JP6223206B2 - Wheel drive system for equipment installed in natural environment - Google Patents

Description

  The present invention relates to a wheel drive device for driving a wheel for running equipment installed in a natural environment.

  Patent Document 1 discloses an invention relating to a freight handling plant of a freight collection site and a related freight collection site.

  In this Patent Document 1, cargoes, for example, containers of 40 tons or more are used in docks on the seaside (harbors), lakes, and riverbanks, railway freight stations and on land, that is, freight dumps installed in the natural environment. Disclosed are devices, machines, or adjusted arrangements of structures that perform loading and unloading, transfer and parking.

  And as one of the specific examples of these devices, a self-propelled crane (so-called harbor crane) used on the coast is disclosed, and a wheel drive device for driving a wheel for running the harbor crane is also disclosed. ing.

  The wheel rotation shaft (axle) of the wheel drive device is rotatably supported by a support body of a port crane column. The axle extends to the outside of the support, and a motor (gear motor with a braking device) in which a braking device and an orthogonal reduction gear are combined is connected to the extending axle.

  The harbor crane is configured to maintain a stopped state by braking a wheel with a brake device attached to the gear motor.

Japanese National Patent Publication No. 10-506084 (FIGS. 14 and 15)

  However, equipment installed in such a natural environment requires a strong braking force so that it does not start unintentional travel even if the equipment is subjected to strong winds or gusts. Therefore, in order to secure the braking force, there is a tendency to select a gear motor with a brake device having a capacity larger than the capacity of the gear motor originally required for running the equipment, and as a result, the motor and the speed reducer are excessive. There is a problem that the quality is increased and the cost is easily increased.

  The present invention has been made to solve such a conventional problem, and is a low-cost wheel drive device for equipment installed in a natural environment that can ensure desired braking performance. The issue is to provide.

The present invention is a wheel drive device for driving a wheel that runs equipment installed in a natural environment, and includes a motor, a speed reducer, and a brake device, and rotation of an output shaft of the speed reducer, Transmitted to the wheels, the brake device is connected to a power transmission system branched from a power transmission system from the motor to the output shaft of the speed reducer, and the brake shaft of the brake device is connected to the power transmission system of the speed reducer. The above problem is solved by arranging the brake shaft at a rotational speed that is higher than the rotational speed of the motor shaft of the motor .

  In the present invention, a brake device that restrains the traveling (wheel rotation) of the equipment installed in the natural environment is connected to a power transmission system branched from the power transmission system from the motor to the output shaft of the speed reducer. Further, the brake shaft of the brake device is arranged orthogonal to the output shaft of the speed reducer.

  Thereby, a motor and a reduction gear can be selected separately from selection of a brake device.

  ADVANTAGE OF THE INVENTION According to this invention, the wheel drive device of the installation installed in a natural environment which can ensure desired braking performance at low cost is obtained.

The whole sectional view of the wheel drive device of the harbor crane installed in the natural environment concerning an example of the embodiment of the present invention. The principal part enlarged view of this wheel drive device Sectional view along the line III-III of FIG. Whole sectional drawing of the wheel drive device of the harbor crane installed in the natural environment which concerns on an example of other embodiment of this invention.

  Hereinafter, an example of an embodiment of the present invention will be described in detail based on the drawings.

  FIG. 1 is an overall cross-sectional view of a wheel drive device for a harbor crane installed in a natural environment according to an example of an embodiment of the present invention. FIG. 2 is an enlarged view of a main part of the wheel drive device, and FIG. 3 is a cross-sectional view taken along the line III-III in FIG.

  The wheel drive device 10 is for driving a wheel 14 for running a self-propelled crane (the whole is not shown in the drawing: hereinafter referred to as a port crane) 12 for loading and unloading a ship's cargo in a harbor. is there. The harbor crane 12 is a facility installed in a natural environment. More specifically, if the facility receives a natural external force such as wind and there is no brake device, the facility is installed in an environment where the vehicle is caused to travel by the external force. For this reason, the wheel drive device 10 is configured so that the braking force that can maintain the state where the harbor crane 12 is stopped can be applied to the wheel 14 even under strong wind.

  The harbor crane 12 has a plurality of columns 16 (only one of them is shown), and a crane (not shown) is installed on a steel frame (not shown) incorporated on each column 16. A plurality of wheels 14 (only one is shown in FIG. 1) are provided at the bottom of each column 16. By driving (rotating) the plurality of wheels 14 in conjunction with each other, the entire harbor crane 12 travels on the rail 18.

  The wheel driving device 10 is provided on each of the plurality of wheels 14. The wheel drive device 10 includes a motor 20, a speed reducer 22, and a brake device 24 (see FIG. 3). Further, the wheel drive device 10 includes a first power transmission system PT1 from the motor 20 to the output shaft 30 of the speed reducer 22, and a second power transmission system PT2 branched from the first power transmission system PT1. The brake device 24 is connected to a second power transmission system PT2 branched from the first power transmission system PT1. Further, the brake shaft (braking shaft) 32 of the brake device 24 is disposed orthogonal to the output shaft 30 of the speed reducer 22.

  More specific description will be given below.

  The wheel drive device 10 according to this embodiment includes a first power transmission system PT1 from the motor 20 to the output shaft 30 of the speed reducer 22.

  The type of the motor 20 of the wheel driving device 10 is not particularly limited, but a three-phase induction motor is used in this example. The motor shaft 34 of the motor 20 is supported by a pair of motor bearings 36 and 38. The motor shaft 34 has a first extending portion 34 </ b> A extending in a cantilevered state on the anti-load side further than the motor bearing 36 on the anti-load side, and the cooling fan 40 is provided in the first extending portion 34 </ b> A. It is attached.

  In this embodiment, a brake device for braking the motor shaft 34 itself is not particularly provided. However, for example, a brake device that brakes the motor shaft 34 itself (apart from the brake device 24 according to the present invention) may be disposed in the first extending portion 34A. This configuration can be regarded as a configuration in which the brake device 24 according to the present invention is further incorporated into a so-called “gear motor with a brake device”.

  Referring mainly to FIG. 2, the motor shaft 34 of the motor 20 has a second extending portion 34 </ b> B extending in a cantilevered manner from the load-side motor bearing 38. A hollow portion 34B1 is formed in the second extending portion 34B. The end portion 42A of the input shaft 42 of the speed reducer 22 is fitted into the hollow portion 34B1. The motor shaft 34 and the input shaft 42 are connected via a key 44 in the hollow portion 34B1. That is, the input shaft 42 rotates integrally with the motor shaft 34 of the motor 20. In addition, the connection of the motor shaft 34 and the input shaft 42 is not limited to the connection by a key. For example, it may be a spline connection, or the input shaft 42 of the speed reducer 22 may be integrated from the beginning as part of the motor shaft 34.

  The input shaft 42 is rotatably supported by the speed reducer casing 50 by a pair of first tapered roller bearings 46 and 48. A first orthogonal pinion 52 is connected to the tip of the input shaft 42. That is, the first orthogonal pinion 52 is connected to the motor shaft 34 (via the input shaft 42). In this example, the input shaft 42 and the first orthogonal pinion 52 are integrally connected (integrated) from the beginning, but may be connected by a key, a spline, or the like. A speed reduction mechanism may be interposed between the motor shaft 34 and the input shaft 42. Conversely, the first orthogonal pinion 52 may be configured to be integrally connected (as a single member) from the beginning with the motor shaft itself that also serves as the input shaft, for example.

  The first orthogonal pinion 52 meshes with the orthogonal gear 54. The orthogonal gear 54 is connected to the intermediate shaft 56 via a key 58. The intermediate shaft 56 is supported by the reduction gear casing 50 via a pair of second tapered roller bearings 61 and 63. An intermediate pinion 60 is integrally formed on the intermediate shaft 56.

  The intermediate pinion 60 meshes with the output gear 62. The output gear 62 is connected to the output shaft 30 via a key 64. In this embodiment, the output shaft 30 is constituted by a hollow shaft having a through hole 30 </ b> A, and is supported by the speed reducer casing 50 by a pair of third tapered roller bearings 65 and 67.

  The reduction gear casing 50 is connected and fixed to the support body 68 of the support column 16 by a torque arm 74. Reference numeral 76 is a bolt for fixing the torque arm 74 to the thick portion 50A near the input shaft 42 of the reduction gear casing 50, and reference numeral 78 is a bolt for fixing the torque arm 74 to the support body 68 of the support column 16. is there.

  The power transmission system from the motor 20 to the output shaft 30 of the speed reducer 22, that is, the motor shaft 34 of the motor 20, the input shaft 42 of the speed reducer 22, the first orthogonal pinion 52, the orthogonal gear 54, the intermediate shaft 56, and the intermediate A power transmission system constituted by the pinion 60, the output gear 62, and the output shaft 30 constitutes a first power transmission system PT1.

  Referring again to FIG. 1, the axle 66 of the wheel 14 of the harbor crane 12 is rotatably supported by a support 68 provided on the column 16 via a pair of double row roller bearings 70 and 72. The speed reducer 22 is mounted on the axle 66 in such a manner that an output shaft 30 (comprising a hollow shaft) is fitted on the axle 66.

  The output shaft 30 and the axle 66 are fixed by a fixing plate 80 and a bolt 82, and are connected to each other by a key (not shown) so as to be integrally rotatable. The bolt 82 passes through the fixed plate 80 and is screwed into the end portion of the axle 66. Wheels 14 are assembled to the axle 66. As a result, the wheel 14 can travel on the rail 18 as the axle 66 rotates.

  Next, the second power transmission system PT2 of the wheel drive device 10 will be described with reference to FIG.

  The wheel drive device 10 has a second power transmission system PT2 branched from the orthogonal gear 54 of the first power transmission system PT1. Specifically, the second power transmission system PT2 is connected to the orthogonal gear 54, the second orthogonal pinion 86 meshing with the orthogonal gear 54, and the second orthogonal pinion 86 (via the pinion shaft 88 and the simple planetary gear mechanism 90). And a brake device 24 for braking the rotation of the connected brake shaft 32.

  More specifically, the first orthogonal pinion 52 of the first power transmission system PT1 and the second orthogonal pinion 86 of the second power transmission system PT2 mesh with the orthogonal gear 54 (which is a branch point) at the same time. ing. In this embodiment, the first orthogonal pinion 52 and the second orthogonal pinion 86 are configured with the same specifications including the module and the number of teeth. That is, both the first orthogonal pinion 52 and the second orthogonal pinion 86 rotate at the same rotational speed as the rotational speed of the motor shaft 34.

  The second orthogonal pinion 86 is integrated with the pinion shaft 88. The pinion shaft 88 is rotatably supported by the reduction gear casing 50 via a pair of fourth taper roller bearings 93 and 94. The pinion shaft 88 is connected to the carrier 96 of the simple planetary gear mechanism 90 via a bolt 98.

  The simple planetary gear mechanism 90 includes a planetary gear 106 supported by the carrier 96, an internal gear 104 with which the planetary gear 106 meshes with each other, and a sun gear 108 with which the planetary gear 106 meshes with each other. . The simple planetary gear mechanism 90 functions as an “acceleration mechanism” that rotates the sun gear 108 at a higher rotational speed when torque for rotating the carrier 96 is input from the second orthogonal pinion 86 side.

  The internal gear 104 of the simple planetary gear mechanism 90 is integrated with the speed reducer casing 50 and the brake casing 100 via a connecting bolt 102 in a manner sandwiched between the speed reducer casing 50 and the brake casing 100. Further, the sun gear 108 of the simple planetary gear mechanism 90 is connected to the joint shaft 110.

  The joint shaft 110 includes a hollow portion 110A and a solid portion 110B coaxially. The sun gear 108 of the simple planetary gear mechanism 90 is connected to the joint shaft 110 by being press-fitted into the hollow portion 110 </ b> A of the joint shaft 110. The solid portion 110B of the joint shaft 110 constitutes the brake shaft 32 of the brake device 24 (the solid portion 110B of the joint shaft 110 = the brake shaft 32 of the brake device 24). The joint shaft 110 is rotatably supported by the brake casing 100 by a pair of ball bearings 112 and 114.

  The brake device 24 includes a coil 120 disposed in the brake casing 100, a suction plate 126 that is attracted to the coil 120 side when the coil 120 is energized, and is returned to the counter coil side by the biasing force of the spring 128 when the coil 120 is not energized. The plurality of friction plates 124 are alternately assembled on the brake shaft 32 side and the brake casing 100 side.

  When the coil 120 is energized, the brake device 24 sucks the suction plate 126 toward the coil 120 to separate the friction plates 124 in the axial direction and releases the rotation of the brake shaft 32. Further, when the energization of the coil 120 is cut off, the brake device 24 pushes the suction plate 126 back to the non-coil side by the urging force of the spring 128 to press-contact each friction plate 124 and restrains the rotation of the brake shaft 32 ( Brake).

  From the above configuration, after all, the brake shaft 32 of the brake device 24 is composed of a shaft that rotates at a rotational speed that is higher than the rotational speed of the motor shaft 34 because the simple planetary gear mechanism 90 is interposed. Will be. The brake shaft 32 is disposed coaxially with the second orthogonal pinion 86 and is disposed orthogonal to the output shaft 30 (or the axle 66) of the speed reducer 22. Further, the shaft center O32 of the brake shaft 32 includes the shaft center O34 of the motor shaft 34 and is disposed on a plane P1 perpendicular to the shaft center O30 of the output shaft 30 of the speed reducer 22 (or the shaft center O66 of the axle 66). Has been. The plane P1 corresponds to the “paper surface” in FIG. 3, that is, the plane along the line III-III in FIG.

  In this embodiment, the most projecting portion of the wheel driving device 10 from the column 16 is the end 30 </ b> B of the output shaft 30 of the speed reducer 22. The projecting dimension from the column 16 of the wheel drive device 10 to the end 30B of the output shaft 30 is L10 (see FIG. 1).

  Next, the effect | action of the wheel drive device 10 of the harbor crane 12 which concerns on this embodiment is demonstrated.

  When the motor shaft 34 of the motor 20 rotates, the first orthogonal pinion 52 rotates through the rotation of the input shaft 42, and the orthogonal gear 54 that meshes with the first orthogonal pinion 52 rotates. When the orthogonal gear 54 rotates, the intermediate shaft 56 connected to the orthogonal gear 54 rotates, and the intermediate pinion 60 formed on the intermediate shaft 56 rotates. The rotation of the intermediate pinion 60 is transmitted to the output gear 62, and the output shaft 30 connected to the output gear 62 rotates. As a result, the axle 66 connected to the output shaft 30 rotates, and the wheel 14 connected to the axle 66 travels on the rail 18. As a result, the harbor crane 12 can travel along with the column 16.

  Here, since the harbor crane 12 is a facility installed in a natural environment, there is a possibility that the port crane 12 may start to move due to wind when it should be stopped. In particular, since the harbor crane 12 is a facility installed in a coastal area, sometimes a very strong wind may blow or a strong braking force is required.

  Therefore, in the brake device generally disposed on the opposite side of the motor, the braking force tends to be insufficient. However, simply increasing the brake device on the non-load side of the motor to a large capacity capable of generating a braking force exceeding the braking force required when the harbor crane is traveling is simply a new problem. It becomes a factor. For example, the increased outer shape of the brake device interferes with the support and support body of the harbor crane, or the motor casing receives the large braking reaction force, so the lack of strength of the motor casing becomes a problem. Sometimes. For this reason, conventionally, when the size of the brake device is increased, eventually, the motor and the speed reducer are also selected with a larger size. It was. In addition, since there is a limit to unnecessarily excessive quality, when a very strong wind blows (for example, in the case of a typhoon), for example, a wedge-shaped wheel stopper is inserted between the wheel and the rail. Was often required.

  However, in this embodiment, since the brake device 24 is connected to the second power transmission system PT2 branched from the first power transmission system PT1 from the motor 20 to the output shaft 30 of the speed reducer 22, it resists wind. The motor 20 and the speed reducer 22 can be selected separately from the selection of the brake device 24 in consideration of the braking force that can be applied. In other words, in the first power transmission system PT1, it is possible to ensure the braking performance for maintaining a desired stop in the second power transmission system PT2 while ensuring the predetermined traveling performance. As a result, it is possible to provide the wheel drive device 10 having a necessary and sufficient capacity in both driving performance and braking performance for maintaining a stop while suppressing an increase in cost, and ensuring performance and reducing costs. Can be compatible. In addition, for example, the frequency of incorporating the wheel stopper during a strong wind can be further reduced or eliminated.

  In the wheel drive device 10, the brake shaft 32 of the brake device 24 is disposed orthogonal to the output shaft 30 of the speed reducer 22, so that the brake device 24 installed in the second power transmission system PT <b> 2 is arranged. The degree of freedom of arrangement is extremely high.

  This point will be described more specifically. For example, the wheel drive device 10 for running equipment such as the harbor crane 12 needs to meet the following requirements. That is, the wheel drive device 10 needs to dispose the brake device 24 without spatially interfering with the support column 16 (or the support body 68) supporting the wheel 14. For example, the motor 20, the speed reducer 22, and the brake device 24 are all required to be disposed on one side in the axial direction of the axle 66 of the wheel 14. Further, in order to realize a strong braking force with the compact brake device 24, the brake shaft 32 as a braked shaft is as much as possible when viewed from the axle 66 of the wheel 14, that is, the output shaft 30 of the first power transmission system PT1. The shaft must be built in a greatly accelerated state.

  Now, when it is going to be designed to incorporate the brake device 24 into the second power transmission system PT2 by branching from the first power transmission system PT1, it is assumed that interference with the support column 16 is avoided in consideration of the above request. When an attempt is made to set the shaft close to the input side (the shaft incorporated in a state of being greatly accelerated as viewed from the output shaft 30) as the brake shaft 32, in many cases, the brake device 24 and the motor 20 are spatially separated. It will interfere.

  In this regard, when the brake shaft 32 of the brake device 24 is arranged orthogonal to the output shaft 30 of the speed reducer 22, the degree of freedom of design that can avoid this spatial interference is greatly improved, The compact brake device 24 can be easily installed without interfering with the support column 16 and the motor 20.

  In particular, in the present embodiment, the first power transmission system PT1 includes a first orthogonal pinion 52 coupled to the motor shaft 34 of the motor 20 and an orthogonal gear 54 that meshes with the first orthogonal pinion 52. The second power transmission system PT2 has a second orthogonal pinion 86 that meshes with the orthogonal gear 54, and the brake shaft 32 is coupled to the second orthogonal pinion 86 (via a simple planetary gear mechanism 90 or the like). It is configured. For this reason, it is possible to make the wheel drive device 10 very rational in terms of space.

  That is, with this configuration, in the present wheel drive device 10, the longitudinal direction of the motor 20 (the axial direction of the motor shaft 34) can be directed in a direction perpendicular to the axle 66 of the harbor crane 12, and the brake device 24. The axis O32 of the brake shaft 32 can also be oriented in a direction perpendicular to the axle 66 of the harbor crane 12. That is, both the axis O34 of the motor shaft 34 of the motor 20 and the axis O32 of the brake shaft 32 of the brake device 24 can be arranged in a plane P1 perpendicular to the axle 66. Therefore, while avoiding interference between the wheel drive device 10 and the column 16 and the like, the projection dimension L10 of the wheel drive device 10 from the column 16 in the axle direction (direction orthogonal to the traveling direction) is set as the output shaft of the speed reducer 22. It can be suppressed to a very small dimension of a level almost equal to the axial length of 30. In the wheel drive device 10, the projecting dimension L10 from the support column 16 in the axle direction needs to be kept as small as possible in order to prevent interference with other arranged objects and mounted objects during traveling. Big.

  Furthermore, in the present embodiment, a simple planetary gear mechanism 90 is disposed in the second power transmission system PT2. That is, the brake shaft 32 is composed of a shaft that is further increased in speed than the rotational speed of the motor shaft 34 of the motor 20 because the simple planetary gear mechanism 90 is interposed. Specifically, when viewed from the axle 66 (output shaft 30) side, the brake shaft 32 is “a simple planetary gear having a speed ratio of the first power transmission system PT1 (speed ratio between the motor 20 and the output shaft 30). This is a very greatly increased shaft corresponding to a speed ratio obtained by multiplying the speed ratio of the mechanism 90.

  Therefore, the required braking capacity of the brake shaft 32 of the brake device 24 can be greatly reduced, and the brake device 24 can be further reduced in size and cost. This means that when the brake device 24 having the same capacity is incorporated, a stronger braking force can be applied to the axle 66, which is extremely useful as the brake device 24 of the harbor crane 12 installed in a natural environment. This is a preferable characteristic. This configuration can be said to be realized because the brake device 24 is connected to the second power transmission system PT2 branched from the first power transmission system PT1 from the motor 20 to the output shaft 30 of the speed reducer 22.

  In the above-described embodiment, the first orthogonal pinion 52 and the second orthogonal pinion 86 are configured with the same specifications including the module and the number of teeth. This is because the “familiarity” when the two orthogonal pinions 52 and 86 are engaged with the single orthogonal gear 54 with good engagement characteristics is taken into consideration. That is, by making the specifications of the first orthogonal pinion 52 and the second orthogonal pinion 86 the same, it is easier to mesh the two first and second orthogonal pinions 52, 86 with the single orthogonal gear 54. Can be smoothed.

  In FIG. 4, the wheel drive device of the harbor crane installed in the natural environment which concerns on an example of other embodiment of this invention is shown.

  The wheel driving device 210 is for driving the wheel 14 of the harbor crane 12 according to the same configuration as that of the previous embodiment. The wheel driving device 210 also has a motor 220, a speed reducer 222, and a brake device 224. And. However, the arrangement of the motor 220, the speed reducer 222, and the brake device 224 is different from the previous embodiment.

  The brake device 224 is connected to the second power transmission system PT202 branched from the first power transmission system PT201 from the motor 220 to the output shaft 230 of the speed reducer 222, and the brake shaft 232 of the brake device 224 is connected to the speed reducer 222. It is arranged orthogonal to the output shaft 230.

  Specifically, the first power transmission system PT201 is configured by a parallel shaft speed reduction mechanism, and the motor shaft 234 of the motor 220 is disposed in parallel with the output shaft 230 of the speed reducer 222. The input shaft 242 that rotates integrally with the motor shaft 234 is provided with the orthogonal gear 254 of the second power transmission system PT202, and the brake shaft 232 is connected to the second orthogonal pinion 286 that meshes with the orthogonal gear 254. Yes. That is, the second power transmission system PT202 is branched from the input shaft 242 (rotating at the same rotational speed as the motor shaft 234) of the first power transmission system PT201.

  The brake shaft 232 is constituted by a shaft that is increased in speed from the rotational speed of the motor shaft 234 (input shaft 242) by meshing of the orthogonal gear 254 and the second orthogonal pinion 286. Therefore, even if this wheel drive device 210 also includes a brake device 224 having the same braking performance, for example, a stronger braking force than the configuration in which the brake device 224 is connected to the motor shaft 234. To the axle 66 (or wheel 14). For this reason, in this embodiment, the simple planetary gear mechanism as in the previous embodiment is not interposed (but may be interposed) in the second power transmission system PT202.

  The basic configuration of the second power transmission system PT202 from the orthogonal gear 254 to the brake device 224 is the same as that of the previous embodiment (except that the simple planetary gear mechanism is omitted). The configuration of the brake device 224 is also the same as the configuration of the brake device 24 of the previous embodiment (except that the shape of the brake casing is changed).

  In this embodiment, the torque arm 274 is connected to the support body 68 of the support column 16 via bolts 276 and 278 at a thick portion 250A near the brake device 224 of the reduction gear casing 250.

  Also in this embodiment, since the brake device 224 is connected to the second power transmission system PT202 branched from the first power transmission system PT201 from the motor 220 to the output shaft 230 of the speed reducer 222, it resists wind. The motor 220 and the speed reducer 222 can be selected separately from the selection of the brake device 224 in consideration of the braking force that can be generated. Therefore, it is possible to provide the wheel drive device 210 having a necessary and sufficient capacity in both driving performance and braking performance for maintaining a stop, and both performance and cost reduction can be achieved.

  In addition, since the brake shaft 232 of the brake device 224 is disposed orthogonal to the output shaft 230 of the speed reducer 222, the degree of design freedom that can avoid space interference can be improved. The strong and compact (low cost) brake device 224 can be installed without interfering with the support 16 (or the support 68) and the motor 220.

  In particular, in this embodiment, the speed reducer 222 is configured by a parallel shaft speed reduction mechanism, and the motor shaft 234 of the motor 220 is disposed in parallel with the output shaft 230 of the speed reducer 222. Accordingly, the orthogonal pinion that meshes with the orthogonal gear 254 can be only one second orthogonal pinion 286, and in this respect as well, the wheel drive device 210 can be obtained at a lower cost compared to the previous embodiment. Is done.

  In the present invention, in both the first power transmission system and the second power transmission system, the specific configuration of the speed reduction mechanism is not particularly limited to the above configuration. For example, in the above-described embodiment, in order to ensure a larger speed increasing ratio of the brake shaft as viewed from the output shaft side, the orthogonal gear and the second orthogonal pinion are engaged, or a simple planetary gear mechanism is interposed. However, other configurations, for example, a parallel shaft gear mechanism may be interposed, or these gear mechanisms may not be interposed.

  In other words, the brake shaft does not necessarily have to be composed of a shaft that rotates at a rotational speed that is higher than the rotational speed of the motor shaft of the motor. For example, the brake shaft rotates at the same rotational speed as the motor shaft. You may be comprised by the axis | shaft and depending on the case, you may be comprised by the axis | shaft slightly decelerated rather than the rotational speed of the motor shaft.

  Moreover, in the said embodiment, although the wheel drive device of the harbor crane was illustrated as a wheel drive device of the installation installed in a natural environment, the installation installed in the natural environment which concerns on this invention is a port crane. It is not limited. For example, the present invention can be widely applied to a wheel drive device of a facility that performs “running” such as a coastal (port), a lake, a riverside dock, a railway freight station, and facilities installed on land.

  Further, in the above-described embodiment, the orthogonal pinion and the orthogonal gear are configured by the bevel pinion and the bevel gear, but the orthogonal pinion and the orthogonal gear according to the present invention are not limited to this, for example, a hypoid pinion, a hypoid gear, and a worm pinion. The worm gear may be used.

DESCRIPTION OF SYMBOLS 10 ... Wheel drive device 12 ... Harbor crane 14 ... Wheel 16 ... Post 18 ... Rail 20 ... Motor 22 ... Reduction gear 24 ... Brake device 30 ... Output shaft 32 ... Brake shaft 34 ... Motor shaft 42 ... Input shaft 50 ... Reduction gear casing 52 ... first orthogonal pinion 54 ... orthogonal gear 66 ... axle 68 ... support 74 ... torque arm 86 ... second orthogonal pinion 90 ... simple planetary gear mechanism 110 ... joint shaft PT1 ... first power transmission system PT2 ... second power transmission system

Claims (4)

A wheel drive device for driving a wheel for running equipment installed in a natural environment,
A motor, a reduction gear, and a brake device;
The rotation of the output shaft of the speed reducer is transmitted to the wheels,
The brake device is connected to a power transmission system branched from the power transmission system from the motor to the output shaft of the speed reducer, and
The brake shaft of the brake device is disposed orthogonal to the output shaft of the speed reducer ,
The brake shaft, facilities of the wheel driving apparatus installed in the natural environment, characterized in that it is composed of a shaft rotating at accelerated by rotational speed than the rotational speed of the motor shaft of the motor. Oite to claim 1,
A first orthogonal pinion coupled to the motor shaft of the motor;
An orthogonal gear meshing with the first orthogonal pinion;
A second orthogonal pinion meshing with the orthogonal gear,
The brake shaft is connected to the second orthogonal pinion. A wheel drive device for equipment installed in a natural environment. In claim 2 ,
The first orthogonal pinion and the second orthogonal pinion have the same number of teeth and modules, and are a wheel drive device for equipment installed in a natural environment. In claim 1 or 2,
The motor shaft of the motor is disposed in parallel with the output shaft of the speed reducer,
The power transmission system from the motor to the output shaft of the speed reducer is constituted by a parallel shaft speed reduction mechanism,
An orthogonal gear is provided on the motor shaft or a shaft that rotates integrally with the motor shaft,
A wheel drive device for equipment installed in a natural environment, wherein the brake shaft is connected to an orthogonal pinion meshing with the orthogonal gear.

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