JP2010169247A - Railroad vehicle drive unit - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a railroad vehicle drive unit reducing a torque loss, and improving a lubricating performance. <P>SOLUTION: The railroad vehicle drive unit 12 is provided with a reduction gear housing 13, an input side rotating member 14, a reduction gear mechanism 15, fixation members 24, 25 which are arranged within the reduction gear housing 13 and are connected and fixed to a vehicle body, and a lubricating oil circulating mechanism which circulates in the drive unit lubricating oil. The lubricating oil circulating mechanism is provided with an axis oil path 14a which extends within the input side rotating member 14 in the axis direction, lubricating oil supply openings 14b-14e which extend from the axis oil path 14a to the outer diameter surface of the input side rotating member 14, a lubricating oil discharge opening 25c which is provided in the fixation member 25, and a circulation oil path 34 which connects the lubricating oil discharge opening 25c and the axis oil path 14a, and recirculates the lubricating oil which has been discharged from the lubricating oil discharge opening 25c, to the axis oil path 14a. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a railway vehicle drive unit, and more particularly to a railway vehicle drive unit capable of independently driving left and right wheels.

  A conventional railcar drive unit is disclosed in, for example, Japanese Patent Application Laid-Open No. 2007-230508 (Patent Document 1). The railway vehicle drive unit disclosed in the publication includes a motor and a speed reducer that decelerates the rotation of the motor and transmits it to the wheels.

  In this railway vehicle drive unit, a cycloid reducer that is small in size and has a high reduction ratio is employed in order to generate torque necessary for the operation of the railway vehicle and to obtain a large cabin space. Specifically, an input shaft that rotates integrally with the motor, a curved plate that is rotatably supported by an eccentric portion provided on the input shaft, and an outer periphery of the curved plate that engages with each other to cause the curved plate to rotate. It comprises an outer pin and an inner pin that converts the rotational motion of the curved plate into rotational motion and transmits it to the wheel.

JP 2007-230508 A

  Since the speed reducer having the above configuration rotates while the respective components are in contact with each other, lubricating oil for lubricating the contact portion is required. However, since the lubricating oil inside the reduction gear is biased radially outward due to the centrifugal force accompanying rotation, the lubricating oil tends to be insufficient around the input shaft (inward in the radial direction). On the other hand, if the amount of lubricating oil enclosed in the reducer is increased in order to ensure the amount of lubricating oil around the input shaft, the torque loss of the reducer increases due to the stirring resistance.

  Accordingly, an object of the present invention is to provide a railway vehicle drive unit that reduces torque loss and improves lubrication performance.

  A railway vehicle drive unit according to the present invention is a drive unit that rotationally drives wheels of a railway vehicle. Specifically, a reduction gear housing that is held on the inner diameter surface of the wheel and rotates integrally with the wheel, an input side rotation member connected to a drive source, and a rotation of the input side rotation member that decelerates rotation to the reduction gear housing A speed reduction mechanism for transmission, a fixing member disposed inside the speed reducer housing and connected and fixed to the vehicle body, and a lubricating oil circulation mechanism for lubricating the lubricating oil in the drive unit are provided. The lubricating oil circulation mechanism includes an axial oil passage extending in the axial direction inside the input-side rotating member, a lubricating oil supply port extending from the axial oil passage toward the outer diameter surface of the input-side rotating member, and a fixed member And a circulating oil passage for connecting the lubricating oil outlet and the shaft center oil passage and returning the lubricating oil discharged from the lubricant oil outlet to the shaft center oil passage.

  The railcar drive unit having the above configuration eliminates the shortage of lubricating oil around the input side rotating member due to uneven distribution of the lubricating oil radially outward because the lubricating oil is continuously supplied from the input side rotating member to the speed reduction mechanism. can do. Further, since the lubricating oil biased radially outward is discharged from the lubricating oil discharge port, an increase in torque loss due to an increase in the amount of lubricating oil in the speed reduction mechanism can be prevented.

  As one embodiment, the input side rotation member has an eccentric part. The speed reduction mechanism is held by the eccentric part so as to be relatively rotatable, and a revolving member that performs a revolving motion around the rotation axis of the input side rotating member and a revolving motion of the revolving member while allowing the revolving motion to be prevented. A rotation restricting member and an outer peripheral engagement member fixed to the reduction gear housing and engaged with the outer periphery of the revolution member to decelerate and rotate the reduction gear housing with respect to the input side rotation member.

  By adopting a cycloid reducer, a high reduction ratio can be obtained in a small size. Further, since the wheel is fitted and fixed to the outer diameter surface of the reduction gear housing, the load application point of the wheel can be arranged at an appropriate position. As a result, a highly reliable railway vehicle drive unit can be obtained.

  Preferably, the lubricating oil supply port is provided in the eccentric part. Thereby, since lubricating oil can be positively supplied between an eccentric part and a revolution member, a revolution member can rotate smoothly.

  Preferably, the lubricating oil supply port is provided at a position 180 ° different from the maximum eccentric position of the eccentric portion. Thereby, in an eccentric part, a lubricating oil supply port can be provided avoiding the part which requires a heavy load. As a result, peeling or the like starting from the lubricating oil supply port can be prevented appropriately.

  Preferably, the revolution member has a through hole, and the drive unit is an inner ring member that is fitted to the outer diameter surface of the eccentric portion and has an inner raceway surface formed radially outward, and the inner diameter surface of the through hole of the revolution member. The outer raceway surface formed on the inner raceway surface, a plurality of rollers disposed between the inner raceway surface and the outer raceway surface, and a cage that holds the spacing between adjacent rollers, and the revolving member is rotatable with respect to the eccentric portion. The bearing has an eccentric bearing to be supported, and the lubricating oil supply port is provided on the raceway surface of the inner ring member.

  Preferably, the revolution member has a through hole, and the drive unit is an inner ring member that is fitted to the outer diameter surface of the eccentric portion and has an inner raceway surface formed radially outward, and the inner diameter surface of the through hole of the revolution member. The outer raceway surface formed on the inner raceway surface, a plurality of rollers disposed between the inner raceway surface and the outer raceway surface, and a cage that holds the spacing between adjacent rollers, and the revolving member is rotatable with respect to the eccentric portion. There is an eccentric bearing to be supported, and a flange portion protruding radially outward is formed at an axial end portion of the inner ring member, and a lubricating oil supply port is provided at the flange portion. Thereby, lubricating oil can be positively supplied into the inside of an eccentric bearing from a collar part. As a result, the temperature rise of the eccentric bearing can be prevented appropriately.

  Preferably, the drive unit has a main shaft bearing that rotatably supports the input side rotating member with respect to the fixed member, and the lubricating oil supply port is provided in the vicinity of the main shaft bearing in order to supply the lubricating oil to the main shaft bearing. Is provided. Thereby, lubricating oil can be actively supplied to a main shaft bearing, and the temperature rise of a main shaft bearing can be prevented appropriately.

  Preferably, the lubricating oil supply ports are provided at a plurality of locations on the input side rotating member so as to be directed in different directions. Thereby, lubricating oil can be supplied uniformly.

  More preferably, the axial center oil passage supplies the lubricating oil in the axial direction from the circulating oil passage side, and the lubricating oil supply ports are provided at a plurality of locations on the input side rotating member so that the diameter increases in order from the circulating oil passage side. It has been. Thereby, lubricating oil can be supplied uniformly in an axial direction.

  More preferably, the axial center oil passage supplies lubricating oil in the axial direction from the circulating oil passage side, and the lubricating oil supply port has a first position close to the circulating oil passage and a second position far from the circulating oil passage. The number of lubricating oil supply ports provided at the second position is greater than the number of lubricating oil supply ports provided at the first position. Thereby, lubricating oil can be supplied uniformly in an axial direction.

  Preferably, the drive unit includes an inner ring fixed to the outer diameter surface of the fixing member, an outer ring fixed to the inner diameter surface of the speed reducer housing, and a plurality of tapered rollers disposed between the inner ring and the outer ring, and the speed reducer An axle bearing that rotatably supports the housing with respect to the fixed member, and a sealing member that seals the inside of the speed reducer housing at a position facing the large-diameter end of the tapered roller between the speed reducer housing and the fixed member; It has further. The lubricating oil discharge port is provided between the axle bearing and the sealing member.

  Lubricating oil is discharged from the small-diameter end of the tapered roller through the inside of the bearing to the large-diameter end. Therefore, the lubricating oil can be smoothly discharged by providing the lubricating oil discharge port in the space between the axle bearing and the sealing member.

  More preferably, the lubricating oil discharge port is disposed in a lower region of the fixing member. Accordingly, the lubricating oil can be discharged using the force of gravity, so that the lubricating oil is smoothly circulated.

  Preferably, the lubricating oil circulation mechanism further includes a pump for forcibly circulating the lubricating oil. Thereby, circulation of lubricating oil becomes still smoother.

  Preferably, the lubricating oil circulation mechanism further includes a lubricating oil reservoir that temporarily stores the lubricating oil discharged from the lubricating oil discharge port. As a result, an increase in the stirring resistance of the speed reduction mechanism can be prevented, and the lubricating oil can be further stably supplied to the speed reduction mechanism.

  More preferably, the lubricating oil circulation mechanism further includes a filtering device that filters the lubricating oil stored in the lubricating oil storage section. Thereby, it becomes possible to maintain high lubrication performance over a long period of time.

  According to the present invention, the lubricating oil can be stably supplied to the entire area of the speed reduction mechanism by circulating the lubricating oil to the speed reduction mechanism using the rotational force of the input side rotating member or the like. As a result, a railway vehicle drive unit having excellent durability and high reliability can be obtained.

It is a figure showing a wheel drive device for rail vehicles concerning one embodiment of this invention. It is sectional drawing in II-II of FIG. It is an enlarged view of the eccentric part periphery of FIG. It is an enlarged view of the periphery of both-ends internal pins. It is an enlarged view around a cantilever inner pin. It is sectional drawing at the time of cut | disconnecting the input side rotation member in the direction perpendicular | vertical to an axial direction, Comprising: It is a figure which shows a lubricating oil supply port. It is sectional drawing at the time of cut | disconnecting the input side rotation member in the direction perpendicular | vertical to an axial direction, Comprising: It is a figure which shows a lubricating oil supply port. It is sectional drawing at the time of cut | disconnecting the input side rotation member in the direction perpendicular | vertical to an axial direction, Comprising: It is a figure which shows a lubricating oil supply port. It is sectional drawing at the time of cut | disconnecting the input side rotation member in the direction perpendicular | vertical to an axial direction, Comprising: It is a figure which shows a lubricating oil supply port. It is a figure which shows other embodiment which provides a lubricating oil supply port.

  A railway vehicle wheel drive device 10 including a railway vehicle drive unit 12 and a railway vehicle drive unit 12 according to an embodiment of the present invention will be described with reference to FIGS. 1 is a schematic sectional view of the wheel drive device 10 for a railway vehicle, FIG. 2 is a sectional view taken along line II-II in FIG. 1, FIG. 3 is an enlarged view around the eccentric portions 16a and 16b, and FIG. FIG. 5 is an enlarged view of the inner pin 20.

  First, referring to FIG. 1, a railway vehicle wheel drive device 10 is held on a railway vehicle wheel 11 (hereinafter referred to as “wheel 11”) and an inner diameter surface of the wheel 11, and is used as a drive source (not shown). It is comprised with the drive unit 12 (henceforth "the rail vehicle drive unit 12") which decelerates and transmits to the wheel 11, and is arrange | positioned under the rail vehicle main body (illustration omitted).

  The railway vehicle drive unit 12 includes a speed reducer housing 13, an input side rotation member 14, a speed reduction mechanism 15, first and second carriers 24 and 25 as fixed members, and first and second axle bearings 26. , 27 and a lubricating oil circulation mechanism that lubricates the lubricating oil in the railway vehicle drive unit 12.

  The reduction gear housing 13 is held on the inner diameter surface of the wheel 11 and holds the reduction mechanism 15 therein. The speed reduction mechanism 15 includes an eccentric member 16, curved plates 17 and 18 as revolution members, a plurality of inner pins 19 and 20 as rotation restricting members, a plurality of outer pins 21 as outer peripheral engagement members, and the like. It is comprised by the member which accompanies, The rotation of the input side rotation member 14 is decelerated, and it transmits to the reduction gear housing 13.

  Further, first and second axle bearings 26 and 27 are disposed between the inner diameter surface of the reduction gear housing 13 and the outer diameter surfaces of the first and second carriers 24 and 25. The reduction gear housing 13 is rotatable with respect to the first and second carriers 24 and 25 and also functions as an output side rotation member (axle) that rotates integrally with the wheel 11.

  The first axle bearing 26 is disposed between an inner ring 26a fixed to the outer diameter surface of the first carrier 24, an outer ring 26b fixed to the inner diameter surface of the reduction gear housing 13, and the inner ring 26a and the outer ring 26b. This is a tapered roller bearing including a plurality of tapered rollers 26c and a retainer 26d that holds a distance between adjacent tapered rollers 26c. Since the 2nd rolling bearing 27 is also the same structure, description is abbreviate | omitted. By adopting a tapered roller bearing having a high load capacity as the first and second axle bearings 26 and 27, it is possible to appropriately support the radial load and the axial load acting on the wheel 11.

  Further, the first axle bearing 26 has one axial direction of the fitting position of the wheel 11 (more specifically, “the fitting width center of the wheel 11”, which indicates the position indicated by the one-dot chain line 1 in FIG. 1). On the side (right side in FIG. 1), the second axle bearing 27 is connected to the reduction gear housing 13 on the other side (left side in FIG. 2) in the axial direction of the fitting position of the wheel 11, respectively. , 25 are rotatably supported. In this embodiment, the distance (offset) from the fitting width center of the wheel 11 of each of the first and second axle bearings 26 and 27 is set equal.

  Further, the first and second axle bearings 26 and 27 are arranged with their small diameter side ends facing each other (rear combination). Thereby, the moment load which acts on the wheel 11 can be supported appropriately.

  Further, sealing members 28 and 29 for sealing lubricating oil inside the reduction gear housing 13 are provided at both axial ends of the reduction gear housing 13. The sealing members 28 and 29 have lip portions that are in sliding contact with the outer diameter surfaces of the first and second carriers 24 and 25, are fixed to the inner diameter surface of the speed reducer housing 13, and rotate integrally with the speed reducer housing 13. To do.

  The input side rotation member 14 is connected to a drive source (for example, a motor or the like), and rotates as the drive source rotates. Further, both sides of the curved plates 17 and 18 are supported at both ends by rolling bearings 30a and 30b, and are held rotatably with respect to the first and second carriers 24 and 25. That is, the rolling bearings 30a and 30b are spindle bearings that support the input-side rotating member 14 so as to be rotatable with respect to the first and second carriers 24 and 25. In this embodiment, cylindrical roller bearings are employed as the rolling bearings 30a and 30b. Further, on the further outer side (the right side in FIG. 1) of the rolling bearing 30 a, a sealing member 31 that encloses lubricating oil is disposed inside the reduction gear housing 13.

  The eccentric member 16 has first and second eccentric portions 16 a and 16 b and is fitted and fixed to the input-side rotating member 14. The first and second eccentric portions 16a and 16b are arranged with different phases, i.e., 180 [deg.] Phases, that cancel out the centrifugal force due to the eccentric motion. That is, the first and second eccentric portions 16a and 16b also function as a balance adjustment mechanism that absorbs a non-uniform load caused by the eccentric motion.

  The curved plate 17 is held by the rolling bearing 32 so as to be relatively rotatable on the first eccentric portion 16a. That is, the rolling bearing 32 is an eccentric bearing that supports the curved plate 17 rotatably with respect to the first eccentric portion 16a. And the revolving motion centering on the rotating shaft center of the input side rotation member 14 is performed. Referring to FIG. 2, the curved plate 17 includes first and second through holes 17 a and 17 b that penetrate in the thickness direction, and a plurality of waveforms 17 c that are constituted by trochoidal curves such as epitrochoid on the outer periphery. The oil passage 17d extends in the radial direction inside, and the lubricating oil holding space 17e that temporarily holds the lubricating oil in the middle of the oil passage 17d.

  The first through-hole 17a is formed at the center of the curved plate 17, and receives the first eccentric portion 16a and the rolling bearing 32. A plurality of second through holes 17b are provided at equal intervals on the circumference centered on the rotation axis of the curved plate 17, and the inner pins 19 held by the first and second carriers 24, 25 are provided. , 20. The waveform 17 c engages with the outer pin 21 held by the speed reducer housing 13 and transmits the rotation of the curved plate 17 to the speed reducer housing 13. The curved plate 18 has the same configuration, and is rotatably held by the second eccentric portion 16b by the rolling bearing 33.

  The oil passage 17 d extends from the first through hole 17 a toward the outer peripheral surface of the curved plate 17. Although the position of the oil passage 17d is not particularly limited, it is desirable to provide the oil passage 17d so as to pass through the second through hole 17b as shown in FIG. Thereby, lubricating oil can be positively supplied to the contact part between the curved plate 17 and the inner pins 19 and 20. Further, it is desirable that the radially outer end of the oil passage 17d be formed in a valley portion of the waveform 17c. This is to prevent damage or the like when the curved plate 17 and the outer pin 21 are engaged.

  Further, by providing the lubricating oil holding space 17e branched from the oil passage 17d, the lubricating oil is held in the curved plate 17 when a sufficient amount of lubricating oil is supplied, and the supply amount of the lubricating oil decreases. In this case, the lubricating oil retained in the lubricating oil retaining space 17e can be discharged to the oil passage 17d. Thereby, lubricating oil can be supplied more stably.

  The rolling bearing 32 is fitted to the outer diameter surface of the eccentric portion 16a and has an inner race member 32a having an inner raceway surface on the outer diameter surface, and an outer raceway surface formed directly on the inner diameter surface of the through hole 17a of the curved plate 17. And a plurality of cylindrical rollers 32b disposed between the inner raceway surface and the outer raceway surface, and a retainer 32c that holds the interval between the adjacent cylindrical rollers 32b. Since the rolling bearing 33 has the same configuration, the description thereof is omitted.

  If the center point of the two curved plates 17 and 18 is G, the center point G coincides with the center position of the wheel 11, but the moment load applied from the wheel 11 to the railway vehicle drive unit 12 is minimized. In order to achieve this, it is better to offset the center point G and the wheel center position. Thereby, it is possible to prevent the component parts (pointing to “curve plates 17 and 18, inner pins 19 and 20, outer pins 21 and the like”) from being inclined and causing an excessive load on the contact portion. As a result, the rotation of the railway vehicle drive unit 12 becomes smooth and the durability is improved.

  A circumscribed ring 36 that circumscribes the plurality of inner pins 19 and 20 is disposed between the two curved plates 17 and 18. As a result, the amount of movement of the curved plates 17 and 18 in the axial direction is restricted. Since the curved plates 17 and 18 and the circumscribed ring 36 are in sliding contact with each other, it is desirable to grind the wall surfaces in contact with each other. The function of the circumscribed ring 36 can be replaced by an inscribed ring inscribed in the plurality of inner pins 19 and 20 or an inscribed ring inscribed in the plurality of outer pins 21.

  A plurality of inner pins 19, 20 are provided at equal intervals on a circumferential track centering on the rotation axis of the input side rotating member 14. Further, inner pin bearings 19e and 20e are attached to positions where the curved plates 17 and 18 are in contact with the inner wall surfaces of the second through holes 17b and 18b (the position of the large diameter portion 19a in the both-end inner pin 19). ing. Thereby, the frictional resistance between the curved plates 17 and 18 and the inner pins 19 and 20 can be reduced. The inner pin bearings 19e and 20e in this embodiment are sliding bearings.

  Referring to FIG. 4, the inner pin 19 includes a large diameter portion 19 a at the center in the axial direction, first and second small diameter portions 19 b and 19 c having a diameter smaller than the large diameter portion 19 a at both ends in the axial direction, A guide portion 19d is included between the diameter portion 19a and the first and second small diameter portions 19b and 19c. Male screws are formed on the outer peripheral surfaces of the first and second small diameter portions 19b and 19c, respectively. The outer diameter of the guide portion 19d is set to coincide with the inner diameters of the holes 24a and 25a for receiving the both-end inner pins 19, and the radial direction of the inner pins 19 with respect to the first and second carriers 24 and 25 It is used for positioning.

  This inner pin 19 is a both-end supported inner pin that is supported by both the first and second carriers 24 and 25. More specifically, the first small-diameter portion 19b is directly fixed to the first carrier 24, and the second small-diameter portion 19c has the second carrier 25 having a large diameter by pressing and fixing means (described later). It is pressed and fixed to the end surface of the part 19a.

  Referring to FIG. 5, the inner pin 20 has a simple cylindrical shape having the same diameter in the entire longitudinal direction, and is cantilevered in which only one end in the axial direction is cantilevered by the first carrier 24. It is a pin.

  Further, the cantilever inner pin 20 is provided with a lubricating oil holding space 20a and a through hole 20b extending in the radial direction from the lubricating oil holding space 20a. Similarly, the inner pin bearing 20e is also provided with a through hole 20f penetrating in the radial direction. The positions of the through holes 20b and 20f are not particularly limited, but are desirably provided at positions facing the space between the curved plates 17 and 18, as shown in FIG.

  Lubricating oil is held in the lubricating oil holding space 20a, and the lubricating oil is mainly supplied between the inner pin 20 and the inner pin bearing 20e and the contact portion between the inner pin bearing 20e and the curved plates 17 and 18. To do. Specifically, the lubricating oil is held in the lubricating oil holding space 20a when a sufficient amount of lubricating oil is supplied, and is held in the lubricating oil holding space 20a when the supply amount of the lubricating oil decreases. The lubricating oil is discharged through the through holes 20b and 20f. Thereby, lubricating oil can be supplied more stably.

  Further, a porous member (not shown) impregnated with lubricating oil may be stored in the lubricating oil holding space 20a. Thereby, since the lubricating oil oozes out through the through holes 20b and 20f, the lubricating oil can be stably supplied over a long period of time. Examples of the porous member include sintered metal and foamed grease.

  In the above embodiment, the lubricant holding space 20a and the through hole 20b are provided only in the cantilever inner pin 20, and the through hole 20f is provided only in the inner pin bearing 20e. 19 and the inner pin bearing 19e can also have the same configuration. Further, not only the inner pins 19 and 20 but also the outer pin 21 and the outer pin bearing 21a can be configured similarly.

  The diameters of the second through holes 17b and 18b are set to be larger by a predetermined amount than the diameters of the inner pins 19 and 20 (referring to “the maximum outer diameter including the inner pin bearings 19e and 20e”). . As a result, the inner pin 19 is a rotation restricting member that prevents the rotation movement while allowing the revolution movement of the curved plate when the curved plates 17 and 18 are about to rotate with the rotation of the input side rotation member 14. Function.

  A plurality of outer pins 21 are provided at equal intervals on a circumferential track centering on the rotation axis of the input side rotating member 14. The center portion of the outer pin 21 is held by the reduction gear housing, and both end portions thereof are fixed in contact with the axle bearings 26 and 27. The outer pin 21 engages with the waveforms 17 c and 18 c of the curved plates 17 and 18 to cause the speed reducer housing 13 to rotate at a reduced speed with respect to the input side rotation member 14.

  Further, an outer pin bearing 21a is attached at a position where the curved plates 17 and 18 come into contact with the waveforms 17c and 18c. Thereby, the frictional resistance between the curved plates 17 and 18 and the outer pin 21 can be reduced. The outer pin bearing 21a according to this embodiment is a sliding bearing.

  The counterweight 22 has a through-hole that receives the input side rotation member 14 at a position different from the center of gravity, and changes the phase that cancels the unbalanced inertia couple due to the eccentric movement of the eccentric portion 16a, that is, changes the phase by 180 ° from the eccentric portion 16a. The input side rotating member 14 is fixedly fitted. That is, the counterweight 22 functions as a balance adjustment mechanism that absorbs a non-uniform load generated by the eccentric motion of the eccentric portion 16a. The counterweight 23 has the same configuration, and is fitted and fixed to the input-side rotating member 14 at a phase that cancels the unbalanced inertia couple caused by the eccentric motion of the eccentric portion 16b.

Referring to FIG. 3, regarding the right side of the center point G of the two curved plates 17 and 18, the distance between the center point G and the center of the curved plate 17 is L ₁ , the curved plate 17, the rolling bearing 32, and the eccentric portion. The sum of the mass of 16a is m ₁ , the amount of eccentricity of the center of gravity of the curved plate 17 from the rotational axis is ε ₁ , the distance between the center point G and the counter weight 22 is L ₂ , and the mass of the counter weight 22 is m ₂ , When the amount of eccentricity of the center of gravity of the counterweight 22 from the rotation axis is ε ₂ , the relationship satisfies L ₁ × m ₁ × ε ₁ = L ₂ × m ₂ × ε ₂ . A similar relationship is established between the curved plate 18 on the left side of the center point G and the counterweight 23 in FIG.

  The first and second carriers 24 and 25 are connected and fixed to the railway vehicle body, hold the inner pins 19 and 20 on the wall surfaces facing the curved plates 17 and 18, and are fitted and fixed to the outer diameter surface. The reduction gear housing 13 is rotatably supported by the first and second axle bearings 26 and 27, and the input side rotating member 14 is rotatably supported by the rolling bearings 30a and 30b fitted and fixed to the inner diameter surface.

  The first carrier 24 has a hole 24 a that receives the first small diameter portion 19 b of the both-end inner pin 19, and a hole 24 b that receives one end of the cantilevered inner pin 20 in the axial direction. The hole 24a is a screw hole in which an internal thread is formed on the inner wall surface. On the other hand, the hole 24b is a simple hole (a hole in which no screw is formed).

  The second carrier 25 has a through hole 25 a that receives the second small diameter portion 19 c of the both-end inner pin 19 and a hole 25 b that receives the other end portion in the axial direction of the cantilever inner pin 20. The diameter of the through hole 25a is set larger than that of the second small diameter portion 19c, and the diameter of the hole 25b is set larger than that of the cantilever inner pin 20.

  Here, a method of attaching the inner pins 19 and 20 to the first and second carriers 24 and 25 will be described. First, the inner pins 19 and 20 are fixed to the first carrier 24. Specifically, the first small-diameter portion 19b of the both-end inner pin 19 is screwed and fixed to the hole 24a, and one end portion in the axial direction of the cantilever inner pin 20 is press-fitted and fixed to the hole 24b.

  The fixing method of the inner pins 19 and 20 and the first carrier 24 is not limited to the above example. For example, one end of the both-end inner pin 19 is press-fitted into the hole 24a, and the cantilever inner pin is fixed. A screw may be formed on one side end of 20 and the hole 24b, and both may be screwed together.

  Next, the inner pin bearings 19e and 20e are fitted into the inner pins 19 and 20, respectively.

  Then, the second carrier 25 is fitted so that the second small diameter portion 19c of the both-end inner pin 19 fits into the through hole 25a and the other axial end of the cantilevered inner pin 20 fits into the hole 25b. . At this time, since a gap is provided between the inner pins 19 and 20 and the through holes 25a and 25b, a certain amount of manufacturing error and mounting error can be allowed.

  Finally, the both-end inner pin 19 is fixed by the pressing and fixing means. The pressing and fixing means in this embodiment includes a male screw provided in the second small diameter portion 19c and a nut 37 that is screwed into the male screw. That is, when the nut 37 is screwed into the second small diameter portion 19c, the second carrier 25 is pressed against the large diameter portion 19a, so that the both-end inner pin 19 is against the first and second carriers 24, 25. It is firmly fixed.

  At this time, the both-end inner pin 19 is positioned in the radial direction by the guide portion 19d. In addition, although the guide part 19d shown in FIG. 4 is cylindrical, not only this but arbitrary shapes are employable. For example, the guide portion has a conical shape whose diameter gradually decreases toward the end of the both-end inner pin 19, and the openings on the side of the holes 24a and 25a facing the both-end inner pin 19 also correspond to the shape of the guide portion. If a conical surface is used, positioning can be performed more easily.

  As described above, the assemblability of the railway vehicle drive unit 12 is improved. It should be noted that it is desirable that the number of both-end supported pins 19 be smaller than that of the cantilevered inner pins 20 from the viewpoint of improving assemblability and reducing the number of parts. However, since loads are applied to the inner pins 19 and 20 from the curved plates 17 and 18, it is desirable that the both-end inner pins 19 and the cantilevered inner pins 20 are arranged at equal intervals.

  The lubricating oil circulation mechanism includes an axial oil passage 14a that extends in the axial direction inside the input-side rotating member 14, and extends from the axial oil passage 14a toward the outer diameter surface of the input-side rotating member 14, and is provided at a plurality of locations. The lubricating oil supply ports 14b to 14e, the lubricating oil discharge port 25c provided in the second carrier 25, the lubricating oil discharge port 25c and the shaft center oil passage 14a are connected, and the lubricating oil discharged from the lubricating oil discharge port 25c is connected. A circulating oil passage 34 for returning the oil to the shaft center oil passage 14a and a lubricating oil reservoir 35 for temporarily storing the lubricating oil discharged from the lubricating oil outlet 25c are mainly provided.

  The lubricating oil supply ports 14 b and 14 e are provided at positions where the eccentric member 16 is held. The lubricating oil supply ports 14b and 14e are disposed so as to be directed in different directions (one is directed upward and the other is directed downward). Further, the eccentric member 16 and the inner rings 32a, 33a of the rolling bearings 32, 33 are provided with through holes 16c, 32d, 33d communicating with the lubricating oil supply ports 14b, 14e. The through holes 32d and 33d are located on the raceway surfaces of the inner rings 32a and 32b. The lubricating oil is supplied into the railway vehicle drive unit 12 through the lubricating oil supply ports 14b, 14e and the through holes 16c, 32d, 33d.

  Here, the lubricating oil supply ports 14b and 14e are provided at positions that are 180 ° different from the maximum eccentric positions of the first eccentric portion 16a and the second eccentric portion 16b, that is, in the same phase as the counterweights 22 and 23. Is preferred. Since the eccentric member 16 is eccentric, a large load is applied to the maximum eccentric position. If the lubricating oil supply ports 14b and 14e are provided at such maximum eccentric position, there is a risk of peeling or the like starting from the holes on the raceways of the inner rings 32a and 32b. Therefore, by providing the lubricating oil supply ports 14b and 14e at positions different from the maximum eccentric positions of the first eccentric portion 16a and the second eccentric portion 16b by 180 °, a portion of the eccentric member 16 that is heavily loaded. The lubricating oil supply ports 14b and 14e are provided. As a result, it is possible to appropriately prevent peeling and the like starting from the lubricating oil supply ports 14b and 14e.

  The lubricating oil supply ports 14c and 14d are provided in the vicinity of the rolling bearings 30a and 30b that support the input-side rotating member 14. Specifically, the lubricating oil supply ports 14c and 14d are provided on the eccentric member 16 side of the rolling bearings 30a and 30b. The lubricating oil supply ports 14c and 14d are disposed so as to be directed in different directions (one is directed upward and the other is directed downward). The lubricating oil is supplied into the railway vehicle drive unit 12 through the lubricating oil supply ports 14c and 14d.

  The lubricating oil supply ports 14b to 14e are located in the order of the lubricating oil supply port 14d, the lubricating oil supply port 14b, the lubricating oil supply port 14e, and the lubricating oil supply port 14c in the axial direction from the circulating oil passage 34 side. That is, the lubricating oil supply port 14d and the lubricating oil supply port 14b are provided at a first position close to the circulating oil passage 34, and the lubricating oil supply port 14e and the lubricating oil supply port 14c are far from the circulating oil passage 34. It is provided at the second position. And the diameter of the lubricating oil supply ports 14b-14e is provided so that it may become large sequentially from the circulation oil path 34 side. For example, the diameter of the lubricating oil supply port 14d is 2 mm, the diameter of the lubricating oil supply port 14b is 3 mm, the diameter of the lubricating oil supply port 14e is 4 mm, and the diameter of the lubricating oil supply port 14c is The diameter is 5 mm.

  Further, the lubricating oil discharge port 25c in this embodiment discharges the lubricating oil from between the second axle bearing 27 and the sealing member 29 to the outside of the railway vehicle drive unit 12 through the inside of the second carrier 25. To do.

  Furthermore, although the example which has arrange | positioned the lubricating oil storage part 35 in this embodiment outside the railway vehicle drive unit 12 was shown, you may arrange | position not only to this but the inside of the 2nd carrier 25, for example. . Further, a filtration device (not shown) for filtering the lubricant stored in the lubricant storage 35 may be attached.

  The operation principle of the railway vehicle drive unit 12 having the above configuration will be described in detail.

  First, the input side rotation member 14 and the eccentric member 16 rotate integrally with the rotation of the drive source. At this time, the curved plates 17 and 18 also try to rotate, but the inner pins 19 and 20 inserted through the second through holes 17b and 18b are prevented from rotating, and only revolving motion is performed. In other words, the curved plates 17 and 18 move in parallel on a circumferential path around the rotation axis of the input side rotating member 14.

  When the curved plates 17 and 18 revolve, the waveforms 17 c and 18 c engage with the outer pin 21, and the speed reducer housing 13 and the wheel 11 rotate integrally in the same direction as the input side rotation member 14. At this time, the rotation transmitted from the curved plates 17 and 18 to the speed reducer housing 13 is decelerated to a high torque.

Specifically, when the number of outer pins 21 _{Z A,} the number of waveforms of the curved plates 17 and 18 and _{Z B,} the reduction ratio of the railway vehicle drive unit 12 is calculated by _{Z B / (Z A -Z B} ) Further, if the reduction ratio is n, the speed ratio in the embodiment of FIG. 1 is calculated by 1 / (n + 1). In the embodiment shown in FIG. 2, since Z _A = 24 and Z _B = 22, the reduction ratio is 11, and the speed ratio is 1/12. Therefore, even when a low torque, high rotation type drive source is employed, it is possible to transmit the necessary torque to the wheels 11.

  Thus, by adopting the reduction mechanism 15 that can obtain a large reduction ratio without using a multistage configuration, a compact and high reduction ratio railway vehicle drive unit 12 can be obtained. Further, by providing the inner pin bearings 19e, 20e and the outer pin bearing 21a at positions where they contact the curved plates 17, 18 of the inner pins 19, 20 and the outer pin 21, the frictional resistance of the contact portion is reduced. As a result, the transmission efficiency of the railway vehicle drive unit 12 is improved.

  Next, the flow of the lubricating oil in the railway vehicle drive unit 12 having the above configuration will be described in detail. First, the lubricating oil flowing in the axial center oil passage 14a in the axial direction from the circulating oil passage 34 side flows out from the lubricating oil supply ports 14b to 14e by the centrifugal force accompanying the rotation of the input side rotating member 14. At this time, among the plurality of lubricating oil supply ports 14b to 14e, the lubricating oil supply port 14b and the lubricating oil supply port 14e and the lubricating oil supply port 14d and the lubricating oil supply port 14c are oriented in different directions (one is upward) , The other is directed downward), so that the lubricating oil can be supplied evenly. Further, since the lubricating oil supply ports 14b and 14e are provided at positions where the eccentric member 16 is held, the lubricating oil can be positively supplied to the rolling bearings 32 and 33. Further, since the lubricating oil supply ports 14d and 14c are provided in the vicinity of the rolling bearings 30a and 30b, the lubricating oil can be positively supplied to the rolling bearings 30a and 30b. Further, since the diameters of the lubricating oil supply ports 14b to 14e are provided so as to increase in order from the circulating oil passage 34 side, the lubricating oil supply ports 14c provided at the second position far from the circulating oil passage 34, Even if it is 14e, an appropriate quantity of lubricating oil can be made to flow out. As a result, the lubricating oil can be uniformly supplied in the axial direction, and even the rolling bearings 32 and 30a located far from the circulating oil passage 34 can appropriately prevent temperature rise.

  Since centrifugal force further acts on the lubricating oil inside the railway vehicle drive unit 12, the inner and outer race surfaces of the rolling bearings 30 a and 30 b and the rolling bearings 32 and 33, the curved plates 17 and 18 and the inner pins 19 and 20. And the first and second axle bearings 26 and 27 and the like are moved radially outward while being lubricated. A part of the lubricating oil supplied from the lubricating oil supply ports 14 b to 14 e is supplied to each part through oil passages 17 d and 18 d provided in the curved plates 17 and 18. Further, part of the lubricating oil that passes through the oil passages 17d and 18d is held in the lubricating oil holding spaces 17e, 18e, and 20a.

  The lubricating oil that has reached the space between the axle bearings 26, 27 and the sealing members 28, 29 is discharged from the lubricating oil discharge port 25 c to the outside of the railway vehicle drive unit 12 and temporarily stored in the lubricating oil reservoir 35. And then recirculates to the axial oil passage 14a via the circulation oil passage 34.

  At this time, by arranging the lubricating oil discharge port 25c in the lower region of the first or second carrier 24, 25, the lubricating oil can be discharged using the force of gravity. Smooth. Alternatively, a pump (not shown) may be provided in the lubricating oil circulation mechanism to forcibly circulate the lubricating oil. Thereby, circulation of lubricating oil becomes still smoother.

  In this way, by supplying the lubricating oil from the input side rotating member 14 into the railway vehicle drive unit 12, the shortage of the lubricating oil amount around the input side rotating member 14 can be solved. Further, by discharging the lubricating oil from the lubricating oil discharge port 25c, it is possible to suppress the stirring resistance and reduce the torque loss of the railway vehicle drive unit 12.

  Further, the lubricating oil that cannot be discharged can be temporarily stored in the lubricating oil reservoir 35 during high-speed rotation. As a result, an increase in torque loss of the railway vehicle drive unit 12 can be prevented. On the other hand, at the time of low-speed rotation, even if the centrifugal force becomes small and the amount of lubricating oil reaching the lubricating oil discharge port 25c decreases, the lubricating oil stored in the lubricating oil reservoir 35 is transferred to the shaft center oil passage 14a. It can be refluxed. As a result, the lubricating oil can be stably supplied to the railway vehicle drive unit 12.

  Further, by changing the amount of lubricating oil returning to the shaft center oil passage 14a according to the rotational speed of the input side rotating member 14, it is possible to appropriately prevent the temperature rise of each part constituting the railway vehicle drive unit 12. it can. Specifically, the amount of lubricating oil returning to the shaft center oil passage 14a is increased during high speed rotation, and the amount of lubricating oil returning to the shaft center oil passage 14a is decreased during low speed rotation. As a result, the service life of the railway vehicle drive unit 12 can be extended.

  Further, if a lubricating device is provided in the lubricating oil reservoir 35, foreign matter such as wear powder can be removed from the lubricating oil discharged from the railway vehicle drive unit 12 and circulated, so that high lubricating performance can be achieved over a long period of time. Can be maintained.

  In the above embodiment, an example has been described in which the lubricating oil is uniformly supplied in the axial direction by providing the diameters of the plurality of lubricating oil supply ports 14b to 14e so as to increase sequentially from the circulating oil passage 34 side. However, the number of the lubricating oil supply ports 14e and 14c provided in the second position is not limited to this, and the number of the lubricating oil supply ports 14d and 14b provided in the first position is increased. May be supplied evenly in the axial direction.

  6-9 is sectional drawing at the time of cut | disconnecting the input side rotation member 14 in the direction perpendicular | vertical to an axial direction, Comprising: It is a figure which shows the lubricating oil supply ports 14b-14e. Referring to FIGS. 6 and 7, the number of lubricating oil supply ports 14d and 14b provided at the first position close to circulating oil passage 34 is one. 8 and 9, the number of lubricating oil supply ports 14e and 14c provided at the second position far from the circulating oil passage 34 is two. As a result, the lubricating oil can be uniformly supplied in the axial direction, and even the rolling bearings 32 and 30a located far from the circulating oil passage 34 can appropriately prevent the temperature rise.

  In the above-described embodiment, the lubricating oil supply ports 14b to 14e have been described with respect to the position where the eccentric member 16 is held and the vicinity of the rolling bearings 30a and 30b that support the input side rotating member 14. However, the present invention is not limited to this, and it may be provided only at the position where the eccentric member 16 is held, or only near the rolling bearings 30a, 30b that support the input side rotating member 14, depending on the supply state of the lubricating oil. Also good.

  Here, another embodiment in which the lubricating oil supply port is provided will be described. FIG. 10 is a view showing another embodiment in which a lubricating oil supply port is provided, and corresponds to FIG. Referring to FIG. 10, inner rings 32a and 33a of rolling bearings 32 and 33 are formed with flange portions 32e and 33e protruding radially outward at both axial ends. The lubricating oil supply ports 14f to 14i are positions where the eccentric member 16 is held, and are provided at axial positions where the flanges 32e and 33e of the inner rings 32a and 33a of the rolling bearings 32 and 33 are disposed. . The eccentric member 16 is provided with a through-hole 16d communicating with the lubricating oil supply ports 14f to 14i, and the lubricating oil supply port is provided in the flanges 32e and 33e of the inner rings 32a and 33a of the rolling bearings 32 and 33. Through holes 32f and 33f communicating with 14f to 14i are provided. The lubricating oil supply ports 14f to 14i are provided at positions different from the maximum eccentric positions of the first eccentric portion 16a and the second eccentric portion 16b by 180 °.

  Thereby, lubricating oil can be actively supplied into the inside of the rolling bearings 32 and 33 from the collar parts 32e and 33e. In particular, when the cages 32c and 33c are guided in the collar portions 32e and 33e of the inner rings 32a and 33a, the cages 32e and 33e are provided with the collar portions 32e and 33e, so that they are brought into contact with the cages 32c and 33c during high-speed rotation. It is possible to appropriately prevent seizure and the like.

  The through holes 16d, 32f, and 33f may be provided so as to extend from the lubricating oil supply ports 14e and 14b to the raceway surfaces of the inner rings 32a and 33a and the flanges 32e and 33e without providing the lubricating oil supply ports 14f to 14i. Good.

  Note that both the lubricating oil supply ports 14h and 14i may be provided so as to be directed in different directions without being provided at a position 180 ° different from the maximum eccentric position of the first eccentric portion 16a. By carrying out like this, lubricating oil can be supplied uniformly in the circumferential direction.

  In the above embodiment, two curved plates 17 and 18 are provided with a 180 ° phase change. However, the number of curved plates can be arbitrarily set. For example, when three curved plates are provided. May be provided by changing the phase by 120 °.

  Further, in the above embodiment, the example in which the eccentric member 16 having the eccentric portions 16a and 16b is fitted and fixed to the input side rotating member 14 is shown, but the outer diameter surface of the input side rotating member 14 is not limited thereto. Alternatively, the eccentric portions 16a and 16b may be directly formed.

  Further, the rolling bearings 26, 27, 30a, 30b, 32, and 33 in the above-described embodiment are not limited to the form shown in FIG. 1, and are, for example, a plain bearing, a cylindrical roller bearing, a tapered roller bearing, and a needle roller bearing. Spherical roller bearings, deep groove ball bearings, angular contact ball bearings, 3-point contact ball bearings, 4-point contact ball bearings, etc., whether the rolling element is a roller or a rolling bearing. Any bearing can be applied regardless of whether it is a double row or a single row.

  Moreover, although the inner pin bearings 19e and 20e and the outer pin bearing 21a in the above-described embodiment are sliding bearings, the present invention is not limited thereto, and rolling bearings may be employed. In this case, it is desirable to employ a needle roller bearing from the viewpoint of making it compact in the thickness direction.

  As mentioned above, although embodiment of this invention was described with reference to drawings, this invention is not limited to the thing of embodiment shown in figure. Various modifications and variations can be made to the illustrated embodiment within the same range or equivalent range as the present invention.

  The present invention is advantageously used for a railway vehicle drive unit.

  DESCRIPTION OF SYMBOLS 10 Rail vehicle wheel drive device, 11 wheel, 12 rail vehicle drive unit, 13 speed reducer housing, 14 input side rotation member, 14a axial oil passage, 14b, 14c, 14d, 14e, 14f, 14g, 14h, 14i Oil supply port, 15 deceleration mechanism, 16 eccentric member, 16a, 16b eccentric part, 17, 18 curved plate, 16c, 16d, 17a, 17b, 18a, 18b, 20b, 20f, 25a, 32d, 33d, 32f, 33f Hole, 17c, 18c Waveform, 17d, 18d Oil passage, 17e, 18e, 20a Lubricating oil holding space, 19, 20 Inner pin, 19a Large diameter portion, 19b, 19c Small diameter portion, 19d Guide portion, 21 Outer pin, 19e, 20e, 21a Bearing, 22, 23 Counterweight, 24, 25 Carrier, 24a, 24b, 25b Hole 25c Lubricating oil outlet, 26, 27 Axle bearing, 26a, 27a Inner ring, 26b, 27b Outer ring, 26c, 27c, 32b, 33b Tapered roller, 26d, 27d, 32c, 33c Cage, 28, 29, 31 Sealing member, 30a, 30b, 32, 33 Rolling bearing, 32a, 33a Inner ring member, 32e, 33e collar part, 34 circulating oil passage, 35 lubricating oil storage part, 36 outer ring, 37 nut.

Claims (15)

A drive unit that rotationally drives wheels of a railway vehicle,
A reduction gear housing that is held on the inner diameter surface of the wheel and rotates integrally with the wheel;
An input side rotating member connected to the driving source;
A speed reduction mechanism for decelerating the rotation of the input side rotation member and transmitting it to the speed reducer housing;
A fixing member disposed inside the reduction gear housing and connected and fixed to the vehicle body;
A lubricating oil circulation mechanism for lubricating the lubricating oil in the drive unit;
The lubricating oil circulation mechanism is
An axial oil passage extending in the axial direction inside the input side rotation member;
A lubricating oil supply port extending from the axial center oil passage toward the outer diameter surface of the input side rotation member;
A lubricating oil outlet provided in the fixing member;
A railway vehicle drive unit, comprising: a circulation oil passage that connects the lubricant oil outlet and the shaft oil passage and returns the lubricant discharged from the lubricant oil outlet to the shaft oil passage. The input side rotating member has an eccentric part,
The speed reduction mechanism is held by the eccentric part so as to be relatively rotatable, and performs a revolving member centering on a rotation axis of the input side rotating member,
A rotation restricting member that inhibits the revolving motion while allowing the revolving motion of the revolving member;
The railway vehicle according to claim 1, further comprising: an outer periphery engaging member fixed to the speed reducer housing and engaged with an outer periphery of the revolution member to decelerate and rotate the speed reducer housing with respect to the input side rotation member. Drive unit.   The railway vehicle drive unit according to claim 2, wherein the lubricating oil supply port is provided in the eccentric portion.   The railway vehicle drive unit according to claim 2 or 3, wherein the lubricating oil supply port is provided at a position that is 180 ° different from a maximum eccentric position of the eccentric portion. The revolving member has a through hole,
The drive unit is
An inner ring member that is fitted to the outer diameter surface of the eccentric portion and has an inner raceway surface formed radially outward, an outer raceway surface that is formed on the inner diameter surface of the through hole of the revolving member, the inner raceway surface, and the A plurality of rollers disposed between the outer raceway surfaces, and a cage that holds a distance between adjacent rollers, and having an eccentric bearing that rotatably supports the revolving member with respect to the eccentric portion,
The railcar drive unit according to any one of claims 2 to 4, wherein the lubricating oil supply port is provided on a raceway surface of the inner ring member. The revolving member has a through hole,
The drive unit is
An inner ring member that is fitted to the outer diameter surface of the eccentric portion and has an inner raceway surface formed radially outward, an outer raceway surface that is formed on the inner diameter surface of the through hole of the revolving member, the inner raceway surface, and the A plurality of rollers disposed between the outer raceway surfaces, and a cage that holds a distance between adjacent rollers, and having an eccentric bearing that rotatably supports the revolving member with respect to the eccentric portion,
At the axial end portion of the inner ring member, a collar portion protruding outward in the radial direction is formed,
The railcar drive unit according to any one of claims 2 to 5, wherein the lubricating oil supply port is provided in the flange portion. The drive unit is
A spindle bearing that rotatably supports the input-side rotating member with respect to the fixed member;
The railway vehicle drive unit according to any one of claims 1 to 6, wherein the lubricating oil supply port is provided in the vicinity of the main shaft bearing in order to supply lubricating oil to the main shaft bearing.   The railway vehicle drive unit according to any one of claims 1 to 7, wherein the lubricating oil supply port is provided at a plurality of locations of the input-side rotating member so as to be directed in different directions. The shaft center oil passage supplies lubricating oil in the axial direction from the circulating oil passage side,
The railway vehicle drive unit according to any one of claims 1 to 8, wherein the lubricating oil supply port is provided at a plurality of locations of the input-side rotating member so that a diameter increases in order from the circulating oil passage side. The shaft center oil passage supplies lubricating oil in the axial direction from the circulating oil passage side,
The lubricating oil supply port is provided at a first position close to the circulating oil passage and a second position far from the circulating oil passage, and the lubricating oil supply port of the lubricating oil supply port provided at the second position is provided. The railway vehicle drive unit according to claim 1, wherein the number is greater than the number of the lubricating oil supply ports provided at the first position. The drive unit is
An inner ring fixed to an outer diameter surface of the fixing member; an outer ring fixed to an inner diameter surface of the reduction gear housing; and a plurality of tapered rollers disposed between the inner ring and the outer ring; An axle bearing rotatably supported with respect to the fixed member;
A sealing member that seals the inside of the reduction gear housing at a position facing the large-diameter end of the tapered roller between the reduction gear housing and the fixing member;
The railway vehicle drive unit according to any one of claims 1 to 10, wherein the lubricating oil discharge port is provided between the axle bearing and the sealing member.   The railway vehicle drive unit according to any one of claims 1 to 11, wherein the lubricating oil discharge port is disposed in a lower region of the fixing member.   The railway vehicle drive unit according to any one of claims 1 to 12, wherein the lubricating oil circulation mechanism further includes a pump for forcibly circulating the lubricating oil.   The railway vehicle drive unit according to any one of claims 1 to 13, wherein the lubricating oil circulation mechanism further includes a lubricating oil reservoir that temporarily stores the lubricating oil discharged from the lubricating oil discharge port.   The railway vehicle drive unit according to claim 14, wherein the lubricating oil circulation mechanism further includes a filtering device that filters the lubricating oil stored in the lubricating oil storage section.

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