JP2815727B2 - Drive unit for railway vehicles - Google Patents
Drive unit for railway vehiclesInfo
- Publication number
- JP2815727B2 JP2815727B2 JP3194790A JP19479091A JP2815727B2 JP 2815727 B2 JP2815727 B2 JP 2815727B2 JP 3194790 A JP3194790 A JP 3194790A JP 19479091 A JP19479091 A JP 19479091A JP 2815727 B2 JP2815727 B2 JP 2815727B2
- Authority
- JP
- Japan
- Prior art keywords
- wheel
- axle
- railway vehicle
- rotor
- drive device
- 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.)
- Expired - Fee Related
Links
Landscapes
- Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
Description
【０００１】[0001]
【産業上の利用分野】本発明は、主に独立車輪支持方式
の鉄道車両の駆動装置に関するものである。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a driving apparatus for a railway vehicle of an independent wheel supporting type.
【０００２】[0002]
【従来の技術】一般に鉄道車両は、電動機等の動力源で
発生した動力を、左右車輪一体の車軸に伝達し、車輪と
レールとの間の摩擦力によって駆動される。実用中の駆
動装置は、駆動用電動機の回転数を車輪の回転数よりも
高く設定し、減速歯車と伝達軸等よりなる動力伝達装置
で車輪軸に回転を伝える図６に示す構造方式が多い。2. Description of the Related Art Generally, a railway vehicle transmits power generated by a power source such as an electric motor to an axle integrated with left and right wheels, and is driven by a frictional force between the wheels and a rail. Many drive systems in practical use have a structure shown in FIG. 6 in which the rotation speed of a driving motor is set higher than the rotation speed of wheels, and rotation is transmitted to a wheel shaft by a power transmission device including a reduction gear and a transmission shaft. .
【０００３】図６において、１は車輪、２は車軸、３は
駆動用電動機、４は歯車装置、５は軸受、６は台車枠、
７は撓み継手式動力伝達軸である。上記したように、車
軸２によって左右の車輪１が連結して一体となって回転
する構造、すなわち一体車輪構造には高速走行時の蛇行
動発生と曲線走行時のきしみ音が発生するという問題が
ある。一体車輪構造のこれらの問題に対して、左右の車
輪が独立に回転する構造、すなわち独立車輪構造が考案
され、動力を持たない付随車用として海外（スペイン
等）において実用化されている。In FIG. 6, 1 is a wheel, 2 is an axle, 3 is a drive motor, 4 is a gear device, 5 is a bearing, 6 is a bogie frame,
Reference numeral 7 denotes a flexible joint type power transmission shaft. As described above, the structure in which the left and right wheels 1 are connected by the axle 2 to rotate integrally, that is, the integrated wheel structure has a problem that snake action occurs during high-speed running and squeak noise occurs during curve running. is there. In order to solve these problems of the integrated wheel structure, a structure in which the left and right wheels rotate independently, that is, an independent wheel structure has been devised, and has been put to practical use overseas (for example, in Spain) for an auxiliary vehicle having no power.
【０００４】[0004]
【発明が解決しようとする課題】図６に示す従来の駆動
方式には、歯車式の動力伝達装置を有するため、次のよ
うな難点がある。 （１）鉄道車両に要求される大きな動力を伝達する必要
があるため、動力伝達装置の重量及び体積が大きい。The conventional drive system shown in FIG. 6 has the following disadvantages because it has a gear type power transmission device. (1) Since it is necessary to transmit a large power required for a railway vehicle, the weight and volume of the power transmission device are large.
【０００５】 （２）動力伝達装置に伴う損失が生じ、冷却が必要にな
る。 （３）動力伝達に伴う騒音が発生する。 （４）歯車等の摩耗部分が有り、保守が必要になる。 一方、独立車輪構造を動力車に適用する場合には、車輪
に対する動力の伝達が一体車輪構造よりも機械的に困難
である。すなわち、一台の動力源から動力を伝達する場
合には、曲線走行中に左右車輪の回転数が異なることを
補正する差動歯車装置が必要になる。しかし差動歯車装
置は複雑な構造となりやすく、重量と信頼性の点で不利
になる。[0005] (2) A loss associated with the power transmission device occurs, and cooling is required. (3) Noise due to power transmission is generated. (4) Wear parts such as gears are present, requiring maintenance. On the other hand, when the independent wheel structure is applied to a motor vehicle, transmission of power to the wheels is mechanically more difficult than in the integrated wheel structure. That is, in the case where power is transmitted from one power source, a differential gear device that corrects that the rotation speeds of the left and right wheels are different during curve running is required. However, the differential gearing tends to have a complicated structure, which is disadvantageous in terms of weight and reliability.
【０００６】他方、独立車輪構造での差動歯車装置の使
用を避けるために、左右の車輪各々に独立の動力源と動
力伝達装置を設ける方式も考えられるが、従来の左右車
輪一体方式に比べて、電動機と動力伝達装置の数が２倍
必要となるため、その取り付けスペースを多く要し、出
力の小さなものに制限される。本発明は前記事情に鑑み
なされ、その目的とするところは車輪と駆動用電動機を
一体化構造とすることにより、動力伝達装置を省略し、
動力伝達装置を有することに伴う問題点をなくすととも
に、駆動装置に要するスペースを節約し、車体低床化を
可能とする独立車輪式鉄道車両用駆動装置を提供するこ
とにある。On the other hand, in order to avoid the use of the differential gear device in the independent wheel structure, a system in which an independent power source and a power transmission device are provided for each of the left and right wheels can be considered. Since the number of electric motors and power transmission devices is twice as large, the mounting space for the motor and the power transmission device are large, and the number of electric motors and power transmission devices is limited to a small output. The present invention has been made in view of the above circumstances, and the object thereof is to omit a power transmission device by integrating a wheel and a driving motor with an integrated structure,
An object of the present invention is to provide a drive device for an independent wheel type railway vehicle that eliminates the problems associated with having a power transmission device, saves space required for the drive device, and enables a vehicle body to be lowered.
【０００７】[0007]
【課題を解決するための手段】本発明の鉄道車両用駆動
装置は、前記目的を達成するために、回転しない車軸
と、この車軸に軸受を介して取り付けられ左右が独立に
回転可能な車輪とからなる独立車輪式鉄道車両におい
て、前記車軸の両側に配置されるとともに、前記車輪の
各々の側面に一体に取り付けられる回転子と、この回転
子の各々の内側に対応するとともに、前記車軸に固定さ
れる固定子と、この固定子と回転子からなる駆動用電動
機によって直に前記車輪を駆動するようにしたものであ
る。 SUMMARY OF THE INVENTION In order to achieve the above object, a railway vehicle drive device according to the present invention provides a non-rotating axle.
And attached to this axle via bearings
Independent wheeled railway vehicle consisting of rotatable wheels
A rotor disposed on both sides of the axle and integrally attached to each side of the wheel;
Corresponding to the inside of each child and fixed to said axle
Stator and a drive motor consisting of this stator and rotor
The wheels are driven directly by a machine.
You.
【０００８】[0008]
【実施例】本発明の鉄道車両用駆動装置の第１実施例を
図１により説明する。図１は台車全体の構造を示し、車
軸中心線で切った断面図である。車軸２は軸バネ８を介
して台車枠６に固定されている。車輪１は軸受５を介し
て車軸２に取り付けられており、左右の車輪１が独立に
回転可能な構造となっている。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A first embodiment of a railway vehicle drive device according to the present invention will be described with reference to FIG. FIG. 1 is a sectional view showing the entire structure of the bogie, taken along the axle center line. The axle 2 is fixed to the bogie frame 6 via an axle spring 8. The wheels 1 are attached to the axle 2 via bearings 5 so that the left and right wheels 1 can rotate independently.
【０００９】車輪１の外側面には駆動用電動機３の円筒
状の回転子９が溶接、ネジ止め等により直接、または吸
振材を介して結合されている。その円筒状の回転子９が
対向する部分の車軸側には鉄心及びコイルで構成される
駆動用電動機３の固定子１０が取り付けられ、両者の間
に適当なギャップ１１を設けて、両者がぶつからないよ
うになっている。固定子コイル１２への電力供給は軸端
よりリード線１３を介して行う。A cylindrical rotor 9 of the driving motor 3 is connected to the outer surface of the wheel 1 by welding, screwing or the like directly or through a vibration absorbing material. The stator 10 of the driving motor 3 composed of an iron core and a coil is mounted on the axle side of the portion where the cylindrical rotor 9 faces, and a suitable gap 11 is provided between the two to prevent the two from collapsing. Not to be. Power supply to the stator coil 12 is conducted via a lead wire 13 from the shaft end.
【００１０】本発明の第１実施例は駆動用電動機を車輪
の外側に配置することによって、左右車輪の間の空間か
ら動力伝達装置がなくなり、大幅な低床化を図ることが
できる。また、車輪１直下の軸受５と駆動用電動機３の
軸受１８とで、回転子９を支持する構造となっている。
したがって、車輪１直下の軸受５で車体の荷重を支える
一方、駆動用伝動機３の軸受１８で、車輪１に横圧を受
けた時の支え（倒れ防止）となっている。 In the first embodiment of the present invention, by disposing the drive motor outside the wheels, the power transmission device is eliminated from the space between the left and right wheels, and the floor can be significantly reduced. In addition, the bearing 5 directly below the wheel 1 and the driving motor 3
The bearing 18 has a structure for supporting the rotor 9.
Therefore, the load of the vehicle body is supported by the bearing 5 directly below the wheel 1.
On the other hand, the bearing 18 of the drive transmission 3 receives lateral pressure on the wheels 1.
It is a support (prevention of falling) at the time of the beam.
【００１１】図２は永久磁石を用いた回転子の構成例を
示す電動機部分の断面図である。鉄等の強磁性体を用い
た円筒状の継鉄１４の内面に、扇形の永久磁石１５を非
磁性体１６を介して取り付け、Ｎ：Ｓ交互の極性を持つ
磁界を構成する。図３は本発明の他の実施例として導電
板を用いた誘導型の回転子の構成例を示す電動機の断面
図である。FIG. 2 is a sectional view of an electric motor showing an example of the configuration of a rotor using permanent magnets. A fan-shaped permanent magnet 15 is attached to the inner surface of a cylindrical yoke 14 using a ferromagnetic material such as iron via a non-magnetic material 16 to form a magnetic field having N: S alternating polarity. FIG. 3 is a cross-sectional view of an electric motor showing a configuration example of an induction rotor using a conductive plate as another embodiment of the present invention.
【００１２】この場合には円筒状の継鉄１４の内面に、
アルミ、銅等の導体より成る円筒導体１７を取り付け
て、誘導電動機の回転子を構成する。図４に本発明の第
２実施例を示す。この第２実施例において、第１実施例
と同様の部分については、同じ符号を付して、それらの
説明については、説明を省略する。In this case, on the inner surface of the cylindrical yoke 14,
A cylindrical conductor 17 made of a conductor such as aluminum or copper is attached to form a rotor of an induction motor. FIG. 4 shows a second embodiment of the present invention. In the second embodiment, the same parts as those in the first embodiment are denoted by the same reference numerals, and the description thereof is omitted.
【００１３】この実施例では、第１実施例と同様の構造
の駆動用電動機を車輪１の内側だけに設けてあり、車幅
の小さい車両への本発明の適用を可能とする。図５に本
発明の第３実施例を示す。この第３実施例において、前
記実施例と同様の部分については、同じ符号を付して、
それらの説明については、説明を省略する。[0013] In this embodiment, it is provided with a driving motor of similar structure to the first embodiment only in the inside of the wheel 1, to enable application of the invention to a small vehicle having a vehicle width. FIG. 5 shows a third embodiment of the present invention. In the third embodiment, the same parts as those in the above embodiment are denoted by the same reference numerals,
The description thereof is omitted.
【００１４】この実施例では、上記した実施例と同様の
構造の駆動用電動機を車輪１の内側と外側の両方に設け
てあり、上記第１及び第２実施例よりも１車輪あたりの
電動機の出力を大きくとることができる。In this embodiment, a driving motor having the same structure as that of the above-described embodiment is provided on both the inside and the outside of the wheel 1, and the number of motors per wheel is larger than that of the first and second embodiments. Output can be increased.
【００１５】[0015]
【発明の効果】本発明の鉄道車両用駆動装置は、車輪一
体型の駆動用電動機を構成したので、動力伝達装置が不
要となり、小型、軽量、低損失、低騒音、省保守の駆動
装置が実現でき、出力増強及び車両の低床化も期待され
る。The railway vehicle drive device of the present invention comprises a drive motor integrated with wheels, so that a power transmission device is unnecessary, and a compact, lightweight, low-loss, low-noise, and low-maintenance drive device is provided. It can be realized, and it is expected that the output will be increased and the vehicle floor will be reduced.
【図１】本発明の鉄道車両用駆動装置の第１実施例を示
す断面図である。FIG. 1 is a sectional view showing a first embodiment of a railway vehicle drive device of the present invention.
【図２】永久磁石を用いた回転子の構成例の説明図であ
る。FIG. 2 is an explanatory diagram of a configuration example of a rotor using a permanent magnet.
【図３】誘導型回転子の構成例の説明図である。FIG. 3 is an explanatory diagram of a configuration example of an induction rotor.
【図４】本発明の鉄道車両用駆動装置の第２実施例を示
す断面図である。FIG. 4 is a sectional view showing a second embodiment of the railway vehicle drive device of the present invention.
【図５】本発明の鉄道車両用駆動装置の第３実施例を示
す断面図である。FIG. 5 is a sectional view showing a third embodiment of the railway vehicle drive device of the present invention.
【図６】従来の車両駆動装置を示す平面図である。FIG. 6 is a plan view showing a conventional vehicle drive device.
１ 車輪 ２ 車軸 ３ 駆動用電動機 ４ 歯車装置 ５，１８ 軸受 ６ 台車枠 ７ 撓み継手式動力伝達軸 ８ 軸バネ ９ 回転子 １０ 固定子 １１ ギャップ １２ 固定子コイル １３ リード線 １４ 継鉄 １５ 永久磁石 １６ 非磁性体 １７ 円筒導体Reference Signs List 1 wheel 2 axle 3 drive motor 4 gear device 5 , 18 bearing 6 bogie frame 7 flexible joint type power transmission shaft 8 shaft spring 9 rotor 10 stator 11 gap 12 stator coil 13 lead wire 14 yoke 15 permanent magnet 16 Non-magnetic material 17 Cylindrical conductor
フロントページの続き (56)参考文献 特開 昭51−42206（ＪＰ，Ａ) 特開 昭59−199357（ＪＰ，Ａ) 特公 昭44−15325（ＪＰ，Ｂ１) (58)調査した分野(Int.Cl.6，ＤＢ名) B61C 9/38 - 9/52Continuation of the front page (56) References JP-A-51-42206 (JP, A) JP-A-59-199357 (JP, A) JP-B-44-15325 (JP, B1) (58) Fields investigated (Int) .Cl. 6 , DB name) B61C 9/38-9/52
Claims (4)
て取り付けられ左右が独立に回転可能な車輪とからなる
独立車輪式鉄道車両において、（ａ）前記車軸の両側に配置されるとともに、 前記車輪
の各々の側面に一体に取り付けられる回転子と、 （ｂ）該回転子の各々の内側に対応するとともに、前記
車軸に固定される固定子と、 （ｃ）該固定子と回転子からなる 駆動用電動機によって
直に前記車輪を駆動することを特徴とする、鉄道車両用
駆動装置。An independent wheeled railway vehicle comprising an axle that does not rotate and wheels that are attached to the axle via bearings and that can rotate left and right independently, (a) being disposed on both sides of the axle; A rotor integrally mounted on each side of the wheel; and (b) corresponding to the inside of each of the rotors,
A stator fixed to an axle; and (c) a drive device for a railway vehicle, wherein the wheels are directly driven by a drive motor including the stator and the rotor .
くは内側に配置することを特徴とする、請求項１記載の
鉄道車両用駆動装置。2. The railway vehicle drive device according to claim 1, wherein the drive motor is disposed outside or inside the wheel.
側の両方に配置することを特徴とする、請求項１記載の
鉄道車両用駆動装置。3. The drive device for a railway vehicle according to claim 1, wherein the drive motor is disposed both outside and inside the wheel.
の軸受とで前記回転子を支持する配置とすることを特徴And the rotor is arranged to support the rotor.
とする、請求項１記載の鉄道車両用駆動装置。The railway vehicle drive device according to claim 1, wherein:
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3194790A JP2815727B2 (en) | 1991-07-09 | 1991-07-09 | Drive unit for railway vehicles |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3194790A JP2815727B2 (en) | 1991-07-09 | 1991-07-09 | Drive unit for railway vehicles |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH0516800A JPH0516800A (en) | 1993-01-26 |
| JP2815727B2 true JP2815727B2 (en) | 1998-10-27 |
Family
ID=16330308
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP3194790A Expired - Fee Related JP2815727B2 (en) | 1991-07-09 | 1991-07-09 | Drive unit for railway vehicles |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2815727B2 (en) |
Families Citing this family (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE10047911A1 (en) | 2000-09-27 | 2002-04-18 | Siemens Ag | Drive a wheelset |
| KR100611590B1 (en) * | 2004-12-14 | 2006-08-10 | 한국철도기술연구원 | Electromotive borrowing direct drive elder brother tow attachment |
| JP4994077B2 (en) * | 2007-03-23 | 2012-08-08 | 株式会社ブリヂストン | In-wheel motor system |
| WO2012169017A1 (en) * | 2011-06-07 | 2012-12-13 | 株式会社日立製作所 | Monorail drive device and monorail truck provided therewith |
| HUP1100344A2 (en) | 2011-06-28 | 2012-12-28 | Gyula Istvan Gyoeker | Wheel body motor for railway |
| FR3014398B1 (en) * | 2013-12-11 | 2017-05-26 | Alstom Transport Sa | BOGIE RAIL VEHICLE ENGINE IN WHICH THE ENGINE IS SUBSTANTIALLY COAXIAL AT THE AXLE |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| ZA754983B (en) * | 1974-08-12 | 1976-07-28 | British Railways Board | Improvements relating to vehicle drive arrangenents using electric motors |
| JPS59199357A (en) * | 1983-04-27 | 1984-11-12 | 株式会社日立製作所 | Travelling car |
-
1991
- 1991-07-09 JP JP3194790A patent/JP2815727B2/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0516800A (en) | 1993-01-26 |
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Free format text: JAPANESE INTERMEDIATE CODE: A02 Effective date: 19980310 |
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