JP2005331027A - Railway vehicle gear device and railway vehicle carriage - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce resonance of a bearing lid on a small gear side by vibration of a gear box generated by rotation caused by meshing of a large gear and a small gear.
In a railway vehicle gear device 3, the natural frequency of a bearing lid 3ca on the small gear 3aa side becomes larger than the meshing frequency of the large gear 3b and the small gear 3aa corresponding to the maximum vehicle speed of the railway vehicle. As described above, the rigidity of the plate portion of the bearing lid 3ca is increased.
[Effect] The vibration of the gear box and the noise caused by the vibration can be minimized as much as possible without changing the basic configuration of the gear unit for a railway vehicle and increasing the weight.
[Selection] Figure 1

Description

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

  In recent years, there has been a demand for higher speeds for railway vehicles. However, when high speeds are required, vehicle vibration increases, reducing noise around the route caused by vibrations, and even passengers It is necessary to deal with comfort improvement.

  As shown in FIG. 13, the railway vehicle transmits the torque generated by the motor 1 to the small gear shaft (also referred to as a pinion shaft) 3a of the gear device 3 via the flexible shaft coupling 2, and the small gear shaft 3a. 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.

  By the way, since the small gear 3a and the large gear 3b are constantly rotated by the torque generated by the motor 1 inside the gear device 3, the gear device 3 is constantly vibrated by the rotation. Examples of means for reducing generated vibration and noise include the following.

1) A gear box suspension device capable of preventing the suspension link from swinging with respect to the carriage frame suspension receiver for the purpose of preventing the gear suspension device from shaking.
JP-A-8-216877

2) A support device capable of imparting a shaft spring rigidity necessary for improving the riding comfort to the suspension device.
JP-A-10-6983

3) A gear device that improves the bearing structure and reduces vibrations and noise caused by the plowing motion caused by rattling due to the bearing gap at no load and light load.
JP 2001-336616 A

4) The displacement of the universal joint is reduced by reducing the distance from the bracket to the pinion shaft while reducing the distance of movement of the pinion shaft by making the support of the gear unit coincide with or very close to the axis of the pinion shaft. Gearbox support device that makes it difficult to transmit box vibration to the carriage frame.
JP 11-129898 A

  The purpose of any of these inventions is to reduce vibration of the bearing by reducing the rattling of the bearing, or to prevent transmission of the gear apparatus while allowing vibration of the gear apparatus.

  The problem to be solved is that with the vibration and noise reduction means in the conventional railway vehicle gear device, the vibration of the gear box generated by the meshing of the large gear and the small gear resonates with the bearing lid on the small gear side. However, no consideration has been given to the fact that the vibration and noise increase.

(About the meshing frequency of the large gear and the small gear and the reason why the bearing lid resonates)
The gear device targeted by the present invention is a rotating machine. When investigating the cause of a rotating machine, in many cases, the frequency component contained in the measured time history data is first investigated, and the relationship between the frequency and the rotational speed (rotation speed) is examined. Pay attention and organize and review the results.

  Therefore, first, the inventors examined a number of improvements for the purpose of reducing the vibration and noise of the gear device, conducted a rotation test, and organized the results. It was found to be specifically large. Hereinafter, the bearing lid which is the subject of the present invention will be described first.

  FIG. 1 is a diagram showing an example of a railway vehicle gear device, which is cited from Japanese Laid-Open Patent Publication No. 7-113659, which is a publicly known document. FIG. 1 shows an upper cover removed and a part thereof cut off. A large gear 3b fixed to the axle 4 and a small gear 3aa connected to a motor meshing with the large gear 3b are shown. It is accommodated in the gear box 3c.

  Although the gear box 3c does not have a mounting portion to the vehicle body, the small gear side and large gear side bearing lids 3ca and 3cb for housing the bearings 3d and 3e are attached to the gear box 3c by bolts. .

  As a result of the rotation test, the inventors have found that, among the bearing lids 3ca and 3cb, the acceleration is specifically increased with respect to the bearing lid 3ca on the small gear side having a cross-sectional shape as shown in FIG.

  FIG. 3 shows an example of the results obtained in the rotation test of the gear device. In FIG. 3, at the motor speed of a, the left-right vibration (thick solid line) of the bearing lid on the small gear side, and at the motor speed of b, vertical vibration (thin solid line) of the bearing lid on the small gear side is It is specifically higher than the vertical vibration (broken line) of the small gear shaft shown in FIG. The range indicated by c in FIG. 3 was found to be very close to the natural frequency of the bearing lid when converted from the rotational speed of the motor to the meshing frequency of the gear.

  When the knowledge obtained from the results of this rotation test is organized, the vibration frequency generated by the meshing of the gears is generally called the meshing frequency. It was possible to estimate that the specific acceleration vibration shown was obtained.

Here, the meshing frequency fG (Hz) can be obtained from the vehicle speed V (mm / min) by the following equation.
fG = (V / πD) · (n / 60)
However, D: Wheel diameter (mm)
n: Number of teeth of large gear

  Next, the inventors arranged the experimental results of the gear device that is the subject of the present invention. FIG. 4 shows a waterfall diagram. FIG. 4 is a diagram showing the relationship between the generated frequency, the magnitude of the amplitude, and the rotational speed of the motor.

  As can be seen from FIG. 4, the meshing frequency of the large gear and the small gear increases as the motor rotation speed increases, and the generated amplitude also increases. On the other hand, the natural frequency of the bearing lid on the small gear side does not fluctuate with respect to an increase in the rotational speed of the motor, and its amplitude is not related to the rotational speed of the motor, although there is an increase or decrease. It was.

  When FIG. 4 is applied during actual vehicle travel, the meshing frequency of the large gear and the small gear increases as the vehicle speed increases, that is, the motor speed increases. A resonance phenomenon occurs at a frequency (A part in FIG. 4) where the increased meshing frequency matches the natural frequency of the bearing lid on the small gear side, and the vibration of the gear box, that is, the gear device is maximized. The noise generated from this vibration is maximized.

  From the above, it can be seen that in order to reduce the vibration and noise of the gear device, it is necessary to avoid the frequency causing the resonance phenomenon in the vehicle traveling speed range. However, the gear unit vibration caused by the meshing frequency of the large gear and the small gear cannot be avoided. Therefore, another reason for reducing the gear unit vibration and noise is the natural frequency of the bearing lid on the small gear side. Therefore, it is necessary to avoid resonance phenomenon.

The railway vehicle gear device of the present invention is made based on the above-mentioned knowledge,
In order to reduce the vibration and noise of the gearbox as much as possible,
The main feature is that the bearing lid is configured such that the natural frequency of the bearing lid on the small gear side does not match the meshing frequency of the large gear and the small gear corresponding to the maximum vehicle speed of the railway vehicle. Yes.

  Since the resonance phenomenon occurs empirically in the range of ± 10% of the natural frequency, it is necessary to prevent the meshing frequency from matching the frequency in the range of ± 10% of the natural frequency. Therefore, in the present invention, the fact that the natural frequency of the bearing lid on the small gear side does not coincide with the meshing frequency means that the target meshing frequency does not overlap with the range of ± 10% of the natural frequency. To do.

  In the case of a railway vehicle gear unit, the meshing frequency increases as the speed increases, and the vibration and noise increase accordingly. Therefore, the meshing frequency corresponding to the maximum vehicle speed is the natural vibration of the bearing lid on the small gear side. It is most important to reduce vibration and noise not to overlap the number. Furthermore, if the natural frequency is made larger than the meshing frequency corresponding to the maximum vehicle speed of the railway vehicle, the meshing frequency corresponding to the entire range of the vehicle traveling speed and the natural frequency will not overlap. This is desirable because it can prevent vibration and noise. This is the railway vehicle gear device according to the second aspect of the present invention.

  Here, in the case of a railway vehicle gear device, the above-described meshing frequency varies depending on the wheel diameter. This means that the meshing frequency is different between the new product and the worn wheel. Generally, the wheel is worn and replaced when the wheel diameter is about 10% smaller than that of a new wheel, but the meshing frequency increases as the wheel diameter becomes smaller.

  Therefore, in order to prevent the meshing frequency from overlapping with the natural frequency of the bearing lid on the small gear side even when the wheel is worn, it is 10% higher than the meshing frequency corresponding to the maximum vehicle speed of the railway vehicle in the new product. It is more desirable to use a bearing lid that does not match the high frequency with the natural frequency.

(Regarding the natural frequency of the bearing lid on the small gear side)
The small gear side bearing lid 3ca shown in FIG. 2 has a disk-like plate portion P. The plate thickness and diameter of the plate portion P differ depending on the gear device to be processed, but according to known literature (Watari thickness “mechanical vibration” Maruzen Co., Ltd., 1975), the natural frequency f of the disk is Can be obtained.
f = ω / 2π
However, ω = λns · a / R ² , a = h (E / 12ρ (1-σ ² )) ^1/2
Here, R: disc radius, h: plate thickness, E: Young's modulus, ρ: density, σ: Poisson's ratio, and λns is a coefficient determined by the vibration mode of the disc. For reference, the vibration mode is shown in FIG. 5 and the coefficient table is shown in Table 1 below from the above-mentioned known documents. In FIG. 5, n is the number of nodes in the diameter direction, and s is the number of nodes in the circumferential direction.

  In a general disk, the natural frequency is infinite. That is, λns can be obtained infinitely, but it is necessary that the minimum natural frequency does not fall within the resonance frequency range in the above-described bearing lid on the small gear side. From Table 1, the minimum natural frequency can be determined as λns = 10.17 from n = 0 and s = 1.

(How to change the resonance frequency)
In order to change the natural frequency of the bearing lid when the radius is determined from the relational expression for obtaining the natural frequency of the disc described above, (1) plate thickness (the natural frequency of the aforementioned disc is A means for changing (2) physical properties (E, ρ) of the plate portion can be considered.

  Of these, when changing the physical properties of the plate part of (2), the material will be changed, but since the bearing lid is a part that constitutes a railway vehicle part, reliability such as strength is considered. Then, it is not easy to change the material used conventionally. Therefore, as means used empirically, (3) means for changing the rigidity of the plate portion of the bearing lid can be considered.

In order to actually apply this means, it is possible not only to change the plate thickness shown in (1), but also to change the plate thickness (3 ′) by partially changing the plate thickness. .
By the way, when changing the natural frequency of the bearing lid, there are cases where the natural frequency is increased or decreased. In the present invention, when the natural frequency is decreased, (a) vehicle travel speed May coincide with the meshing frequency in the case of slow, and may resonate. (B) At an excessive speed that reaches the maximum vehicle speed, the meshing frequency of the large gear and the small gear may coincide with that of the small gear and may resonate. (C) There is a possibility that a problem in strength may occur. There are problems such as.

  Therefore, it is desirable to increase the natural frequency in order to change the natural frequency generated in the bearing lid. For this purpose, it is necessary to increase the rigidity of the plate part by increasing the plate thickness. This is the railway vehicle gear device according to the third aspect of the present invention.

  However, if the plate thickness of the plate portion is simply increased at that time, the weight of the bearing lid and further the weight of the drive device to which the bearing lid is attached increases, which is contrary to the demanded weight reduction of vehicle parts in recent years. As a result, the plate thickness of the plate portion of the bearing lid is partially increased, the projection portion is formed on the plate portion, or the reinforcing rib is provided on the plate portion to partially increase the rigidity of the plate portion. It is more desirable to raise it. This is the gear device for railway vehicles of the fourth and fifth aspects of the present invention.

  Needless to say, the portion that increases the thickness or increases the rigidity may be on the outside, ie, the box surface side, or on the inside, ie, the box inner surface side, as long as it is a plate portion of the bearing lid.

  In a railway vehicle bogie equipped with the above-described railway vehicle gear device according to the present invention, vibration and noise generated in the gear box are reduced without changing the basic configuration of the gear device and significantly increasing the weight. As a result, it is inevitably possible to reduce vibrations and noise without changing the basic structure of the carriage or significantly increasing the weight.

  According to the present invention, the vibration of the gear box and the noise caused by the vibration can be reduced as much as possible without changing the basic configuration of the gear device for railway vehicles and the significant increase in weight. The vibration and noise of the bogie are prevented without changing the basic configuration and a significant increase in weight, and it has a great effect on further improving the riding comfort of the railway vehicle and noise environment problems.

  Hereinafter, the form for implementing the gear apparatus for railway vehicles of this invention is demonstrated using FIGS. 6-10. In the following description, the bearing lid refers to a bearing lid on the small gear side.

  6 to 10 are views for explaining a bearing lid, which is a feature of the railway vehicle gear device of the present invention. In the example shown in FIG. 6, the overall thickness t of the plate portion P of the bearing lid 3ca is illustrated. The rigidity of the plate portion P is made higher than that of the prior art by making it thicker than the overall plate thickness t1 of the plate portion P in the conventional bearing lid 3ca shown by an imaginary line in FIG.

  Further, in the example shown in FIG. 7, a projection part Pa having a longitudinal cross-section is formed at the outer central portion of the plate portion P in the bearing lid 3 ca, and the example shown in FIG. 8 is a plate in the bearing lid 3 ca A protrusion Pb having a convex curved section is formed on the entire outer side of the portion P, and the rigidity of the plate portion P is made higher than before by these protrusions Pa and Pb. In addition, the magnitude | size of the protrusion part Pb may be formed in the outer center part of the board part P, and should just be selected as needed.

  Further, in the example shown in FIG. 9, a reinforcing rib Pc having a cross shape in a side view is provided on the outer side of the plate portion P in the bearing lid 3 ca. ing. The shape of the reinforcing ribs Pc is not limited to a cross shape in a side view as shown in FIG. 9, but may be a reinforcing rib having a shape as shown in FIG.

  The plate thickness t, the protrusions Pa and Pb, and the thickness of the reinforcing rib Pc do not depend on the height H from the mounting surface of the conventional bearing lid 3ca shown in FIG. Further, since the reduction of the vehicle weight is one means for increasing the speed of the railway in consideration of environmental problems, the material of the bearing lid is not limited to iron, and an aluminum alloy may be used.

  In the gear device according to the present invention described above, the vibration and noise generated in the gear box can be reduced without changing the basic configuration of the gear device and without increasing the weight as much as possible. Vibration and noise can be reduced without changing the basic structure of the carriage and without significantly increasing the weight.

  Hereinafter, in order to confirm the effect of the present invention, an excitation test was performed using the same type of gear device as that obtained by performing the above-described rotation test and obtaining the result of FIG. The vibration test was performed by a general method as shown in, for example, “Mode Analysis Handbook” (edited by the Mode Analysis Handbook Editorial Committee, Corona, 2000), which is a publicly known document. FIG. 11 shows an explanatory diagram thereof.

  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 with a force transducer 8a, and an output of the accelerometer 7 is obtained at the same time. Then, a frequency response function 10 or a transfer function is obtained from the excitation force of the hammer 8 and the vibration acceleration of the target structure 6 through an FFT (Fast Fourier Transform) analyzer 9, and the natural frequency of the target structure 6, and further the FFT. A mode modification diagram or the like is output from the output of the analyzer 9. Here, since the impulse given to the target structure by the hammer has a broadband frequency component, it is sufficient to evaluate the frequency response of the gearbox.

  A gear box equipped with a conventional bearing lid and the bearing lid of the present invention is prepared, an excitation test is performed according to the above-described excitation test method, and an acceleration response is measured for the bearing lid. Here, the gear box is hung with a wire at the point (hole) that seems to have the least influence on the vibration test, and the bearing lid mounting part on the large gear side is vibrated with an impact hammer, and the center position of the bearing lid The acceleration response of was measured.

  The result of the vibration test is shown in FIG. 12. When the product of the present invention is used (solid line), the resonance is within the range of 10% before and after the frequency at which the maximum acceleration is obtained when the conventional product is used (dashed line). The acceleration in the frequency range could be greatly reduced. The acceleration was 1.2% at the frequency at which the maximum acceleration was obtained when the conventional product was used.

  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 a figure explaining the basic composition of a gear device. It is explanatory drawing of a bearing lid. It is the figure which showed the result of the rotation test. It is a waterfall figure obtained from the result of a rotation test. It is a figure of the vibration mode shown by the well-known literature. BRIEF DESCRIPTION OF THE DRAWINGS It is the figure which showed what increased the board thickness by the small gear side bearing lid which is the characteristics of the gear apparatus for railway vehicles of this invention, (a) is a front view shown in a longitudinal section, (b) is from the side. FIG. It is a figure similar to FIG. 6 at the time of providing the protrusion part whose longitudinal section is flat form in the center of the board part of a bearing lid. It is a figure similar to FIG. 6 at the time of providing the protrusion part whose longitudinal cross-section is curved in the board part of a bearing lid. It is a figure similar to FIG. 6 at the time of providing a reinforcing rib in the board part of a bearing lid. (A) (b) is the figure which showed the other example of the reinforcing rib provided in the bearing lid by the side of the small gear which is the characteristics of the gear apparatus for railway vehicles of this invention. It is explanatory drawing of a vibration test. It is the figure which showed the result of the vibration test in comparison with the conventional product and the invention. It is explanatory drawing of a gear apparatus, a wheel shaft, and a motor.

Explanation of symbols

3 gear device 3aa small gear 3b large gear 3c gear box 3ca bearing lid P plate portion Pa, Pb protruding portion Pc reinforcing rib

Claims (6)

In a railway vehicle gear unit,
A railway vehicle characterized in that the bearing lid is configured so that the natural frequency of the bearing lid on the small gear side does not coincide with the meshing frequency of the large gear and the small gear corresponding to the maximum vehicle speed of the railway vehicle. Gear device.   The said cover is comprised so that the natural frequency of the said bearing cover may become larger than the meshing frequency of the large gear and the small gear corresponding to the maximum vehicle speed of the said rail vehicle. A gear device for railway vehicles. The bearing lid includes a disk-shaped plate portion, and a fixed portion for attaching to the gear box of the gear device on the outer peripheral portion of the plate portion,
The gear device for a railway vehicle according to claim 2, wherein the rigidity of the plate portion is increased.   The structure for increasing the rigidity of the plate portion increases the thickness of at least a part of the plate portion or forms a protruding portion on the plate portion. Gear device.   The gear structure for a railway vehicle according to claim 3, wherein the structure for increasing the rigidity of the plate portion is provided with a reinforcing rib on the plate portion. A railcar bogie comprising the railcar gear device according to any one of claims 1 to 6.

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