JP4952362B2 - Railway vehicle gear system - Google Patents

Description

  The present invention relates to a railway vehicle gear device capable of reducing noise generated by meshing of helical gears when torque is transmitted.

  As shown in FIG. 9, the parallel cardan drive type railway vehicle transmits torque generated by the motor 1 to the axle 4 via the flexible shaft coupling 2 and the gear device 3, and rotates the wheel 5 attached to the axle 4. To drive.

  In this gear device 3, a small gear 3aa formed on a small gear shaft 3a connected to the flexible shaft joint 2 and a large gear 3b integrally attached to the axle 4 mesh with each other to transmit the torque. At that time, the small gear 3a and the large gear 3b are continuously meshed and rotating.

  Therefore, it is important to reduce the vibration excitation force generated when the small gear 3a and the large gear 3b are engaged with each other and rotating, and this is especially true in the recent increase in the speed of railway vehicles.

For example, Patent Documents 1 to 3 are disclosed as techniques for achieving low vibration and low noise by reducing the vibration excitation force generated when the helical gears mesh.
Among these, Patent Document 1 discloses that the tooth shape differs depending on the position of the tooth trace direction in the curved surface continuous from the meshing start portion on the tooth surface to the involute curved surface, and the amount of modification of the meshing start portion in the tooth surface normal direction is at least during gear meshing. The bias is corrected to be the amount of deflection.
JP-A-8-285048

Further, Patent Document 2 meshes the tooth surfaces other than the complete contact line region that is an integral multiple of the tooth width direction contact line pitch left on the tooth surface from the complete contact line region to the complete contact line region. The end portions are formed by continuous curved surfaces, and three-dimensional bias correction is performed on both curved surfaces with different tooth profile shapes depending on the position of the tooth trace direction.
JP-A-10-89442

Further, Patent Document 3 corrects misalignment at the time of disposing a gear into a pressure angle error and a torsion angle error of a tooth surface, or adds a bias correction in consideration of a manufacturing error.
JP-A-8-197332

  The techniques disclosed in Patent Document 1 and Patent Document 2 are effective for gears that transmit a constant output with a relatively long tooth width, such as marine reducers. However, the effect cannot be obtained for a gear whose tooth width is as short as 100 mm or less and whose use output constantly fluctuates as in the railway vehicle targeted by the present invention.

  In addition, since the amount of modification cannot be determined for railways where the misalignment during operation and the structure of the bearing cannot be grasped, it is not possible to apply the technique disclosed in Patent Document 3 in the railway vehicle targeted by the present invention. Can not.

  The problem to be solved by the present invention is that the conventional technology for reducing the noise generated when the helical gears mesh is not effective even when applied to a gear device for a railway vehicle. It is a point that it cannot apply to a gear apparatus.

The gear device for a railway vehicle of the present invention is
In order to reduce the noise of railway vehicle gears,
1) A parallel cardan drive type railway vehicle gear device having a pair of helical gears having gear specifications with a module of 5 to 7, a pressure angle of 20 to 28 °, and a torsion angle of 15 to 40 °. There,
In the effective meshing range of the tooth surface of the helical gear,
Apply a crowning of 5 to 20 μm in the meshing contact line direction of the tooth surface,
Or a meshing contact line direction of the crowning of the retaining clips, as the maximum bias modification of after adding crowning for the addendum-dedendum modification and tooth trace modification is 10 to 40 [mu] m, was subjected to modification on the tooth surface point,
Or
2) A gear device for a railway vehicle equipped with a helical gear, or a pair of helical gears having a gear specification having a module of 5 to 7, a pressure angle of 20 to 28 °, and a torsion angle of 15 to 40 °. A parallel cardan drive type gear device for a railway vehicle equipped with gears,
In the effective meshing range of the tooth surface of the helical gear,
Apply a crowning of 5 to 20 μm in the meshing contact line direction of the tooth surface,
In addition , the gear specifications are adjusted so that the specification mesh rate is 2.4 to 2.8, and the ratio of the contact length of the tooth contact surface to the diagonal length of the working plane is 0.6 to 0.95. The tooth surface has been modified so that
Is the most important feature.

  In the railway vehicle carriage equipped with the above-described railway vehicle gear device according to the present invention, the fluctuation of the vibration excitation force can be reduced even if the torque changes, and the maximum value of the vibration excitation force can be reduced. As a result, the noise of the railcar bogie can be reduced.

  In the present invention, the “effective meshing range of tooth surfaces” refers to a range excluding a relief portion called a relieving provided in the tooth trace direction in order to prevent a piece contact caused by a gear mounting error or misalignment.

  According to the present invention, when torque is transmitted by a helical gear, even if the torque varies, the fluctuation of the vibration excitation force is small and the generated vibration excitation force can be reduced. Noise generated from a railway vehicle carriage equipped with a gear device can be effectively reduced.

  Hereinafter, the best mode for carrying out the present invention will be described with reference to FIGS. 1 to 8 together with a new idea for completing the present invention and the background from the idea to solving the problem.

  As the speed of a railway vehicle increases, the quietness of the vehicle is required, and the inventors have developed a conventional helical gear having a tooth width of 70 mm, a module of 6, a pressure angle of 26 °, and a twist angle of 20 °. The relationship between the motor torque and the vibration excitation force was investigated using the gear device used (the gear ratio between the small gear and the large gear is 2.79, and the specification meshing ratio is 2.6).

  Note that the conventional helical gear used for the survey was only two-dimensionally modified in the tooth profile direction and the tooth trace direction. In the tooth profile direction, 25 μm at the tooth tip and root, and in the tooth trace direction. Used the thing which corrected 70 micrometers for the relieving part 11, and 20 micrometers for the crowning part 12 (refer FIG. 10).

  The results of the survey are shown in FIG. In the case of a conventional gear device using helical gears (marked with ◆), there are two vibration excitation force peaks near the maximum speed cruise and near the maximum deceleration torque. It can be seen that the vibration excitation force decreases and the vibration excitation force fluctuates greatly. The vibration excitation force was greater than 1.5 kg / mm when the motor torque was 600 Nm or less and when it was 1700 Nm or more.

  In this way, in the conventional gear device of a railway vehicle using a helical gear with a large fluctuation range of the motor torque, the vibration excitation force greatly fluctuates due to the motor torque as shown in FIG. This is thought to be the cause of noise generated from the installed railcar carriage.

According to recent research results, it is said that the effect of tooth surface modification is closely related to the shape of the tooth contact surface, and various research examples have been published so far.
Therefore, the inventors pay attention to the vibration excitation force during the rotation of the helical gear that causes noise, and the ratio of the contact length of the tooth contact surface to the diagonal length of the working plane (hereinafter referred to as the contact length ratio). The relationship between the vibration excitation force and the vibration excitation force was analyzed by performing a tooth surface analysis simulation.

  The results are shown in FIGS. 3 shows the relationship between the tangential force and the vibration excitation force, FIG. 4 shows the relationship between the contact length ratio and the vibration excitation force, and FIG. 5 shows the relationship between the specification mesh rate and the vibration excitation force. It is. The inventors investigated by changing the crowning (5 to 20 μm) in the tooth surface meshing contact line direction and the maximum bias correction amount including crowning for tooth tip / tooth root correction and tooth muscle correction.

  From FIG. 3, in the range of 0 to 50 kg / mm of the tangential force acting on the tooth surface when torque is transmitted during running of the railway vehicle, the vibration excitation force when the maximum bias correction amount is 10 to 40 μm is 1.5 kg. It has been found that the level can be suppressed to a low level of / mm or less.

  Further, from FIG. 4, in the range of the contact length ratio of 0.6 to 0.95, if the crowning in the tooth surface meshing contact line direction is within the range of 5 to 20 μm, regardless of the maximum bias correction amount, The vibration excitation force showed a minimum value and was found to be 1 kg / mm or less. According to the analysis results of the inventors, this is established only when the specification mesh rate is in the range of 2.4 to 2.8 as shown in FIG. FIG. 5 shows the results when the bias correction amount is 10 to 20 μm.

The present invention has been made on the basis of the above investigation results by the inventors,
A gear device for a railway vehicle according to a first aspect of the present invention includes:
A gear device for a railway vehicle equipped with a helical gear,
In the effective meshing range of the tooth surface of the helical gear,
Apply a crowning of 5 to 20 μm in the meshing contact line direction of the tooth surface,
In addition, the tooth surface was modified so that the maximum bias correction amount after adding crowning in the meshing contact line direction and crowning for tooth tip / tooth root modification and tooth muscle modification was 10 to 40 μm. It is characterized by.

The second aspect of the present invention relates to a railway vehicle gear device.
A gear device for a railway vehicle equipped with a helical gear,
In the effective meshing range of the tooth surface of the helical gear,
Apply a crowning of 5 to 20 μm in the meshing contact line direction of the tooth surface,
In addition, the gear specifications are adjusted so that the specification mesh ratio is 2.4 to 2.8, and the ratio of the contact length of the tooth contact surface to the diagonal length of the working plane is 0.6 to 0.95. Thus, the tooth surface is modified.

  In the first and second aspects of the present invention, if relieving in the direction of the tooth traces is performed in the range of approximately 5% of both end portions of the tooth width to prevent one-side contact caused by gear mounting errors or misalignment, It is possible to reliably prevent the occurrence of tooth contact at the portion. The amount of relief is not particularly limited, but it is desirable to add 10 μm or more to the crowning amount. However, it is about 50 μm at the maximum due to restrictions on manufacturing equipment.

  In addition, as a gear device for a railway vehicle to which the present invention is applied, for example, a parallel cardan drive type, a pair of helical gears has a module of 5 to 7, a pressure angle of 20 to 28 °, and a twist. Those having gear specifications with angles of 15 to 40 ° are suitable.

  In these gears for railway vehicles according to the present invention, the crowning of 5 to 20 μm is applied in the meshing contact line direction of the tooth surface when the amount of crowning is outside the range of 5 to 20 μm. This is because it becomes louder and the noise becomes louder.

  In the railway vehicle gear device according to the first aspect of the present invention, the tooth surface is modified so that the maximum bias modification amount is 10 to 40 μm. This is because the noise becomes louder than 1.5 kg / mm.

  Incidentally, in order to confirm the effect of the present invention, the vibration excitation force is measured using the conventional gear device using the helical gear and the gear device of the present invention using the helical gear shown in FIG. The survey results are shown in FIG. 1, and the noise level survey results are shown in FIG.

  The conventional helical gear used for this investigation is the same helical gear as that in which the experiment of FIG. 1 was performed. Further, the helical gear shown in FIG. 6 has a crowning of 15 μm in the meshing contact line direction within the effective meshing tooth surface of the tooth surface excluding the relieving portion, 19 μm for tooth tip / tooth root modification, and for tooth trace modification. The maximum bias correction amount after the crowning of 10 μm is 15 μm, and the relieving in the tooth trace direction applied to the range of 3.5 mm from both ends of the tooth width is 20 μm.

  As shown in FIG. 1, in the case of the gear device of the present invention (marked with ●), unlike the gear device of the prior art (marked with ◆), the vibration excitation force can be reduced stably over the entire torque range. It can be seen that the fluctuation range of force can be reduced.

  From FIG. 7, it can be seen that in the case of the gear device of the present invention (solid line), the noise level can be suppressed to 85 dB C or less in any rotation range of 1000 to 6000 rpm. Moreover, compared with the conventional gear apparatus (broken line), the noise level could be reduced by about 5 to 10 dBC.

  Thus, in the present invention, the helical gear used for the gear device is not modified to a so-called bias-out (see FIG. 11) as in Patent Document 1 or Patent Document 2, but bias-in (FIG. 8). To improve the actual meshing rate. In addition, the hatched part in FIG. 8 and FIG.

  Therefore, in the gear device of the present invention and the railway vehicle carriage equipped with this gear device, the vibration excitation force can be reduced over a wide torque range, and fluctuations in the vibration excitation force can be suppressed, thereby reducing noise. I can plan.

  The present invention is not limited to the above example, and it goes without saying that the embodiments may be changed as appropriate within the scope of the technical idea described in each claim.

  For example, it may satisfy both the first invention and the second invention.

  The above technical idea of the present invention can be applied to any gear device, not limited to a gear device for a railway vehicle.

It is the figure which showed the relationship between the motor torque and the vibration excitation force of the gear apparatus using a helical gear. It is explanatory drawing of contact length ratio. It is a figure which shows the relationship between a tangential force and a vibration excitation force. It is a figure which shows the relationship between contact length ratio and a vibration excitation force. It is a figure which shows the relationship between the specification meshing rate and vibration excitation force in case the maximum bias correction amount is 10-20 micrometers. It is the figure which showed the tooth surface shape of the helical gear which gave the three-dimensional tooth surface modification used for this invention. It is the figure which compared the noise level of the gear apparatus of this invention, and the conventional gear apparatus. It is a figure explaining the correction of the bias-in which the gear apparatus of this invention employ | adopts. It is a figure explaining the basic composition of a gear device. It is the figure which showed the tooth surface shape of the helical gear which gave the conventional two-dimensional tooth surface modification. It is a figure explaining the correction of the bias-out disclosed by patent document 1,2.

Explanation of symbols

DESCRIPTION OF SYMBOLS 3 Gear apparatus 3aa Small gear 3b Large gear 11 Relieving part 12 Crowning part

Claims (4)

A parallel cardan drive type gear device for a railway vehicle equipped with a helical gear having a pair of gears having 5 to 7 modules, a pressure angle of 20 to 28 °, and a torsion angle of 15 to 40 °. ,
In the effective meshing range of the tooth surface of the helical gear,
Apply a crowning of 5 to 20 μm in the meshing contact line direction of the tooth surface,
In addition, the tooth surface was modified so that the maximum bias correction amount after adding crowning in the meshing contact line direction and crowning for tooth tip / tooth root modification and tooth muscle modification was 10 to 40 μm. A railway vehicle gear device characterized by the above. A gear device for a railway vehicle equipped with a helical gear,
In the effective meshing range of the tooth surface of the helical gear,
Apply a crowning of 5 to 20 μm in the meshing contact line direction of the tooth surface,
In addition, the gear specifications are adjusted so that the specification mesh ratio is 2.4 to 2.8, and the ratio of the contact length of the tooth contact surface to the diagonal length of the working plane is 0.6 to 0.95. A gear device for a railway vehicle, wherein the tooth surface is modified so that A parallel cardan drive type gear device for a railway vehicle equipped with a helical gear having a pair of gears having 5 to 7 modules, a pressure angle of 20 to 28 °, and a torsion angle of 15 to 40 °. ,
In the effective meshing range of the tooth surface of the helical gear,
Apply a crowning of 5 to 20 μm in the meshing contact line direction of the tooth surface,
In addition, the gear specifications are adjusted so that the specification mesh ratio is 2.4 to 2.8, and the ratio of the contact length of the tooth contact surface to the diagonal length of the working plane is 0.6 to 0.95. become such, railway vehicle gearing you characterized in that subjected to modification on the tooth surface. 4. Relieving in the direction of tooth traces is performed in a range of approximately 5% of both ends of the tooth width to prevent contact with one side caused by gear mounting errors or misalignment. Gear equipment for railway vehicles.

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