US20110000394A1 - Railway vehicle drive unit - Google Patents

Railway vehicle drive unit Download PDF

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Publication number
US20110000394A1
US20110000394A1 US12/918,188 US91818809A US2011000394A1 US 20110000394 A1 US20110000394 A1 US 20110000394A1 US 91818809 A US91818809 A US 91818809A US 2011000394 A1 US2011000394 A1 US 2011000394A1
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US
United States
Prior art keywords
lubricant oil
railway vehicle
reducer housing
drive unit
vehicle drive
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Abandoned
Application number
US12/918,188
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English (en)
Inventor
Daisuke Miki
Yukihiro Kataoka
Takaya Adachi
Masahiro Yamada
Daisuke Goto
Kenji Tamada
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
NTN Corp
Original Assignee
NTN Corp
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Filing date
Publication date
Application filed by NTN Corp filed Critical NTN Corp
Assigned to NTN CORPORATION reassignment NTN CORPORATION ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: TAMADA, KENJI, GOTO, DAISUKE, YAMADA, MASAHIRO, ADACHI, TAKAYA, KATAOKA, YUKIHIRO, MIKI, DAISUKE
Publication of US20110000394A1 publication Critical patent/US20110000394A1/en
Abandoned legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C9/00—Locomotives or motor railcars characterised by the type of transmission system used; Transmission systems specially adapted for locomotives or motor railcars
    • B61C9/38—Transmission systems in or for locomotives or motor railcars with electric motor propulsion
    • B61C9/46—Transmission systems in or for locomotives or motor railcars with electric motor propulsion with motors forming parts of wheels
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H1/00—Toothed gearings for conveying rotary motion
    • F16H1/28—Toothed gearings for conveying rotary motion with gears having orbital motion
    • F16H1/32—Toothed gearings for conveying rotary motion with gears having orbital motion in which the central axis of the gearing lies inside the periphery of an orbital gear
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/04—Features relating to lubrication or cooling or heating
    • F16H57/0467—Elements of gearings to be lubricated, cooled or heated
    • F16H57/0469—Bearings or seals
    • F16H57/0471—Bearing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/04—Features relating to lubrication or cooling or heating
    • F16H57/048—Type of gearings to be lubricated, cooled or heated
    • F16H57/0482—Gearings with gears having orbital motion

Definitions

  • the present invention relates to a railway vehicle drive unit and more particularly, to a railway vehicle drive unit capable of driving right and left wheels independently.
  • a conventional railway vehicle drive unit is disclosed in Japanese Unexamined Patent Publication No. 2007-230508, for example.
  • the railway vehicle drive unit disclosed in this document includes a motor, and a reducer to reduce rotation speed of the motor and transmit it to a wheel.
  • a cycloidal reducer which is compact in size and implements a high reduction ratio is used to generate torque required to run a railway vehicle, and to provide a large passenger compartment space. More specifically, it is composed of an input shaft integrally rotating with the motor, a curved plate rotatably supported by an eccentric part provided in the input shaft, an outer pin to generate rotation motion of the curved plate by engaging with a periphery of the curved plate, and an inner pin to convert the rotation motion of the curved plate to revolution motion and transfer it to the wheel.
  • the components rotate while they are in contact with each other, so that a lubricant oil to lubricate contact parts between them is needed.
  • the lubricant oil in the reducer is moved toward the radial outer side due to centrifugal force generated by the rotation, the lubricant oil is likely to run short in the vicinity of the input shaft (on the radial inner side).
  • the lubricant oil sealed in the reducer is increased to ensure a lubricant oil amount around the input shaft, heat generation is increased due to agitation resistance, and a torque loss of the reducer is increased.
  • the lubricant oil sealed in the reducer spreads along an inner diameter surface of a casing due to the centrifugal force generated by the rotation of the input shaft and the like, an oil surface height when the reducer is operated is lower than that when it is stopped. That is, the problem is that the lubricant oil amount runs short in the vicinity of the input shaft when the reducer is operated.
  • a railway vehicle drive unit is a drive unit to rotatably drive a wheel of a railway vehicle. More specifically, it includes a reducer housing held on an inner diameter surface of the wheel, and integrally rotating with the wheel, an input side rotation member connected to a drive source, a reducing mechanism to reduce rotation speed of the input side rotation member and transmit it to the reducer housing, a fixed member arranged in the reducer housing, and connected and fixed to a vehicle body, an axle bearing to rotatably support the reducer housing with respect to the fixed member, and a lubricant oil circulating mechanism to circulate a lubricant oil between the reducing mechanism and the axle bearing.
  • the sealed amount of the lubricant oil can be reduced by circulating the lubricant oil in the reducer housing as described above. As a result, the heat generation and torque loss can be reduced in the reducing mechanism.
  • the lubricant oil circulating mechanism circulates the lubricant oil by use of centrifugal force generated with the rotation of the input side rotation member.
  • the device can be compact in size, as compared with a case where a circulation device is provided outside.
  • the lubricant oil circulating mechanism includes a lubricant oil path radially penetrating an inside of the fixed member to return the lubricant oil from a radial outer side to a radial inner side.
  • the axle bearing is a tapered roller bearing including an inner ring fixed to an outer diameter surface of the fixed member, an outer ring fixed to an inner diameter surface of the reducer housing, and a plurality of tapered rollers arranged between the inner ring and the outer ring.
  • a seal member to seal the reducer housing is arranged between the reducer housing and the fixed member so as to be opposed to a large diameter side end of the tapered roller.
  • An opening part of the lubricant oil path on the radial outer side is provided between the tapered roller bearing and the seal member.
  • the lubricant oil in the tapered roller bearing is discharged from the large diameter side end due to the centrifugal force.
  • the opening part of the lubricant oil path on the radial outer side is preferably provided in a position adjacent to the large diameter side end of the axle bearing.
  • the seal member has a lip part being slidably in contact with an outer diameter surface of the fixed member, and it is fixed to an inner diameter surface of the reducer housing and integrally rotates with the reducer housing.
  • the input side rotation member has an eccentric part.
  • the reducing mechanism includes a revolution member rotatably supported with respect to the eccentric part, to execute revolution motion around a rotation axis of the input side rotation member, a rotation regulation member to prevent rotation motion of the revolution member, allowing the revolution motion thereof, and a periphery engagement member fixed to the reducer housing, to rotate the reducer housing at speed reduced with respect to the input side rotation member by engaging with a periphery of the revolution member.
  • an opening part of the lubricant oil path on the radial inner side is provided in a position opposed to the eccentric part. Since the input side rotation member rotates at high speed, a large amount of lubricant oil is required in the vicinity of the eccentric part.
  • the opening part of the lubricant oil path on the radial inner side is preferably provided in a position opposed to the eccentric part.
  • the reducing mechanism is held in a space sealed with the lubricant oil
  • the lubricant oil circulating mechanism is provided with a lubricant oil holding chamber communicating with the space sealed with the lubricant oil in such a manner that the lubricant oil can be moved between it and the space.
  • the lubricant oil is moved between the space and the lubricant oil holding chamber according to a change in oil surface height in the space sealed with the lubricant oil.
  • a change in oil surface height can be small between a stopped time and operated time of the reducing mechanism.
  • the lubricant oil holding chamber is arranged in the reducer housing.
  • the space and the lubricant oil holding chamber are connected through a vent hole to uniform their internal pressures and a lubricant oil passage to uniform their oil surface heights.
  • the oil surface height can be adjusted with a simple configuration.
  • the drive unit includes a detecting means for detecting a state of the lubricant oil sealed in the space, and a lubricant oil moving means for moving the lubricant oil between the space sealed with the lubricant oil and the lubricant oil holding chamber, based on a detected result of the detecting means.
  • the lubricant oil moving means is a pressure adjustment device to increase a pressure in the lubricant oil holding chamber under the condition that the detected result of the detecting means exceeds a threshold value, and decrease the pressure in the lubricant oil holding chamber under the condition that the detected result of the detecting means falls below the threshold value.
  • the appropriate threshold value can be selected based on usage circumstances of the railway vehicle drive unit.
  • the lubricant oil holding chamber has a piston to separate its inside into a first region isolated from the space sealed with the lubricant oil, and a second region communicating with the space sealed with the lubricant oil.
  • the pressure adjustment device increases or decreases the pressure in the lubricant oil holding chamber by moving the piston.
  • the detecting means is a temperature sensor to detect a temperature of the lubricant oil sealed in the space.
  • the temperature of the lubricant oil rises in the operated time of the reducing mechanism. Therefore, when the temperature of the lubricant oil exceeds a constant value, the lubricant oil is supplied from the lubricant oil holding chamber to the space sealed with the lubricant oil, so that the oil surface height can be adjusted, and the temperature is prevented from rising.
  • the lubricant oil holding chamber is provided outside the reducer housing.
  • a degree of freedom in size of the lubricant oil holding chamber can increase.
  • the reducing mechanism is held in a space sealed with the lubricant oil
  • the lubricant oil circulating mechanism includes a lubricant oil transferring mechanism to transfer the lubricant oil from a bottom region to an upper region in the space, by use of at least one rotation of the reducer housing and the input side rotation member.
  • the railway vehicle drive unit can be superior in lubrication performance.
  • the lubricant oil transferring mechanism transfers the lubricant oil from the bottom region to the upper region in the space sealed with the lubricant oil, by use of the rotation of the input side rotation member.
  • the drive unit further includes a fixed member arranged in the reducer housing, and connected and fixed to the vehicle body.
  • the fixed member internally includes the lubricant oil transferring mechanism, a lubricant oil supply path extending from the lubricant oil transferring mechanism toward the bottom region in the space sealed with the lubricant oil, to supply the lubricant oil to the lubricant oil transferring mechanism, and a lubricant oil discharge path extending from the lubricant oil transferring mechanism toward the upper region in the space sealed with the lubricant oil, to discharge the lubricant oil from the lubricant oil transferring mechanism.
  • the lubricant oil transferring mechanism includes a first pump to pump up the lubricant oil in response to a positive rotation of the input side rotation member, and a second pump to pump up the lubricant oil in response to a negative rotation of the input side rotation member.
  • the lubricant oil can be pumped when a railway vehicle goes ahead and goes back.
  • the first pump includes a first drive gear having teeth around its outer diameter surface, and integrally rotating with the input side rotation member, and a first driven gear having teeth meshing with the first drive gear, around its inner diameter surface, and being rotatably supported by the fixed member, and rotating around a point shifted from a rotation center of the first drive gear to one horizontal direction.
  • the second pump includes a second drive gear having teeth around its outer diameter surface and integrally rotating with the input side rotation member at a position different from that of the first pump, and a second driven gear having teeth meshing with the second drive gear, around its inner diameter surface, and being rotatably supported by the fixed member, and rotating around a point shifted from a rotation center of the second drive gear to the other horizontal direction.
  • the first pump is composed of a drive gear having teeth around its outer diameter surface and integrally rotating with the input side rotation member, and a first driven gear having teeth meshing with the drive gear, around its outer diameter surface, and being rotatably arranged on one side of the drive gear in a horizontal direction.
  • the second pump is composed of the drive gear, and a second driven gear having teeth meshing with the drive gear, around its outer diameter surface, and being rotatable arranged on the other side of the drive gear in the horizontal direction.
  • the input side rotation member has an eccentric part.
  • the reducing mechanism includes a revolution member rotatably supported with respect to the eccentric part, to execute revolution motion around a rotation axis of the input side rotation member, a plurality of rotation regulation members to prevent rotation motion of the revolution member, allowing the revolution motion thereof, a periphery engagement member fixed to the reducer housing, to rotate the reducer housing at speed reduced with respect to the input side rotation member by engaging with a periphery of the revolution member, and a counterweight fitted and fixed to the input side rotation member with a phase so as to offset unbalance inertia coupling due to eccentric motion.
  • the lubricant oil transferring mechanism is provided in the counterweight.
  • the counterweight includes a large diameter fun-shaped part, and a small diameter fun-shaped part having a radius smaller than that of the large diameter fun-shaped part and connected to the large diameter fun-shaped part in such as manner that their chords are in contact with each other.
  • the lubricant oil transferring mechanism has an opening part in the chord of the large diameter fun-shaped part, and includes a circumferential oil path circumferentially extending in the large diameter fun-shaped part, and a radial oil path extending from the circumferential oil path toward an outer diameter surface of the large diameter fun-shaped part.
  • the counterweight includes a large diameter fun-shaped part, and a small diameter fun-shaped part having a radius smaller than that of the large diameter fun-shaped part and connected to the large diameter fun-shaped part in such as manner that their chords are in contact with each other.
  • the lubricant oil transferring mechanism is a fin projecting from an end face of the large diameter fun-shaped part in a thickness direction.
  • the large diameter fun-shaped part of the counterweight holds the lubricant oil when the lubricant oil in the reducer housing passes through the bottom region of the space sealed with the lubricant oil, and discharges it in the upper region, so that the lubricant oil can be actively supplied to the upper region.
  • the reducing mechanism has a plurality of the counterweights arranged in such a manner that phases of the large diameter fun-shaped parts differ from each other.
  • the lubricant oil can be stably transferred.
  • the lubricant oil transferring mechanism transfers the lubricant oil from the bottom region to the upper region in the space sealed with the lubricant oil, by use of the rotation of the reducer housing.
  • the lubricant oil transferring mechanism is composed of concavo-convex parts formed in surfaces of the reducer housing, and a member rotating with the rotation of the reducer housing.
  • the concavo-convex part is composed of projections projecting from an inner diameter surface of the reducer housing and extending in a direction intersecting with a rotation direction of the reducer housing.
  • the projections are provided in a plurality positioned in the inner diameter surface of the reducer housing, at regular intervals.
  • the lubricant oil can be stably transferred.
  • a wall surfaces of the projection opposed to a circumferential direction of the reducer housing is in contact with a tangent line of the inner diameter surface of the reducer housing, at an acute angle.
  • a cross-sectional shape of the projection perpendicular to a rotation axis of the reducer housing is an isosceles trapezoid having a long side and a short side parallel to each other, and the short side is arranged so as to be in contact with an inner diameter surface of the reducer housing.
  • the projection is formed in an inner diameter surface of an annular fixed in the inner diameter surface of the reducer housing.
  • a structure can be simple as compared with the case where the projection is directly formed in the inner diameter surface of the reducer housing.
  • the drive unit further includes a fixed member arranged in the reducer housing, and connected and fixed to the vehicle body, and an axle bearing including an inner ring fixed to an outer diameter surface of the fixed member, an outer ring fixed to an inner diameter surface of the reducer housing, a plurality of rolling bodies arranged between the inner ring and the outer ring, and a retainer retaining an interval of the adjacent rolling bodies, and rotatably supporting the reducer housing with respect to the fixed member.
  • the concavo-convex part is provided in at least one of the outer ring, the rolling body, and the retainer.
  • the concavo-convex part is provided in at least one of the outer ring, the rolling body, and the retainer.
  • the drive unit further includes a fixed member arranged in the reducer housing, and connected and fixed to the vehicle body, and an annular seal member fixed to an inner diameter surface of the reducer housing, to seal a space between the reducer housing and the fixed member.
  • the lubricant oil transferring mechanism is a weir expanding from the seal member to a direction intersecting with a rotation direction of the reducer housing.
  • FIG. 1 is a view showing a railway vehicle wheel drive device according to one embodiment of the present invention.
  • FIG. 2 is a cross-sectional view taken along a line II-II in FIG. 1 .
  • FIG. 3 is an enlarged view of a periphery of an eccentric part in FIG. 1 .
  • FIG. 4 is a view showing a railway vehicle wheel drive device according to a second embodiment of the present invention.
  • FIG. 5 is a view showing a variation of the railway vehicle wheel drive device according to the second embodiment of the present invention.
  • FIG. 6 is a view showing a railway vehicle wheel drive device according to a third embodiment of the present invention.
  • FIG. 7 is a cross-sectional view taken along a line VII-VII in FIG. 6 .
  • FIG. 8 is an enlarged view of a periphery of an eccentric part in FIG. 6 .
  • FIG. 9 is an enlarged view of a periphery of a both-sided inner pin.
  • FIG. 10 is an enlarged view of a periphery of a cantilevered (one-sided) inner pin.
  • FIG. 11 is one example of a lubricant oil transferring mechanism.
  • FIG. 12 is another example of a lubricant oil transferring mechanism.
  • FIG. 13 is still another example of a lubricant oil transferring mechanism.
  • FIG. 14 is a view showing a counterweight provided with a lubricant oil transferring mechanism.
  • FIG. 15 is a view showing a railway vehicle wheel drive device according to another embodiment of the present invention.
  • FIG. 16 is a cross-sectional view taken along a line XVI-XVI in FIG. 15 .
  • FIG. 17 is a view showing a first axle bearing.
  • FIG. 18 is a front view of a seal member.
  • FIG. 1 is a schematic cross-sectional view of the railway vehicle wheel drive device 10
  • FIG. 2 is a cross-sectional view taken along a line II-II in FIG. 1
  • FIG. 3 is an enlarged view showing a periphery of eccentric parts 16 a and 16 b.
  • the railway vehicle wheel drive device 10 is composed of a railway vehicle wheel 11 (hereinafter, referred to as “the wheel 11 ”) and the drive unit 12 (hereinafter, referred to as “the railway vehicle drive unit 12 ”) held on an inner diameter surface of the wheel 11 to reduce rotation speed of a drive source (not shown) and transmit it to the wheel 11 , and arranged in a lower part of a railway vehicle body (not shown).
  • the railway vehicle drive unit 12 is mainly composed of a reducer housing 13 , an input side rotation member 14 , a reducing mechanism 15 , a carrier 23 serving as a fixed member, and first and second axle bearings 24 and 25 .
  • the reducer housing 13 is held on the inner diameter surface of the wheel 11 , and holds the reducing mechanism 15 internally.
  • the reducing mechanism 15 is composed of an eccentric member 16 , curved plates 17 and 18 serving as revolution members, a plurality of inner pins 19 serving as rotation regulation members, a plurality of outer pins 20 serving as periphery engagement members, and members associated with the above components, and reduces rotation speed of the input side rotation member 14 and transmits it to the reducer housing 13 .
  • first and second axle bearings 24 and 25 are arranged between an inner diameter surface of the reducer housing 13 and an outer diameter surface of the carrier 23 .
  • the reducer housing 13 is rotatable with respect to the carrier 23 , and also functions as an output side rotation member (axle) integrally rotating with the wheel 11 .
  • the first axle bearing 24 is a tapered roller bearing including an inner ring 24 a fixed to the outer diameter surface of the carrier 23 , an outer ring 24 b fixed to the inner diameter surface of the reducer housing 13 , a plurality of tapered rollers 24 c arranged between the inner ring 24 a and the outer ring 24 b, a retainer 24 d retaining an interval of the adjacent tapered rollers 24 c. Since the second rolling bearing 25 has the same configuration, its description is not reiterated. When the tapered roller bearing having high load capacity is used as the first and second axle bearings 24 and 25 , a radial load and an axial load applied to the wheel 11 can be appropriately supported.
  • first axle bearing 24 and the second axle bearing 25 rotatably support the reducer housing 13 with respect to the carrier 23 on one axial side (right side in FIG. 1 ) of a fit position (more specifically, “a fit width center of the wheel 11 ” shown by a dashed line in FIG. 1 ) of the wheel 11 and on the other axial side (left side in FIG. 1 ) of the fit position thereof, respectively.
  • distances (offsets) of the first axle bearing 24 and the second axle bearing 25 from the fit width center of the wheel 11 are set to be equal to each other.
  • first and second axle bearings 24 and 25 are arranged such that their small diameter side ends are opposed to each other (back-to-back coupling). Thus, a moment load applied to the wheel 11 can be appropriately supported.
  • seal members 26 and 27 to seal a lubricant oil in the reducer housing 13 are provided at both axial ends of the reducer housing 13 .
  • the seal members 26 and 27 each have lip parts being in sliding contact with the outer diameter surface of the carrier 23 , and are fixed to the inner diameter surface of the reducer housing 13 , and integrally rotate with the reducer housing 13 .
  • the input side rotation member 14 is connected to the drive source (such as a motor), and rotates with the rotation of the drive source.
  • its both sides are supported by rolling bearings 28 a and 28 b on both sides of the curved plates 17 and 18 , and rotatably held with respect to the carrier 23 .
  • a cylindrical roller bearing is used as each of the rolling bearings 28 a and 28 b.
  • a seal member 29 to seal the lubricant oil in the reducer housing 13 is arranged on the outer side (right side in FIG. 1 ) of the rolling bearing 28 a.
  • the eccentric member 16 has the first and second eccentric parts 16 a and 16 b, and is fitted and fixed to the input side rotation member 14 .
  • the first and second eccentric parts 16 a and 16 b are arranged so as to offset the centrifugal force due to eccentric motion to each other, that is, their phases are shifted by 180°. Consequently, the first and second eccentric parts 16 a and 16 b also function as balance adjusting mechanisms to absorb unbalance load generated due to the eccentric motion.
  • the curved plate 17 is supported by a rolling bearing 30 so as to be relatively rotatable with respect to the first eccentric part 16 a, and executes revolution motion around a rotation axis of the input side rotation member 14 .
  • the curved plate 17 has first and second through holes 17 a and 17 b penetrating in a thickness direction, and a plurality of waveforms 17 c composed of a trochoid-based curve such as epitrochoid along its periphery.
  • the first through hole 17 a is formed in the center of the curved plate 17 , and receives the first eccentric part 16 a and the rolling bearing 30 .
  • the second through holes 17 b are circumferentially provided around a rotation axis of the curved plate 17 at regular intervals, and receive the inner pins 19 held by the carrier 23 .
  • the waveforms 17 c engage with the outer pins 20 held by the reducer housing 13 , and transmit the rotation of the curved plate 17 to the reducer housing 13 .
  • the curved plate 18 has the same configuration, and is rotatably supported by a rolling bearing 31 with respect to the second eccentric part 16 b.
  • the rolling bearing 30 is a cylindrical roller bearing provided with an inner ring member 30 a fitted to an outer diameter surface of the eccentric part 16 a and having an inner side track surface on its outer diameter surface, an outer side track surface directly formed on the inner diameter surface of the through hole 17 a of the curved plate 17 , a plurality of cylindrical rollers 30 b arranged between the inner side track surface and the outer side track surface, and a retainer 30 c retaining an interval of the adjacent cylindrical rollers 30 b. Since the rolling bearing 31 has the same configuration, its description is not reiterated.
  • the center point G coincides with a gravity center position of the wheel 11
  • the center point G and the wheel gravity center position are preferably offset in order to minimize the moment load applied from the wheel 11 to the railway vehicle drive unit 12 .
  • the components (such as the curved plates 17 and 18 , the inner pin 19 , and outer pin 20 ) are inclined to prevent an excessive load from being generated in a contact part. As a result, the railway vehicle drive unit 12 smoothly rotates, and its durability is improved.
  • a circumscribed ring 34 which is circumscribed on the plurality of inner pins 19 is arranged between the two curved plates 17 and 18 .
  • an axial motion amount of each of the curved plates 17 and 18 is regulated.
  • the curved plates 17 and 18 are sliding contact with the circumscribed ring 34 , it is preferable that their wall surfaces to be in contact with each other are subjected to a grinding treatment.
  • a function of the circumscribed ring 34 may be replaced with an inscribed ring inscribed on the plurality of inner pins 19 , or an inscribed ring inscribed on the plurality of outer pins 20 .
  • the inner pins 19 are circumferentially provided around the rotation axis of the input side rotation member 14 at regular intervals. Some of the plurality of inner pins 19 are roughly in the shape of a column having a large diameter part in the center and a small diameter part having a diameter relatively smaller than that of the large diameter part, at each end. Thus, the small diameter part is held by the carrier 23 , and the large diameter part is positioned in the second through holes 17 b and 18 b of the curved plates 17 and 18 . In addition, an end face of the large diameter part abuts on a wall surface of the carrier 23 to function as a reference surface to position the inner pin 19 . In addition, the other inner pins 19 are in the shape of a simple column having the same diameter in a longitudinal direction.
  • an inner pin collar 19 a is attached to a position (large diameter part) which abuts on inner wall surfaces of the second through holes 17 b and 18 b of the curved plates 17 and 18 .
  • the inner pin collar 19 a according to this embodiment is a sliding bearing.
  • diameters of the second through holes 17 b and 18 b are set to be larger by a predetermined amount than a diameter (a maximum outer diameter including the inner pin collar 19 a ) of the inner pin 19 .
  • the outer pins 20 are circumferentially provided around the rotation axis of the input side rotation member 14 at regular intervals. A center part of the outer pin 20 is held by the reducer housing, and both ends thereof abut on the axle bearings 24 and 25 and fixed thereto. Thus, the outer pin 20 engages with the waveforms 17 c and 18 c of the curved plates 17 and 18 to rotate the reducer housing 13 at speed reduced with respect to the input side rotation member 14 .
  • an outer pin collar 20 a is attached to a position which abuts on the waveforms 17 c and 18 c of the curved plates 17 and 18 .
  • frictional resistance between the curved plates 17 and 18 and the outer pin 20 can be reduced.
  • the outer pin collar 20 a according to this embodiment is a sliding bearing.
  • a counterweight 21 has a through hole to receive the input side rotation member 14 , at a position other than its gravity center, and fitted and fixed to the input side rotation member 14 with its phase shifted so as to offset unbalance inertia couple due to the eccentric motion of the eccentric part 16 a, that it, shifted by 180° from that of the eccentric part 16 a. Consequently, the counterweight 21 functions as a balance adjusting mechanism to absorb an unbalance load generated due to the eccentric motion of the eccentric part 16 a.
  • a counterweight 22 has the same configuration, and is fitted and fixed to the input side rotation member 14 with its phase shifted to offset unbalance inertia couple due to eccentric motion of the eccentric part 16 b.
  • L 1 represents a distance between the center point G and a center of the curved plate 17
  • m 1 represents a sum of the mass of the curved plate 17 , the rolling bearing 30 , and the eccentric part 16 a
  • ⁇ 1 represents an eccentric amount of the gravity center of the curved plate 17 from the rotation axis
  • L 2 represents a distance between the center point G and the counterweight 21
  • m 2 represents the mass of the counterweight 21
  • ⁇ 2 represents an eccentric amount of the gravity center of the counterweight 21 from the rotation axis
  • the same relationship is satisfied between the curved plate 18 and the counterweight 22 on the left side of the center point G in FIG. 3 .
  • the carrier 23 is connected and fixed to the railway vehicle body, and holds the inner pin 19 in wall surfaces opposed to the curved plates 17 and 18 , and rotatably supports each of the reducer housing 13 with the first and second axle bearings 24 and 25 fitted and fixed to its outer diameter surface, and the input side rotation member 14 with the rolling bearings 28 a and 28 b fitted and fixed to its inner diameter surface.
  • the carrier 23 is provided with a lubricant oil circulating mechanism to circulate the lubricant oil between the reducing mechanism 15 and the axle bearings 24 and 25 .
  • This lubricant oil circulating mechanism circulates the lubricant oil by use of the centrifugal force generated due to the rotation of the input side rotation member 14 .
  • a plurality of lubricant oil paths 32 and 33 are formed so as to penetrate the inside of the carrier 23 in a diameter direction to return the lubricant oil from the radial outer side to the radial inner side.
  • An opening part of the lubricant oil path 32 on the radial, outer side is provided between a large diameter side end of the first axle bearing 24 and the seal member 26 .
  • an opening part of the lubricant oil path 33 on the radial outer side is provided between a large diameter side end of the second axle bearing 25 and the seal member 27 .
  • the lubricant oil in the tapered roller bearings 24 and 25 is discharged from the large diameter side end by the centrifugal force.
  • the opening parts of the lubricant oil paths 32 and 33 on the radial outer side are provided in positions adjacent to the large diameter side ends of the first and second axle bearings 24 and 25 , respectively.
  • an opening part of the lubricant oil path 32 on the radial inner side is provided in a position opposed to the eccentric part 16 a.
  • an opening part of the lubricant oil path 32 on the radial inner side is provided in a position opposed to the eccentric part 16 b. Since the input side rotation member 14 rotates at high speed, a lot of lubricant oil is needed in the vicinity of the eccentric parts 16 a and 16 b, or more specifically, in the rolling bearings 30 and 31 . Thus, it is preferable that the opening parts of the lubricant oil paths 32 and 33 on the radial inner side are provided in the positions opposed to the eccentric parts 16 a and 16 b, respectively.
  • the input side rotation member 14 and the eccentric member 16 integrally rotate with the rotation of the drive source.
  • the curved plates 17 and 18 also try to rotate, their rotation motion is stopped by the inner pins 19 passing through the second through holes 17 b and 18 b, so that they only execute the revolution motion. That is, the curved plates 17 and 18 shift in parallel on the circumferential track around the rotation axis of the input side rotation member 14 .
  • the railway vehicle drive unit 12 can be compact in size and implement the high reduction ratio.
  • the collars 19 a and 20 a for the inner pin 19 and outer pin 20 respectively in the positions which abut on the curved plates 17 and 18 , the frictional resistance in the contact parts is reduced. As a result, transmission efficiency is improved in the railway vehicle drive unit 12 .
  • the lubricant oil is previously sealed in the reducer housing 13 .
  • the lubricant oil is carried to the radial outer side by the centrifugal force generated due to the rotation of the input side rotation member 14 .
  • it is supplied to the rolling bearings 28 a, 28 b, 30 , and 31 , to between the curved plates 17 , 18 , and the rolling bearings 30 , 31 , between the curved plates 17 , 18 , and the inner pin 19 , between the inner pin 19 and the inner pin collar 19 a, between the curved plates 17 , 18 , and the circumscribed ring 34 , between the curved plates 17 , 18 , and the outer pin 20 , and between the outer pin 20 and the outer pin collar 20 a.
  • the lubricant oil is discharged to the large diameter side ends of the first and second axle bearings 24 and 25 from the small diameter side ends through the inside of the bearings.
  • the lubricant oil reaches spaces sandwiched between the first and second axle bearings 24 and 25 , and the seal members 26 and 27 , respectively and returns to the periphery of the input side rotation member 14 through the lubricant oil paths 32 and 33 .
  • the lubricant oil is circulated in the railway vehicle drive unit 12 , the amount of the sealed lubricant oil can be small. As a result, heat generation and torque loss are reduced in the railway vehicle drive unit 12 , and the high-speed rotation part (the periphery of the eccentric part 16 ) can be surely lubricated.
  • the unit can be compact in size as compared with the case where a circulation device is provided outside.
  • the number of the curved plates may be optionally set, and when three curved plates are provided, their phases are shifted by 120°, for example.
  • the eccentric member 16 having the eccentric parts 16 a and 16 b is fitted and fixed to the input side rotation member 14 in the above embodiment, as another example, the eccentric parts 16 a and 16 b may be directly formed on the outer diameter surface of the input side rotation member 14 .
  • the rolling bearings 24 , 25 , 28 a, 28 b, 30 , and 31 in the above embodiment are not limited to the configurations shown in FIG. 1 , and various kinds of bearings can be used such as a sliding bearing, cylindrical roller bearing, tapered roller bearing, needle roller bearing, self-aligning roller bearing, deep groove ball bearing, angular ball bearing, three point contact ball bearing, or four point contact ball bearing, regardless of whether the sliding bearing or the rolling bearing, regardless of whether a rolling body is the roller or ball, and regardless of whether a double row or single row.
  • the collars 19 a and 19 b are the sliding bearings in the above embodiment, the rolling bearing may be used instead. In this case, it is preferable to use the needle roller with a view to reducing a size in a thickness direction.
  • any kind of reducing mechanism can be used in place of the above described reducing mechanism 15 for the railway vehicle wheel drive device 10 .
  • FIG. 4 is a view showing a configuration of a railway vehicle wheel drive device according to the second embodiment.
  • a railway vehicle drive unit 12 is composed of a reducer housing 13 , an input side rotation member 14 , a reducing mechanism 15 , a carrier 23 as a fixed member, and first and second axle bearings 24 and 25 , which is the same as the above embodiment.
  • this embodiment is different from the above embodiment in that a lubricant oil holding chamber 35 is provided in the carrier 23 . Therefore, a part different from that of the above embodiment will be described in detail, and the same part has the same reference, and its description is not reiterated.
  • the reducer housing 13 has a space sealed with a lubricant oil, and is held on an inner diameter surface of a wheel 11 .
  • the space sealed with the lubricant oil means a region surrounded by the reducer housing 13 , the carrier 23 , and seal members 26 and 27 . In addition, it internally holds the reducing mechanism 15 .
  • the reducing mechanism 15 is composed of an eccentric member 16 , curved plates 17 and 18 serving as revolution members, a plurality of inner pins 19 serving as rotation regulation members, a plurality of outer pins 20 serving as periphery engagement members, and members associated with the above components, and reduces rotation speed of the input side rotation member 14 and transmits it to the reducer housing 13 .
  • the reducing mechanism 15 is arranged in the space sealed with the lubricant oil with at least one part thereof soaked in the lubricant oil. More specifically, the lubricant oil is sealed such that an oil surface height is at a position of a line m in FIG. 4 under the condition that the reducing mechanism 15 is stopped.
  • the lubricant oil holding chamber 35 is arranged in the carrier 23 , and communicates with the space sealed with the lubricant oil so that the lubricant oil can be moved between them. More specifically, the space sealed with the lubricant oil and the lubricant oil holding chamber 35 are connected through a vent hole 35 a provided to uniform their internal pressures, and a lubricant oil path 35 b provided to uniform their oil surface heights. Thus, the oil surface height in the lubricant oil holding chamber 35 is at a line m in FIG. 4 under the condition that the reducing mechanism 15 is stopped.
  • the oil surface height becomes lower than the line m in FIG. 4 .
  • the lubricant oil held in the lubricant oil holding chamber 35 is supplied to the space sealed with the lubricant oil through the lubricant oil path 35 b.
  • the lubricant oil is discharged to the lubricant oil holding chamber 35 through the lubricant oil path 35 b.
  • the present invention is not limited to this, and it may be provided outside the reducer housing 13 .
  • the railway vehicle drive unit can be compact in size.
  • the lubricant oil holding chamber can be large in size, so that the variation in oil surface height can be further small.
  • FIG. 5 is a view showing a variation of this embodiment. Referring to FIG. 5 , a description will be made of a railway vehicle wheel drive device 10 and the railway vehicle drive unit 12 according to this variation. In addition, the same part as that in FIG. 4 has the same reference number and its description is not reiterated.
  • the railway vehicle drive unit 12 is provided with a detecting means 36 for detecting a state of a lubricant oil sealed in a space, and a lubricant oil moving means 37 for moving the lubricant oil between the space sealed with the lubricant oil and a lubricant oil holding chamber 35 , based on a detected result of the detecting means 36 .
  • the lubricant oil holding chamber 35 in this embodiment is arranged outside the reducer housing 13 , and communicates with the space sealed with the lubricant oil through a lubricant oil path 35 b.
  • a piston 35 c is provided in the lubricant oil holding chamber 35 . This piston 35 c separates an inside of the lubricant oil holding chamber 35 into a first region (an upper region of the piston 35 c ) isolated from the space sealed with the lubricant oil, and a second region (a lower region of the piston 35 c ) communicating with the space sealed with the lubricant oil.
  • the detecting means 36 in this embodiment is a temperature sensor for detecting a temperature of the lubricant oil sealed in the space, and arranged in a bottom region (position soaked in the lubricant oil all the time) of the space sealed with the lubricant oil.
  • the lubricant oil moving means 37 is a pressure adjustment device which increases a pressure in the lubricant oil holding chamber under the condition that the detected result of the temperature sensor exceeds a threshold value, and decreases the pressure in the lubricant oil holding chamber under the condition that the detected result of the temperature sensor falls below the threshold value. More specifically, the pressure is increased in the lubricant oil holding chamber 35 by lowering the piston 35 c, and the pressure is decreased in the lubricant oil holding chamber 35 by raising the piston 35 c.
  • the embodiment shown in FIG. 1 has a merit that can simplify the structure.
  • the threshold value in the embodiment shown in FIG. 4 can be selected according to a usage situation of the railway vehicle drive unit 12 .
  • the detecting means 36 is not limited to the temperature sensor, and any kind of sensor may be used as long as it can detect the state of the lubricant oil sealed in the space directly or indirectly.
  • the detecting means 36 may be a rotation sensor to detect rotation speed of the input side rotation member 14 .
  • the lubricant oil moving means 37 increases a pressure in the lubricant oil holding chamber under the condition that a detected result of the rotation sensor exceeds a threshold value, and decreases the pressure in the lubricant oil holding chamber under the condition that the detected result of the rotation sensor falls below the threshold value.
  • a filter device (not shown) may be provided in the lubricant oil holding chamber 35 .
  • the lubrication performance of the railway vehicle drive unit 12 can be maintained for a long period of time by supplying the lubricant oil filtered by the filter device to the space sealed with the lubricant oil.
  • FIGS. 6 to 14 are views showing a railway vehicle drive unit according to the third embodiment.
  • a description will be made of a railway vehicle drive unit 112 according to the third embodiment and a railway vehicle wheel drive device 110 including the railway vehicle drive unit 112 .
  • FIG. 6 is a schematic cross-sectional view of the railway vehicle wheel drive device 110
  • FIG. 7 is a cross-sectional view taken along a line VII-VII in FIG. 6
  • FIG. 8 is an enlarged view of a periphery of ecentric members 116 a and 116 b
  • FIG. 9 is an enlarged view of an inner pin 119
  • FIG. 10 is an enlarged view of an inner pin 120
  • FIGS. 11 to 13 are views showing pumps as a lubricant oil transferring mechanism
  • FIG. 14 is a view showing a counterweight 122 provided with a lubricant oil transferring mechanism.
  • the railway vehicle wheel drive device 110 is composed of a railway vehicle wheel 111 (hereinafter referred to as the “wheel 111 ”), and the drive unit 112 (hereinafter, referred to as “the railway vehicle drive unit 112 ”) held on an inner diameter surface of the wheel 111 to reduce rotation speed of a drive source (not shown) and transmits it to the wheel 111 , and arranged in a lower part of a railway vehicle body (not shown) similar to the above embodiment.
  • the railway vehicle drive unit 112 is mainly composed of a reducer housing 113 , an input side rotation member 114 , a reducing mechanism 115 , first and second carriers 124 and 125 serving as fixed members, first and second axle bearings 126 and 127 , and a lubricant oil transferring mechanism to transfer a lubricant oil by use of the rotation of the input side rotation member 114 .
  • the reducer housing 113 has a space sealed with the lubricant oil and is held on an inner diameter surface of the wheel 111 similar to the above embodiment.
  • the space sealed with the lubricant oil means a region surrounded by the reducer housing 113 , the first and second carriers 124 and 125 , and seal members 128 and 129 . In addition, it internally holds the reducing mechanism 115 .
  • the reducing mechanism 115 is composed of an eccentric member 116 , curved plates 117 and 118 serving as revolution members, a plurality of inner pins 119 and 120 serving as rotation regulation members, a plurality of outer pins 121 serving as periphery engagement members, and members associated with the above components, and reduces rotation speed of the input side rotation member 114 and transmits it to the reducer housing 113 .
  • the reducing mechanism 115 is arranged in the space sealed with the lubricant oil with at least one part thereof soaked in the lubricant oil. More specifically, the lubricant oil is sealed such that an oil surface height is at a position of the line m in FIG. 4 under the condition that the reducing mechanism 115 is stopped.
  • first and second axle bearings 126 and 127 are arranged between an inner diameter surface of the reducer housing 113 and outer diameter surfaces of the first and second carriers 124 and 125 .
  • the reducer housing 113 is rotatable with respect to the first and second carriers 124 and 125 , and also functions as an output side rotation member (axle) integrally rotating with the wheel 111 .
  • the first axle bearing 126 is a tapered roller bearing including an inner ring 126 a fixed to the outer diameter surface of the first carrier 124 , an outer ring 126 b fixed to the inner diameter surface of the reducer housing 113 , a plurality of tapered rollers 126 c arranged between the inner ring 126 a and the outer ring 126 b, a retainer 126 d retaining an interval of the adjacent tapered rollers 126 c. Since the second rolling bearing 127 has the same configuration, its description is not reiterated. When the tapered bearing having high load capacity is used as the first and second axle bearings 126 and 127 , a radial load and an axial load applied to the wheel 111 can be appropriately supported.
  • first axle bearing 126 and the second axle bearing 127 rotatably support the reducer housing 113 with respect to the first and second carriers 124 and 125 on one axial side (right side in FIG. 6 ) of a fit position (more specifically, “a fit width center of the wheel 111 ” shown by a dashed line in FIG. 6 ) of the wheel 111 and on the other axial side (left side in FIG. 6 ) of the fit position thereof, respectively.
  • distances (offsets) of the first and second axle bearings 126 and 127 from the fit width center of the wheel 111 are set to be equal to each other.
  • first and second axle bearings 126 and 127 are arranged such that their small diameter side ends are opposed to each other (back-to-back coupling). Thus, a moment load applied to the wheel 111 can be appropriately supported.
  • seal members 128 and 129 to seal the lubricant oil in the reducer housing 113 are provided at both axial ends of the reducer housing 113 .
  • the seal members 128 and 129 each have lip parts being in sliding contact with the outer diameter surfaces of the first and second carriers 124 and 125 , respectively, and are fixed to the inner diameter surface of the reducer housing 113 , and integrally rotate with the reducer housing 13 .
  • the input side rotation member 114 is connected to the drive source (such as a motor), and rotates with the rotation of the drive source.
  • its both sides are supported by rolling bearings 130 a and 130 b on both sides of the curved plates 117 and 118 , and rotatably held with respect to the first and second carriers 124 and 125 .
  • a cylindrical roller bearing is used as each of the rolling bearings 130 a and 130 b.
  • a seal member 131 to seal the lubricant oil in the reducer housing 113 is arranged on the outer side (right side in FIG. 6 ) of the rolling bearing 130 a.
  • the eccentric member 116 has the first and second eccentric parts 116 a and 116 b, and is fitted and fixed to the input side rotation member 114 .
  • the first and second eccentric parts 116 a and 116 b are arranged so as to offset the centrifugal force due to eccentric motion to each other, that is, their phases are shifted by 180°. Consequently, the first and second eccentric parts 116 a and 116 b also function as a balance adjusting mechanism to absorb unbalance load generated due to the eccentric motion.
  • the curved plate 117 is supported by a rolling bearing 132 so as to be relatively rotatable with respect to the first eccentric part 116 a. In addition, it executes revolution motion around a rotation axis of the input side rotation member 114 .
  • the curved plate 117 has first and second through holes 117 a and 117 b penetrating in a thickness direction, a plurality of waveforms 117 c composed of a trochoid-based curve such as epitrochoid along its periphery, an oil path 117 d internally extending in a radial direction, and a lubricant oil holding space 117 e to temporarily hold the lubricant oil in the middle of the oil path 117 d.
  • the first through hole 117 a is formed in the center of the curved plate 117 , and receives the first eccentric part 116 a and the rolling bearing 132 .
  • the second through holes 117 b are circumferentially provided around a rotation axis of the curved plate 117 at regular intervals, and receive the inner pins 119 and 120 held by the first and second carriers 124 and 125 .
  • the waveforms 117 c engage with the outer pins 121 held by the reducer housing 113 , and transmit the rotation of the curved plate 117 to the reducer housing 113 .
  • the curved plate 118 has the same configuration, and is rotatably supported by a rolling bearing 133 with respect to the second eccentric part 116 b.
  • the oil path 117 d extends from the first through hole 117 a to a peripheral surface of the curved plate 117 .
  • a position of the oil path 117 d is not limited in particular, it is preferably provided so as to pass through the second through hole 117 b as shown in FIG. 2 .
  • the lubricant oil can be actively supplied to a contact part between the curved plate 117 , and the inner pins 119 and 120 .
  • an end of the oil path 117 d on the radial outer side is preferably formed in a valley part of the waveform 117 c.
  • the lubricant oil holding space 117 e branches from the oil path 117 d, the lubricant oil can be held in the curved plate 117 while a sufficient amount of lubricant oil is supplied, and the lubricant oil held in the lubricant oil holding space 117 e can be discharged to the oil path 117 d when the supply amount of the lubricant oil decreases.
  • the lubricant oil can be more stably supplied.
  • the rolling bearing 132 is a cylindrical roller bearing provided with an inner ring member 132 a fitted to an outer diameter surface of the eccentric part 116 a and having an inner side track surface on its outer diameter surface, an outer side track surface directly formed on an inner diameter surface of the through hole 117 a of the curved plate 117 , a plurality of cylindrical rollers 132 b arranged between the inner side track surface and the outer side track surface, and a retainer 132 c retaining an interval of the adjacent cylindrical rollers 132 b. Since the rolling bearing 133 has the same configuration, its description is not reiterated.
  • the center point G coincides with a gravity center position of the wheel 111 , but the center point G and the wheel gravity center position are preferably offset in order to minimize the moment load applied from the wheel 111 to the railway vehicle drive unit 112 .
  • the components (such as the curved plates 117 and 118 , the inner pins 119 and 120 , and the outer pin 121 ) are inclined to prevent an excessive load from being generated in the contact part. As a result, the railway vehicle drive unit 112 smoothly rotates, and its durability is improved.
  • a circumscribed ring 136 which is circumscribed on the plurality of inner pins 119 and 120 is arranged between the two curved plates 117 and 118 .
  • an axial motion amount of the curved plates 117 and 118 are regulated.
  • the curved plates 117 and 118 are in sliding contact with the circumscribed ring 136 , it is preferable that their wall surfaces to be in contact with each other are subjected to a grinding treatment.
  • a function of the circumscribed ring 136 may be replaced with an inscribed ring inscribed on the plurality of inner pins 119 and 120 , or an inscribed ring inscribed on the plurality of outer pins 121 .
  • the inner pins 119 and 120 are circumferentially provided around the rotation axis of the input side rotation member 114 at regular intervals.
  • inner pin bearings 119 e and 120 e are mounted on positions (such as a large diameter part 119 a in the case of the both-sided inner pin 119 ) which abuts on the inner wall surfaces of the second through holes 117 b and 118 b of the curved plates 117 and 118 , respectively.
  • frictional resistance between the curved plates 117 and 118 , and the inner pins 119 and 120 can be reduced.
  • the inner pin bearings 119 e and 120 e according to this embodiment are sliding bearings.
  • the inner pin 119 includes the large diameter part 119 a provided in its axial center, first and second small diameter parts 119 b and 119 c each having a diameter smaller than that of the large diameter part 119 a and provided at its axial both ends, and a guide part 119 d provided between the large diameter part 119 a and each of the first and second small diameter parts 119 b and 119 c.
  • a male screw is formed in a peripheral surface of each of the first and second small diameter parts 119 b and 119 c.
  • An outer diameter of the guide part 119 d is set so as to coincide with an inner diameter of holes 124 a and 125 a to receive the both-sided inner pin 119 , and used to position the inner pin 119 in the radial direction with respect to the first and second carriers 124 and 125 .
  • This inner pin 119 is the both-sided inner pin which is supported at both ends by the first and second carriers 124 and 125 . More specifically, the first small diameter part 119 b is directly fixed to the first carrier 124 , and the second small diameter part 119 c is fixed such that the second carrier 25 is pressed to an end face of the large diameter part 119 a by a pressing and fixing means (which will be described below).
  • the inner pin 120 is in the shape of a simple column having the same diameter in a whole longitudinal direction, and it is a cantilevered (hereinafter referred as “one-sided”) inner pin in which only one axial side end is supported by the first carrier 124 .
  • the one-sided inner pin 120 is provided with a lubricant oil holding space 120 a formed in its inside, and a through hole 120 b radially extending from the lubricant oil holding space 120 a.
  • the inner pin bearing 120 e is provided with a through hole 120 f penetrating in the radial direction.
  • the positions of the through holes 120 b and 120 f are not limited in particular, they are preferably provided so as to be opposed to the space between the curved plates 117 and 118 as shown in FIG. 10 .
  • the lubricant oil is held in the lubricant oil holding space 120 a, and mainly supplied to between the inner pin 120 and the inner pin bearing 120 e, and to the contact part between the inner pin bearing 120 e and the curved plates 117 and 118 . More specifically, the lubricant oil is held in the lubricant oil holding space 120 e while a sufficient amount of lubricant oil is supplied, and the lubricant oil held in the lubricant oil holding space 120 e is discharged through the through holes 120 b and 120 f when the supply amount of the lubricant oil decreases. Thus, the lubricant oil can be more stably supplied.
  • a porous material (not shown) impregnated with the lubricant oil may be stored in the lubricant oil holding space 120 a.
  • the porous material includes sintered metal or foamed grease.
  • the both-sided inner pin 119 and the inner pin bearing 119 e may be similarly configured.
  • the outer pin 121 and an outer pin bearing 121 a may be also similarly configured.
  • diameters of the second through holes 117 b and 118 b are set to be larger by a predetermined amount than diameters (maximum outer diameters including the inner pin bearings 119 e and 120 e ) of the inner pins 119 and 120 .
  • the outer pins 121 are circumferentially provided around the rotation axis of the input side rotation member 114 at regular intervals. A center part of the outer pin 121 is held by the reducer housing, and both ends thereof abut on the axle bearings 126 and 127 and fixed thereto. Thus, the outer pin 121 engages with the waveforms 117 c and 118 c of the curved plates 117 and 118 to rotate the reducer housing 113 at speed reduced with respect to the input side rotation member 114 .
  • the outer pin bearing 121 a is attached to a position which abuts on the waveforms 117 c and 118 c of the curved plates 117 and 118 .
  • frictional resistance between the curved plates 117 and 118 and the outer pin 121 can be reduced.
  • the outer pin bearing 121 a according to this embodiment is a sliding bearing.
  • the counterweight 122 has a through hole to receive the input side rotation member 114 , at a position other than its gravity center, and fitted and fixed to the input side rotation member 114 with its phase shifted so as to offset unbalance inertia couple due to the eccentric motion of the eccentric part 116 a, that it, shifted by 180° from that of the eccentric part 116 a. Consequently, the counterweight 122 functions as a balance adjusting mechanism to absorb an unbalance load generated due to the eccentric motion of the eccentric part 116 a.
  • a counterweight 123 has the same configuration, and is fitted and fixed to the input side rotation member 114 with its phase shifted to offset unbalance inertia couple due to eccentric motion of the eccentric part 116 b.
  • L 11 represents a distance between the center point G and a center of the curved plate 117
  • m 11 represents a sum of the mass of the curved plate 117 , the rolling bearing 132 , and the eccentric part 116 a
  • ⁇ 11 represents an eccentric amount of the gravity center of the curved plate 117 from the rotation axis
  • L 12 represents a distance between the center point G and the counterweight 122
  • m 12 represents the mass of the counterweight 122
  • ⁇ 12 represents an eccentric amount of the gravity center of the counterweight 122 from the rotation axis.
  • the same relationship is satisfied between the curved plate 118 and the counterweight 123 on the left side of the center point G in FIG. 3 .
  • the first and second carriers 124 and 125 are connected and fixed to the railway vehicle body, and hold the inner pins 119 and 120 in wall surfaces opposed to the curved plates 117 and 118 , and rotatably support each of the reducer housing 113 with the first and second axle bearings 126 and 127 fitted and fixed to their outer diameter surfaces, and the input side rotation member 114 with the rolling bearings 130 a and 130 b fitted and fixed to their inner diameter surfaces.
  • the first carrier 124 has the hole 124 a to receive the first small diameter part 119 b of the both-sided inner pin 119 , and a hole 124 b to receive the one axial side end of the one-sided inner pin 120 .
  • the hole 124 a is a screw hole in which a female screw is formed on its inner wall surface.
  • the hole 124 b is a simple hole (in which a screw is not formed).
  • the second carrier 125 has the hole 125 a to receive the second small diameter part 119 c of the both-sided inner pin 119 , and a hole 125 b to receive the other axial side end of the one-sided inner pin 120 .
  • a diameter of the through hole 125 a is set to be larger than that of the second small diameter part 119 c
  • a diameter of the hole 125 b is set to be larger than that of the one-sided inner pin 120 .
  • the inner pins 119 and 120 are fixed to the first carrier 124 . More specifically, the first small diameter part 119 b of the both-sided inner pin 119 is screwed with the hole 124 a and fixed thereto, and the one axial side end of the one-sided inner pin 120 is pressed in the hole 124 b and fixed thereto.
  • the method for fixing the inner pins 119 and 120 to the first carrier 124 is not limited to the above example, and as another example, the one side end of the both-sided inner pin 119 may be pressed into the hole 124 a, while screws are formed in each of the one side end of the one-sided inner pin 120 and the hole 124 b, and they may be screwed.
  • the inner pin bearings 119 e and 120 e are mounted on the inner pins 119 and 120 , respectively.
  • the second carrier 125 is mounted in such a manner that the second small diameter part 119 c of the both-sided inner pin 119 is inserted into the through hole 125 a, and the other axial side end of the one-sided inner pin 120 is inserted into the hole 125 b.
  • a gap is provided between the inner pin 119 and 120 and the through holes 125 a and 125 b, respectively, some degree of production error and mounting error are allowed.
  • the pressing and fixing means is composed of a male screw provided in the second small diameter part 119 c and a nut 137 to be screwed with it. That is, when the nut 137 is screwed with the second small diameter part 119 c, the second carrier 125 is pressed toward the large diameter part 119 a, so that the both-sided inner pin 119 can be strongly fixed to the first and second carriers 124 and 125 .
  • the both-sided inner pin 119 is radially positioned by the guide part 119 d.
  • the guide part 119 d is in the cylindrical shape in FIG. 9
  • the present invention is not limited to this, and any shape may be employed.
  • the guide part is in the shape of a cone in which its diameter gradually reduces toward the end of the both-sided inner pin 119 , and opening parts of the holes 124 a and 125 a opposed to the both-sided inner pin 119 are formed into conical surfaces to correspond to the shape of the guide part, the positioning can be further easily performed.
  • an assembling property is improved in the railway vehicle drive unit 112 .
  • the number of the both-sided inner pins 119 is desirably less than the number of the one-sided inner pin 120 .
  • loads are applied from the curved plates 117 and 118 to the inner pins 119 and 120 , it is desirable that the both-sided inner pins 119 and the one-sided inner pins 120 are arranged at regular intervals, respectively.
  • the lubricant oil transferring mechanism transfers the lubricant oil from a bottom region to an upper region in the above space sealed with the lubricant oil, by use of the rotation of the input side rotation member 114 . More specifically, it includes a pump 141 arranged in the first carrier 124 , a lubricant oil supply path 134 extending from the pump 141 toward the bottom region of the space sealed with the lubricant oil, to supply the lubricant oil to the pump 141 , and a lubricant oil discharge path 135 extending from the pump 141 toward the upper region of the space sealed with the lubricant oil, to discharge the lubricant oil from the pump 141 .
  • the pump 141 is a cycloidal pump composed of a drive gear 142 having teeth around its outer diameter surface and integrally rotating with the input side rotation member 114 , and a driven gear 143 having teeth around its inner diameter surface, rotatably supported by the first carrier 124 , and rotating around a point c 2 which is shifted from a rotation center c 1 of the drive gear 142 in one horizontal direction.
  • the above pump 141 can discharge the lubricant oil pumped from the bottom region of the space through the lubricant oil supply path 134 , to the upper region through the lubricant oil discharge path 135 when the input side rotation member 114 rotates in a counterclockwise direction (positive rotation).
  • the above pump 141 cannot transfer the lubricant oil when the input side rotation member 114 rotates in a clockwise direction (negative rotation).
  • a second pump capable of transferring the lubricant oil when the input side rotation member 114 rotates in the clockwise direction, separately from the pump 141 .
  • the pump has the same structure of the pump 141 except for having a reversed positional relationship between c 1 and c 2 .
  • a pump 151 is composed of a drive gear 152 having teeth around its outer diameter surface and integrally rotating with the input side rotation member 114 , and a driven gear 153 having teeth meshing with the drive gear 152 around its outer diameter surface, and rotatably arranged on one horizontal direction of the drive gear 152 .
  • the driven gear 153 is fitted and fixed to a rotation shaft 124 c rotatably mounted on the first carrier 124 .
  • the lubricant oil can be transferred when the input side rotation member 114 rotates in the counterclockwise direction.
  • the lubricant oil can be transferred when the input side rotation member 114 rotates in the clockwise direction.
  • a pump 161 is composed of a drive gear 162 having teeth around its outer diameter surface, and integrally rotating with the input side rotation member 114 , a first driven gear 163 having teeth meshing with the drive gear 162 around its outer diameter surface, and rotatably arranged one horizontal direction of the drive gear 162 , and a second driven gear 164 having teeth meshing with the drive gear 162 around its outer diameter surface, and rotatably arranged on the other horizontal side of the drive gear 162 .
  • the driven gears 163 and 164 are fitted and fixed to rotation shafts 124 c and 124 d rotatably mounted on the first carrier 124 .
  • the drive gear 162 and the first driven gear 163 function as first pumps to transfer the lubricant oil.
  • the drive gear 162 and the second driven gear 164 function as second pumps to transfer the lubricant oil.
  • the pump is used as the lubricant oil transferring mechanism in the above embodiment, the present invention is not limited to this, and any configuration may be used as long as the lubricant oil is transferred by the use of the rotation of the input side rotation member 114 .
  • the lubricant oil transferring mechanism may be provided in the counterweight 122 . Since a counterweight 123 is similarly configured, its description is not reiterated.
  • the counterweight 122 includes a large diameter fan-shaped part 122 a, and a small diameter fan-shaped part 122 b having a radius smaller than that of the large diameter fan-shaped part 122 a, and connected to the large diameter fan-shaped part 122 a such that their chords are in contact with each other.
  • the large diameter fan-shaped part 122 a is provided with a circumferential oil path 122 c having an opening part in its chord and circumferentially extending in the large diameter fan-shaped part 122 a, and a radial oil path 122 d extending from the circumferential oil path 122 c toward an outer diameter surface of the large diameter fan-shaped part 122 a.
  • a plurality of fins 122 e protruding in a thickness direction are provided on an end face of the balance weight 122 .
  • the input side rotation member 114 and the eccentric member 116 integrally rotate with the rotation of the drive source.
  • the curved plates 117 and 118 also try to rotate, their rotation motion is stopped by the inner pins 119 and 120 passing through the second through holes 117 b and 118 b, so that they only execute the revolution motion. That is, the curved plates 117 and 118 shift in parallel on the circumferential track around the rotation axis of the input side rotation member 114 .
  • the railway vehicle drive unit 112 can be compact in size and implement the high reduction ratio.
  • the pin bearings 119 e and 120 e and the outer pin bearing 121 a for the inner pins 119 and 120 and the outer pin 121 , respectively which abut on the curved plates 117 and 118 the frictional resistance in the contact part is reduced. As a result, transmission efficiency is improved in the railway vehicle drive unit 112 .
  • the lubricant oil is sealed in the space sealed with the lubricant oil in the reducer housing 113 , that is, in the region surrounded by the reducer housing 113 , the first and second carriers 124 and 125 , and the seal members 128 and 129 , and an oil surface height is at the position of a line m in FIG. 6 under the condition that the reducing mechanism 15 is stopped.
  • the pump 141 serving as the lubricant oil transferring mechanism discharges the lubricant oil pumped from the bottom region of the space sealed with the lubricant oil through the lubricant oil supply path 134 , to the upper region through the lubricant oil discharge path 135 .
  • the counterweight 122 serving as the lubricant oil transferring mechanism rotates and moves between the bottom region and the upper region in the space sealed with the lubricant oil.
  • the lubricant oil is stored in the circumferential oil path 122 c and the radial oil path 122 d, and in the upper region, the lubricant oil is discharged, and the lubricant oil is propelled upward by the fin 122 e.
  • the lubricant oil can be supplied to the upper region of the space sealed with the lubricant oil (the region on the upper side of the input side rotation member 114 in FIG. 6 ).
  • the lubricant oil discharged by the lubricant oil transferring mechanism lubricates the components positioned in the upper region, especially, the space between the inner pin 119 and the inner bin bearing 119 e, and the space between the inner pin bearing 119 e and the curved plates 117 and 118 while being returned to the bottom region due to gravity. In addition, it is partially held in the lubricant oil holding spaces 117 e and 120 a.
  • the lubricant oil transferring mechanism when configured as described above, the lubricant oil can be actively supplied to the upper region of the space sealed with the lubricant oil in the reducer housing 113 , so that the railway vehicle drive unit 112 can be superior in lubrication performance.
  • all the above-described lubricant oil transferring mechanisms (the pumps 141 , 151 , and 161 , and the counterweight 122 ) are not necessarily provided, and the effect of the present invention can be provided even with at least one of them.
  • the counterweights 122 and 123 having the lubricant oil transferring mechanism are arranged with their phases shifted by 180° in the embodiment shown in FIG. 6 .
  • the other large diameter fan-shaped part discharges the lubricant oil in the upper region of the space sealed with the lubricant oil in the reducer housing 113 .
  • the lubricant oil can be stably transferred.
  • FIG. 15 is a schematic cross-sectional view of the railway vehicle wheel drive device 110 a
  • FIG. 16 is a cross-sectional view taken along a line XI-XI in FIG. 15
  • FIG. 17 is a view showing a first axel bearing 126
  • FIG. 18 is a front view of a seal member 128 .
  • the railway vehicle drive unit 112 a is mainly composed of a reducer housing 113 , an input side rotation member 114 , a reducing mechanism 115 , first and second carriers 124 and 125 serving as fixed members, first and second axle bearings 126 and 127 , and a lubricant oil transferring mechanism to transfer a lubricant oil by use of the rotation of the reducer housing 113 .
  • the lubricant oil transferring mechanism transfers the lubricant oil from a bottom region to an upper region of a space sealed with the lubricant oil, that is, a region surrounded by the reducer housing 113 , the first and second carriers 124 and 125 , and seal members 128 and 129 , by the use of the rotation of the reducer housing 113 . More specifically, it is a mechanism composed of a concavo-convex part formed in a surface of the reducer housing 113 , and members rotating with the rotation of the reducer housing 113 .
  • members rotating with the rotation of the reducer housing 113 correspond to an outer pin 121 and an outer pin bearing 121 a, outer rings 126 b and 127 b, tapered rollers 126 c and 127 c, and retainers 126 d and 127 d of the first and second axle bearings 126 and 127 , and the seal members 128 and 129 .
  • a concavo-convex part 113 a is formed in the inner diameter surface of the reducer housing 113 .
  • the concavo-convex part 113 a according to this embodiment is a protrusion extending in a direction intersecting with a rotation direction of the reducer housing 113 .
  • this concavo-convex part 113 a may be directly formed in the inner diameter surface of the reducer housing 113 , or an annular belt (not shown) having the concavo-convex part 113 a in its inner diameter surface may be fixed on the inner diameter surface of the reducer housing 113 .
  • a cross section of the protrusion taken along a line perpendicular to a rotation axis of the reducer housing 113 is in a shape of an isosceles trapezoid having a short side and a long side which are parallel to each other.
  • the protrusion is arranged such that the short side is in contact with the inner diameter surface of the reducer housing 113 .
  • a wall surface of the protrusion opposed to the circumferential direction of the reducer housing 113 (the wall surface corresponding to an oblique side of the isosceles trapezoid) is in contact with a tangent line of the inner diameter surface of the reducer housing 113 at a sharp angle.
  • the protrusions are arranged in 12 positions around the inner diameter surface of the reducer housing 113 at intervals of 30°.
  • the protrusions are arranged in 12 positions around the inner diameter surface of the reducer housing 113 at intervals of 30°.
  • concavo-convex parts 126 e are also formed in the first axle bearing 126 .
  • the concavo-convex parts 126 e according to this embodiment are provided in an inner diameter surface of the outer ring 126 b, an end face of the tapered roller 126 c, and an end face of the retainer 126 d.
  • the second axle bearing 127 is similarly provided, its description is not reiterated.
  • the seal member 128 is provided with a weir 128 a expanding in a direction intersecting with the rotation direction of the reducer housing 113 .
  • This weir 128 a also functions as the lubricant oil transferring mechanism.
  • the weirs 128 a according to this embodiment are regularly provided in 8 positions at intervals of 45°.
  • the lubricant oil is sealed in a space of the reducer housing 113 , that is, in the region surrounded by the reducer housing 113 , the first and second carriers 124 and 125 , and the seal members 128 and 129 , and an oil surface height is at a position of a line m in FIG. 15 under the condition that the reducing mechanism 15 is stopped.
  • the lubricant oil transferring mechanism moves between the bottom region and the upper region of the space sealed with the lubricant oil while rotating in the space.
  • the lubricant oil is stored in a bottom region, and the lubricant oil is discharged in an upper region.
  • the lubricant oil can be supplied to an upper region (region on the upper side of the input side rotation member 114 in FIG. 15 ) in the space sealed with the lubricant oil.
  • the lubricant oil discharged by the lubricant oil transferring mechanism lubricates the components positioned in the upper region, such as the space between the inner pin 119 and the inner pin bearing 119 e, and the space between the inner pin bearing 119 e and the curved plates 117 and 118 , while being returned to the bottom region due to the gravity. In addition, it is partially held in lubricant oil holding spaces 117 e and 120 a.
  • the lubricant oil transferring mechanism When the lubricant oil transferring mechanism is configured as described above, the lubricant oil can be actively supplied to the upper region in the space sealed with the lubricant oil in the reducer housing 113 , so that the railway vehicle drive unit 112 a can be superior in lubrication performance.
  • the railway vehicle drive unit 112 a there is no need to provide all the above-described lubricant oil transferring mechanisms (the concavo-convex parts 113 and 126 e, and the weir 128 ), and the effect of the present invention can be provided even with at least one of them.
  • the curved plates 117 and 118 of the reducing mechanism 15 are arranged with their phases shifted by 180° in the above embodiment, the number of the curved plates can be optionally set. For example, when three curved plates are provided, for example, they are arranged with their phases shifted by 120°.
  • the present invention is not limited to this, and the eccentric parts 116 a and 116 b may be formed directly on the outer surface of the input side rotation member 114 .
  • the present invention is not limited to the above embodiments, and the lubricant oil transferring mechanism may transfer the lubricant oil by use of both of the rotations of the input side rotation member 114 and the reducer housing 113 .
  • the lubricant oil may be transferred by providing the above-described pump 141 and also providing the concavo-convex parts 126 e in the first axle bearing 126 .
  • the lubrication performance can be further improved.
  • the rolling bearings 126 , 127 , 130 a, 130 b, 132 , and 133 in the above embodiments are not limited to the configurations shown in the drawing, and various kinds of bearings can be used such as a sliding bearing, cylindrical roller bearing, tapered roller bearing, needle roller bearing, self-aligning roller bearing, deep groove ball bearing, angular ball bearing, three point contact ball bearing, or four point contact ball bearing, regardless of whether the sliding bearing or the rolling bearing, regardless of whether a rolling body is the roller or ball, and regardless of whether a double row or single row.
  • the present invention is not limited to this, and a rolling bearing may be employed. In this case, it is preferable to employ a needle roller bearing with a view to reducing a size in a thickness direction.
  • the present invention can be advantageously applied to a railway vehicle drive unit.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • General Details Of Gearings (AREA)
  • Retarders (AREA)
US12/918,188 2008-02-18 2009-02-17 Railway vehicle drive unit Abandoned US20110000394A1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
JP2008035940A JP2009192045A (ja) 2008-02-18 2008-02-18 鉄道車両駆動ユニット
JP2008-035940 2008-02-18
PCT/JP2009/052679 WO2009104594A1 (ja) 2008-02-18 2009-02-17 鉄道車両駆動ユニット

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US20110000394A1 true US20110000394A1 (en) 2011-01-06

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US12/918,188 Abandoned US20110000394A1 (en) 2008-02-18 2009-02-17 Railway vehicle drive unit

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US (1) US20110000394A1 (zh)
EP (1) EP2243982A1 (zh)
JP (1) JP2009192045A (zh)
CN (1) CN101946103A (zh)
WO (1) WO2009104594A1 (zh)

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US20130053209A1 (en) * 2011-08-23 2013-02-28 Sumitomo Heavy Industries, Ltd. Wheel driving device
CN102979859A (zh) * 2011-09-02 2013-03-20 住友重机械工业株式会社 偏心摆动型减速装置
US20140135164A1 (en) * 2012-11-14 2014-05-15 Sumitomo Heavy Industries, Ltd. Wheel drive unit
US20150285357A1 (en) * 2013-09-12 2015-10-08 Harmonic Drive Systems Inc. Strain wave gearing unit
US9689430B2 (en) 2013-03-25 2017-06-27 Nabtesco Corporation Gear transmission
TWI619896B (zh) * 2015-07-03 2018-04-01 Nidec Shimpo Corp Bearing and reducer
CN114423973A (zh) * 2019-09-27 2022-04-29 牵引系统奥地利有限公司 牵引传动装置

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CN102294938B (zh) * 2010-06-25 2013-03-13 同方威视技术股份有限公司 车轮组件及具有它的行走机构
DE112012004129T5 (de) * 2011-10-04 2014-06-26 Nabtesco Corporation Zahnradgetriebe
CN103835196B (zh) * 2014-02-26 2015-12-23 中铁上海工程局集团有限公司 一种有关铺轨机走行梁结构的内藏式驱动机构及方法
JP6563784B2 (ja) * 2015-11-06 2019-08-21 住友重機械工業株式会社 偏心揺動型の減速装置
JP6457561B2 (ja) * 2017-01-19 2019-01-23 上銀科技股▲分▼有限公司 潤滑回路を有する減速機
JP2018128083A (ja) * 2017-02-08 2018-08-16 武蔵精密工業株式会社 遊星式伝動装置
JP2022041811A (ja) * 2020-08-31 2022-03-11 霊智信息服務（深▲セン▼）有限公司 内接噛合遊星歯車装置、車輪装置及び車両

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US20130053209A1 (en) * 2011-08-23 2013-02-28 Sumitomo Heavy Industries, Ltd. Wheel driving device
US8814737B2 (en) * 2011-08-23 2014-08-26 Sumitomo Heavy Industries, Ltd. Wheel driving device
CN102979859A (zh) * 2011-09-02 2013-03-20 住友重机械工业株式会社 偏心摆动型减速装置
US20140135164A1 (en) * 2012-11-14 2014-05-15 Sumitomo Heavy Industries, Ltd. Wheel drive unit
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US9441721B2 (en) * 2013-09-12 2016-09-13 Harmonic Drive Systems Inc. Strain wave gearing unit
TWI619896B (zh) * 2015-07-03 2018-04-01 Nidec Shimpo Corp Bearing and reducer
CN114423973A (zh) * 2019-09-27 2022-04-29 牵引系统奥地利有限公司 牵引传动装置
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EP2243982A1 (en) 2010-10-27
JP2009192045A (ja) 2009-08-27
CN101946103A (zh) 2011-01-12

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