JPH11348778A - Driving gear for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress the transmission of an impact to a rotor following the vibration of a wheel. SOLUTION: A rotor 34 is arranged while retaining a stator 32 and an air gap 35 fixed to an axle 10, and both the axial directional ends of the rotor 34 are connected to brackets 50 and 52 via brackets 36 and 38 and elastic bodies 46 and 48, to connect the respective brackets 50 and 52 to wheels 22 and 24 respectively. Moreover rotor supporting members 58 and 60, for supporting the rotor 34 by slide contact with the brackets 36 and 38, are arranged between the brackets 36 and 38 and the axle 10, and are dispersedly arranged in plural along the outer peripheral surface of the axle 10 to be fixed to the axle 10 via an elastic body 70. Even vertical or axial directional impacts are applied to the wheels 22 and 24, these impacts can be absorbed by the elastic bodies 46, 48, and 70 to suppress the transmission of the impacts to the rotor 34.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle drive device, and more particularly to a vehicle drive device suitable for directly driving wheels of a railway vehicle by an electric motor.

[0002]

2. Description of the Related Art Heretofore, there has been known a railway vehicle drive device in which an electric motor is fixed to a bogie, the torque of the electric motor is transmitted to an axle via a gear, and wheels are rotated by rotation of the axle. However, this configuration requires a gear and has a problem in that power transmission loss is large. Therefore, as described in Japanese Patent Publication No. 44-15325, a motor using an outer rotor type electric motor that is driven by directly connecting a rotating shaft of an electric motor to wheels has been proposed. When a direct drive system using an outer rotor motor is adopted, a transmission gear is not required, so transmission loss is eliminated, and a space for accommodating the motor between the left and right wheels can be reduced, thereby saving space and weight. And energy saving can be achieved.

However, since the motor is directly connected to the axle, the shock generated when the wheels pass through the joints or points of the rail is transmitted directly from the axle to the motor, and the motor is easily damaged.

Therefore, in a vehicle equipped with an outer rotor type electric motor, in order to prevent a large impact force from being transmitted from the wheels to the electric motor, as disclosed in Japanese Patent Application Laid-Open No. 63-69445, the rotor of the electric motor is used. There has been proposed a structure in which a cushioning material is sandwiched between fastening portions between a vehicle and a wheel.

[0005]

However, the prior art employs a structure in which the cushioning material is merely inserted into a slight gap between the fastening bolt and the mounting hole of the wheel, so that the shock absorbing capability of the cushioning material is reduced. It is small and cannot sufficiently absorb impact. Furthermore, in the conventional structure, when assembling the rotor, the outer periphery of the rotor is directly connected to the wheels, so that the air gap between the rotor and the stator must be adjusted and the wheels fastened at the same time. Very difficult to adjust.

An object of the present invention is to provide a vehicle drive device capable of suppressing transmission of an impact generated from wheels to a rotor.

[0007]

SUMMARY OF THE INVENTION To achieve the above object, the present invention is directed to a vehicle comprising a wheel mounted on both sides of an axle supported by a vehicle body, and a stator fixed in the middle of the axle. A rotor is rotatably arranged on the outer peripheral side of the rotor, and both ends in the axial direction of the rotor and each wheel are connected via a first buffer member. A plurality of rotor support members each supporting both sides are arranged, and each rotor support member is fixed to an axle via a second buffer member to constitute a vehicle drive device.

Further, according to the present invention, a connecting member is disposed between a rotor and wheels, and wheels are rotatably mounted on both sides of an axle supported by a vehicle body, and a stator is fixed in the middle of the axle. Then, the rotor is rotatably arranged on the outer peripheral side of the stator, and both ends in the axial direction of the rotor and the respective wheels are connected via connecting members, respectively, and a first buffer member is inserted in the middle of each connecting member, and A plurality of rotor support members each supporting each connection member by sliding contact between each connection member disposed on both axial sides and the axle are arranged, and each rotor support member is fixed to the axle via a second buffer member. The vehicle driving device is constructed as follows.

The following elements can be added when configuring each of the above-mentioned vehicle driving devices.

(1) Each of the rotor supporting members is distributed along the outer periphery of the axle and is provided with a plurality of rolling bearings which are rotated by a force from the rotor, and a plurality of rotatably supporting each rolling bearing. And a plurality of bearing support members.

(2) Each rotor support member is composed of a guide member arranged along the outer periphery of the axle, and a slide bearing which is supported by the guide member by a force from the rotor and moves.

(3) The first cushioning member is formed of an annular rubber, bellows or diaphragm.

According to the above-described means, the first cushioning member is inserted between the rotor and the wheel, and the second cushioning member is inserted between the rotor and the axle, and transmitted from the wheel to the rotor. The shocks transmitted from the wheels to the rotor via the axle are absorbed by the first shock absorbing members, and the shocks transmitted from the wheels to the rotor are absorbed by the second shock absorbing members. Thus, it is possible to prevent the rotor from being damaged by the impact generated from the wheels. Further, when the first cushioning member inserted between the rotor and the wheel is removed, the rotor is supported by the rotatable rotor support member, so that the air gap between the rotor and the stator can be easily adjusted. Can be. Further, mechanically, the rotor is supported by the wheels and the axle with springs, so that the unsprung load is reduced by the weight of the rotor, and the running stability of the vehicle is improved.

[0014]

DESCRIPTION OF THE PREFERRED EMBODIMENTS One embodiment of the present invention will be described below with reference to the drawings.

FIG. 1 is a longitudinal sectional view of a vehicle drive device showing one embodiment of the present invention. In FIG. 1, an axle 10 formed in a columnar shape is disposed below a bogie (body) 12, and axle boxes 14 and 16 are fixed to both ends of the axle 10. Each of the axle boxes 14 and 16 is connected to the bogie 1 via springs 18 and 20.
2 are connected. Further, a pair of wheels 22 and 24 are arranged on both sides of the axle 10, and an outer rotor type electric motor 26 is arranged between the wheels 22 and 24. The wheels 22, 24 are connected to the axle 1 via bearings 28, 30, respectively.
It is rotatably mounted at 0.

The electric motor 26 has a stator 32 and a rotor 34. The stator 32 is fixed to the outer peripheral surface of the axle 10, and the rotor 34 is arranged on the outer peripheral side of the stator 32 with a constant air gap 35. Brackets 36 and 38 as connecting members are connected to both axial ends of the rotor 34 by bolts 40, respectively. Each of the brackets 36, 38 is formed in an annular shape, and a rectangular connecting portion 42,
44 are formed. The side surfaces of the connecting portions 42 and 44 are connected to brackets 50 and 52 as connecting members via elastic bodies 46 and 48 as first cushioning members. The elastic bodies 46 and 48 are formed in an annular shape using, for example, a vibration-proof rubber. One end of the brackets 50, 52 is connected to the brackets 36, 38 via elastic bodies 46, 48 by bolts 54, and the other end is
Are connected to the side surfaces of the wheels 22, 24. That is, when the rotor 34 rotates about the axle 10 as a drive of the electric motor 26, the rotational force accompanying the rotation of the rotor 34 is transmitted to the wheel 22 via the bracket 36, the elastic body 46 and the bracket 56, and The power is transmitted to the wheels 24 via the elastic body 48, the elastic body 48, and the bracket 52.

On the other hand, the connecting portion 4 of the brackets 36 and 38
Between the axle 10 and the rotor support members 58,6.
A plurality of 0s are arranged. Each rotor support member 58, 6
2 includes a rolling bearing 62, a rolling bearing shaft 64, a bearing base 66, and a shaft fixing nut 68, as shown in FIG. The rolling bearing 62 includes a shaft 6 fixed to a bearing base 66.
4 and is rotatably supported by the connecting portion 4 during assembly.
A suitable gap is left between the bearings 2 and 44, and when the connecting portions 42 and 44 and the rolling bearings 62 come into contact with each other when an impact occurs, the bearings rotate according to the force from the rotor 34. I have. That is, the rolling bearing 62 supports the brackets 36 and 38 by sliding contact.
The shaft 64, the bearing base 66, and the nut 68 are configured as bearing support members that rotatably support the rolling bearing 62. An elastic body 7 as a second buffer member is provided on the bottom surface of the bearing base 66.
0 is adsorbed. The elastic body 70 is made of, for example, an anti-vibration rubber, and is adsorbed on the outer peripheral surface of the axle 10. Further, the elastic members 70 are attached to the outer peripheral surface of the axle 10 at a plurality of positions, and the bearing bases 66 are attached to the respective elastic members 70. Each of the brackets 36 and 38 is supported at a plurality of positions by each of the rolling bearings 62.

In the above configuration, the electric motor 26 is connected to the wheel 2
At the time of assembling to connect the motors 2 and 24, first, the electric motor 26 is fixed to the axle 10 with the bolts 54 removed, that is, with the brackets 36 and 38 separated from the brackets 50 and 52, respectively. At this time, the weights of the rotor 34 and the brackets 36, 38 are transmitted to the rotor support members 58, 60, respectively, and the connecting portions 4 of the brackets 36, 38 are connected.
2 and 44 are supported by the rolling bearings 62, respectively. In this state, adjustment of the air gap 35 between the stator 32 and the rotor 34 is performed. That is, the adjustment of the air gap 35 can be performed with the electric motor 26 mounted on the axle 10. Therefore, assembling accuracy is improved, and the time required for assembling can be reduced.

After the motor 26 has been assembled,
The brackets 36, 38 are connected to the brackets 50, 52 using bolts 54, respectively. After the assembly of the electric motor 26 is completed, the vehicle can run by driving the electric motor 26. When the vehicle is in a normal driving state, a slight gap is left between the brackets 36 and 38 and the rolling bearing 62. When the vehicle travels in such a state and an impact is applied to the wheels 22, 24 when the wheels pass through seams or points on the rail, the impact is applied via the axle 10, the elastic body 70, the brackets 36, 38, respectively. Is transmitted to the rotor 34 and the bracket 5
0, 52, elastic bodies 44, 48, and brackets 36, 38 are transmitted to the rotor 34. However, the power transmitted to the axle 10 is absorbed by the elastic body 70 and the bracket 5
The impact transmitted to 0, 52 is absorbed by the elastic bodies 46, 48. For this reason, even if an impact accompanying the vibration of the wheels 22 and 24 occurs, the transmission of the impact to the rotor 34 can be suppressed. The air gap 35 is
The preset value is set so that the rotor 34 and the stator 32 do not come into contact with each other due to an impact.

As shown in FIG. 3, the rotor support members 58 and 60 are formed by an annular guide member 72 disposed along the outer periphery of the axle 10 and a guide member 72 by a force from the rotor 34. The sliding bearing 74 may be configured to move while being supported. Further, an annular elastic body 72 fixed to the outer peripheral surface of the axle 10 can be used as the second cushioning member. The guide member 7
2, an oil groove 78 is formed, and oil is injected into the oil groove 78.

Next, a second embodiment of the present invention will be described with reference to FIG.

In this embodiment, the elastic members 46, 4 shown in FIG.
8. Instead of the brackets 50 and 52, the first buffer member is constituted by cylindrical bellows 80 and 82 made of an elastic body, and the other structure is the same as that of FIG. Both ends of each bellows 80 and 82 are connected to the side surfaces of the wheels 22 and 24 and the connecting portions 42 and 44 of the brackets 36 and 38, respectively. Each bellows 80, 82 is bent several times in the axial direction, and has a small spring constant in the axial direction and the direction perpendicular to the axis, but has a large spring constant in the circumferential direction, that is, the rotational direction and the torsion direction. That is, each bellows 8
Reference numerals 0 and 82 are set to spring constants that can sufficiently transmit the rotational force accompanying the rotation of the rotor 34 to the wheels 22 and 24, and are set to spring constants that sufficiently absorb the impact from the wheels 22 and 24. . Therefore, even if a vertical or axial impact is applied to the wheels 22, 24, almost no impact is applied to the brackets 36, 38 and the rotor 34 due to the principle of vibration isolation. However, since the spring constants of the bellows 80 and 82 in the rotation direction are high, the torque accompanying the rotation of the rotor 34 is transmitted to the wheels 22 and 24 via the bellows 80 and 82 with little attenuation.

Also in this embodiment, the motor 26
At the time of assembling, the air gap 35 can be adjusted by the electric motor 26 alone by attaching the bellows 80 and 82 to the axle 10 with the bellows 80 and 82 removed.

Next, a third embodiment of the present invention will be described with reference to FIG.

In this embodiment, the bellows 8 shown in FIG.
Instead of 0 and 82, cylindrical diaphragms 84 and 86 are used, and other configurations are the same as those in FIG. Each of the diaphragms 84 and 86 is configured by combining two plates formed in a conical shape, and one end of each of the wheels 84 and 86 is
4 and the other end is connected to the connecting portions 42 and 44 of the brackets 36 and 38. Each of the diaphragms 84 and 86 has a small spring constant in the axial direction and in the direction perpendicular to the axis, and has a large spring constant in the circumferential direction, that is, the rotational direction and the torsional direction. Therefore, the second
Similarly to the embodiment, even if a vertical or axial impact is applied to the wheels 22, 24, the bracket 3 is driven by the principle of vibration isolation.
6 and 38 and the rotor 34 are hardly impacted, but since the spring constant in the rotation direction of the diaphragms 84 and 86 is high, the torque due to the rotation of the rotor 34 is hardly attenuated and the wheels are driven through the diaphragms 84 and 86. 22, 2
4 is transmitted. In the present embodiment, when the motor 26 is assembled, the air gap 35 can be adjusted by the motor 26 alone by attaching the motor 26 to the axle 10 with the diaphragms 84 and 86 removed. .

According to each of the above embodiments, the rotor 34 is supported by the wheels 22, 24 and the axle 10 by the spring, and the unsprung load is reduced by the weight of the rotor 34, so that the vehicle travels. Stability can be achieved.
Further, when the electric motor 26 is assembled, the elastic members 46, 4
8, when the bellows 80, 82 and the diaphragms 84, 86 are removed, the brackets 36, 38
Can be adjusted, the air gap 35 can be adjusted by the electric motor 26 alone, the assembling accuracy can be improved, and the time required for assembling can be reduced.

In each of the above embodiments, the brackets 36 and 38 may be formed integrally with the rotor 34.

[0028]

As described above, according to the present invention,
A first cushioning member is inserted between the rotor and the wheel, a rotor support member for supporting the rotor by sliding contact between the rotor and the axle is arranged, and a second support member is provided between the rotor support member and the axle.
Since the buffer member is inserted, it is possible to sufficiently prevent the impact accompanying the vibration of the wheel from being transmitted to the rotor,
Damage to the rotor can be prevented. Further, since the electric motor can be assembled with the first buffer member removed, it is possible to contribute to the improvement of the assembling accuracy and to reduce the time required for the assembling.

[Brief description of the drawings]

FIG. 1 is a partial cross-sectional front view of a vehicle drive device according to a first embodiment of the present invention.

FIG. 2 is a perspective view illustrating a configuration of a rotor support member.

FIG. 3 is a perspective view showing another embodiment of the rotor support member.

FIG. 4 is a partial sectional front view showing a second embodiment of the present invention.

FIG. 5 is a partially sectional front view showing a third embodiment of the present invention.

[Explanation of symbols]

 Reference Signs List 10 axle 12 bogie 14, 16 axle box 22, 24 wheel 26 electric motor 32 stator 34 rotor 35 air gap 36, 38 bracket 46, 48 elastic body 50, 52 bracket 58, 60 rotor support member 62 rolling bearing 70 elastic body

 ──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Seikichi Masuda 3-1-1, Sachimachi, Hitachi-shi, Ibaraki Pref. Hitachi Plant, Ltd. Hitachi Plant (72) Inventor Hirofumi Ihara 3-1-1 Sachimachi, Hitachi-shi, Ibaraki No. 1 Inside Hitachi, Ltd. Hitachi Works (72) Inventor Tadashi Hata 1-6-5 Marunouchi, Chiyoda-ku, Tokyo East Japan Railway Company (72) Inventor Koichi Matsuoka Koichi-cho, Kokubunji, Tokyo 8-8 chome 38 Within the Railway Technical Research Institute

Claims (5)

[Claims] 1. A wheel is rotatably mounted on both sides of an axle supported by a vehicle body, a stator is fixed in the middle of the axle, and a rotor is rotatably disposed on an outer peripheral side of the stator. Both ends and each wheel are connected via a first cushioning member, and a plurality of rotor support members are disposed between both sides in the axial direction of the rotor and the axle to support the both sides in the axial direction of the rotor by sliding contact. A vehicle drive device comprising a support member fixed to an axle via a second buffer member. 2. A wheel is rotatably mounted on both sides of an axle supported by a vehicle body, a stator is fixed in the middle of the axle, and a rotor is rotatably disposed on an outer peripheral side of the stator. Both ends and each wheel are connected via a connecting member, and a first member is provided in the middle of each connecting member.
A buffer member is inserted, and a plurality of rotor support members that respectively support the respective connection members by sliding contact between the respective connection members disposed on both axial sides of the rotor and the axle are disposed, and each of the rotor support members is placed in the second position. A vehicle drive device fixed to an axle via a buffer member. 3. Each of the rotor support members is distributed along the outer periphery of the axle and is provided with a plurality of rolling bearings which are rotated by a force from the rotor, and a plurality of rolling bearings which rotatably support each rolling bearing. 3. The vehicle drive device according to claim 1, further comprising a bearing support member. 4. Each of the rotor support members comprises a guide member arranged along the outer periphery of the axle, and a slide bearing which is moved by being supported by the guide member by a force from the rotor. Or the vehicle drive device according to 2. 5. The first cushioning member is made of an annular rubber, bellows or diaphragm.
Or the vehicle drive device according to 4.