JP2005262916A - Wheel for rolling stock - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To restrain noise generated in traveling without attaching a soundproof material. <P>SOLUTION: This wheel 11 for the rolling stock comprises a boss 12, a plate 13 and a rim 14. A structure for partially enhancing the rigidity of the plate 13 is provided. In the structure for partially enhancing the rigidity of the plate 13, the plate 13 is made to be thick continuously in the circumferential direction. Thereby, the noise caused by vibration of the plate can be effectively reduced in traveling, and peripheral environment or cabin environment can be improved. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a railway vehicle wheel, and more particularly to a railway vehicle wheel capable of reducing radiation noise from the wheel.

Noise generated when a railway vehicle is traveling is one of the highest priority issues to be solved for the surrounding environment, and one of the noises is noise generated by wheel vibration.
The noise generated by the vibration of the wheels includes (a) a so-called rolling sound generated during traveling in a straight section, and (b) a so-called creak generated by temporal changes in the force applied to the wheel when passing through the curved section. There is sound.

In order to reduce noise generated by such wheel vibration, conventionally, (1) a soundproof wheel provided with a soundproof material in which an elastic body and an additional mass are combined from the inner peripheral surface of the wheel to the plate portion, and (2 ) An elastic wheel has been proposed in which a wheel is divided into a tire part and a wheel center part, and an elastic body is interposed therebetween.
Japanese Utility Model Publication No. 57-144703 JP 60-80905 A

  However, the conventional soundproof wheel can reduce the squeak noise but cannot reduce the rolling noise. Moreover, although the conventional elastic wheel can reduce the rolling noise and the squeak noise, the structure is complicated and the number of manufacturing steps increases.

  The problem to be solved by the present invention is that, in the prior art, a railway vehicle wheel that can effectively suppress both rolling noise and squeaking noise generated from the wheel during traveling of the railway vehicle without attaching a soundproof material. There is no point.

  As a result of various studies on noise generated due to wheels during running of a railway vehicle, the inventors have found that noise generated by vibration of a thin plate portion in the wheels accounts for a large proportion. It was.

The railway vehicle wheel according to the present invention is made based on the above knowledge,
In order to effectively suppress the noise generated from the wheels of the railway vehicle during traveling without installing soundproofing materials,
In the railway vehicle wheel consisting of the boss, plate and rim,
The main feature is that the plate portion is provided with a structure for partially increasing rigidity.

  In this invention, “partial” includes both the circumferential direction and the radial direction of the wheel. Therefore, if it is partial in the radial direction, it may be continuous in the circumferential direction. Conversely, if it is partial in the circumferential direction, it may be continuous in the radial direction.

  In the present invention, as a structure for partially increasing the rigidity of the plate portion, it is conceivable to partially increase the thickness of the plate portion. And when making the thickness of a board part thick, it is desirable that the part which makes the thickness thick continues in the circumferential direction.

  By adopting such a configuration, the vibration of the wheel plate portion during traveling can be suppressed by the portion with increased rigidity, and the noise generated by the vibration of the plate portion can be effectively suppressed.

  FIG. 4 shows an example of an experiment conducted by the present inventors. 1500 Hz (FIG. 4 (a)) and 2500Hz (FIG. 4 (b)) close to the frequency generated due to the vibration of the plate portion. This shows a vibration mode in the out-of-plane direction of a railway vehicle wheel having a wheel outer diameter of 860 mm at a nearby natural frequency.

In FIG. 4, the front side of the drawing shows the flange surface of the wheel. Moreover, the part shown by the arrow in FIG. 4 is a vibration node in each natural vibration mode. In the experiment, since vibration acceleration is not measured on the inner peripheral side of the boss part, only the outer side from the position on the outer peripheral side of the boss is shown.
From FIG. 4, it is clear that the rim portion and boss portion of the wheel do not vibrate in the out-of-plane direction, and only the plate portion existing between the rim portion and the boss portion vibrates in the out-of-plane direction. As shown by the circles in FIG. 4, especially when the length of the plate portion in the radial direction is L, the vibration at the position on the outer peripheral side (rim side) from the boss portion of the plate portion is larger than L / 3. It can be seen that the part is a vibration belly.

  Therefore, in the railway vehicle wheel according to the present invention, the portion for increasing the rigidity is not particularly limited, but in order to effectively suppress the vibration, the portion for partially increasing the rigidity of the plate portion. However, when the length of the antinode of the vibration mode, that is, the length of the plate portion in the wheel radial direction is L, it can be seen that it is desirable to be provided on the outer peripheral side from L / 3 from the boss portion.

The vibration mode shown in FIG. 4 is obtained as follows.
When evaluating the vibration characteristics of a structure, the frequency characteristics are grasped by performing fast Fourier transform (hereinafter abbreviated as “FFT”) analysis of time data such as acceleration. Since the structure vibrates greatly at the natural frequency (also referred to as the resonance frequency), a peak can be seen at the frequency of the natural frequency by FFT analysis.

  However, since the excitation force itself has frequency characteristics, the amplitude of vibration changes when the frequency characteristics of the excitation force change. Therefore, the vibration characteristics are evaluated using the vibration response to a constant excitation force obtained by dividing the vibration response called a transfer function by the excitation force. Furthermore, when evaluating the vibration characteristics, not only the natural frequency but also the vibration mode (hereinafter, “natural vibration mode”) indicating which part vibrates at that frequency becomes a problem.

  Therefore, the present inventors hang the wheel 1 on the jig 2 as shown in FIG. 5 and vibrate the upper side of the tread surface 1b with the impact hammer 3 in the vertical direction, so that each part of the wheel 1 as the target structure is The vibration acceleration was measured with the accelerometer 4 (a total of 480 points including 48 points in the circumferential direction and 10 points in the radial direction shown in black in FIG. 5B), and the transfer functions between the vibration points were measured. The above vibration modes were experimentally obtained by an experimental modal analysis for obtaining natural vibration modes by superimposing these transfer functions. In addition, 1a in Fig.5 (a) shows a flange.

  In the railway vehicle wheel according to the present invention, the structure for increasing the rigidity of the plate portion not only partially increases the plate thickness, but also causes waves to be generated in the radial direction or circumferential direction of the plate portion. The structure may be different.

  In the experiments by the inventors, it has been found that the corrugated portion may have the same thickness as other plate portions, but it is more desirable to make the thickness about 10 to 20% thicker than other plate portions. When this corrugated structure is adopted, even if the thickness of the corrugated portion is increased, the weight ratio can be reduced compared to the case where the thickness of the plate portion is partially increased, so that the weight can be reduced.

  In the present invention, noise generated due to vibration of the plate portion during traveling can be effectively reduced, so that the surrounding environment and the vehicle interior environment can be improved. And in this invention, if it is set as the structure which waved in the radial direction or the circumferential direction, the weight reduction of a wheel will also be attained.

Hereinafter, the best mode for carrying out the present invention will be described with reference to FIGS.
1 and 2 are explanatory views showing a first example of a railway vehicle wheel according to the present invention.

  1 and 2, reference numeral 11 denotes a railcar wheel of the present invention having an outer diameter of 860 mm, for example, and is composed of a boss portion 12, a plate portion 13, and a rim portion 14 from the center side toward the outer periphery side. . In the present invention shown in FIG. 1, the rigidity increasing portion 15 having a thickened plate portion 13 is partially provided on the opposite side of the plate portion 13 of the wheel 11 from, for example, the flange 14 a formed on the rim portion 14. Provided.

  The rigidity increasing portion 15 may be provided at any position as long as the rigidity of the plate portion 13 can be partially increased. For example, in FIG. 2A, when the length in the wheel radial direction of the plate portion 13 is L, the length w in the wheel radial direction is 30 mm at a position on the outer peripheral side by 2L / 3 from the boss portion 12, The same thickness as that of the plate portion 13 is provided in an annular shape.

  Further, FIG. 2B shows a rigidity increasing portion 15 having a length w in the wheel radial direction L / 3 and a thickness equal to the thickness of the plate portion 13 at a position L / 3 from the boss portion 12 on the outer peripheral side. For example, three locations (each 30 °: θ1) are provided at an angle (θ2) of 90 ° in the circumferential direction.

  2 (c) shows the rigidity increasing portion 15 having the same wheel radial direction length and the same thickness as FIG. 2 (b) at four locations (each 30) at an angle (θ2) of 60 ° in the circumferential direction. °: θ1) provided.

FIG. 3 is an explanatory view showing a second example of the railway vehicle wheel of the present invention.
In the second example shown in FIG. 3, instead of the rigidity increasing portion 15, the length of the plate portion 13 in the radial direction of the wheel in the radial direction at a position on the outer peripheral side by L / 3 from the boss portion 12, for example. Shows a shape in which the wavy portion 13a having the same thickness as the plate portion 13 is formed in an annular shape by L / 3.
In addition, 14b in FIG.1 and FIG.3 shows a tread.

FIG. 6 shows a transfer function of the vibration acceleration of the plate portion when the railcar wheel 11 shown in FIG. 2 is hung on the jig 2 shown in FIG. 5 and the tread is struck with the impact hammer 3.
FIG. 6 shows a ratio when the acceleration response ratio is 1 in the case of a normal wheel in which the plate portion 13 is not provided with the rigidity increasing portion 15 and the wavy portion 13a.

  FIG. 6A shows the acceleration response in the out-of-plane direction of the wheel at a natural frequency near 1500 Hz, which is close to the frequency generated due to the vibration of the plate portion, and FIG. 6B shows the natural frequency near 2500 Hz. The acceleration response in the out-of-plane direction of the wheel is shown.

  As shown in FIG. 6, it is apparent that the railcar wheel 11 having the structure of the present invention has a vibration acceleration response of the plate portion smaller than that of a normal wheel and can effectively suppress vibration.

  As can be seen from FIG. 6, in the railway vehicle wheel 11 of the present invention having the above-described configuration, the vibration of the thin plate portion 13 can be effectively suppressed during traveling, and thus the vibration is caused by the vibration of the plate portion 13. Noise can be effectively suppressed.

The above example is merely an example, and the present invention is not limited to the above example, and it goes without saying that the embodiment may be appropriately changed within the scope of the technical idea described in each claim.
For example, the rigidity increasing portion 15 for suppressing the vibration of the plate portion 13 is not limited to one location in the radial direction of the wheel 11 as in the first example, and may be provided at two locations or more.

  Further, in the first example, the rigidity increasing portion 15 is provided only on the side opposite to the flange 14a of the plate portion 13 in the wheel 11, but the rigidity increase is provided on the flange 14a side of the plate portion 13 and further on both sides. The part 15 may be provided.

  Further, in the second example, the description has been given of the case where the wavy portion 13a is formed in an annular shape as shown in FIG. 2A, but the wavy portion 13a is partially formed as shown in FIGS. 2B and 2C. Things can be used. Further, the wavy portion 13 a may be thicker than the other plate portions 13.

  The present invention described above can be applied not only to noise reduction measures, but also to weight reduction of the entire wheel accompanying an increase in rigidity of the plate portion.

It is a longitudinal cross-sectional view which shows the upper half which shows the 1st example of the wheel for rail vehicles of this invention. It is the front view seen from the flange which shows the 1st example of the wheel for rail vehicles of the present invention from the opposite side, (a) provided the annular rigidity increase part, (b) is three places in the circumference direction, Part (c) is provided with a part with increased rigidity, and part (c) is provided with part with increased rigidity in the circumferential direction. It is a figure which shows the 2nd example of the wheel for rail vehicles of this invention, (a) is a longitudinal cross-sectional view which shows an upper half, (b) is the front view seen from the flange and the other side. An example of a vibration mode of a wheel for a railway vehicle having a wheel outer diameter of 860 mm, (a) is a vibration mode at a natural frequency near 1500 Hz, and (b) is a vibration mode at a natural frequency near 2500 Hz. It is. It is a figure explaining the outline | summary of an experimental modal analysis, (a) is a side view, (b) is a figure which shows an acceleration measurement point. (A) is an acceleration response in the out-of-plane direction of the wheel at a natural frequency near 1500 Hz, and (b) is a diagram showing an acceleration response in the out-of-plane direction of the wheel at a natural frequency near 2500 Hz.

Explanation of symbols

DESCRIPTION OF SYMBOLS 11 Wheel 12 Boss part 13 Board part 13a Wave part 14 Rim part 15 Rigidity increase part

Claims (5)

In the railway vehicle wheel consisting of the boss, plate and rim,
A railway vehicle wheel characterized in that the plate portion is provided with a structure for partially increasing rigidity. The structure for increasing the rigidity of the plate portion is
The railway vehicle wheel according to claim 1, which is performed by increasing the thickness of the plate portion.   The railway vehicle wheel according to claim 2, wherein a portion for increasing the thickness of the plate portion is continuous in a circumferential direction. The structure for increasing the rigidity of the plate portion is
The railway vehicle wheel according to claim 1, wherein a wave is struck in a radial direction or a circumferential direction of the plate portion. The portion for increasing the rigidity of the plate portion is provided on the outer peripheral side of L / 3 from the boss portion, where L is the length in the wheel radial direction of the plate portion. A wheel for a railway vehicle according to any one of the above.

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