Parallel cardan driving system steering bogie

Patent metadata

Field	Value
Publication number	US-9902407-B2
Application number	US-201414773576-A
Country	US
Kind code	B2
Filing date	Mar 5, 2014
Priority date	Mar 6, 2013
Publication date	Feb 27, 2018
Grant date	Feb 27, 2018

Abstract

A steering mechanism configured to rotate first and second axles relative to bogie-frame to perform steering; electric motors supported by bogie-frame, arranged at the front and rear sides in the car longitudinal direction, respectively, including output shafts, respectively, and output shafts being parallel to first and second axles at the time of non-steering; reducers connected to axles, respectively; and first constant velocity ball joint by which the first output shaft is coupled to the first reducer and which follows rotations of the first axle at the time of steering to allow relative displacement between the first output shaft and the first reducer, and a second constant velocity ball joint by which the second output shaft is coupled to the second reducer and which follows rotations of the second axle at the time of the steering to allow relative displacement between the second output shaft and the second reducer.

First claim

The invention claimed is:

1. A parallel cardan driving system steering bogie for a railcar, the parallel cardan driving system steering bogie comprising:
a bogie frame supporting a carbody of a railcar;
first and second axles arranged at front and rear sides in a car longitudinal direction, respectively, and extending along a car width direction;
a steering mechanism configured to rotate both the first and second axles relative to the bogie frame to perform steering;
first and second electric motors supported by the bogie frame, arranged at the front and rear sides in the car longitudinal direction, respectively, and including first and second output shafts, respectively, the first and second output shafts being parallel to the first and second axles at the time of non-steering;
first and second reducers connected to the first and second axles, respectively;
a first constant velocity ball joint, the first output shaft being coupled to the first reducer by the first constant velocity ball joint, and the first constant velocity ball joint following rotations of the first axle at the time of steering to allow relative displacement between the first output shaft and the first reducer;
a second constant velocity ball joint, the second output shaft being coupled to the second reducer by the second constant velocity ball joint, and the second constant velocity ball joint following rotations of the second axle at the time of the steering to allow relative displacement between the second output shaft and the second reducer; and
suspensions by which the first and second axles are connected to the bogie frame, wherein:
when each of a vertical direction allowable displacement amount between the first reducer and the first electric motor by the suspension and a vertical direction allowable displacement amount between the second reducer and the second electric motor by the suspension is denoted by δ z , each of a car longitudinal direction allowable displacement amount between the first reducer and the first electric motor by the suspension and a car longitudinal direction allowable displacement amount between the second reducer and the second electric motor by the suspension is denoted by δ x , each of a car width direction allowable displacement amount between the first reducer and the first electric motor by the suspension and a car width direction allowable displacement amount between the second reducer and the second electric motor by the suspension is denoted by δ y , each of a car longitudinal direction allowable displacement amount between the first reducer and the first electric motor by the steering mechanism and a car longitudinal direction allowable displacement amount between the second reducer and the second electric motor by the steering mechanism is denoted by δ sx , and each of a car width direction allowable displacement amount between the first reducer and the first electric motor by the steering mechanism and a car width direction allowable displacement amount between the second reducer and the second electric motor by the steering mechanism is denoted by δ sy ,
an allowable deviation amount δ r of each of the first constant velocity ball joint in a direction perpendicular to an axial direction of the first output shaft and the second constant velocity ball joint in a direction perpendicular to an axial direction of the second output shaft is represented by δ r >(δ z 2 +(δ x +δ sx ) 2 ) 1/2 , and
an allowable deviation amount δ r of each of the first constant velocity ball joint in the axial direction of the first output shaft and the second constant velocity ball joint in the axial direction of the second output shaft is represented by δ a >δ y +δ sy .

2. A parallel cardan driving system steering bogie for a railcar, the parallel cardan driving system steering bogie comprising:
a bogie frame supporting a carbody of a railcar;
first and second axles arranged at front and rear sides in a car longitudinal direction, respectively, and extending along a car width direction;
a steering mechanism configured to rotate both the first and second axles relative to the bogie frame to perform steering;
first and second electric motors supported by the bogie frame, arranged at the front and rear sides in the car longitudinal direction, respectively, and including first and second output shafts, respectively, the first and second output shafts being parallel to the first and second axles at the time of non-steering;
first and second reducers connected to the first and second axles, respectively;
a first constant velocity ball joint, the first output shaft being coupled to the first reducer by the first constant velocity ball joint, and the first constant velocity ball joint following rotations of the first axle at the time of steering to allow relative displacement between the first output shaft and the first reducer, and
a second constant velocity ball joint, the second output shaft being coupled to the second reducer by the second constant velocity ball joint, and the second constant velocity ball joint following rotations of the second axle at the time of the steering to allow relative displacement between the second output shaft and the second reducer,
wherein:
an allowable deviation amount δ r of each of the first constant velocity ball joint in the direction perpendicular to the axial direction of the first output shaft and the second constant velocity ball joint in the direction perpendicular to the axial direction of the second output shaft is set to a value which is not less than 17 mm and not more than 20 mm; and
an allowable deviation amount δ a of each of the first constant velocity ball joint in the axial direction of the first output shaft and the second constant velocity ball joint in the axial direction of the second output shaft is set to a value which is not less than 15 mm and not more than 17 mm.

3. A parallel cardan driving system steering bogie for a railcar, the parallel cardan driving system steering bogie comprising:
a bogie frame supporting a carbody of a railcar;
first and second axles arranged at front and rear sides in a car longitudinal direction, respectively, and extending along a car width direction;
a steering mechanism configured to rotate both the first and second axles relative to the bogie frame to perform steering;
first and second electric motors supported by the bogie frame, arranged at the front and rear sides in the car longitudinal direction, respectively, and including first and second output shafts, respectively, the first and second output shafts being parallel to the first and second axles at the time of non-steering;
first and second reducers connected to the first and second axles, respectively;
a first constant velocity ball joint, the first output shaft being coupled to the first reducer by the first constant velocity ball joint, and the first constant velocity ball joint following rotations of the first axle at the time of steering to allow relative displacement between the first output shaft and the first reducer, and
a second constant velocity ball joint, the second output shaft being coupled to the second reducer by the second constant velocity ball joint, and the second constant velocity ball joint following rotations of the second axle at the time of the steering to allow relative displacement between the second output shaft and the second reducer,
wherein:
the first and second electric motors include respective casings;
each of the casings includes
an intermediate portion located at a car width direction intermediate region,
an outside portion located at a car width direction outside region relative to the intermediate portion, and
an inside portion located at a car width direction inside region relative to the intermediate portion;

surfaces of the outside portion and

Assignees

• Kawasaki Heavy Ind Ltd

Inventors

• Sato Yoshi
• Nakao Shunichi

Classifications

• B61F3/04

  with driven axles or wheels · CPC title

• F16D3/227

  the joints being telescopic · CPC title

• F16D3/223

  the rolling members being guided in grooves in both coupling parts · CPC title

• B61F5/46 Primary

  Adjustment controlled by a sliding axle under the same vehicle underframe · CPC title

• F16D3/18

  the coupling parts (1) having slidably-interengaging teeth · CPC title