JP2019027564A - Railroad vehicle truck - Google Patents

Abstract

To provide a railroad vehicle truck that reliably reduces vibration and noise generated from a gear joint device comprised in the railroad vehicle truck.SOLUTION: A railroad vehicle truck comprises a gear joint device comprising a first external gear, a second external gear, a first internal gear engaged with the first external gear, and a second internal gear engaged with the second external gear. At least one of the first external gear and the second external gear comprises a lubricant holding part for holding a lubricant enclosed in the gear joint device.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a railcar bogie, and more particularly, to a railcar bogie equipped with a gear coupling device.

  In railcar carriages, the rotational force of the main motor transmitted to the wheels is generally determined by the gear coupling device provided on the rotation shaft of the main motor, the small gear connected to the gear coupling device, and the large gear meshing with the small gear. Via, it is transmitted to wheels fixed to the axle. At this time, the large gear is fixed to the axle.

  The main motor is directly fixed to a bogie frame constituting the bogie, but a wheel shaft made up of wheels and an axle is held on the bogie frame via a shaft box support device having a primary spring. For this reason, a relative displacement occurs between the main motor and the wheel shaft via the axle box support device. The gear coupling device is a device provided to absorb this relative displacement that occurs between the main motor and the wheel shaft.

  Patent Document 1 discloses a gear-type flexible shaft coupling for a railway vehicle that is intended to effectively suppress vibration and noise by further improving the sealing performance. Here, a pair of outer cylinders that are attached to the shaft ends of two axes opposed to each other on the same axis via a flange, and an internal gear provided on the inner peripheral surface of these outer cylinders, respectively. It consists of an inner cylinder forming a freely movable pair having meshing external gears, and a seal member attached between the outer cylinder forming the pair and the inner cylinder, and a fastening portion between the inner cylinders forming the pair is formed from the body portion of the inner cylinder. A structure that does not protrude is described.

JP 2003-343591 A

  The gear coupling device includes, for example, a pair of external gears that are provided coaxially with the rotation shaft of the main motor, and an outer cylinder that is coaxial with the pair of external gears and has an internal gear on the inner surface. The pair of external gears are included in the outer cylinder, and mesh with the internal gears on the inner surface of the outer cylinder. The pair of external gears is configured to absorb relative displacement generated between one external gear and the other external gear, and from the one external gear to the other through the internal gear (outer cylinder). Transmits rotational force to the external gear.

  The gear coupling device transmits the rotational force by rotating all the teeth of the external gear and the internal gear in mesh with each other, but the main motor is in a free-running state that does not generate torque, such as when the railway vehicle coasts. Then, a load (pressing force) does not act between the external gear and the internal gear. There is a gap due to backlash or tolerance between the external gear and the internal gear, but when no load is applied between the external gear and the internal gear, the outer cylinder having the internal gear is caused by this gap. There is a case where the external gear is displaced and eccentric. The same applies to the configuration of Patent Document 1.

  Since the eccentricity of the outer cylinder gives rotation imbalance (unbalance) to the outer cylinder, the gear coupling device vibrates and generates noise. As a result, individual propagating sound or transmitted sound is radiated into the vehicle of the railway vehicle, and passenger comfort may be impaired.

  In addition, the backlash of the gear coupling device, which is a backlash (gap) in the rotational direction, can be used to switch between power running where the torque acts on the main motor and braking where the main motor acts as an electric brake, and can be started and stopped with a small torque. When it repeats, there exists a tendency for a gear joint apparatus to generate | occur | produce a vibration and a noise. At this time, individual propagating sound or transmitted sound is radiated into the vehicle of the railway vehicle, and passenger comfort may be impaired. These problems cannot be solved sufficiently only by improving the sealing property as in the cited document 1.

  In view of the above problems, an object of the present invention is to provide a railway vehicle carriage that more reliably suppresses vibration and noise generated from a gear coupling device provided in the railway carriage carriage.

  In order to achieve the above object, one of the typical railcar bogies of the present invention includes a first external gear, a second external gear, a first internal gear meshing with the first external gear, and the second A railway vehicle carriage having a gear coupling device including a second internal gear meshing with an external gear, wherein the lubricant is sealed in at least one of the first external gear and the second external gear in the gear coupling device. It is characterized by comprising a lubricant holding part for holding the toner.

ADVANTAGE OF THE INVENTION According to this invention, the vibration and noise which generate | occur | produce from the gear coupling apparatus with which a railway vehicle trolley | bogie is provided in a railway vehicle trolley | bogie can be suppressed more reliably.
Problems, configurations, and effects other than those described above will be clarified by the following description of embodiments.

FIG. 1 is a plan view showing an embodiment of a railway vehicle carriage according to the present invention. FIG. 2 is a cross-sectional view taken along a rotation axis showing an example of a gear coupling device in a railway vehicle carriage according to the present invention. FIG. 3 is a schematic diagram (cross-sectional view of FIG. 2A-A) showing an example of meshing of the external gear and the internal gear of the gear coupling device for a railway vehicle carriage according to the present invention. FIG. 4 is a schematic diagram (a diagram corresponding to a cross section in FIG. 3B-B) showing a first embodiment of the railcar bogie of the present invention and having a configuration for holding grease at a tooth tip portion of an external gear. is there. FIG. 5 is a schematic diagram (a perspective view corresponding to part C in FIG. 2) of the gear coupling device according to the second embodiment of the railcar bogie of the present invention, in which an outer gear has an enclosure for holding grease. FIG. 6 is a schematic diagram of a section (corresponding to a section corresponding to FIGS. 3C-C) intersecting the tooth depth of an external gear having an enclosure for holding grease, showing a second embodiment of the railcar bogie of the present invention. . FIG. 7 is a schematic diagram of a gear coupling (a perspective view corresponding to part C in FIG. 2), showing a modification of the second embodiment of the railcar bogie of the present invention, and having an enclosure that holds grease on the external gear. . FIG. 8 is a schematic diagram of a gear joint (a perspective view corresponding to FIG. 2C) showing a third embodiment of the railcar bogie of the present invention and having a structure for holding grease at the tooth tip portion of the gear. FIG. 9 is a schematic diagram (a diagram corresponding to the cross section of FIG. 2A-A) showing a fourth embodiment of the railway vehicle bogie of the present invention and having a configuration for holding grease at the tooth tip portion of the external gear. .

  Hereinafter, embodiments for carrying out the present invention will be described with reference to the drawings. First, each direction for explanation is defined as follows. The longitudinal (rail) direction of the carriage is the X direction, the width (sleeper) direction of the carriage is the Y direction, and the height direction is the Z direction. Hereinafter, it may be simply referred to as an X direction, a Y direction, or a Z direction.

  FIG. 1 is a plan view showing an embodiment of a railway vehicle carriage according to the present invention. The carriage 1 includes a carriage frame including a pair of side beams 10 and a horizontal beam 12 and two wheel axes including an axle 16 on which wheels 14 and a large gear 28 are provided. Further, the trolley 1 is provided with two main motors 20 and two gear joint devices 22 corresponding to the respective wheel shafts.

  The side beams 10 are provided so that the two side beams 10 are spaced along the X direction on both sides of the carriage 1. The horizontal beam 12 connects the central portions of the two side beams 10 and is formed along the Y direction. The wheels 14 are respectively provided so as to roll on the rails 100 on both sides, and the wheels 14 on both sides are connected by an axle 16 between the central portions. At this time, the center of the wheel 14 and the center of the axle 16 coincide. Further, the axle 16 is provided with a large gear 28 between the wheels 14, and the large gear 28 is installed on the axle 16 in the vicinity of one wheel 14.

  A main motor 20 is fixed to the cross beam 12 forming the carriage frame. Here, the main motor shaft 36 which is the output shaft of the main motor 20 is disposed along the Y direction. The front end side of the main motor shaft 36 is connected to the gear coupling device 22. Further, on the side opposite to the main motor shaft 36 of the gear coupling device 22, a small gear shaft 38 projects along the Y direction, and the small gear 26 is provided on the small gear shaft 38. The small gear 26 meshes with the large gear 28. Here, the large gear 28 is a gear having a larger number of teeth than the small gear 26 and has a larger pitch circle diameter. Further, the gear device 24 may be configured by the small gear 26 and the large gear 28 and may be stored in, for example, a case.

  The power from the main motor 20 is sent to the gear coupling device 22 via the main motor shaft 36. The power from the gear coupling device 22 is output to the small gear 26 via the small gear shaft 38. The wheel 14 can be rotated together with the axle 16 by rotating the large gear 28 that meshes with the small gear 26.

  FIG. 2 is a cross-sectional view taken along a rotation axis showing an example of a gear coupling device in a railway vehicle carriage according to the present invention. The gear coupling device 22 includes outer cylindrical members 30, 30 'and external gear members 34, 34'.

  The outer cylinder member 30 is formed of a cylindrical member as a whole, and an inner gear 30a is provided in a certain range on the inner peripheral side, and a flange that protrudes to the outer peripheral side at an end in the Y direction of the outer cylindrical member 30 The connection part 30b of a shape is provided. The internal gear 30a is a gear whose teeth protrude inward (center side). The outer cylinder member 30 ′ has the same configuration as the outer cylinder member 30, and “′” is added to the reference numerals of the corresponding configurations. The outer cylinder member 30 and the outer cylinder member 30 'are arranged symmetrically, and the connecting portion 30b and the connecting portion 30b' are combined and connected with a bolt or the like to form one outer cylinder member.

  The external gear member 34 includes an external gear 34a on the outer peripheral side, and a spring insertion portion 34b is provided on one side along the rotation axis direction (Y direction) from the external gear 34a. The external gear 34a is a gear whose teeth protrude toward the outer peripheral side, and the number of teeth of the external gear 34a and the number of teeth of the internal gear 30a are set to be the same. The spring insertion portion 34 b is formed with an outer diameter smaller than the outer diameter of the external gear 34 a and is inserted inside the coil spring 40. Further, the external gear member 34 includes a shaft insertion hole 34 c that penetrates in the vicinity of the center along the rotation axis direction (Y direction) of the external gear member 34. The external gear member 34 ′ has the same configuration as the external gear member 34, and “′” is added to the reference numerals of the corresponding configurations. The external gear member 34 ′ and the external gear member 34 are arranged with the spring insertion portion 34 b side and the spring insertion portion 34 b ′ side facing each other.

  In the shaft insertion hole 34c of the external gear member 34, the tip end portion of the main motor shaft 36 is inserted and fitted from the opposite side of the spring insertion portion 34b. A taper portion is provided on the tip end side of the main motor shaft 36 and one end side (spring insertion portion 34b side) of the shaft insertion hole 34c to ensure the fitting of both. Further, the distal end portion of the small gear shaft 38 is inserted and fitted into the shaft insertion hole 34c 'of the external gear member 34' from the opposite side of the spring insertion portion 34b '. A tapered portion is provided on the distal end side of the small gear shaft 38 and one end side (spring insertion portion 34b 'side) of the shaft insertion hole 34c' to ensure the fitting of both.

  The external gear member 34 is disposed inside the outer cylinder member 30. At this time, the external gear 34 a of the external gear member 34 and the internal gear 30 a of the external cylinder member 30 are engaged with each other. Here, the tooth width of the internal gear 30a is formed larger than the tooth width of the external gear 34a, and even if the external gear member 34 moves to some extent along the rotation axis direction (Y direction), The internal gear 30a is configured so that the meshing can be continued. This relationship is the same for the external gear member 34 'and the outer cylinder member 30'. By the idle mechanism of the external gear member 34 and the external gear member 34 ', the relative displacement generated between the main motor 20 and the wheel shaft can be absorbed.

  The external gear member 34 and the external gear member 34 'may be connected by a coil spring 40 as necessary. The spring insertion portion 34b of the external gear member 34 and the spring insertion portion 34b 'of the external gear member 34' face each other, and both end sides of these coil springs 40 are inserted and connected. When the external gear member 34 and the external gear member 34 ′ move along the rotation axis direction (Y direction), they are separated or approached. At this time, an urging force acts on the coil spring 40, and the external gear member 34 and the external gear member 34 'try to return to their home positions.

  FIG. 3 is a schematic diagram (cross-sectional view of FIG. 2A-A) showing an example of meshing of the external gear and the internal gear of the gear coupling device for a railway vehicle carriage according to the present invention.

  Since the gear coupling device 22 is assembled in a state where lubricating grease (hereinafter referred to as grease) is sealed in the meshing portion of the external gear 34a (34a ′) and the internal gear 30a (30a ′), the external gear 34a (34a ′) Grease is filled in a gap (gap due to backlash, tolerance, etc.) between the internal gears 30a (30a ′). In addition, grease contains a lubricating oil (lubricant) with high viscosity, a polymer liquid, and a gel fluid.

  When the main motor 20 rotates, the rotational force is transmitted to the gear coupling device 22 via the main motor shaft 36. At this time, in the gear coupling device 22, the external gear member 34 rotates in the direction of arrow a in FIG. 3 together with the main motor shaft 36. Then, the rotational force is transmitted from the external gear 34a of the external gear member 34 to the internal gear 30a, and the outer cylinder member 30 rotates. Further, since the outer cylinder member 30 and the outer cylinder member 30 ′ are fixed, the outer cylinder member 30 ′ also rotates, and the rotational force thereof is external gear member via the meshing of the internal gear 30a ′ and the external gear 34a ′. 34 '. Further, it is transmitted to a small gear shaft 38 that rotates together with the external gear member 34 '. At this time, the grease sealed in the gear coupling device 22 lubricates the tooth contact surfaces of the external gear 34a (34a ') and the internal gear 30a (30a').

  Here, the grease sealed inside the gear coupling device 22 is caused by a centrifugal force between the external gear 34a (34a ′) and the internal gear 30a (30a ′) when the gear coupling device 22 rotates (see FIG. 3). ) Densely distributed. Since the densely distributed grease has high viscosity, it has an effect of suppressing vibration and noise caused by a gap (gap due to backlash, tolerance, etc.) between the external gear 34a (34a ′) and the internal gear 30a (30a ′). . And the effect which suppresses a vibration and noise can be improved more reliably by accompanying the structure shown in the following Examples 1 to 4.

Example 1
FIG. 4 is a schematic diagram (a diagram corresponding to a cross section in FIG. 3B-B) showing a first embodiment of the railcar bogie of the present invention and having a configuration for holding grease at a tooth tip portion of an external gear. is there.

  The gear coupling device 22 according to the first embodiment shown in FIG. 4 includes an elastic body attached to both side surfaces in the tooth width direction (Y direction) of the external gear 34a (34a ′) toward the internal gear 30a (30a ′). And a support portion 64 that supports the grease holding portion 62.

  The grease holding portion 62 is a plate-like elastic body formed of, for example, a rubber material, and the teeth of the internal gear 30a (30a ′) from both side surfaces in the tooth width direction (Y direction) of the external gear 34a (34a ′). It is formed up to the vicinity of the bottom 30c (30c ′). On the external gear 34 a (34 a ′) side of the grease holding portion 62, the support portion 64 is fixed along the both side surfaces of the external gear 34 a (34 a ′) toward the internal gear 30 a (30 a ′) side. On the other hand, on the internal gear 30a (30a ′) side of the grease holding portion 62, the end of the grease holding portion 62 is in contact with the surface of the tooth bottom portion 30c (30c ′) of the internal gear 30a (30a ′) or the tooth bottom portion 30c ( 30c ′) and is not fixed to the internal gear 30a (30a ′) side.

  By providing this configuration, when the external gear 34a (34a ′) and the internal gear 30a (30a ′) rotate, the grease 60 and the tooth tip 34d (34d ′) of the external gear 34a (34a ′) are caused by centrifugal force. The outer cylindrical member 30 (30 ') is pushed into a gap between the inner gear 30a (30a') and the tooth bottom portion 30c (30c '). Since the pushed-in grease 60 is also covered by the grease holding portion 62, the tooth tip portion 34d (34d ') of the external gear 34a (34a') and the tooth bottom portion 30c (30c ') of the internal gear 30a (30a'). Held between. Then, by providing the grease holding part 62 and the support part 64 on all the teeth of the external gear 34a (34a '), the grease 60 extends over the entire circumference and the tooth tip part 34d (34d) of the external gear 34a (34a'). ') And the gap between the tooth bottom portion 30c (30c') of the internal gear 30a (30a ').

  As described above, the grease 60 is held over the entire circumference in the gap between the tooth tip portion 34d (34d ') of the external gear 34a (34a') and the tooth bottom portion 30c (30c ') of the internal gear 30a (30a'). The relative eccentricity of the external gear 34a (34a ′) and the internal gear 30a (30a ′) of the outer cylinder member 30 (30 ′) is suppressed. Thus, the rotation shaft of the external gear 34a (34a ') and the rotation shaft of the internal gear 30a (30a'), that is, the rotation shaft of the outer cylinder member 30 (30 ') are maintained coaxially.

  As a result, even when the main motor 20 is in a free-running state (when the main motor 20 does not generate torque and continues to rotate with inertia), the external gear 34a (34a ') and the internal gear 30a (30a') Since the occurrence of relative displacement in the radial direction with respect to (outer cylinder member 30 (30 ′)) is suppressed, it is possible to suppress an increase in vibration and noise caused by the gear coupling device 22.

  As described above, in the first embodiment, the above-described highly viscous grease is densely distributed in the gap between the external gear 34a (34a ′) and the internal gear 30a (30a ′), and thus the external gear 34a (34a ′). And the effect of suppressing vibration and noise caused by the gap (backlash and tolerance) between the internal gear 30a (30a ').

(Example 2)
FIG. 5 is a schematic diagram (a perspective view corresponding to part C in FIG. 2) of the gear coupling device according to the second embodiment of the railcar bogie of the present invention, in which an outer gear has an enclosure for holding grease. FIG. 6 is a schematic diagram of a section (corresponding to a section corresponding to FIGS. 3C-C) intersecting the tooth depth of an external gear having an enclosure for holding grease, showing a second embodiment of the railcar bogie of the present invention. .

  As shown in FIG. 5, the gear coupling device 22 according to the second embodiment has a grease holding portion 72 for holding the grease 60 in the gap between the external gear 34 a (34 a ′) and the internal gear 30 a (30 a ′). Is provided. The grease holding part 72 made of an elastic body such as a rubber material includes a part 72a, a part 72b, a part 72c, and a part 72d. The part 72a is provided along the tooth width direction (Y direction) at the tooth tip part which is the top part of the tooth of the external gear 34a (34a '). The parts 72b are provided along the toothing direction (X direction in FIG. 5) at both ends in the tooth width direction (Y direction) of the external gear 34a (34a '). The portion 72c is provided along the tooth width direction (Y direction) at the tooth bottom of the external gear 34a (34a '). The parts 72d are provided along the rotation direction (Z direction in FIG. 5) of the external gear 34a (34a ') at both ends in the tooth width direction (Y direction) of the tooth bottom portion.

  The part 72a, the part 72b, the part 72c, and the part 72d have a quadrangular cross section and are integrally formed continuously. On both sides of the tooth width direction (Y direction) of the part 72a, the upper part of the part 72b is connected. The lower part of the part 72b is connected to the part 72d. A portion 72c is connected between the portions 72d on both sides in the tooth width direction (Y direction). As described above, by providing the grease holding portion 72 having a predetermined thickness along the vicinity of the side surface in the tooth width direction (Y direction) of the external gear 34a (34a ′), the grease 60 is retained between the portions. Can do. The grease holding portion 72 can be formed over the entire circumference of the external gear 34a (34a ').

  As shown in FIG. 6, in Example 2, the external gear 34a (34a ') has a form (crowning) that swells in the tooth thickness direction (Z direction in FIG. 5) at the center in the tooth width direction (Y direction). doing. In this case, the central portion in the tooth width direction (Y direction) is the apex 34e (34e '). Similarly, the internal gear 30a (30a ') also has a form that swells in the tooth thickness direction (Z direction in FIG. 5) with the central portion in the tooth width direction (Y direction) as a top portion 30e (30e'). Therefore, when the external gear 34a (34a ′) meshes with the internal gear 30a (30a ′), the top 34e (34e ′) of the external gear 34a (34a ′) and the top 30e (30e ′) of the internal gear 30a (30a ′). ) Contact, the portion 72b of the grease holding portion 72 is not crushed and worn out.

  With these configurations, when the external gear 34a (34a ′) and the internal gear 30a (30a ′) rotate, the grease 60 enclosed in the gear coupling device 22 is separated from the external gear 34a (34a ′) by centrifugal force. When pushed into the gap between the internal gear 30a (30a ′), the pushed-in grease is held in a range surrounded by the grease holding portion 72.

  For this reason, even if the main motor 20 is in a free-run state (when the main motor 20 does not generate torque and continues to rotate with inertia), the external gear 34a (34a ') and the internal gear 30a (30a') The state in which the gap 60 is filled with the grease 60 is maintained. Further, the occurrence of relative displacement in the radial direction between the external gear 34 a (34 a ′) and the internal gear 30 a (30 a ′) (outer cylinder member 30 (30 ′)) is suppressed. An increase in vibration and noise can be suppressed.

(Modification of Example 2)
FIG. 7 is a schematic diagram of a gear coupling (a perspective view corresponding to part C in FIG. 2), showing a modification of the second embodiment of the railcar bogie of the present invention, and having an enclosure that holds grease on the external gear. .

  The grease holding portion 72 ′ according to the modification of the second embodiment is configured using the portion 72a ′ and the portion 72c ′ in which the lengths of the portion 72a and the portion 72c are shortened with respect to the grease holding portion 72 of FIG. Yes. The other portions 72b ′ and 72d ′ of the grease holding portion 72 ′ have the same configuration as the portions 72b and 72d of the grease holding portion 72 in FIG. 5, but the lengths of the portions 72a ′ and 72c ′ are short. Therefore, the external gear 34a (34a ′) is configured to be located slightly inside the both ends of the tooth width direction (Y direction).

  Even with the grease holding portion 72 ′ having such a configuration, the same effect as the grease holding portion 72 shown in FIGS. 5 and 6 can be exhibited.

(Example 3)
FIG. 8 is a schematic diagram of a gear joint (a perspective view corresponding to part C in FIG. 2) showing a third embodiment of the railcar bogie of the present invention and having a structure for holding grease at the tooth tip portion of the gear. .

  In the third embodiment, the grease holding portion 82 having a predetermined thickness made of an annular elastic body is provided on the tooth tip portion 34d (34d ') of the external gear 34a (34a'). The grease holding portion 82 is provided in the tooth tip portion 34d (34d ') of the external gear 34a (34a') along the tooth width direction (Y direction). The grease holding portion 82 is formed with an annular opening in the outer peripheral direction, and the grease 60 can be held inside the annular shape.

  With these configurations, when the external gear 34a (34a ′) and the internal gear 30a (30a ′) rotate, the grease 60 enclosed in the gear coupling device 22 is located at the center of the annular grease holding portion 82 by centrifugal force. Since they are collected and held in the recesses, the rotation shaft of the outer cylinder member 30 and the rotation shaft of the external gear 34a (34a ′) are maintained coaxially without being eccentric.

  Therefore, even when the main motor 20 is in a free-run state (when the main motor 20 does not generate torque and continues to rotate with inertia), the external gear 34a (34a ') and the internal gear 30a (30a') The state in which the gap 60 is filled with the grease 60 is maintained. For this reason, the occurrence of a relative displacement in the radial direction between the external gear 34a (34a ′) and the internal gear 30a (30a ′) (the outer cylinder member 30 (30 ′)) is suppressed, which is attributed to the gear coupling device 22. It is possible to suppress an increase in vibration and noise.

Example 4
FIG. 9 is a schematic diagram (a diagram corresponding to the cross section of FIG. 2A-A) showing a fourth embodiment of the railway vehicle bogie of the present invention and having a configuration for holding grease at the tooth tip portion of the external gear. .

  In the third embodiment, the groove portion 95 is formed to extend in the tooth width direction (Y direction) on the tooth tip portion 34d (34d ′) of the external gear 34a (34a ′) and is recessed toward the center of the external gear 34a (34a ′). Is formed. The groove 95 is provided with a grease holding portion 92 having a recess 92a formed at the center. The grease holding portion 92 protrudes to the outer peripheral side from the tooth tip portion 34d (34d ') and is formed along the tooth width direction (Y direction). And the dent 92a of the grease holding | maintenance part 92 is opened in the outer peripheral direction. The grease holding portion 92 can be formed of an elastic body.

  With these configurations, when the external gear 34a (34a ′) and the internal gear 30a (30a ′) rotate, the grease 60 enclosed in the gear coupling device 22 is in the central portion of the box-shaped grease holding portion 92 by centrifugal force. Since they are collected and held in the recess 92a, the rotation shaft of the outer cylinder member 30 and the rotation shaft of the external gear 34a (34a ′) are maintained coaxially without being eccentric.

  Therefore, even when the main motor 20 is in a free-run state (when the main motor 20 does not generate torque and continues to rotate with inertia), the external gear 34a (34a ') and the internal gear 30a (30a') The state in which the gap 60 is filled with the grease 60 is maintained. For this reason, the occurrence of a relative displacement in the radial direction between the external gear 34a (34a ′) and the internal gear 30a (30a ′) (the outer cylinder member 30 (30 ′)) is suppressed, which is attributed to the gear coupling device 22. It is possible to suppress an increase in vibration and noise.

  The grease holding portions 62, 72, 72 ′, 82, and 92 shown in the first to fourth embodiments may use oil-resistant rubber that can suppress deterioration due to the grease 60, or may be configured by an engineering plastic. Good. Further, the grease holding portions 62, 72, 72 ′ are made of a metal member that can follow backlash between the external gear 34a (34a ′) and the internal gear 30a (30a ′) or a metal member having a hollow portion. , 82, 92 may be configured.

  Furthermore, the grease holding portions 62, 72, 72 ′, 82, and 92 may be made of a composite material having lubricity, and the longitudinal direction of the grease holding portions 62, 72, 72 ′, 82, and 92 (for example, the tooth width) Direction (Y direction)) and the bending direction are made of an anisotropic composite material having a high elastic modulus and a low elastic modulus in the direction compressed by the external gear 34a (34a ') and the internal gear 30a (30a'). May be. In this case, the elastic modulus is higher in the longitudinal direction and the bending direction than in the compression direction. Further, the grease holding portions 62, 72, 72 ', 82, 92 may be baked and bonded to the external gear.

  In addition, this invention is not limited to an above-described Example, Various modifications are included. For example, the above-described embodiments have been described in detail for easy understanding of the present invention, and are not necessarily limited to those having all the configurations described. Further, a part of the configuration of one embodiment can be replaced with the configuration of another embodiment, and the configuration of another embodiment can be added to the configuration of one embodiment. Further, it is possible to add, delete, and replace other configurations for a part of the configuration of each embodiment.

  For example, the grease holding portions 62, 72, 72 ′, 82, and 92 can be configured as both the external gear 34a and the external gear 34a ′, but a certain effect can be obtained even if formed on either one. Is possible.

  Further, the grease 60 is not limited to grease, and can be applied to the present invention as long as it is a lubricant having a necessary viscosity. At this time, the grease holding portions 62, 72, 72 ', 82, and 92 can be applied as lubricant holding portions.

DESCRIPTION OF SYMBOLS 1 ... Carriage, 10 ... Side beam, 12 ... Cross beam, 14 ... Wheel, 16 ... Axle, 20 ... Main motor, 22 ... Gear joint device, 24 ... Gear device, 26 ... Small gear, 28 ... Large gear, 30 ... Out Cylindrical member, 30a ... internal gear, 30b ... connecting portion, 30c ... tooth bottom, 30e ... top, 30 '... outer cylindrical member, 30a' ... internal gear, 30b '... connecting portion, 30c' ... tooth bottom, 30e '... Top part, 34 ... external gear member, 34a ... external gear, 34b ... spring insertion part, 34c ... shaft insertion hole, 34d ... tooth tip part, 34e ... top part, 34 '... external gear member, 34a' ... external gear, 34b ' ... spring insertion part, 34c '... shaft insertion hole, 34d' ... tooth tip part, 34e '... top part, 36 ... main motor shaft, 38 ... small gear shaft, 40 ... coil spring, 60 ... grease, 62 ... grease holding part, 64 ... support part, 72 ... grease holding part, 72a ... part, 72b ... part 72c ... part, 72d ... sites, 72 '... grease holding portion, 82 ... grease holding portion, 92 ... grease holding portion, 92a ... recess, 95 ... groove, 100 ... rail

Claims (10)

A railway vehicle bogie having a gear coupling device comprising a first external gear, a second external gear, a first internal gear meshing with the first external gear, and a second internal gear meshing with the second external gear. And
A railcar bogie characterized in that a lubricant holding portion for holding a lubricant sealed in the gear coupling device is provided in at least one of the first external gear and the second external gear.   The lubricant holding portion includes an elastic body formed from both side surfaces in the tooth width direction of the first external gear toward the first internal gear, and the second surface from both side surfaces in the tooth width direction of the second external gear. The bogie for a railway vehicle according to claim 1, wherein the bogie is formed of at least one of elastic bodies formed toward the internal gear.   The lubricant holding part is formed of an elastic body formed with a predetermined thickness along a vicinity of a side surface in a tooth width direction on at least one of the first external gear and the second external gear. Item 2. The railcar bogie according to item 1.   The lubricant holding portion is formed by an annular elastic body formed at a predetermined thickness and opened in an outer peripheral direction at at least one tooth tip portion of the first external gear and the second external gear. The carriage for a railway vehicle according to claim 1.   The said lubricant holding | maintenance part is formed in the at least one tooth tip part of a said 1st external gear and a said 2nd external gear by the member by which the dent was formed in the center. A railcar bogie.   The railcar carriage according to any one of claims 1 to 5, wherein the lubricant holding portion is made of oil-resistant rubber or engineering plastic.   The railcar carriage according to any one of claims 1 to 5, wherein the lubricant holding portion is formed of a metal member or a metal member having a hollow portion.   2. The lubricant holding part is made of a composite material having lubricity or an anisotropic composite material having a high elastic modulus in a bending direction and a low elastic modulus in a longitudinal direction and a compressing direction. The bogie for rail vehicles according to any one of claims 5 to 6.   The railway vehicle carriage according to any one of claims 1 to 8, wherein the lubricant is grease.   The railway vehicle carriage according to any one of claims 1 to 9, wherein the first internal gear and the second internal gear are formed inside one outer cylinder member.