed to have rigidity in the radial direction of the rubber bush so that the wheel load dropout can be contained within a certain range.

FIG. 10 shows a structure designed for this purpose, which is attached to the left and right rotation stopping arms 24A.
Only one of the rubber bushes 22 uses a special rubber bush 63.

FIG. 11 is a view showing the special rubber bush 63. Between the outer ring 66 and the inner bush 67,
A rubber filling portion 65 and a rubber lacking portion 64 formed of an elongated hole are arranged, and the rubber bush 63 in the x direction and the y direction shown in FIG.
Are configured so that their rigidity is significantly different.

In this case, as a matter of course, the rigidity of the rubber bush 63 in the x direction shows a very small value as compared with the y direction, and the action of the rubber bush 63 causes the bogie underframe 26 of the wheel axle to move. Displacement with respect to it becomes very easy, and it is possible to prevent dangerous wheel weight loss as a dolly.

FIG. 12 is a schematic structural view showing a steering mechanism which actually uses the rubber bush 63 having the same effect as that of the rubber bush 63 shown in FIGS. 10 and 11, and differs from the steering mechanism of FIG. 6 in the following points. That is, the method of fixing the rotation stopping arms 24A and 24B at the positions of the axles 6A and 6B is changed, and the rubber bushes 22 that are vertically separated are not attached to all the arms, and one of the left and right ends of the wheel axle is attached. In this example, the outer rotor motor rotor 2 is fixed in only one end and the other side is connected only by a simple link 68.

<Third Embodiment> [Structure] FIG. 13 is a view for explaining a third embodiment of the present invention, and is a view showing only a fixing mechanism of an outer rotor motor different from FIG. FIG. 13 corresponds to a cross-sectional view at approximately the center of the axle, in which the detent arms 24 fixed to the detent collars 12 at the left and right ends with fixing bolts 23 are detent pipes 87 arranged slightly outside the wheel 1. The right and left are connected, an anchor receiving reinforcing member 88 is arranged at substantially the center thereof, anchor receivers 86A and 86B are provided at upper and lower ends of the anchor receiving reinforcing member 88, and rubber bushes 8 are provided at both ends.
Anchors 84A and 84B having 5 are arranged.

Since the two anchors 84A and 84B have the same length and are arranged substantially in parallel, the action of the rubber bush 85 allows vertical displacement and swinging of the axle in a horizontal plane. It has the same function as a spherical bush for various displacements below a certain amount. In addition to the linking action of the anchors 84A and 84B, it is possible to receive not only the pulling force or the braking force in the front-rear direction but also the rotating force generated by the outer rotor motor rotor 2.

Although the size of the entire outer rotor motor mechanism is slightly outside the outer diameter of the outer rotor motor rotor 2, it is constructed so as to fit well between the carriage and the outer rotor motor. There is no problem in structure.

FIG. 14 is a side view of a steering carriage using this outer rotor motor mechanism.

Reference numeral 26 indicates a bogie frame, 121A, 121
B shows a shaft spring seat similar to the shaft spring seat 19 of FIG. 1, and has a structure attached to the shaft end of the axle 6, and a shaft spring 27 is arranged before and after the shaft spring seats 121A and 121B. The weight of is applied to the axle of the outer rotor motor.

The shaft spring 27 has a spring constant in the vertical direction which is necessary for a dolly and a spring constant in the horizontal direction which is displaced even when subjected to a lateral force such as an irregular track or an excessive centrifugal force applied to the vehicle. It has appropriate hardness so that it fits within the following range, and the spring constants in the front-rear direction differ from each other in three directions so that it becomes a fairly soft spring that can be displaced in the front-rear direction by the swing required by the curve as a steering cart. It is generally composed of a special rubber spring.

A shaft box drop-preventing member 35 is attached on the shaft box body, and is fitted with a shaft box body drop-preventing pawl 36 coming out of the bogie frame 26, and the bogie frame 26 is lifted up or derailed. It has a function of preventing the bogie frame 26 and the wheel axle from being separated from each other in an unfavorable state.

In this case as well, the bogie is a bolsterless bogie as in the above-described embodiment, and a large displacement air spring is used as the pillow spring 28. The mandrel 29 is provided at the center of the trolley, and is connected to the trolley center beam 104 shown in FIG.

The anchors 84A and 84B project from the central portion of the outer rotor motor.
It is connected to the link receivers 96, 97, 98 projecting from No. 4 so as to transmit the rotational reaction force and traction force of the outer rotor motor to the bogie frame. The link receiver 98 is connected to both the mandrel link 30 and the anchor 84B.

A steering body coupling link 99 is provided on the outside of the truck.
Is arranged and coupled with the steering arm 100, and the steering arm 1
00 is rotatable around the torsion bar 101, and further the shaft spring seats 121A, 1A by the steering links 102, 103.
When the carriage swings by the curved rail in combination with 21B, the curve radius can be judged from the swinging angle to give an appropriate displacement in the front-rear direction of the axle box body.

The torsion bar 101 penetrates to the opposite side of the bogie, and the steering links 102 and 103 are arranged such that if the right axial spring seat 121A moves forward, the left axial spring seat 121
Connect A to move backward by the same amount.

Next, referring to FIG. 15, FIG.
The bogie underframe 26 is composed of two bogie midbeams 104 and a bogie midbeam connecting member 105 connecting the bogie midbeams 104.
Further, the bogie middle beam 104 penetrates the bogie frame 26, and the bogie protruding portion 106 is formed on the outer side, and constitutes the pillow spring 28.

Left and right stoppers 107 are arranged on the bogie middle beam connecting member 105, and are configured so as not to contact with the side surface of the mandrel 29 protruding from the floor of the vehicle body and to prevent excessive lateral displacement.

In FIG. 14, the shaft spring seats 121A, 121A are shown in the drawing.
Although a mechanism for sending the cooling air of the outer rotor motor to the position 21B is not shown, in the example of the outer rotor motor mechanism shown in FIG. 1, the cooling of the outer rotor motor is not possible unless the cooling air is sent from this position. Therefore, although it is necessary to attach a small blower to each of the axial spring seats 121A and 121B or to connect an appropriate duct from the blower attached to the vehicle body, a structure other than that shown in FIG. In the case of FIG. 14 and FIG.
There is nothing wrong with the street.

FIG. 16 is a view showing the schematic arrangement of the steering mechanism incorporated in FIGS. 14 and 15. The distance from the vehicle body center 108 to the steering link vehicle body coupling portion 109 is d, and the steering arm 1 is shown.
00, the distance to the torsion bar 101 is e, the distance from the center of the torsion bar 101 to the steering links 102 and 103 is f, and the steering links 102 and 10 of the axles 6A and 6B.
Assuming that the mounting center interval of 3 is 2b, the trolley shaft distance is 2l, and the vehicle body pallet interval is 2L, then e = f (dL / b1). From this, it is known that the center line extension of each axle 6A, 6B comes to the center of the curve when the vehicle completely rides on the circular curve. Since this point is already known,
The description is omitted here. The displacement detector 111 is used as a backup when passing a curve.

In the configuration of the steering links 102 and 103, the steering lever 100, and the steering body coupling link 109, the steering links 110 and steering lever 100 in which the left and right steering links 102 and 103 are coupled via the torsion bar 101.
The longitudinal pulling force and braking force generated on the axles 6A and 6B act as the torsional force of the torsion bar 101,
It can be received by the torsional rigidity of the torsion bar 101.

However, since the traction force and the braking force are directly transmitted to the center beam by the action of the fixed link of the outer rotor motor according to this embodiment, the torsion bar 101 is not necessary to receive the longitudinal force.

In this steering mechanism, the direction of the extension line of the center lines of the axles 6A and 6B coincides with the center point of the curve when the entire vehicle rides on the curve. Since there is a slight error, a mechanism that absorbs a slight error is installed between the vehicle body such as the steering link vehicle body coupling portion 109 and the steering and the steering link 103, and a mechanism for absorbing a slight error is arranged. Possible solutions are possible.

<Fourth Embodiment> FIG. 17 is an explanatory view of a fourth embodiment in which the steering mechanism is simplified. FIG.
Then, in the steering links, all the traction force and braking force generated at the wheel axles are transmitted to the truck by the anchor shown in FIG. 13, so the torsion bar 101 does not have to receive them. Furthermore, since the wheel axle can be swung around the center point of the wheel axle, almost the same effect can be expected when steering on one side of the bogie or on both sides of the wheel axle. An embodiment is shown in which links are configured on only one side. In the figure,
Reference numeral 113 is a steering arm fulcrum, 114 is an outer rotor motor support arm, 115 is an outer rotor motor support rotation center, and 116 is a bogie middle beam fulcrum.
Same as 6.

<Fifth Embodiment> FIG. 18 is a view showing an outer rotor motor fixing mechanism for explaining the fifth embodiment. The outer rotor motor fixed link shown in FIG. 13 is an example in which two upper and lower links have the same length and are arranged in parallel. When the wheel axle moves up and down, the outer rotor motor does not rotate at all, so it is ideally structured. near.

However, since the vertical displacement of the wheel axle is slight, if a slight rotation is allowed, the structure shown in FIG. 18 is established.

That is, if only one of the upper and lower anchors 84A is left and the unbalanced force in the rotational direction generated by the loss of one outer rotor motor fixed link is received by the fixed link 117, this is also the case in FIG.
It can exhibit almost the same effect as the mechanism shown in 3. In this case, the fixed link 117 is the fixed link receiver 11
Since 8 moves in the left-right direction, the fixed link 117 needs to be considered so that it can easily follow the movement in the left-right direction.

<Sixth Embodiment> FIG. 19 is a sectional view showing an embodiment of an outer rotor motor mechanism of the present invention.
The wheel 1 is rotatably attached to an axle 6 by a wheel bearing 4. One end of the outer rotor motor rotor 2 is
Wheel 1 at the position shown in outer rotor motor assembly 7
And the other end is supported by the outer rotor motor bearing 5, forming a so-called one-bearing system structure.

The axle does not rotate and supports the weight of the vehicle, unlike the axle found in ordinary railway vehicles. The axle 6 has an axle collar 72 at the center thereof, an axle fixing plate 73 is attached to the axle collar 72, and the bogie frame 2 shown in FIG. 21 by an outer rotor motor fixing link 74A.
6 is displaceably attached.

The outer rotor motor rotor 2 is shown in FIG.
A permanent magnet 15 is attached to the outer rotor motor stator 3 in the same manner as described above, and is driven by the magnetic poles formed by the stator windings 16 of the outer rotor motor stator 3 to operate as a synchronous motor. In order to control the rotation speed of this synchronous motor, the resolver 8 detects the rotation speed and the phase.

In this embodiment, an example is shown in which a hollow air cooling duct 9 having a hollow inside of the axle 6 is provided, and cooling air is sent into the motor from the air blowing port 17 and discharged from the cooling air outlet 13. There is no problem with the cooling method.

Further, as the brakes for the left and right wheels 1, the inner expansion type drum brakes 10 are used as in the case of FIG. 1, but other braking methods may be used. In this case, the inner expansion type drum brake 10 can be fixed with the same bolts as the outer rotor motor assembly portion 7, and the outer rotor motor uses brake discs because the wheel diameter is made small for overall weight reduction. In this case, since the diameter becomes small and a sufficient capacity cannot be secured, an inner expansion type drum brake, which is often used in automobiles, is adopted. The inner expansion type brake shoe 11 is a flange protruding from the bearing equivalent portion 76. It is supported by.

The bearing-corresponding portion 76 does not have to be a normal bearing, and may be connected to the shaft spring of the bogie with a fixed structure. Therefore, a spring seat may simply be fitted to this shaft end. In this case, the left and right bearing equivalent portions 76 may be fixed by using the shaft end nuts 18, respectively.

Next, FIG. 20 will be described. FIG. 20 corresponds to a cross-sectional view of the axle 6 at a substantially central portion thereof. The outer rotor motor fixing link 74 is provided at a vertically separated position of an axle fixing plate 73 fixed to the axle collar 72 with a fixing bolt 120.
Link 7 with A and 74B attached and the same length
With 4A and 74B, even if the wheel 1 moves up and down, the wheel 1 does not rotate, and the traction force and the braking force generated on the wheel 1 can be transmitted to the dolly.

Anchor receivers 86A and 86B are prepared at positions where the axle fixing plate 73 is coupled to the vertically spaced links, and the outer rotor motor fixing links 74A and 74B are provided.
A mounting bolt is inserted into a hole provided in the center pin of the and fixed to the anchor receivers 86A and 86B. The rubber bushes 85 provided at both ends of the outer rotor motor fixing links 74A, 74B allow for vertical displacement of the axle and swinging of the axle in a horizontal plane due to the characteristics of rubber. It has the same function as a spherical bush.

Since the size of the entire fixing mechanism of the outer rotor motor is smaller than the outer diameter of the outer rotor motor rotor 2, there is no problem in the structure of the carriage.

Next, a steering carriage structure using the outer rotor motor mechanism shown in FIG. 19 will be described with reference to FIGS. 21 and 22.

21 and 22 are a side view and a top view, respectively, of the outer rotor motor. Reference numeral 26 denotes a bogie frame, and 131A and 131B are shaft boxes, which are attached to the shaft ends of the axles 6, and shaft springs 27 are arranged in front of and behind the shaft boxes 131A and 131B to reduce the weight of the vehicle body. It acts on the axle 6 of the rotor motor. This shaft spring 27 has a spring constant in the vertical direction which is necessary for a bogie, and a spring constant in the left and right directions that does not exceed a certain displacement even when subjected to lateral forces such as track irregularity and excess centrifugal force applied to the vehicle. It has a proper hardness, and the spring constants in the front-rear direction are different from each other in three directions, such as a steering trolley. It is generally composed of a rubber spring.

A shaft box stopper 36 is mounted on the shaft boxes 131A and 131B, and the tabs coming out of the bogie frame 26 are engaged with each other so that the bogie frame 26 is lifted or derailed. It has a function to prevent the bogie frame and wheel axle from being separated accidentally in such a state.

Since the bolsterless carriage is used as the pillow spring 28 as in FIG. 1, this is an example in which a large displacement type air spring is used.

Reference numeral 29 denotes a mandrel provided at the center of the bogie, and the mandrel center beam 1 is attached to the lower end of the mandrel 29 via a mandrel link 30.
It is connected to 04.

The outer rotor motor fixing links 74A and 74B project from the central portion of the outer rotor motor.
Link receivers 96, 97, 9 protruding from the bogie middle beam 104
8 is coupled to the outer rotor motor to transmit the reaction force and the traction force of the outer rotor motor to the bogie frame. Link receiver 1
28 is connected to both the mandrel link 30 and the outer rotor motor fixing link 74B.

On the outside of this truck, the steering body coupling link 9
9 is arranged and coupled with the steering arm 100, the steering arm 100 is rotatable around the torsion bar 101, and further the steering links 102 and 103 are used to rotate the shaft boxes 131A and 1A.
When the bogie swings by a curved rail in combination with 31B, the radius of the curve can be judged from the swinging angle of the bogie, and an appropriate longitudinal displacement of the axle box body can be given.

The torsion bar 101 penetrates to the opposite side of the truck, and the steering links 102 and 103 are connected so that if the right-side shaft box body 131A moves forward, the left-side shaft box body 131A moves backward by the same amount.

Next, referring to FIG. 22, the bogie frame 26 is composed of two bogie beams 104 and a bogie beam connecting member 105 connecting the bogie beams 104. Further, the bogie middle beam 104 penetrates the bogie underframe 26, and the bogie overhanging portion 106 is formed on the outside, and constitutes a seat of the pillow spring 28.

Left and right stoppers 122 are arranged on the bogie mid-beam connecting material 105, and are configured so as not to contact with the side surface of the core plate 29 extending from the floor of the vehicle body to cause an excessive lateral displacement.

In FIG. 21 and FIG. 22, 121A,
Although a mechanism for sending the cooling air of the outer rotor motor to the position 121B is not shown, the outer rotor motor cannot be cooled unless the cooling air is sent from this position in the example of the outer rotor motor shown in FIG. , It is necessary to attach a small blower to each axle box or connect an appropriate duct from the blower attached to the vehicle body.
In the case where the outer rotor motor itself has a cooling capacity by a method other than 9, there is no problem as shown in FIGS. 21 and 22.

<Seventh Embodiment> The outer rotor motor fixing link shown in FIG. 20 is an example in which two upper and lower links have the same length and are arranged in parallel, and when the wheel shaft moves up and down, the outer rotor motor is completely rotated. Since it does not occur, it is structurally close to the ideal, but if the vertical displacement of the wheel axle is slight and a slight rotation is allowed, the structure as shown in FIG. 23 is established.

That is, if the outer rotor motor fixing link 74A is left only on one of the upper and lower sides, and the fixing link 124 receives the unbalanced force in the rotational direction generated by the loss of one outer rotor motor fixing link 74B. Even with this, almost the same effect as the mechanism shown in FIG. 20 can be exhibited. Fixed link 1 in this case
24, the fixed link receiver 126 moves in the left-right direction, so it is necessary to consider the fixed link so that it can easily follow the movement in the left-right direction. The configuration other than the above is shown in FIG.
It is the same as 0.

[Effect] According to the embodiment described above, the traction force and the braking force generated by the outer rotor motor are received by the central portions of the two sets of outer rotor motors, and the rotational force generated as the motors are arranged vertically. The outer rotor motor can freely swing around the center of the left and right wheels because it is received by the link. This effect is an extremely convenient structure when this dolly is configured as a steering dolly. In particular, an outer rotor motor structure including wheels is provided, and a structure for receiving complicated traction force and braking force and a structure for receiving rotational torque are prepared. It eliminates the need and makes it possible to prepare a very convenient bogie structure.

Here, by changing the rotational speed ratio of the left and right outer rotor motors, even a very small curve can be freely and freely passed. In this case, no problem occurs even if a particularly large slack is not given, and regarding the direction control as the wheel shaft of the wheel or the like, it is a very important characteristic that the mechanism of the steering carriage can freely control the direction of the wheel shaft.

<Eighth Embodiment> [Structure] The eighth embodiment will be described with reference to FIG. 24, which corresponds to a sectional view of the axle of FIG. 1 at substantially the center thereof. Since the outer rotor motor mechanism of FIG. 1 is the same, its description is omitted.

The rotation stopping arms 24 fixed by fixing bolts 23 are connected to the axle flanges 12 at the left and right ends of FIG. 1 by a rotation stopping pipe 227, which is an example of a connecting member arranged slightly outside the wheel 1, The rotation stop pipe 227
An anchor receiving reinforcement 228 is arranged in the central portion of the
226B is provided with anchors 224A, 224B having three arms and rubber bushes at each end. The two anchors 224A and 224B have substantially the same size, and as shown in FIG. 25, the center line extension is approximately the center point of the axle, and the anchor receiving members 225AA and 225BA are attached to the carriage bogie 222 so as to intersect. (225AB, 225B
B) is arranged and rubber bushes 229AA, 229
BA, (229AB, 229BB) and spherical bush 230
Is connected to the bogie middle beam 222.

The anchors 224A and 224B are assembled on the bogie frame side at the time of assembling the bogie, and the spherical bush 230 is assembled when the wheel axle is assembled. The fall prevention bolt 232 prevents the rotation stop pipe 227 from falling in the unlikely event of a fall.

Next, FIG. 25 will be described. FIG. 25 is a view for explaining in detail the method of coupling the bogie shown in FIG. 24 and the bogie underframe of the outer rotor motor, and is a plan view of the bogie central portion. Anchors 224A, 2 arranged between the rotation stop pipe 227 and the bogie middle beam 222
It is arranged so that the extension intersection of the center line of 24B comes to the center of the wheel axle. The anchors 224A and 224B are configured to receive the traction force and the braking force generated by the wheel axle to the center beam of the bogie, and also receive the rotational force generated with the traction force and the braking force generated by the outer rotor motor.

The anchors 224A and 224B are vertically arranged so as to be rotatable around rubber bushes 229AA and 229BA (229AB and 229BB), and the anchor receiver 2
The rubber bushes 229AA and 229BA are attached to 25AA and 225BA (225AB and 25BB) with anchor fixing bolts 234. The rubber bushes 229AA and 229BA are adapted to receive a radial force due to an axial force and a prying force.

On the other hand, the spherical bush 230 receives a force in the axial direction and moves up and down the axle around the spherical bush 230.

Next, the structure of the steering carriage using this outer rotor motor will be described with reference to FIGS. 26 and 27. FIG. 26 shows a side view of a steering carriage using this outer rotor motor. In the figure, 236 indicates a bogie frame, and 237A and 237B indicate shaft spring seats. The shaft spring seat 237 is a structure attached to the shaft end of the axle 6.
Axle springs 238 are arranged in front of and behind A and 237B, and make the weight of the vehicle body act on the axle 6 of the outer rotor motor.
This shaft spring 238 has a spring constant in the vertical direction which is necessary for a truck, and a lateral constant in the horizontal direction which is less than a certain displacement even when subjected to a lateral force such as an irregular track or an excessive centrifugal force applied to the vehicle. It has appropriate hardness so that it can be accommodated, and the spring constants in the front-rear direction are different spring constants in the three directions such that it becomes a fairly soft spring that can be displaced in the front-rear direction by the swing required for a steering cart. It is generally composed of a special rubber spring.

On the shaft box body, the shaft box body fall prevention 239
Is attached to the bogie frame 236 and fits with the retaining claws 240 coming out from the bogie frame 236, and the bogie frame 236 is lifted up, or the bogie frame 236 and the wheel shaft are inadvertently separated in an inconvenient state such as derailment. It has a function to prevent The pillow spring 241 is an example in which a large displacement type air spring is used because the pillow spring 241 in this case is an example configured as a bolsterless carriage. Reference numeral 242 denotes a mandrel provided at the center of the bogie, and the lower end of the mandrel 242 is connected to the bogie middle beam 222 via a mandrel link 243.

The anchors 224A and (224B) are members that connect the rotation stop pipe 227 connected to the rotation stop arm 24 extending from the fixed portion of the outer rotor motor and the bogie middle beam 222 to the traction force generated by the outer rotor motor. The trolley underframe 236 receives the power and the accompanying rotation force.
I am going to tell you.

Further, since the center line extensions of the anchors 224A and 224B intersect at the center of the wheel shaft, the wheel shaft rotates around the vertical axis about the wheel shaft center while transmitting various forces to the bogie frame 236. You can shake your head.

A steering body coupling link 244 is arranged outside the bogie frame 236, and is coupled to the steering arm 245.
The steering arm 245 is rotatable around the torsion bar 246, and further coupled with the shaft spring seats 237A, 237B by the steering links 247, 248, and when the carriage swings by a curve, the curve radius is determined from the swing angle. Therefore, it is possible to give an appropriate displacement in the front-rear direction of the shaft box body.

The torsion bar 246 penetrates to the opposite side of the bogie, and when the right axial spring seat 237A corresponding to the steering links 247 and 248 advances, the left axial spring seat 23.
7A is connected to move backward by the same amount.

Next, referring to FIG. 27, the bogie underframe 236 includes two bogie beams 222 and the bogie beams 222.
It is composed of two mid-beam connecting members 249 connecting the two and two bogie-side beams. Further, the bogie middle beam 232 penetrates the bogie frame 236 to form a bogie overhang 250 on the outside, and the pillow spring 2
It constitutes the seat of 41. Left and right stoppers 251 are arranged on the center beam connecting member 249 so as not to make an excessive lateral displacement by hitting a side surface of the core 242 extending from the vehicle body floor.

26 and 27, the mechanism for sending the cooling air of the outer rotor motor to the position of the hollow air cooling duct 9 is not shown in FIG. 1, but the example of the outer rotor motor shown in FIG. Since the outer rotor motor cannot be cooled unless cooling air is sent from this position, it is necessary to attach a small blower to each axial spring seat or connect an appropriate duct from the blower attached to the vehicle body.
In the case where the outer rotor motor itself has a structure capable of cooling by any other method, there is no problem as shown in FIGS. 26 and 27.

Here, since the structure of the steering links 247 and 248 is the same as that of FIG. 6 described above, the description thereof will be omitted. Further, the relationship between the wheels and the rails used in this embodiment is also the same as that in FIG. 7 described above, and the description thereof will be omitted. Also, the diagram for explaining the train control system is the same as that in FIG. 8, and the control flow of the control system is also the same as that in FIG. 9, so description thereof will be omitted.

[Operation] Next, the operation of the eighth embodiment described above will be described. The torque due to the driving force or the braking force generated from the outer rotor motor by the rotation stop arm 24 and the rotation stop pipe 227 connected to the rotation stop arm 24 shown in FIGS. 24 and 25 is determined by the anchors 224AA, 224BA.
(224AB, 224BB) is transmitted to the bogie middle beam 222, so that the wheel axle is stably held, but the anchor 2
Since the center line extensions of 24AA, 224BA (224AB, 224BB) intersect at the center point of the wheel shaft, the wheel shaft receives the longitudinal force and torque due to the driving force and the braking force, and the wheel shaft moves around the vertical axis around the center point. Swing is possible.

[0218] In this case, in the case of a general steering cart, it is possible to perform steering by swinging the wheel axle under this condition alone, but in the case of the outer rotor motor, the rotational speeds of the left and right wheels change. There is a possibility that it will not move like a general steering cart, and in order to compensate for this, steering wheel is established by adding direction control of the wheel axles by a steering link.

In this case, there are quite various methods of making the front and rear shafts swing in the opposite directions and the same, but in FIG. 26, the rotation stopping arms 24 attached to the left and right shaft ends are attached by steering links 247 and 248. It is structured to be operated. For this reason, in this bogie structure, a structure for restraining the shaft box in the front-rear direction is not arranged, but when the excessive displacement occurs, the shaft box body fall stop 239 and the fall prevention pawl 2 are provided.
40 and excessive back-and-forth displacement is prevented. in this case,
In order to allow the axial spring 238 to move back and forth and left and right within an appropriate range, the shaft spring 238 needs to have characteristics of being soft in the front-rear direction, fairly hard in the left-right direction, and having appropriate softness in the up-down direction. If, for example, a mountain-shaped laminated rubber or the like is arranged in the longitudinal direction of the carriage, the axial spring 238 capable of displacing a considerable amount in the front-back direction can be configured.

As described above, the wheel shaft capable of swinging around the center point of the axle and the steering mechanism shown in FIG. 6 can be combined without any problem, and the wheel shaft having each outer rotor motor can freely swing. In addition to this, when a traction force or a braking force is applied, the rigidity of the torsion bar has conventionally been required to receive the force in the front-rear direction, so the torsion bar has to be considerably thick. According to this, since the force from the outer rotor motor is directly transmitted to the center beam of the bogie, the structure for holding the axle box of the steering bogie can be solved at once.

[Effects] According to the eighth embodiment described above, the traction force and the braking force generated by the outer rotor motor and the resulting torque are stored in the carriage by the rotation stop arm 24, the rotation stop pipe 227 and the anchors 224A to 224D. Since it is transmitted to the beam 222 and can be swung around the center of the wheel axle, it composes a difficult structure to hold the axle box required for a steering cart, which is very convenient, Since the wheels of the are outer rotor motors,
It must be considered that it is not always possible to expect the function of automatically orienting the wheel axle in the optimum direction due to the effect of the slope of the tread of the wheel, so if this mechanism and the steering link mechanism are added, a good steering cart Can be configured.

Here, if the rotational speed ratios of the left and right outer rotor motors are changed, even a very small curve will not be filled,
You can pass freely. In this case, one problem does not occur even if a particularly large slack is not given, and regarding the direction control as the wheel shaft of the wheel or the like, it is also an extremely important characteristic that the mechanism of the steering carriage can freely control the direction of the wheel shaft. .

<Ninth Embodiment> As shown in FIG. 28,
The anchors 224C and (224D) are rotation stopper pipes 22.
7 receives the rotational torque from the rubber bush 267.
Since the acting force of A and 267B is received in the axial direction, there is no problem if the force is not too large, but if the force is too large, there is a possibility that the rubber alone cannot withstand. The rubber bushes 267A and 267B capable of receiving this axial force are provided. That is, the rubber bushes 267A and 267B are formed in a conical shape, and if two conical rubber bushes are combined, it is possible to receive a vertical force.

However, since the rubber bush has a property of breaking when it receives a tensile force, it is necessary to give initial compression to the two rubber bushes. For this purpose, a taper 270 for initial compression is provided, which is for giving this initial compression, and is tightened by an anchor fixing bolt 269, or is first compressed by a jig so as to be fixed. It can be attached by the method of.

FIG. 29 shows an example of a rubber bush capable of receiving a force in the axial direction instead of the conical rubber. The rubber cylindrical portion 273 receives a force in the axial radial direction and a rubber flat surface portion 274.
Is capable of receiving an axial force. As described above, the part of the anchor attached to the bogie middle beam 222 needs not only to swing, but also to receive an axial force. The spherical bush 230 attached to the rotation stopping pipe 227 must be displaced not only by swinging, but also by the displacement of the shaft spring 238 in the pitching direction.

Furthermore, the force in the front-back direction and the force in the axial direction must be received. Therefore, the spherical bush made of metal or the spherical bush 230 made of rubber may be used, but FIG. 30 shows an example of a method of constructing the spherical bush made of rubber. A part of the anti-rotation pipe reinforcement 276 and the anchor structure 277 are shown.
Shows a part of.

The spherical seat 282 is fixed by a fixing bolt 283 and a nut 284, and the spherical seat 282 is covered with a spherical rubber 281 which is divided into two parts.
78 and the fixing bolt 279 constitute a spherical bush made of rubber. Further, the cover 280 is configured to protect the rubber from water and the like.

With this structure, it is possible to receive a force in the axial direction and a force in the radial direction, and allow movement around any axis.

FIG. 31 shows an embodiment of a structure in which the front and rear wheel axles swing in opposite directions and the same amount. The front and rear anti-rotation pipes 227 have arms 285A, 285B.
Are provided and are connected to each other by a connecting link 286 so that the extension of the center line of the anchor 224 intersects at the center point of the wheel shaft, so that the front and rear wheel shafts can swing about the center point. And the arm 285
By the action of the A and 285B and the connecting link 286, the front and rear wheel axles can be swung in the opposite directions and by the same amount. Further, by disposing the steering body coupling link 244, the steering arm 245, and the steering links 247 and 248, it is possible to construct a steering carriage having the same function as shown in FIGS. 26 and 27.

<Tenth Embodiment> [Structure] FIG. 32 is a view showing a tenth embodiment, and this embodiment is a cross-sectional view at the same position as FIG. Figure 24
In FIG. 32, two anchors 224A and 224B are provided, but in FIG.
It is the same that the two center line extensions of 7B are arranged so as to intersect with each other almost at the center of the wheel axle. However, in FIG. 24, the anchors 224A and 224B are the spherical bushes 230 on the detent pipe 227 side. Then, two rubber bushes 229AA, 229BA (229A on the side of the bogie center beam 222).
B, 229BB). On the other hand, in the case of FIG. 32, two rubber bushes 288AA, 288BA (288BA, 288B) are provided on the side of the rotation stop pipe 227.
It is supported by B) and is supported by one spherical bush 289A (289B) on the bogie center beam 222 side. Figure 32
In this case, the same tapered rubber bush as that shown in FIG. 28 is used so that the vertical force is easily received. The spherical bush 289A (289B) fixed by the fixing bolt 296 to the spherical bush mounting seat 293 on the bogie middle beam 222 side of the anchor 287A (287B) is fixed by the fixing bolt 298, and the anchors 287A, (2
87B), and is attached to one end of 87B) and is connected to the rubber retainer 295 by a fixing bolt 298. This spherical bush structure has a shape in which the structure shown in FIG. 30 is inverted, and the seal 297 has a spherical bush 289A (289B).
It prevents the entry of dust into the. Numeral 299 is a retaining seat, which is attached from the bogie middle beam 222. The detent 300 fixed to the detent seat 299 by the fixing bolt 301 is arranged under the rotation stopping pipe 227, so that the detent arm 24 does not drop even if the rubber bush or the fixing bolt is cut. Is being prevented.

[Operation and Effect] According to the tenth embodiment described above, the following operation and effect can be obtained. The difference between FIG. 32 and FIGS. 24 and 28 is whether the spherical bush is arranged near the detent pipe 227 or near the bogie midbeam 222. Spherical bush 28
9A and 289B are spherical bushes 289 when the wheel shaft is up and down.
Since it is devised to pitch around A and 289B, the pitching angle becomes the smallest for the same vertical displacement of the wheel axle in the case of FIG. 32 as compared with FIGS. The load on 289A and 289B is the smallest. In addition, the relative displacement of the shaft spring seat 237 and the rotation stopping arm 227 with respect to the shaft spring or the like becomes small, which makes the structure of the carriage reasonable.

<Modification> In the above-described embodiment, the rubber bushes are arranged on the rotation stopping arms arranged at both ends of the axle. However, this is replaced by a spherical bush without an annular rubber body. Even in this case, the same effect as that of the above-described embodiment can be obtained.

[0233]

According to the present invention, the mechanism for transmitting the traction force and the braking force generated by the mechanism for independently driving the left and right wheels by the outer rotor motor is arranged at both ends of the wheel axle or the center portion of the wheel axle. By arranging the mechanism that also receives the rotational force, the fixed part of the outer rotor motor is configured, and at the same time, the steering mechanism is incorporated into the bogie to change the rotation speed ratio of the left and right outer rotor motors, and to adjust the slope of the wheel tread appropriately. By giving the above, it is possible to freely and smoothly run even on a fairly small curved rail within the range of the slack provided on the normal route.

Moreover, if the rotation speed ratios of the left and right outer rotor motors are stored in the integrated controller of the train as a memory and controlled according to the memory, the curve can be freely traveled as a train, but on a route that does not exist in the memory. If the movement of the steering lever of the steering trolley is monitored, it is possible to detect this difference even if there is a slight difference in the distance integration function, so construct an outer rotor motor steering trolley with a backup mechanism. be able to.

Further, according to the present invention, the rotation stopping arm and the rotation stopping pipe for transmitting the traction force and the braking force generated by the mechanism for independently driving the left and right wheels by the outer rotor motor are arranged, and the rotation stopping pipe is also provided. The center line extension has arms that intersect at the center of the wheel axle, and a steering mechanism that controls the swing angle of the front and rear wheel axles according to the mutual swing angle of the car body and the bogie is incorporated. Is changed so as to give an appropriate slope to the tread surface of the wheel, it is possible to freely and smoothly run even on a very small curve in the range of slack provided on a normal route.

Moreover, if the rotation speed ratios of the left and right outer rotor motors are stored in the integrated controller of the train as a memory and controlled in accordance with the memory, the curve can be freely traveled as a train, but the routes that are not in the memory can be used. If the movement of the steering lever of the steering trolley is monitored, it is possible to detect the difference even if the vehicle enters or makes a slight difference in the distance integration function.Therefore, construct a steering trolley mechanism with a backup mechanism. You can

[Brief description of drawings]

FIG. 1 is a cross-sectional view showing a first embodiment of an outer rotor motor mechanism of the present invention.

FIG. 2 is a side view for explaining a fixing mechanism of the outer rotor motor of FIG.

FIG. 3 is a side view of a steering cart using the outer rotor motor mechanism of FIG.

4 is a cross-sectional view of the bogie of FIG. 3 taken along the center of the bogie and viewed from the cross section toward the end.

5 is a plan view of the bogie of FIG. 3 seen from above.

FIG. 6 is a schematic configuration diagram for explaining a first example of the steering mechanism of FIG.

FIG. 7 is a diagram for explaining the relationship between the wheels and rails of FIG.

FIG. 8 is a diagram for explaining a train control system.

9 is a diagram showing a control flow of the control system of FIG.

FIG. 10 is a side view for explaining a fixing mechanism of the outer rotor motor of the second embodiment of the outer rotor motor mechanism of the present invention.

11 is an enlarged front view showing the anisotropic rubber bush of FIG.

FIG. 12 is a schematic configuration diagram of a steering mechanism having the fixing mechanism of FIGS.

FIG. 13 is a side view for explaining a fixing mechanism of the outer rotor motor of the third embodiment of the outer rotor motor mechanism of the present invention.

14 is a side view of a steering trolley using the fixing mechanism of the outer rotor motor of FIG.

15 is a top view of the steering cart of FIG.

16 is a schematic configuration diagram of a steering mechanism incorporated in FIGS. 14 and 15. FIG.

FIG. 17 is a schematic configuration diagram for explaining a fourth example of the steering mechanism of the fourth embodiment of the outer rotor motor mechanism of the present invention.

FIG. 18 is a side view for explaining a fixing mechanism of the outer rotor motor of the fifth embodiment of the outer rotor motor mechanism of the present invention.

FIG. 19 is a sectional view showing a sixth embodiment of the outer rotor motor mechanism of the present invention.

20 is a side view for explaining a fixing mechanism of the outer rotor motor of FIG.

21 is a side view of a steering trolley using the outer rotor motor mechanism of FIG.

22 is a top view of the steering cart of FIG. 21. FIG.

FIG. 23 is a side view for explaining a fixing mechanism of the outer rotor motor of the seventh embodiment of the outer rotor motor mechanism of the present invention.

FIG. 24 is an explanatory diagram for explaining a structure that receives a longitudinal force and a rotational torque of the outer rotor motor of the eighth embodiment of the outer rotor motor mechanism of the present invention.

25 is a plan view of the arm structure shown in FIG. 24. FIG.

FIG. 26 is a side view of a steering cart using the outer rotor motor of FIG. 24.

FIG. 27 is a plan view of a steering cart using the outer rotor motor of FIG. 24.

FIG. 28 is an explanatory view for explaining a structure for receiving a longitudinal force and a rotational torque of the outer rotor motor of the ninth embodiment of the outer rotor motor mechanism of the present invention.

FIG. 29 is a view for explaining a second different example of the structure of the rubber bush which can receive the force in the axial direction used in the embodiment of FIG. 28.

FIG. 30 is a view for explaining a third different example of the spherical bush structure used in the embodiment of FIG. 28.

FIG. 31 is a second steering mechanism used in the embodiment of FIG. 28.
For explaining the example of FIG.

FIG. 32 is a tenth outer rotor motor mechanism of the present invention.
FIG. 6 is an explanatory view for explaining a structure that receives a longitudinal force and a rotational torque of the outer rotor motor of the embodiment.

[Explanation of symbols]

1, 1A, 1B ... Wheels, 2 ... Outer rotor motor rotor, 3 ... Outer rotor motor stator, 4 ... Wheel bearing,
5 ... Outer rotor motor bearing, 6, 6A, 6B ... Axle, 7 ... Outer rotor motor assembly part, 8 ... Resolver, 9 ... Hollow air cooling duct, 10 ... Inner expansion type brake, 11
… Internal expansion type brake shoes, 12… Rotation stop collar, 13…
Cooling air outlet, 14 ... Bearing equivalent, 15 ... Permanent magnet, 16
... Stator winding, 17 ... Blower, 18 ... Shaft end nut, 19
... Shaft spring seat, 20 ... Buffer rubber, 21 ... Horn stay, 2
2 ... Rubber bush, 23 ... Bolt, 24, 24A, 24
B, 24C ... Anti-rotation arm, 25 ... Rubber bush, 2
6 ... Bogie frame, 27 ... Shaft spring, 28 ... Pillow spring, 29 ... Spindle, 30 ... Spindle link, 31 ... Steering triangular link, 32 ...
Steering triangular link, 33 ... Steering triangular link fulcrum, 34 ... Steering triangular link receiver, 35 ... Shaft box body fall stop, 36 ... Shaft box body fall prevention pawl, 37 ... Steering vehicle body coupling link, 38 ... Steering arm, 39 ... Steering Link, 40 ... Steering arm fulcrum, 4
1 ... Displacement detector, 42 ... Bogie middle beam, 43 ... Bogie side beam, 4
4 ... Bracket, 45 ... Pin, 46 ... Middle beam connecting material, 47
... Bogie overhanging portion, 48 ... Left and right stoppers, 49 ... Vehicle body center line, 50 ... Connecting link, 51 ... Steering connecting link, 5
2, 52A, 52B ... left and right rails, 53A, 53B, 5
3C ... Train formation 1, 2, and 3 cars, 54A, 54B, 55
A, 55B, 56A, 56B ... Trains 1, 2 and 3 front and rear bogies, 57 ... Overall controller, 58 ... Display device,
59 ... Speedometer generator, 60 ... Transceiver, 61 ... Transmission line, 62A, 62B, 62C ... Curve running control device 1,
Cars 2 and 3, 63 ... Different direction rubber bush, 64 ... Rubber missing portion, 65 ... Rubber filled portion, 66 ... Outer ring, 67 ...
Inner bush, 68 ... Link, 72 ... Axle brim, 73 ...
Axle fixing plate, 74A, 74B ... Outer rotor motor fixing link, 76 ... Bearing corresponding part, 84A, 84B ... Anchor, 85 ... Rubber bush, 86A, 86B ... Anchor receiver, 87 ... Rotation stop pipe, 88 ... Anchor receiving reinforcing member , 89 ... Bogie underframe, 96 ... Link receiver, 97 ... Link receiver, 98 ... Link receiver, 99 ... Steering vehicle body coupling link,
100 ... Steering arm, 101 ... Torsion bar, 102
... Steering link, 103 ... Steering link, 104 ... Bogie mid-beam, 105 ... Bogie mid-beam connecting member, 106 ... Bogie extension, 107 ... Left and right stoppers, 108 ... Body center, 10
9 ... Steering link vehicle body coupling part, 110 ... Steering link, 11
DESCRIPTION OF SYMBOLS 1 ... Displacement detector, 113 ... Steering arm fulcrum, 114 ... Outer rotor motor support arm, 115 ... Outer rotor motor support rotation center, 116 ... Bogie mid-beam fulcrum, 117
... Fixed link, 118 ... Fixed link receiver, 119 ... Reinforcement arm, 120 ... Fixing bolt, 121A, 121B ... Axial spring seat, 122 ... Left and right stoppers, 123A, 123
B, 123C, 123D ... Steering arm, 124 ... Fixed link, 125 ... Rubber bush, 126 ... Fixed link receiver 127 ... Axle fixing plate, 128 ... Link receiver, 131
A, 131B ... Shaft box body, 222 ... Bogie center beam, 224A,
224B, 224C, 224D ... Anchor, 225A
A, 225AB, 225BA, 225BB ... Anchor receiver, 226A, 26B ... Anchor receiver, 227 ... Rotation stop pipe, 228 ... Anchor receiver reinforcement, 229AA, 2
29AB, 229BA, 229BB ... Rubber bush, 2
30 ... Spherical bush, 231, ... Fall stop, 232 ... Fall prevention bolt, 233 ... Bogie measuring beam, 234 ... Anchor fixing bolt, 235 ... Anchor fixing bolt, 236 ... Bogie underframe, 237A, 237B ... Shaft spring seat, 238 ... Axial spring,
239 ... Axial box body fall prevention, 240 ... Fall prevention claws, 241
… Pillow springs, 242… Heart plates, 243… Heart plate links, 244
… Steering car body coupling link, 245… Steering arm, 246…
Torsion bar, 247 ... Steering link, 248 ... Steering link, 249 ... Middle beam connecting material, 250 ... Bogie overhang, 2
51 ... Left and right stoppers, 267A, 267B ... Rubber bush, 268 ... Anchor receiver, 269 ... Anchor fixing bolt, 270 ... Initial compression taper, 271 ... Outer cylinder, 272 ...
Axial flat surface portion, 273 ... Rubber cylindrical portion, 274 ... Rubber flat surface portion,
275 ... Hole for fixing bolt, 276 ... Reinforcement of anti-rotation pipe, 277 ... Anchor structure, 278 ... Rubber retainer, 27
9 ... Fixing bolt, 280 ... Cover, 281 ... Spherical rubber,
282 ... spherical seat, 283 ... fixing bolt, 284 ... nut, 285A, 85B ... arm, 286 ... connecting link, 28
7A, 287B ... Anchor, 288AA, 288BA,
288AB, 288BB ... Rubber bush, 289A, 2
89B ... Spherical bush, 290 ... Anchor receiver, 291
... Anchor fixing bolt, 292 ... Taper for initial compression, 29
3 ... Spherical bush mounting seat, 294 ... Anchor seat, 2
95 ... rubber retainer, 296 ... fixing bolt, 297 ... seal, 298 ... fixing bolt, 299 ... retaining seat, 300
… Stop, 301… Fixing bolt.

─────────────────────────────────────────────────── ─── Continuation of front page (51) Int.Cl. ⁷ Identification code FI B61F 5/30 B61F 5/30 Z 5/32 5/32 A (72) Inventor Toru Saima 2-chome Harumicho, Fuchu, Tokyo No. 24 No. 1 Toshiba Transport Engineering Co. Ltd. (72) Inventor Shigeto Shiraishi No. 1 Toshiba-cho, Fuchu-shi, Tokyo Inside the Fuchu factory, Toshiba (72) Inventor Riki Kinoshita No. 1 Toshiba-cho, Fuchu-shi, Tokyo (56) References JP-A-8-268277 (JP, A) JP-A-7-9993 (JP, A) JP-A-4-356270 (JP, A) JP-A-1- 266059 (JP, A) JP-A-2-212263 (JP, A) JP-A-9-109885 (JP, A) JP-A-62-175256 (JP, A) Actually open flat 3-106208 (JP, U) (58) Fields investigated (Int.Cl. ⁷ , DB name) B61F 5/44 B61C 9/46 B61C 9/44 B61F 3/16 B61F 5/30 B61F 5/32

Claims (26)

(57) [Claims] 1. A first outer rotor motor stator and a second outer rotor motor stator, which are fixedly supported by a support frame, respectively, and are mounted separately from each other, and each of the two fixed shafts. A driven body that is rotatably supported on the end side, and first and second bearings, one end of which is supported by each of the driven bodies and the other end of which is supported via bearings mounted on the fixed shafts. Outer rotor motor rotor, rotation stop collars fixed to both ends of the fixed shafts, one pair of steering wheels each having one end connected to each rotation stop collar and the other end of the support frame. The support base is connected to a mechanism and is capable of transmitting a force in a rotation direction of the driven body and a direction perpendicular to the rotation direction, and applies a longitudinal force such as a traction force or a braking force generated by each rotor to the support base. At the same time as transmitting directly to the frame, Outer rotor motor, characterized in that the force is also provided with a detent arm for transmitting to the support underframe. 2. Wheels rotatably supported independently on the left and right sides of both ends of first and second axles fixed to a bogie underframe, and first wheels mounted separately for each axle. A second outer rotor motor stator, first and second outer rotor motor rotors, one end side of which is supported by the wheel and the other end side of which is supported via a bearing mounted on the axle. First and second rotation stop collars respectively fixed to both ends of the axle; one end portion is connected to each rotation stop collar, and the other end portion is fixed to a pair of steering mechanisms included in the bogie underframe; A force can be transmitted in the rotation direction of each of the wheels and in a direction perpendicular to the rotation direction, and when a force in the front-rear direction such as a traction force or a braking force generated by each rotor is directly transmitted to the bogie frame. At the same time, a reaction force of the rotational force by the pulling force to the bogie underframe First, outer rotor motor steering bogie, characterized in that it comprises a second detent arm, a reach. 3. The steering mechanism includes four steering wheels near each of the rotation stopping arms, rotatably supported by the bogie underframe, and connected to the other end of each of the rotation stopping arms. A triangular link; a first steering arm rotatably supported by the bogie underframe and connected with a steering body coupling link rotatably connected to the bogie underframe; the detent arm and the steering triangle One of the connecting portions with a link, a second steering link whose both ends are connected to the first steering arm, and among the steering triangular links, connecting the steering triangular links that are operated by the operation of each axle. 3. The outer rotor motor operation according to claim 2, wherein the outer rotor motor operation is constituted by a connecting link for connecting the steering triangle links and a steering connecting link for connecting the steering triangle links located between the axles among the steering triangle links. Truck. 4. A rubber bush or a spherical bush is arranged at positions vertically separated from each other on both ends of the axle, and a rubber bush or a spherical bush is arranged at a connecting portion between the rotation stopping arm and the bogie underframe. The outer rotor motor steering cart according to claim 2, wherein 5. A rubber bush, a spherical bush, or the like is sufficiently rigid in the radial direction and the axial direction at a joint portion of the rotation stopping arm with the bogie underframe at the axle end, and is resistant to the rotational direction of the shaft and the prying force. 3. The outer rotor motor steering cart according to claim 2, wherein the outer rotor motor steering cart has a coupling structure that allows it to some extent. 6. Of the four rubber bushes provided on each rotation stopper brim, only one is a special rubber bush,
The rigidity of the special rubber bush is orthogonal to the axle.
The rigidity in the front-rear direction is significantly smaller than the rigidity in the upward and downward directions orthogonal to the axle.
A certain range of wheel weight loss of wheels on the same axle
The outer rotor motor steering trolley according to claim 4, wherein 7. The anti-rotation arm is arranged near one of the first and second axles, and the steering mechanism is fixed near the anti-rotation arm and to the wheel. Four steering triangular links near the end of the axle, each rotatably supported by the bogie underframe and connected to the other end of the detent arm and the end of the axle; and the bogie A first steering arm that is rotatably supported by a frame and is coupled to a steering body coupling link that is rotatably coupled to the bogie frame; and a coupling portion between the detent arm and the steering triangular link. A second steering link whose both ends are connected to the first steering arm; a connecting link connecting the steering triangular links of the steering triangular links that are operated by the operation of the axles; Triangular phosphorus Of the outer rotor motor steering bogie according to claim 2, characterized in that composed of a steering connecting links connecting the steering triangle link each other located between the respective axles. 8. Two outer rotor motor stators mounted separately from each other on two fixed shafts fixedly supported by a support frame and respectively rotated to respective end sides of said fixed shafts. A driven body that is movably supported, and an outer rotor motor rotor, one side of which is supported by the driven body, and the other side of which is supported via a bearing mounted on the fixed shaft. A rotation stopping member is fixed to both ends, and a connecting member for connecting the rotation stopping member is arranged outside the outer diameter of the driven body at the tip of each rotation stopping member. By connecting with the support underframe, the front-back direction force such as traction force and braking force generated by each rotor is directly transmitted to the support underframe, and at the same time, the reaction force of the rotational force due to the traction force is also transmitted to the support underframe. Outer row featuring Tamotor. 9. A wheel is rotatably supported independently on each of two axles fixed to a bogie underframe, and each wheel is driven by a rotational force generated in a rotor of an outer rotor motor. And fixing a rotation stopping arm to both ends of each axle, and disposing a connecting member for connecting the rotation stopping arm to the outside of the outer diameter of the wheel at the tip of each rotation stopping arm, the connecting mechanism in the central portion of the connecting member is coupled to the bogie underframe, when the longitudinal direction forces such as traction and braking force the rotor will occur directly transmitted to the bogie underframe simultaneously generated by the traction force and braking force outer rotational force also was characterized by being restrained between the connecting member and the bogie underframe of the rotation stopper arm by for configuring the coupling mechanism can be transmitted to the bogie underframe, a plurality of coupling mechanisms for -Rotor motor steering cart. 10. A shaft spring is arranged in the front and rear of a shaft spring seat, and the shaft spring seat is allowed to have a slight amount in the front-rear direction with respect to a fixed portion of the axle so that an equal load is applied to the shaft spring. The outer rotor motor steering trolley according to claim 9, wherein the outer trolley motor steering trolley has a structure. 11. The outer rotor motor according to claim 10, wherein a cushioning rubber is arranged between the shaft spring seat and the axle in order to allow a slight displacement of the shaft spring seat in the longitudinal direction with respect to the axle. Steering trolley. 12. Two outer rotor motor stators mounted separately from each other on each of two fixed shafts fixedly supported by a support underframe, and respectively rotated to each end side of each fixed shaft. A driven body that is movably supported, and an outer rotor motor rotor, one side of which is supported by the driven body, and the other side of which is supported through a bearing mounted on the fixed shaft, and which faces the rotor. A fixed member is fixed to the fixed shaft on the side where the force is applied, and the fixed member and the support underframe are connected to a connecting mechanism, so that force can be transmitted in the rotation direction of the driven body and the front-back direction orthogonal to this rotation direction. And a front-rear direction force such as a traction force and a braking force generated by each rotor are directly transmitted to the support frame, and a reaction force of the rotational force due to the traction force is also transmitted to the support frame. Outer rotor motor Ta. 13. A wheel is rotatably supported independently on each of two axles fixed to a bogie underframe, and each wheel is driven by a rotational force generated in a rotor of an outer rotor motor. configured to, by the coupling mechanism such as a link detent arm which is fixed between the left and right outer rotor motor coupled to the bogie underframe, the longitudinal direction forces such as traction and braking force the rotor will occur and at the same time directly transmitted to the <br/> bogie underframe, for constituting the connecting mechanism can be transmitted to the rotational force also the bogie underframe generated by the traction force or braking force, than the outer rotor motor by a plurality of coupling mechanisms An outer rotor motor steering cart, wherein the rotation stopping arm is restrained. 14. The outer rotor motor steering cart according to claim 9 or 13, wherein a plurality of coupling mechanisms arranged in the center of the axle are constituted by anchor links that are substantially parallel and have substantially the same length. 15. A plurality of connecting mechanisms arranged in the center of the axle are constituted by substantially horizontal anchor links, and the other anchor links are separated from the axle center so as to prevent the axle from rotating. Vertical or inclined to some extent,
An outer rotor motor steering cart according to any one of claims 2, 9 and 13, characterized in that it is constituted mainly by a link that is displaceable in the lateral direction. 16. The axle fixing plate of a connecting mechanism arranged at the center of the axle is fixed to a flange attached to the axle, and a thin plate is formed between the left and right outer rotor motor structures. Item 13. The outer rotor motor steering cart according to Item 13. 17. The outer rotor fixing link of the connecting mechanism arranged in the center of the axle is configured such that rubber bushes or spherical bushes are formed at both ends thereof so that the outer rotor fixing link can be swung in a horizontal plane about the center of the axle. Claim 2
The outer rotor motor steering cart according to any one of 9 and 13. 18. Two outer rotor motor stators mounted separately from each other on two fixed shafts fixedly supported by a support frame, and respectively rotated to respective end sides of each fixed shaft. A driven body that is movably supported, and an outer rotor motor rotor, one side of which is supported by the driven body and the other side of which is supported via a bearing mounted on the fixed shaft. A pair of steering mechanisms capable of controlling the swinging angle of the fixed shaft are fixed, and the rotation direction of the driven body and the front-back direction perpendicular to the rotation direction are provided between the steering mechanisms and the rotors. The traction force and the braking force generated by each rotor are connected to a rotation stop arm, and the centerline extension of the rotation stop arm is arranged to intersect the center of the fixed shaft. By the anchor, the front-back force is applied to the support frame. An outer rotor motor characterized in that the reaction force of the rotational force due to the traction force is transmitted to the support frame simultaneously with the direct transmission. 19. A wheel is rotatably supported independently on each of two axles fixed to a bogie underframe, and each wheel is driven by a rotational force generated in a rotor of an outer rotor motor. In this configuration, the detent arms are fixed to both ends of each axle, and the detent arms are connected by a connecting member so that the center line extensions of the plurality of anchors intersect near the center of the axle. , One end of each of the anchors is fixed to the bogie frame, and the other end of each anchor is connected to the connecting member, respectively, and is incorporated in the bogie frame to support the bogie in the front-rear direction and the vertical direction. The steering mechanism constrained to the bogie frame is connected by a coupling mechanism capable of transmitting a force in the longitudinal direction and a force in the rotational direction, and the longitudinal force such as the traction force and the braking force generated by the rotor is applied to the bogie frame. An outer rotor motor steering bogie characterized in that the reaction force of the rotational force due to the traction force is also transmitted to the bogie frame at the same time as being directly transmitted to the bogie frame. 20. The anchor has a degree of freedom in a swinging direction, and a tip end portion is formed of a rubber bush or a cylindrical bush, and further, a metallic spherical bush or a spherical bush is provided at an anchor end having a degree of freedom in a vertical direction. 20. The outer rotor motor steering carriage according to claim 19, wherein the outer rotor motor steering carriage comprises a rubber bush having a spherical joint function, and is capable of swinging in a horizontal plane around the center of the axle. 21. A shaft spring is arranged in front of and behind the shaft spring seat, and the shaft spring seat allows the fixed part of the axle vertically within a predetermined range so that an equal load is applied to the shaft spring. The outer rotor motor steering trolley according to claim 19, wherein: 22. The curve memory preliminarily considers the curve radius of the curve rail for each slope of the wheel tread, and the slack set stepwise for each range of the radius of the curve rail when the curve rail is entered. The rotation speed ratios of the left and right outer rotor motor rotors are stored, and the rotation speed ratios of the left and right outer rotor motor rotors are based on the contents stored in the curve memory when actually traveling on a curved rail. The outer rotor motor steering cart according to claim 2, 9, 13, or 19, characterized in that. 23. The outer rotor motor steering bogie according to claim 22, wherein a bogie combined with a means for controlling the front and rear wheel axle swing angles according to the relative swing rotation angles of the vehicle body and the bogie is used. 24. A mechanism for controlling the swing angle of the front and rear wheel axles is arranged only on one side of the truck according to the relative swing rotation angle between the vehicle body and the truck for controlling the direction of the wheel axle of the steering truck. An outer rotor motor steering cart according to claim 22. 25. A displacement detector for detecting a movement angle of a truck steering arm that moves by a steering body coupling link for transmitting a relative swing angle between the vehicle body and the truck is provided, and a detection value detected by the displacement detector. In advance, in the curve memory, the curve radius of the curve rail for each slope of the wheel tread, and stepwise for each certain range of the radius of the curve rail when entering the curve rail,
The rotation speed ratio of the left and right outer rotor motor rotors is stored in consideration of the set slack, and the curve data stored in the curve memory is constantly compared with the detection value detected by the displacement detector. , If this comparison result is within a certain range, use the curve data of the memory,
In addition, when the detection value detected by the displacement detector is detected as the difference in the direction of the curve or the curve rail which does not exist in the curve memory is detected, the detection value detected by the displacement detector is given priority. 3. The method according to claim 2, which is used for
The outer rotor motor steering trolley described in 2. 26. A steering mechanism or a restraining mechanism in the front-rear direction is arranged at both ends or the center of the axle to transmit the force in the front-rear direction of the wheels, but the axle box is not coupled with the bogie underframe in the front-rear direction. The shaft spring that receives the vehicle body load has a proper spring constant in the up-down direction, a hard spring constant in the left-right direction, and a fairly soft spring constant in the front-rear direction so that the shaft box does not displace abnormally. 23. The outer rotor motor steering cart according to claim 22, having such a stopper.