JP4882453B2 - Railway vehicle gear device and railway vehicle carriage - Google Patents

Description

  The present invention relates to a railway vehicle gear device capable of reducing vibration and noise of a gear box, and to a railway vehicle carriage equipped with the gear device.

  In recent years, even higher speeds have been demanded for railway vehicles, but when high speeds are demanded, vehicle vibration increases, so environmental problems such as noise reduction around the route caused by vibrations, Furthermore, there is a strong demand for measures to improve passenger comfort.

  As shown in FIG. 16, the railway vehicle transmits the torque generated by the motor 1 to the small gear shaft (also referred to as pinion shaft) 3a of the gear device 3 via the flexible shaft coupling 2, and the small gear shaft 3a receives the torque. It transmits to the wheel 5 attached to the axle 4 via the large gear 3b meshing with the formed small gear 3aa, and travels.

  In such a gear device 3, the small gear 3 a and the large gear 3 b are constantly rotated by the torque generated by the motor 1. Therefore, the rotation constantly vibrates, and the vibration is reduced. is important.

Examples of means for reducing vibration and noise generated in the gear device 3 include the following.
a) A low-vibration gear having a vibration-reducing recess formed on the side surface of a gear body having teeth formed on the outer periphery for the purpose of suppressing vibration propagation generated in the gear teeth and reducing vibration noise and resonance noise. .
Japanese Patent Laid-Open No. 9-26015

b) A gear for a speed reducer in which a weight portion is attached to a rim portion via an elastic support portion for the purpose of suppressing vibration of a web and a rib in a specific rotation speed range.
Japanese Patent Laid-Open No. 10-281259

c) An annular member attached to the side of the gear with a bolt for the purpose of reducing gear noise.
JP 2000-220726 A

  However, in the method disclosed in Patent Document 1, there is a concern that the flow of lubricating oil inside the gear box body is hindered by the vibration-suppressing recess, and a normal lubrication state cannot be maintained. In addition, there is a concern about strength reduction.

  In the methods disclosed in Patent Documents 2 and 3, the damping performance is deteriorated due to the secular change of the attached elastic support portion and the bolt, and the predetermined performance cannot be obtained. In addition, when the member attached during use of the gear device is removed, in the worst case, the function of the gear device itself is lost, so application to a railway vehicle should be avoided.

  The problem to be solved is that the vibration and noise reduction means for large gears in the conventional gear device has a problem when applied to a gear device for a railway vehicle.

The gear device for a railway vehicle of the present invention is
In order to reduce the vibration and noise of gears for railway vehicles,
Inherent frequency range corresponding to the regular vehicle speed range of the railway vehicle, the inherent deformation mode has a shape in which the rim and teeth of the large gear composed of the boss, plate, rim, and teeth undulate in the circumferential direction. The main feature is that the large gear is configured so that the frequency does not enter.

  In the gear device for a railway vehicle of the present invention, the configuration of the large gear for preventing the natural frequency of the large gear from entering the meshing frequency range corresponding to the normal vehicle speed range of the railway vehicle includes the rim portion of the large gear. Or what is necessary is just to increase the rigidity of a tooth | gear part or a rim | limb part, and a tooth part.

Then, of which, in order to increase the rigidity of the rim portion of the large gear, either by increasing the width of the rim portion of the large gear, it may be increased in the radial direction of the thickness of the rim portion of the large gear.

  In the railway vehicle bogie equipped with the above-described railway vehicle gear device according to the present invention, resonance of the large gear at the normal speed can be avoided, so that vibration and noise of the railway vehicle bogie can be reduced. Become.

  According to the present invention, since the natural frequency of the large gear used in the gear device for a railway vehicle can be outside the meshing frequency range of the normal speed range, resonance of the large gear at the normal speed can be avoided. As a result, the present invention is effective in reducing vibration and noise in a gear device and a railway vehicle carriage equipped with the gear device.

  Hereinafter, the best mode for carrying out the present invention will be described with reference to FIGS. 1 to 15 together with a new idea for completing the present invention and a background from the idea to solving a problem.

  As a result of various studies on the reduction of vibration and noise of the gear device by the inventors, it has been found that there is a range where the natural frequency of the large gear and the meshing frequency at the normal speed of the vehicle overlap with the meshing frequency of the gear. And in that speed range (hereinafter referred to as the normal vehicle speed range), it has been found that the vibration of the gear device becomes very large due to the resonance phenomenon, which not only affects the vibration but also adversely affects the noise.

First, the range where the natural frequency of the large gear and the meshing frequency of the vehicle normal speed overlap will be described.
FIG. 1 is an example in which the relationship between the frequency and acceleration is arranged by conducting a hit test of the large gear with the large gear attached to the axle in order to grasp the natural vibration characteristics of the large gear.

Here, the impact test uses the method described below.
FIG. 2 illustrates an excitation test quoted from “Mode Analysis Handbook” (edited by the Mode Analysis Handbook Editorial Committee, Corona, 2000), which is a well-known document.

  An accelerometer 7 is attached in advance to the acceleration evaluation point of the target structure 6, and an impulse is given to the target structure 6 by striking with a hammer 8 to which a force transducer 8a is attached, and the output of the accelerometer 7 is obtained at the same time. . Then, the frequency response function 10 is obtained through an FFT (Fast Fourier Transform) analyzer 9 from the excitation force of the hammer 8 and the vibration acceleration of the target structure 6, and the natural frequency of the target structure 6 is output simultaneously.

  The experimental response waveform shown in FIG. 1 is an example of the frequency response function 10 shown in FIG. It can be seen that the frequencies shown in FIGS. 1a and 1b correspond to the natural frequency at which the vibration of the large gear becomes excessive.

In general, the vibration frequency generated by the meshing of the gears is referred to as the meshing frequency, and the meshing frequency is expressed as fG (Hz). From the vehicle speed V (mm / min), the following equation can be obtained.
fG = (V / πD) × (n / 60)
Where D: Wheel diameter (mm)
n: Number of teeth of large gear

Next, FIG. 3 shows an example of the relationship between the vehicle running speed V and the meshing frequency fG.
The meshing frequency fG varies with the wheel diameter D, as is apparent from the above formula. In general, since a wheel used in a railway vehicle comes into contact with the rail while the vehicle is running, the wheel diameter D becomes small due to wear, and is replaced when the wheel diameter D becomes a certain value or less. A wheel that has reached this replacement time is called a wear limit wheel.

  The lines indicated by c and d in FIG. 3 indicate the vehicle traveling speed V when new wheels (new wheels) and wear-limited wheels are used for the meshing frequency fG, respectively. Since the wheel that has reached the wear limit has a smaller wheel diameter compared to the new wheel, the meshing frequency fG increases when the vehicle traveling speed V is the same.

The traveling speed V of the vehicle is determined by the vehicle performance and the track condition. The maximum speed indicated by e in FIG. 3 and the speed range g used in constant speed operation indicated by f are referred to as a normal vehicle speed range. Generally, the speed used in the constant speed operation indicated by f is assumed to be 80% or more of the maximum speed indicated by e.
The frequency range of the vehicle normal speed is a frequency range corresponding to the normal vehicle speed range indicated by g and is a range indicated by h in FIG.

  FIG. 4 is a view obtained by superimposing FIG. 1 and FIG. The range in which the natural frequency of the large gear and the meshing frequency fG of the vehicle normal speed overlap, which the inventors have found, is the frequency shown in FIG.

  When the natural frequency of the large gear overlaps with the normal vehicle speed range of the meshing frequency fG as described above, the vibration of the large gear increases due to the resonance phenomenon in the normal traveling state of the vehicle, and the vibration of the gear device increases. There is a problem that the noise emitted from the apparatus is increased.

  In order to avoid such vibration and noise problems, means for lowering the peak value of the frequency b can be considered. However, as long as the peak value exists in the frequency range, the resonance phenomenon is unavoidable. I can't say that.

  FIG. 4 also shows a as the natural frequency of the large gear, but these only pass when the vehicle accelerates or decelerates. Therefore, since the vehicle rarely travels at a constant speed, it is not a problem.

The present invention aims to reduce vibration and noise of a railway vehicle gear device and a carriage equipped with the gear device, and more specifically, to provide a large gear damping structure for realizing the same. In the meshing frequency range corresponding to the regular vehicle speed range of railway vehicles , the rim and teeth of a large gear composed of a boss, plate, rim, and teeth are undulated in the circumferential direction. The main feature is that the gear unit is configured using a large gear that does not include the natural frequency of the deformation mode .

Hereinafter, a structure for specifically realizing the above configuration of the present invention will be described.
Before describing the structure for specifically realizing the above-described configuration of the present invention, first, the names of each part of the gear device will be described based on FIG. 5 showing an example of a cross-sectional view of the gear device for a railway vehicle. FIG. 5 is quoted from Japanese Patent Laid-Open No. 10-196769, which is a known document.

  FIG. 5 is a view showing a cross-section of the main structure of the railway vehicle gear unit 1. A bearing cover 3d fixed to the gear box 3c is mounted with a bearing 3e and a shaft seal device 3f, and the bearing 3e rotates. A large gear 3b is fixed to an axle 4 that is freely supported.

FIG. 6 shows an enlarged view of the large gear 3b, which is the subject of the present invention, from FIG. 5. In FIG. 6, 3ba is a rim portion, 3bb is a plate portion, 3bc is a boss portion, and 3bd is a tooth. Indicates the part . Some general gears are perforated in the plate portion 3bb for weight reduction.

The inventors conducted a study based on the finite element method in order to study the deformation mode of the large gear.
FIG. 7 shows the outer shape of the target large gear 3b, and FIG. 8 shows the calculation result of the deformation mode generated at the natural frequency shown in FIG. 4b.

  From FIG. 8, it can be seen that the feature of the deformation mode generated at the natural frequency shown in FIG. 4b is that the rim portion and the tooth portion are wavy in the circumferential direction. Therefore, in order to make a large gear whose natural frequency does not enter the meshing frequency range corresponding to the regular vehicle speed range of a railway vehicle, a structure in which the large gear can suppress this mode deformation, that is, a rim portion and a tooth portion. It is sufficient to increase the rigidity of the conventional large gear.

For this purpose, such as either to increase the rigidity by increasing the width of the rim portion 3b a shown in FIG. 6, or to increase the rigidity by increasing the Trim portion 3ba of the thickness (radial length) Take measures.

  In order to confirm the effect of the railway vehicle gear device of the present invention using the above-mentioned large gear, the inventors have described the invention described below for the large gear from which the experimental results shown in FIG. 1 are obtained. A product was prototyped and a blow test was conducted.

  The large gear to be used varies depending on the target vehicle, the maximum traveling speed, or the maximum motor torque used for the bogie, but here, the following large gears were targeted.

(1) Basic specifications Standard values of modules shown in the official standard JIS B1701-2: 6
Standard pitch circle diameter: about 520mm
Number of teeth: 80

(2) Tooth width Although it changes with use conditions, since the tooth width of the gear used for a railway vehicle is generally in the range of 50 to 100 mm, it was set to 70 mm in this impact test.

(3) Thickness of rim portion (distance indicated by arrow 3ba in FIG. 6)
In accordance with publicly known literature (Akira Waguri, “Design and Production of Gears and Its Durability”, Yokendo, 1980), the rim thickness is 0.1 to 0. The design was made using a value of 4 times.

(4) Gear cross section The cross section shown in FIGS. 9 and 10 is used in order to suppress mode deformation of the rim portion shown in FIG.
9 shows that the rim portion 3ba is made thicker by extending it in the radial direction than the rim portion of the current large gear indicated by an imaginary line. The length of the rim portion 3ba is not limited and may cover the entire plate portion 3bb, but an appropriate value may be determined based on the weight constraint.

That shown in Figure 10, than the tooth width 3bda gear wheel the current indicated in phantom, in which stretched width 3baa rim portion 3ba axially. Although it may be intended to be teeth 3b d extended in the axial direction, as shown in FIG. 10, it is desirable that extended only rim portion 3ba from the teeth of the processing problems. Further, although there is no restriction on the extending distance in the width direction of the rim portion 3ba, an appropriate value may be determined based on the weight, the capacity of the gear box that houses the gear, the width, and the like.

  First, the eigenvalue analysis of the large gear shown in FIGS. 9 and 10 was performed by the finite element method, and the relationship between the frequency and the acceleration was arranged. At the same time, the volume was calculated from the analysis model used for the finite element method, converted to weight by multiplying the density, and the rate of weight increase from the current product was also calculated and organized simultaneously.

  Next, a large gear was produced from the results, and the improvement effect from the current product was confirmed by investigating the relationship between frequency and acceleration with the large gear attached to the axle.

1) Thickness of the rim portion extended in the radial direction (structure corresponding to FIG. 9)
11 and 12 show the relationship between the rate of increase in the rim thickness and the rate of increase in the natural frequency. Here, FIG. 11 shows the large gear shown in FIG. 9 with the rim portion extended in the radial direction with respect to the current product, and FIG. 12 shows nine holes with a diameter of 65 mm in the plate portion of the large gear shown in FIG. Then, the same evaluation was made. However, in general, the thickness of the rim portion may be a region from the tooth tip as shown in FIG. 6, but both FIGS. 10 and 11 are arranged by the distance from the tooth bottom.

  In addition, when the thickness of the rim portion is increased, the mass of the gear naturally increases. Since it is necessary to consider the mass when designing the gear device, FIGS. 11 and 12 also show the relationship between the thickness increase rate and the mass increase rate of the rim portion. Here, even if the desired natural frequency increase rate is obtained from the relationship shown in FIG. 11, if it is necessary to reduce the weight due to design mass constraints, the weight reduction may be considered from FIG. 12. From FIG. 11 and FIG. 12, it can be seen that even if the plate portion is perforated for the purpose of reducing the weight, the rate of increase of the natural frequency can be almost the same as that in the case of not perforating.

2) The width of the rim is extended in the gear axis direction (structure corresponding to FIG. 10)
13 and 14 show the relationship between the increase rate of the rim width and the increase rate of the natural frequency. Here, FIG. 13 shows the large gear shown in FIG. 10 in which the width of the rim portion is made larger than that of the current product, and FIG. 14 shows nine holes with a diameter of 60 mm in the plate portion of the large gear shown in FIG. The same evaluation was made above. However, as shown in FIG. 10, the distance L in the thickness direction of the rim portion 3ba was (reference pitch circle diameter Pa−diameter Da to the end surface of the rim portion) / 2.

In addition, when the width of the rim portion is increased, the mass of the rim portion naturally increases. Therefore, as in the case of the thickness of the rim portion, FIGS. 13 and 14 show the relationship between the rate of increase in the width of the rim portion and the rate of increase in mass. Also shown. Here, even if the desired natural frequency increase rate is obtained from the relationship shown in FIG. 13, if it is necessary to reduce the weight due to the design mass constraint, the weight reduction may be considered from FIG. 14. From FIG. 13 and FIG. 14, it can be seen that even if the plate portion is perforated for the purpose of reducing the weight, the rate of increase of the natural frequency can be almost the same as that in the case of not perforating.

3) the natural frequency increase rate of the desired method of shape improvement since they depend apply vehicles cord sources, have in the thickness of the rim portion by using the relationship shown in FIGS. 11 to 14 are selected width, appropriate It may be adjusted to a natural frequency. At this time, there is no restriction on the rate of increase in the thickness of the rim portion and the rate of increase in the width of the rim portion, and an appropriate value may be determined from the weight as the design specification, the capacity of the gear box that houses the large gear, the width, and the like.

4) As a result of producing a large gear with a rim portion increased in thickness by a ratio corresponding to A in FIG. 11 and performing a hitting test, a large gear having a rim portion increased in thickness corresponding to A in FIG. Then, the relationship between the frequency and the acceleration was arranged in the state of being attached to the axle, and further compared with the hit test result of the current product shown in FIG.

The result is shown in FIG. 15, and the natural frequency appearing at the frequency b shown in FIG. 1 is shifted to A in FIG. 15, and the effect of the present invention was confirmed.
Needless to say, the problem can be solved by using the same method for gears of other specifications.

  It goes without saying that the present invention is not limited to the above-described examples, and the embodiment may be appropriately changed within the scope of the technical idea described in each claim.

  The present invention described above can be applied to any gear device, not limited to a gear device for a railway vehicle.

It is the figure which showed an example of the impact test result of a large gear. It is explanatory drawing of the impact test shown by the well-known literature. It is a figure explaining the frequency range of the normal speed range of a vehicle. FIG. 4 is a diagram in which FIG. 1 and FIG. 3 are superimposed to explain that there is a range where the natural frequency of the large gear and the meshing frequency at the vehicle normal speed overlap with the meshing frequency of the gear. It is sectional drawing of the principal part of the gear apparatus shown by well-known literature. It is sectional drawing of the large gear shown by well-known literature. It is the perspective view which showed the shape of the large gear used for the finite element analysis. FIG. 6 is a mode modification diagram of the large gear at the natural frequency shown in FIG. It is sectional drawing explaining an example of the large gear shape which has the structure of this invention. It is sectional drawing explaining the other example of the large gear shape which has a structure of this invention. It is the figure which showed the relationship between the thickness increase rate of a rim | limb part, and the natural frequency increase rate in the example (what does not perforate | pierce a board part) shown in FIG. It is the figure which showed the relationship between the thickness increase rate of the rim | limb part, and the natural frequency increase rate in the example (what bore | pierced the hole in the board part) shown in FIG. It is the figure which showed the relationship between the increase rate of the width | variety of a rim | limb part, and the natural frequency increase rate in the example (what does not drill a hole in a board part) shown in FIG. It is the figure which showed the relationship between the increase rate of the width | variety of a rim | limb part, and the natural frequency increase rate in the example (what punched the hole in the board part) shown in FIG. It is the figure which showed the impact test result of the gear apparatus using the gear which has the characteristic of A shown in FIG. It is a figure explaining the basic composition of a gear device.

Explanation of symbols

3 gear device 3b large gear 3ba rim part
Width 3bd teeth of 3baa rim
3bda tooth width

Claims (6)

In a railway vehicle gear device that transmits torque generated by a motor to a small gear shaft through a flexible shaft joint, and transmits to a wheel attached to the axle via a large gear meshing with a small gear formed on the small gear shaft .
Inherent frequency range corresponding to the regular vehicle speed range of the railway vehicle, the inherent deformation mode has a shape in which the rim and teeth of the large gear composed of the boss, plate, rim, and teeth undulate in the circumferential direction. A gear device for a railway vehicle, characterized in that the large gear is configured so that the frequency does not enter.   By increasing the rigidity of the rim portion or the tooth portion of the large gear or the rim portion and the tooth portion, the natural frequency of the large gear is prevented from entering within the meshing frequency range corresponding to the normal vehicle speed range of the railway vehicle. The railway vehicle gear device according to claim 1. 3. The railway vehicle gear device according to claim 2, wherein the rigidity of the rim portion is increased by increasing the width of the rim portion of the large gear.   The gear device for a railway vehicle according to claim 2, wherein the rigidity of the rim portion is increased by increasing the thickness of the rim portion of the large gear in the radial direction. The railway vehicle gearing according to claim 1, holes in the plate portion of the large gear is characterized in that it is perforated. A railcar bogie comprising the railcar gear device according to any one of claims 1 to 5.