JPH1191554A - Railroad-vehicle driving gear - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a simple railroad-vehicle driving gear of a direct-drive motor(DDM) system, which is capable of reducing the unsprung weight. SOLUTION: A railroad-vehicle driving gear 100 comprises a drive motor 20 adapted to be fixed to a truck frame and to output driving force through its hollow rotary shaft, an axle 11 inserted in the tubular shaft of the motor 20 so as to hold at both ends a left and right pair of wheels, and a driving-force transmission means 30 interposed between the tubular shaft and the axle 11. The transmission means 30 is constituted of a first annular constant velocity joint connected to the tubular shaft coaxially to rotate integrally, a second annular constant velocity joint connected to the axle 11 coaxially to rotate integrally, and a driving-force transmission tube joined at its one end to the first constant velocity joint and at the other to the second constant velocity joint coaxially so as to hold therein the axle 11 inserted therethrough.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a driving device for rotating an axle of a railway vehicle, and more particularly, to a driving device for directly rotating an axle by a driving motor without a reduction gear or the like.
The present invention relates to a so-called DDM type railway vehicle drive device.

2. Description of the Related Art Conventionally, a driving device for rotationally driving an axle of a railway vehicle generally has a structure in which a driving motor is combined with a reduction gear for reducing the rotational driving force output by the driving motor and transmitting the reduced rotational driving force to the axle. I have. However, in recent years,
A so-called DDM (direct drive motor type) drive device has been proposed in which an axle is directly rotated by a drive motor without using a reduction gear. (JP-A-6-40335, JP-A-8-332951, etc.)

[0003]

However, in a railway vehicle employing the above-described conventional DDM type driving device, the weight of the driving motor is loaded unsprung,
The unsprung weight may increase and damage the track. Also, as described in Japanese Patent Application Laid-Open No. 6-40335, it is difficult to control the rotational speeds of the left and right wheels in a drive device having a structure in which a pair of left and right wheels are driven to rotate by separate drive motors. On the other hand, if the pair of left and right wheels is driven to rotate integrally by one axle, the self-steering function based on the inclination of the tread surface of the wheels can be utilized.

Accordingly, an object of the present invention is to solve the problems of the conventional DDM type driving device, reduce the unsprung weight, have a simple structure, and integrate a pair of left and right wheels integrally. An object of the present invention is to provide a railway vehicle drive device that can be rotationally driven.

[0005]

SUMMARY OF THE INVENTION In order to solve the above-mentioned problems, a railway vehicle drive device of the present invention is mounted on a bogie frame supporting a vehicle body of a railway vehicle, and has a hollow rotating shaft for outputting a driving force. A driving motor, a pair of left and right wheels attached to both ends thereof, and an axle inserted into the rotating shaft; and a driving force transmitting means interposed between the rotating shaft and the axle. And

[0006] Preferably, the driving force transmitting means is an annular first constant velocity joint coaxially connected to the rotating shaft and rotating integrally therewith, and an annular first constant velocity joint connected coaxially to the axle and rotating integrally therewith. It has a second constant velocity joint and a driving force transmission cylinder having one end coaxially connected to the first constant velocity joint and the other end coaxially connected to the second constant velocity joint. And
The axle is inserted into the first and second constant velocity joints and the driving force transmission cylinder. In addition, the first or second
At least one of the constant velocity joints is a sliding constant velocity joint capable of absorbing displacement of the axle in the axial direction.

That is, in the railway vehicle drive device of the present invention, since the drive motor is mounted on the bogie frame,
The weight of the drive motor is not applied to the axle, and the unsprung weight can be reduced. Further, since a pair of left and right wheels are driven to rotate by one axle, the self-steering function based on the inclination of the wheel tread can be utilized. In addition, since the drive motor can be arranged substantially coaxially with the axle, a sufficiently large installation space for the drive motor can be taken as compared with a drive device having a conventional structure in which the drive motor is arranged on the side of the axle. . Further, since a complicated mechanism such as a reduction gear is not used, not only can the structure be simplified, but also maintenance can be facilitated.

On the other hand, the radial displacement of the axle with respect to the drive motor is absorbed by the change in the bending angle of the first and second constant velocity joints. When the axle can be displaced in the axial direction with respect to the bogie frame, the axial displacement of the axle with respect to the drive motor is performed by sliding at least one of the first and second constant velocity joints. By absorbing it, it can be absorbed.

[0009]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of a railway vehicle drive device according to the present invention will be described below in detail with reference to FIGS. Here, FIG. 1 is a front sectional view showing a state in which the railway vehicle drive device of the present invention is applied to a variable gauge bogie, and FIG. 2 is an enlarged view of a main part of FIG. In the following description, when distinguishing between left and right parts around the axle, the left part is denoted by L, and the right part is denoted by R.

[0010] The railway vehicle drive device 100 of this embodiment shown in FIGS. 1 and 2 is a rail-to-rail variable bogie 10 capable of running continuously on rails having different rail-to-rail dimensions, such as a Shinkansen and a conventional line. Has been applied to The gauge variable carriage 1
A pair of left and right axle outer cylinders 12 are provided at both ends of the
L and 12R are reciprocally slidably fitted between a position corresponding to the standard gauge (the position shown on the right half of the drawing) and a position corresponding to the narrow gauge (the position shown on the left half of the drawing). . And these axle outer cylinders 12L and 12R have
A pair of left and right wheels 13L and 13R are attached so as to rotate integrally. Further, cylindrical axle adapters 14L and 14R are spline-fitted to both ends of the axle 11, respectively. And the axle adapter 14
The male splines formed on the outer peripheral surfaces of L and 14R and the female splines formed on the inner peripheral surfaces of the axle outer cylinders 12L and 12R are fitted, so that the axle outer cylinders 12L and 12R are integrated with the axle 11. Rotate. Therefore, by rotating and driving the axle 11, the pair of left and right wheels 13L and 13R can be integrally rotated.

The axle outer cylinders 12L and 12R include:
Locking blocks 16L, 16R are mounted via bearings 15L, 15R, respectively. And these locking blocks 16L, 16R are axle box 17L,
The axle 11 is rotatably supported by the axle boxes 17L and 17R by engaging with the respective 17Rs. Also,
The axle boxes 17L and 17R are supported by a bogie frame (not shown) via a shaft spring (not shown). FIG.
The chain lines drawn therein represent the rail R and the vehicle limit line L, respectively.

On the other hand, the railway vehicle drive device 1 of the present embodiment
Reference numeral 00 includes a drive motor 20 and drive force transmitting means 30 for transmitting the rotational drive force output from the drive motor to the axle 11.

The drive motor 20 includes a substantially cylindrical casing 21 fixed to a bogie frame (not shown), and a substantially cylindrical inner rotor 23 rotatably supported inside the casing 21 via a bearing 22. Have. An iron core 24 and a coil 25 are mounted on an inner peripheral surface of the casing 21, and a magnet 26 is mounted on an outer peripheral surface of the inner rotor 23. This allows
When the coil 25 is energized, the inner rotor 23 rotates to generate a rotational driving force.

The driving force transmitting means 30 includes a driving motor 2
A first constant velocity joint 31, which is attached to the inner rotor 23 and rotates integrally with the inner rotor 23.
1 and a ring-shaped second constant velocity joint 32, and a driving force transmission cylinder 33 having both ends connected to the first and second constant velocity joints 31, 32, respectively. And

The first constant velocity joint 31 is a fixed type constant velocity joint in which the outer race 31a and the inner race 31b cannot be displaced relative to each other in the rotation axis direction, such as a bar field joint or a zeppa joint. I have. The outer race 31a is coaxially flange-connected to the left end of the inner rotor 23 in the figure, and is configured to rotate integrally with the inner rotor 23. A left end 33a of the driving force transmission cylinder 33 is spline-coupled to the inner peripheral surface of the inner race 31b. As a result, the driving force transmission cylinder 33 has a left end 33 a shown in the drawing with respect to the inner rotor 23 and the first constant velocity joint 31.
Are rotated integrally with the inner rotor 23 at a constant speed while being supported so as to be swingable around the center A of the motor.

The second constant velocity joint 32 is a sliding constant velocity joint whose outer race 32a and inner race 32b can be relatively displaced in the rotation axis direction, for example, a double offset joint or a tripod joint. I have. The outer race 32a is fitted to the axle 11 and is flange-coupled to an axle flange 34 that rotates integrally with the axle 11, so that the outer race 32a rotates integrally with the axle 11. The right end 33b of the driving force transmission cylinder 33 is spline-coupled to the inner peripheral surface of the inner race 32b.
Thereby, the driving force transmission cylinder 33 is moved to its right end 33
b rotates integrally with the axle 11 at a constant speed while being supported so as to be able to swing about the center B of the second constant velocity joint 32 with respect to the axle 11 and to be displaceable in the axial direction of the axle 11. .

On the other hand, the axle 11 has an inner rotor 23 formed in a tubular shape of the drive motor 20 and a first annularly formed first rotor 23.
And the second constant velocity joints 31 and 32 and the driving force transmission cylinder 33 are inserted through the inside.

Next, the operation of the railway vehicle drive device 100 of the present embodiment configured as described above will be described.
First, when the drive motor 20 is energized, the inner rotor 23 rotates to generate a rotational driving force. Then, since the driving force transmission cylinder 33 is connected to the inner rotor via the first constant velocity joint 31, the inner rotor 23 and the driving force transmission cylinder 3 are connected.
3 and rotates at a constant speed. Further, since the driving force transmission cylinder 33 is connected to the axle 11 via the second constant velocity joint 32, the axle 11 is integrated with the driving force transmission cylinder 33, that is, the inner rotor 23 of the driving motor 20 at a constant speed. Rotate. Thereby, in the railway vehicle drive device 100 of the present embodiment, the axle 11 can be rotationally driven by the drive motor 20. At this time, since the axle 11 and the pair of left and right wheels 13L, 13R rotate integrally, the self-steering function based on the inclination of the wheel tread can be utilized.

On the other hand, while the drive motor 20 is directly mounted on the bogie frame, the axle 11 is supported by axle boxes 17L and 17R supported by the bogie frame via shaft springs. As a result, when the gauge-variable trolley 10 to which the drive device 100 of the present embodiment is applied travels, the axle 11 swings with respect to the trolley frame, that is, the drive motor 20. At this time, when the axle 11 is displaced in the radial direction and approaches the inner peripheral surface of the inner rotor 23, the right end 33
b also approaches the inner peripheral surface of the inner rotor 23. Thereby, the driving force transmission cylinder 33 swings inside the inner rotor 23. However, the illustrated left end 33 a of the driving force transmission cylinder 33 is connected to the inner rotor 23 via the first constant velocity joint 31.
Swinging of the driving force transmission cylinder 33 is absorbed by the first constant velocity joint 31, and transmission of the driving force between the inner rotor 23 and the driving force transmission cylinder 33 is not hindered at all. Never do. Similarly, the illustrated right end 33 b of the driving force transmission cylinder 33 is connected to the axle 1 via the second constant velocity joint 32.
1, the driving force transmission cylinder 33
Is absorbed by the second constant velocity joint 32. Also,
Since the second constant velocity joint 32 is of a sliding type, the axle 1
The relative displacement in the axial direction between 1 and the driving force transmission cylinder 33 is also absorbed by the second constant velocity joint 32. Thus, transmission of the driving force from the driving force transmission cylinder 33 to the axle 11 does not hinder at all.

That is, in the railway vehicle drive device 100 of the present embodiment, the drive motor 20 is directly attached to the bogie frame (not shown), so that the weight of the drive motor 20 is not applied to the axle 11. Thereby, the conventional DD
Since the unsprung weight can be significantly reduced as compared with the M-type driving device, there is no possibility of damaging the track. Also, a pair of left and right wheels 13L, 13
Since the R is driven to rotate, the self-steering function based on the inclination of the wheel tread can be utilized. The drive motor 20
Since the axle 11 is inserted into the cylindrical inner rotor 23, the installation space for the drive motor 20 is sufficiently large as compared with a conventional drive device in which the drive motor 20 is disposed on the side of the axle 11. Can be. This makes it possible to increase the size of the drive motor 20 and increase the output thereof, so that the drive motor 20 can sufficiently cope with high-speed running on a Shinkansen or the like. In addition, since the second constant velocity joint 32 is a sliding type constant velocity joint, it is possible to absorb the axial displacement between the drive motor 20 and the axle 11, and to easily assemble the variable-gauge trolley 10. It can be carried out. Furthermore, since the railway vehicle drive device 100 of the present embodiment does not use a reduction gear having a complicated structure unlike a conventional drive device, the structure can be simplified and maintenance can be facilitated.

As mentioned above, one embodiment of the railway vehicle driving apparatus according to the present invention has been described in detail. However, it is needless to say that the present invention is not limited to the above-described embodiment, and various modifications are possible. . For example, in the above-described embodiment, the first constant velocity joint 31 is of a fixed type and the second constant velocity joint 32 is of a sliding type. If both are of the sliding type, the axial displacement of the axle 11 with respect to the drive motor 20 can be set larger. Also, various types of flexural joints, gear joints, and the like can be used as the driving force transmitting means.

[0022]

As is apparent from the above description, in the railway vehicle drive device of the present invention, the drive motor is directly attached to the bogie frame, so that the weight of the drive motor is not applied to the axle. As a result, the unsprung weight can be significantly reduced as compared with a conventional DDM type driving device, and there is no risk of damaging the track. In addition, since a pair of left and right wheels are driven to rotate by one axle, the self-steering function based on the inclination of the wheel tread can be utilized. In addition, since the axle is inserted into the rotary shaft formed in the cylindrical shape of the drive motor, the installation space for the drive motor is sufficient compared to the conventional drive device in which the drive motor is arranged on the side of the axle. You can take big. As a result, the size of the drive motor can be increased and the output can be increased, so that it is possible to sufficiently cope with high-speed running on a Shinkansen or the like. Furthermore, since a reduction gear having a complicated structure is not used unlike the conventional driving device, the structure can be simplified and maintenance can be facilitated.

[Brief description of the drawings]

FIG. 1 is a cutaway front view of a main part of a railway vehicle drive device according to the present invention, showing a state in which wheels correspond to a standard gauge in a left half and a state in which wheels correspond to a narrow gauge in a right half.

FIG. 2 is an enlarged sectional view showing a main part of FIG. 1;

[Explanation of symbols]

 A center of first constant velocity joint B center of second constant velocity joint L vehicle limit R rail 10 variable trolley 11 axle 12 axle outer cylinder 13 wheels 14 axle adapter 15 bearing 16 locking block 17 axle box 20 drive motor 21 Casing 22 Bearing 23 Inner rotor 24 Iron core 25 Coil 26 Magnet 30 Driving force transmission means 31 First constant velocity joint 32 Second constant velocity coupling 33 Driving force transmission cylinder 34 Axle flange 100 Railroad vehicle driving device according to the present invention

 ──────────────────────────────────────────────────続 き Continuation of the front page (72) Inventor Tohru Sato 3-9-6 Osawa, Mitaka City, Tokyo Inside Subaru Research Institute, Inc. (72) Inventor Yukio Minowa 3-9-9 Osawa, Mitaka City, Tokyo No. 6 Inside Subaru Research Laboratories

Claims (3)

[Claims] 1. A drive motor mounted on a bogie frame supporting a vehicle body of a railway vehicle and having a hollow rotating shaft for outputting a driving force, a pair of left and right wheels mounted on both ends thereof, and A drive device for a railway vehicle, comprising: an axle inserted into a rotating shaft; and a driving force transmitting unit interposed between the rotating shaft and the axle. 2. An annular first constant velocity joint which is coaxially connected to the rotating shaft and rotates integrally with the driving force transmitting means,
An annular second ring connected coaxially with the axle and rotating integrally therewith;
And a driving force transmission cylinder having one end coaxially connected to the first constant velocity joint and the other end coaxially connected to the second constant velocity joint. The drive device for a railway vehicle according to claim 1, wherein the first and second constant velocity joints are inserted into the driving force transmission cylinder. 3. The constant velocity joint according to claim 2, wherein at least one of the first and second constant velocity joints is a sliding type constant velocity joint capable of absorbing displacement of the axle in the axial direction. Drive device for railway vehicles.