JPS6342676Y2 - - Google Patents

Description

【考案の詳細な説明】 この考案は鉄道車輌用二軸駆動装置に関するも
ので、特に車輌の進行方向を軸方向とする一個の
電動機で軸に直角な前後の二軸を同時駆動する形
の二軸駆動装置の改良に関するものである。[Detailed description of the invention] This invention relates to a two-shaft drive system for railway vehicles, in particular a two-shaft drive system that simultaneously drives two axles, front and rear, perpendicular to the shaft, using a single electric motor whose axis is in the direction of travel of the train. This invention relates to improvements in shaft drive devices.

従来の鉄道車輌用の二軸駆動装置はその一例を
説明すると、第１及び第２図に示すように、車輪
１は歯車箱２内の大歯車３に連結された車軸４に
固着され、歯車箱２は大歯車３と噛合つて傘歯車
系をなす小歯車５を軸受６によつて支承し、電動
機１０の両端で電動機のエンドブラケツト８に固
着されている。電動機１０の電動機軸１１は軸受
９を介してエンドブラケツト８に支承され、軸継
手７によつて、小歯車５に接続されている。大歯
車３は中空軸１３に固着され、中空軸１３を貫通
している車軸４と中空軸端のたわみ継手１４を介
して連結されている。 To explain one example of a conventional two-shaft drive device for a railway vehicle, as shown in FIGS. 1 and 2, a wheel 1 is fixed to an axle 4 connected to a large gear 3 in a gear box 2. The box 2 supports a small gear 5 meshing with a large gear 3 to form a bevel gear system through a bearing 6, and is fixed to end brackets 8 of the motor 10 at both ends thereof. A motor shaft 11 of the electric motor 10 is supported by an end bracket 8 via a bearing 9, and is connected to a small gear 5 by a shaft coupling 7. The large gear 3 is fixed to a hollow shaft 13 and connected to an axle 4 passing through the hollow shaft 13 via a flexible joint 14 at the end of the hollow shaft.

以上の従来の装置の作用を述べると、電動機１
０に発生するトルクは電動機軸１１から軸継手７
を経て小歯車５に伝達され、小歯車５、大歯車３
で、その向きを直角に変えて中空軸１３に伝えら
れる。中空軸１３はたわみ継手１４を介して車軸
４にトルクを伝え、トルクは最後に車輪１に伝え
られて、走行力として軌条面上の車輌を動かす。 To describe the operation of the above conventional device, the electric motor 1
The torque generated at 0 is transmitted from the motor shaft 11 to the shaft coupling 7.
The signal is transmitted to the small gear 5 through the small gear 5 and the large gear 3.
Then, the direction is changed to a right angle and transmitted to the hollow shaft 13. The hollow shaft 13 transmits torque to the axle 4 via the flexible joint 14, and the torque is finally transmitted to the wheels 1, which act as running force to move the vehicle on the track surface.

小歯車５と大歯車３とのなす傘歯車系は第３及
び第４図に示すように噛合うはすば傘歯車又は曲
り歯傘歯車で、歯すじがねじれているので推力を
生ずる。 The bevel gear system formed by the small gear 5 and the large gear 3 is a helical bevel gear or a bent bevel gear that meshes as shown in FIGS. 3 and 4, and the tooth traces are twisted to generate thrust.

推力：F_THRUST＝F_T＝F′_T（スカラー量） 但し、歯車の伝達力はF₁＝F₂＝F₃＝F₄（スカラ
ー量）とする。またラジアル力：F_RADIAL＝F_R＝
F¹ _R（スカラー量）となる。 Thrust: F _THRUST = F _T = F′ _T (scalar quantity) However, the gear transmission force is F ₁ = F ₂ = F ₃ = F ₄ (scalar quantity). Also, radial force: F _RADIAL = F _R =
F ¹ _R (scalar quantity).

第３及び第４図でＡ，A′，Ｂ，B′は歯車の着
力点で、第５図は電動機の回転方向が第３図の
方向の場合、第６図は第３図で方向回転の場合
の点Ａ，Ｂにおける歯車の伝達力の方向を表わす
ベクトル図である。 In Figures 3 and 4, A, A', B, and B' are the force application points of the gears, Figure 5 shows the rotation direction of the electric motor in the direction shown in Figure 3, and Figure 6 shows the rotation direction in Figure 3. It is a vector diagram showing the direction of the transmission force of the gear at points A and B in the case of .

従来の鉄道車輌用の二軸駆動装置は以上のよう
に構成されていたので、電動機と駆動装置が個々
に組立てられて、駆動装置の歯車箱が電動機のエ
ンドブラケツトに取付けられるので、各々の工作
誤差のある軸を直結するために可撓性のある軸継
手を必要とした。また電動機と駆動装置の各々に
軸受を有しているので、車軸間距離Ｌ（第２図）
が大きくなると共に、保守を要する部材数も多く
ある。更に、駆動装置の発生する軸方向推力を
個々の軸受で受持たなければならないので、駆動
装置の軸受は径方向力と軸推力との双方を負担す
るように高荷重のもの、つまり大きい軸受を必要
とする欠点があつた。 Conventional two-shaft drive systems for railway vehicles were constructed as described above, so the electric motor and drive system were assembled individually, and the gear box of the drive system was attached to the end bracket of the motor, so each work A flexible shaft joint was required to directly connect the shafts with errors. Also, since the electric motor and drive device each have bearings, the distance between the axles L (Figure 2)
As the size increases, the number of parts that require maintenance also increases. Furthermore, since the axial thrust generated by the drive device must be supported by individual bearings, the drive device bearings must be of high load, that is, large bearings, to bear both the radial force and the axial thrust. It had the necessary flaws.

この考案は従来の装置の以上の欠点にかんがみ
てなされたもので、車軸間距離を小さくし小型軽
量化した鉄道車輌用二軸駆動装置を提供すること
を目的とし、電動機軸に駆動傘歯車系の小歯車を
直接取付けると共に、傘歯車の歯すじがねじれて
構成され、かつ、そのねじれ方向が電動機の前後
端に設けられている傘歯車系の間で互いに逆方向
になつていることにより、上記の目的を達成する
と共に、部品点数が少なく、保守点検の容易な鉄
道車輌用二軸駆動装置を提供しているものであ
る。 This idea was made in view of the above-mentioned shortcomings of conventional devices, and the aim was to provide a two-shaft drive device for railway vehicles that was compact and lightweight by reducing the distance between the axles. In addition to directly attaching the pinion gear, the tooth traces of the bevel gears are twisted, and the twisting directions are opposite to each other between the bevel gear systems provided at the front and rear ends of the electric motor. The object of the present invention is to provide a two-shaft drive device for a railway vehicle that achieves the above objects, has a small number of parts, and is easy to maintain and inspect.

以下に、図示する実施例に関してこの考案を説
明する。第７及び８図に示すように、この考案の
駆動装置においては、歯車箱１５，２１は電動機
２０のエンドブラケツトを兼ね、軸受１８，１９
を介して電動機軸１６を支承し、電動機軸１６の
両端に直接小歯車１７，２４を取付けている。小
歯車１７は歯車箱１５内で中空軸１３に固着され
た大歯車２２と噛合い、小歯車２４は歯車箱２１
内で中空軸１３に固着された大歯車２３と噛合つ
ている。中空軸１３がたわみ継手１４を介して車
軸４と連結されることは第１及び２図の装置と同
様である。小歯車１７，２４、大歯車２２，２３
のそれぞれ噛合い部分を拡大して示すと第１０及
び１１図に示すようであつて、Ｃ，Ｄ，C′，D′は
歯車の着力点を示し、，は回転方向を示して
いる。第１２図は回転方向のときのＣ，Ｄ点に
おける伝達力の方向を表わすベクトル図、第１３
図は回転方向のときのベクトル図である。 In the following, the invention will be explained with reference to the illustrated embodiments. As shown in FIGS. 7 and 8, in the drive device of this invention, the gear boxes 15 and 21 also serve as end brackets for the electric motor 20, and the bearings 18 and 19
The motor shaft 16 is supported through the motor shaft 16, and small gears 17 and 24 are directly attached to both ends of the motor shaft 16. The small gear 17 meshes with a large gear 22 fixed to the hollow shaft 13 within the gear box 15, and the small gear 24 meshes with the large gear 22 fixed to the hollow shaft 13.
It meshes with a large gear 23 fixed to the hollow shaft 13 inside. The connection of the hollow shaft 13 with the axle 4 via a flexible joint 14 is similar to the device of FIGS. 1 and 2. Small gears 17, 24, large gears 22, 23
FIGS. 10 and 11 are enlarged views of the meshing portions of the gears, with C, D, C', and D' indicating the force application points of the gears, and , indicating the direction of rotation. Fig. 12 is a vector diagram showing the direction of the transmitted force at points C and D in the rotational direction, Fig. 13
The figure is a vector diagram in the rotation direction.

次に動作について述べると、電動機２０に発生
したトルクは電動機軸１６から小歯車１７，２４
を経て、大歯車２２，２３に直角に方向を変えて
伝えられ、中空軸１３、たわみ継手１４を経て車
軸４に伝達され、車輪１の走行力として軌条面上
で車輌を動かすことは従来と同様である。 Next, regarding the operation, the torque generated in the electric motor 20 is transferred from the motor shaft 16 to the small gears 17 and 24.
, it is transmitted to the large gears 22 and 23 at right angles, and is transmitted to the axle 4 via the hollow shaft 13 and the flexible joint 14, and is used as the running force of the wheel 1 to move the vehicle on the rail surface. The same is true.

小歯車を電動機軸に直接取付けているので第１
及び２図と第７及び８図とを比較しても明かなよ
うに、第８図に示す車軸間距離Ｍは Ｌ＞Ｍ となる。従つて急な曲線部分の多くある路面電車
等の路線においては車軸間距離が小さい方が走行
性能がよくなつて有利である。 The small gear is directly attached to the motor shaft, so
As is clear from comparing FIG. 2 with FIGS. 7 and 8, the inter-axle distance M shown in FIG. 8 satisfies L>M. Therefore, on streetcar lines with many sharp curves, it is advantageous to have a smaller distance between the axles as this will improve running performance.

しかし、車軸間距離を小さくするために、単に
歯のねじれ方向の同一な小歯車を電動機軸の両端
（前後）に取付けると、ベクトル図は第５図及び
第６図の示す通りで、 推力：F_THRUST＝F_T＋F_T ＝2F_T（の回転方向） F_THRUST＝F′_T＋F′_T ＝2F′_T（の回転方向） となり、軸受に作用する反力は上記と逆方向に同
一の力が働くことになり、軸受の定格も大きくな
る。そこで、前後の小歯車の歯のねじれ方向を逆
にすれば、ベクトル図は第１２図及び第１３図に
示すようになる。 However, in order to reduce the distance between the axles, if small gears with the same tooth helix direction are simply attached to both ends (front and back) of the motor shaft, the vector diagram will be as shown in Figures 5 and 6, and the thrust: F _THRUST =F _T +F _T =2F _T (rotation direction) F _THRUST =F′ _T +F′ _T =2F′ _T (rotation direction), and the reaction force acting on the bearing is the same force in the opposite direction to the above. This will increase the bearing rating. Therefore, by reversing the twisting direction of the teeth of the front and rear small gears, the vector diagrams become as shown in FIGS. 12 and 13.

推力：F_THRUST＝F_T−F′_T ＝０（の回転方向） F_THRUST＝−F′_T＋F_T ＝０（の回転方向） となり、推力は相殺され０となる。理論的には推
力は相殺されるので、軸受は径方向荷重のみを負
担すればよいことになる。しかし実際には、前後
の車輪径差や軸重移動等の問題により、推力が発
生する可能性があるので、図示実施例では前後の
軸受構造を同一とするように、軸受１８は径方向
荷重を負担する円筒コロ軸受とし、軸受１９は推
力を負担しうる玉軸受とし、４個の軸受を使用す
る。なお軸受の組合せは、径方向負荷とアンバラ
ンスにより発生する軸推力とを負担するものであ
ればよいので、以上のものに限らない。しかし車
軸間距離の減少及び保守点検量の減少との二つの
目的から、軸受の選定には細心の注意を要する。 Thrust: F _THRUST = F _T −F′ _T = 0 (direction of rotation) F _THRUST = −F′ _T +F _T = 0 (direction of rotation), and the thrust is canceled out and becomes 0. Theoretically, the thrust forces cancel each other out, so the bearing only needs to bear the radial load. However, in reality, there is a possibility that thrust may be generated due to problems such as the difference in the diameter of the front and rear wheels or movement of the axle load. A cylindrical roller bearing is used to bear the thrust, and the bearing 19 is a ball bearing that can bear the thrust, and four bearings are used. Note that the combination of bearings is not limited to the above, as it may be sufficient as long as it can bear the radial load and the axial thrust generated due to unbalance. However, due to the dual objectives of reducing the distance between the axles and reducing the amount of maintenance and inspection required, great care must be taken in selecting the bearing.

なお、以上の実施例で、第７図のものは歯車の
歯のねじれ方向が左側が左ねじれ、右側が右ねじ
れであるが、第９図に示すように歯車の歯のねじ
れ方向が逆であつてもよい。またたわみ継手の位
置は左右（図で上下）どちらでも良い。更に以上
説明の実施例は台車装架形を示しているが、吊掛
式でもよい。 In the above embodiments, the gear teeth in the example shown in Fig. 7 have a left-hand twist on the left side and a right-hand twist on the right side, but as shown in Fig. 9, the twist direction of the gear teeth is reversed. It may be hot. Also, the flexible joint can be placed on either the left or right side (up or down in the figure). Further, although the above-described embodiments show a trolley-mounted type, a hanging type may also be used.

以上のように、この考案によれば、電動機軸に
小歯車を直接取付けていると共に、傘歯車の歯す
じをねじつて構成し、かつ、そのねじれ方向を電
動機前後の傘歯車系の間で互いに逆方向にしてい
るので、車軸間距離を短くすることができると共
に、推力は相殺されて０になり、走行性能及び軸
受負荷が改善されると共に駆動装置の小型化、軽
量化ができ、装置が安価になり、保守点検も容易
になる効果が得られる。 As described above, according to this invention, the small gear is directly attached to the motor shaft, and the tooth traces of the bevel gear are twisted, and the twisting direction is mutually aligned between the bevel gear systems before and after the motor. Because they are in the opposite direction, the distance between the axles can be shortened, and the thrust is canceled out to zero, improving driving performance and bearing load, as well as making the drive device smaller and lighter. This has the advantage of being less expensive and easier to maintain and inspect.

【図面の簡単な説明】[Brief explanation of the drawing]

第１図は従来の鉄道車輌用二軸駆動装置の一例
を一部を断面図で示した平面図、第２図は第１図
のものの一部を断面図で示した側面図、第３図は
第１図に示した装置の歯車部分の拡大平面図、第
４図は第２図の歯車部分の拡大側面図、第５図は
第３図の方向回転の際の歯車に作用する力のベ
クトル図、第６図は第３図の方向に回転した際
のベクトル図、第７図はこの考案の二軸駆動装置
の一実施例の一部を断面図で示した平面図、第８
図は第７図の装置の側面図、第９図は別の実施例
の側面図、第１０図は第７図の装置の歯車部分の
拡大平面図、第１１図は同じく拡大側面図、第１
２図は第１０図の方向に回転した時の歯車に作
用する力のベクトル図、第１３図は第１０図の
方向に回転した時の力のベクトル図である。 １……車輪、２……歯車箱、３……大歯車、４
……車軸、５……小歯車、６……軸受、７……軸
継手、８……エンドブラケツト、９……軸受、１
０……電動機、１１……電動機軸、１３……中空
軸、１４……たわみ継手、１５，２１……歯車
箱、１６……電動機軸、１７，２４……小歯車、
１８，１９……軸受、２０……電動機、２２，２
３……大歯車。 Fig. 1 is a plan view showing an example of a conventional two-shaft drive device for railway vehicles, partially in cross-section; Fig. 2 is a side view, partially in cross-section, of the device in Fig. 1; Fig. 3; is an enlarged plan view of the gear part of the device shown in Fig. 1, Fig. 4 is an enlarged side view of the gear part of Fig. 2, and Fig. 5 shows the force acting on the gear during rotation in the direction shown in Fig. 3. 6 is a vector diagram when rotated in the direction of FIG. 3, FIG. 7 is a plan view showing a part of an embodiment of the two-axis drive device of this invention as a cross-sectional view, and FIG.
The figures are a side view of the device shown in FIG. 7, FIG. 9 is a side view of another embodiment, FIG. 10 is an enlarged plan view of the gear portion of the device shown in FIG. 7, and FIG. 1
FIG. 2 is a vector diagram of the force acting on the gear when it rotates in the direction shown in FIG. 10, and FIG. 13 is a vector diagram of the force when it rotates in the direction shown in FIG. 1...Wheel, 2...Gear box, 3...Big gear, 4
... Axle, 5 ... Small gear, 6 ... Bearing, 7 ... Shaft coupling, 8 ... End bracket, 9 ... Bearing, 1
0... Electric motor, 11... Motor shaft, 13... Hollow shaft, 14... Flexible joint, 15, 21... Gear box, 16... Motor shaft, 17, 24... Small gear,
18, 19... Bearing, 20... Electric motor, 22, 2
3...Large gear.

Claims (1)

【実用新案登録請求の範囲】 (1) 車輌進行方向を軸方向とする一個の電動機で
電動機軸に直角な前後二軸を同時駆動する二軸
駆動装置において、傘歯車系の小歯車を電動機
軸に直接取付けると共に、該傘歯車系の歯すじ
がねじれて構成され、かつ、そのねじれ方向が
電動機の前後端に設けられている傘歯車系の間
で互いに逆方向になつていることを特徴とする
鉄道車輌用二軸駆動装置。 (2) 電動機軸を支承する軸受が傘歯車系の小歯車
の軸受を兼ね、電動機のエンドブラケツトが歯
車箱を兼ねている実用新案登録請求の範囲第１
項記載の鉄道車輌用二軸駆動装置。[Scope of Claim for Utility Model Registration] (1) In a two-shaft drive device that simultaneously drives two front and rear axles perpendicular to the motor axis using a single electric motor whose axis direction is the direction of vehicle travel, a small gear of a bevel gear type is connected to the electric motor shaft. The bevel gear system is directly attached to the motor, and the tooth traces of the bevel gear system are twisted, and the twist directions are opposite to each other between the bevel gear systems provided at the front and rear ends of the electric motor. A two-shaft drive system for railway vehicles. (2) Scope of Utility Model Registration No. 1 in which the bearing that supports the motor shaft also serves as a bearing for a small gear of a bevel gear system, and the end bracket of the motor also serves as a gear box.
A two-shaft drive device for a railway vehicle as described in .