JP5225030B2 - Railway vehicle power converter and supporting structure thereof - Google Patents

Description

  The present invention relates to a support structure for supporting a railway vehicle power conversion device that converts electric power supplied from a pantograph into commercial power of 100 V or 200 V capable of driving electric equipment in the railway vehicle.

  This power conversion device for railway vehicles includes a power conversion unit composed of power semiconductor elements, a capacitor that removes harmonic components contained in the main circuit, and a high level that separates the input power source from the power conversion unit in an emergency. It consists of a speed breaker and is housed in a box installed under the vehicle floor. Therefore, the vibration of the power conversion device for railway vehicles is transmitted to the inside of the vehicle, and there is a risk of giving passengers discomfort.

  In view of this situation, an anti-vibration elastic body is disposed between the joist that is installed on the floor board for the outside of the vehicle on which the power conversion device for a railway vehicle is installed and supports the inside floor board, and the inside floor board. There has been proposed a support structure for a railway vehicle power converter that reduces vibration propagating from the railway vehicle power converter to the vehicle interior floor board via the vehicle exterior floor board and the joist side (for example, Patent Documents 1 and 2). reference).

Japanese Patent Laid-Open No. 10-152049 Japanese Patent Laid-Open No. 10-329711

  However, in the conventional support structure for a railway vehicle power converter, the elastic body for vibration isolation is simply interposed between the vehicle interior floor board and the joist, so the joist side vibrates greatly due to the vibration of the vehicle accompanying the running. In the worst case, however, there is a problem that the components of the railway vehicle power conversion device are dropped.

The present invention has been made to solve such a problem, and suppresses the propagation of vibration of the power conversion device for a railway vehicle to the vehicle body, and causes the vibration of the vehicle body accompanying traveling to cause the power conversion device for the rail vehicle. suppressing excessive roll induced to the side, with low noise, and an object of the present invention to provide a support structure of the power converter and its railcar can be prevented from falling off equipment.

  According to the support structure of a railway vehicle power converter according to the present invention, the box of the railway vehicle power converter is provided at each of a plurality of support points, and the attachment metal attached to the box is constituted by a pair of vibration isolation elements. In a clamped state, a nut that is inserted into a shaft portion of a suspension bolt suspended from a suspension rail attached to the lower surface of the vehicle body and screwed to the extended end of the shaft portion via a washer is fastened. And is elastically supported. The shaft portion is inserted through the mounting bracket in a non-contact state with the mounting bracket, and the stopper has a predetermined gap with the nut or the washer on both sides of the nut or the washer in the width direction of the vehicle body. Are fixed to the mounting bracket.

  According to the present invention, since the shaft portion of the suspension bolt suspended from the suspension rail is inserted through the mounting bracket in a non-contact state with the mounting bracket, there is no direct contact between the mounting bracket and the shaft portion. . Thus, the vibration of the railway vehicle power converter is transmitted to the vehicle body via the mounting bracket, the vibration isolating element, the shaft portion of the suspension bolt, and the suspension rail. At this time, the vibration of the railway vehicle power converter is reduced by the anti-vibration element and transmitted to the vehicle body, so that the sound pressure radiated into the cabin is reduced due to the vibration of the floor plate on the vehicle body side. The interior of the vehicle can be made quieter.

  The stopper is disposed with a predetermined gap between the nut or the washer and both sides of the vehicle body in the width direction. Therefore, when the bending vibration of the shaft portion increases due to the rolling of the vehicle body during traveling, the nut or washer abuts against the stopper, and further deformation of the shaft portion is prevented. Thereby, it is suppressed that the railway vehicle power converter device vibrates excessively, and the occurrence of dropout of the components of the railway vehicle power converter device is prevented. Furthermore, excessive deformation of the shaft portion of the suspension bolt is suppressed, and breakage of the shaft portion is prevented.

Embodiment 1 FIG.
FIG. 1 is a cross-sectional view of an essential part for explaining a support structure for a railway vehicle power conversion device according to Embodiment 1 of the present invention, in which the vehicle body on which the railway vehicle power conversion device is supported is viewed from the traveling direction. The state seen is schematically shown.

  In FIG. 1, a railway vehicle power conversion device 1 includes a power conversion unit composed of a power semiconductor element, a capacitor for removing harmonic components contained in a main circuit, an input power source side and a power conversion unit in an emergency. It is composed of a high-speed circuit breaker or the like that cuts the gap, and is housed in the box 2. The mounting metal 3 is made of a steel material such as carbon steel or stainless steel, or aluminum, and has a U-shaped cross section. The U-shaped opening side is directed to the upper surface of the box 2 so that the U-shaped relative The side walls are spaced apart from each other in the width direction of the box 2 and are fixed to the four corners of the upper surface of the box 2. Furthermore, a through hole 4 is drilled in the bottom of the mounting bracket 3. The stopper 5 is made of a steel material such as carbon steel or stainless steel, or aluminum, and is formed in a flat plate shape. The stopper 5 is opposed to the separating direction of the U-shaped opposing side wall portions of the mounting metal 3 with the through hole 4 interposed therebetween. As shown in the figure, it is erected on the inner wall surface of the bottom portion of the attachment metal 3. Note that rubber may be attached to the stopper 5 for buffering.

  The suspension rail 7 is made of a steel material such as carbon steel or stainless steel, or aluminum, and has a U-shaped cross section. The suspension rail 7 is spaced in the width direction of the vehicle body 6 with the opening side facing the lower surface of the vehicle body 6 of the vehicle. In parallel with each other, the vehicle body 6 extends on the lower surface of the vehicle body 6 in the traveling direction of the vehicle. Here, the width direction of the vehicle body 6 is the separation direction of the traveling rail of the vehicle body 6. A through hole 8 is formed at a predetermined position on the bottom of the hanging rail 7. At this time, the distance between the pair of hanging rails 7 and the through holes 8 correspond to each of the through holes 4 drilled in the bottom of the four mounting brackets 3 fixed to the upper surface of the box 2. The hole position of the through hole 8 is determined.

  The box body 2 is arranged at the lower part of the suspension rail 7 with its width direction coinciding with the width direction of the vehicle body 6, and a pair of anti-vibration rubbers 11, 12 are arranged so as to sandwich the bottom part of each attachment metal 3. Is done. Then, the shaft portion 10b of the suspension bolt 10 suspended from the suspension rail 7 through the through hole 8 is inserted through the anti-vibration rubbers 11 and 12 and the through holes 11a, 12a and 4 of the attachment metal 3, and the washer. The nut 14 is screwed into the shaft portion 10 b extending from the washer 13. By tightening the nut 14, the anti-vibration rubbers 11 and 12 are compressed, and the box 2, that is, the railway vehicle power converter 1 is elastically supported in a state where it is suspended by the suspension bolt 10. The Here, the suspension bolt 10, the washer 13, and the nut 14 are made of, for example, carbon steel. Further, the anti-vibration rubbers 11 and 12 are made of, for example, chloroprene rubber and constitute an anti-vibration element.

  At this time, the through hole 4 of the attachment metal 3 is formed to have a larger diameter than the shaft portion 10b of the suspension bolt 10, and the attachment metal 3 and the shaft portion 10b are separated from each other. Further, the outer diameter of the washer 13 is formed larger than the outer diameters of the second vibration isolating rubber 12 and the nut 14. The stoppers 5 are disposed in parallel on both sides of the washer 13 in the width direction of the vehicle body 6 with a gap d1 between the washer 13 and the washer 13.

  In the support structure of the power conversion apparatus 1 for a railway vehicle, the attachment metal 3 is suspended by the fastening force of the nut 14 to the shaft portion 10b of the suspension bolt 10 in a state where the attachment metal 3 is sandwiched between the pair of vibration isolating rubbers 11 and 12. The suspension bolt 7 is supported by the suspension rail 7 by being pressed and clamped between the head 10 a of the suspension bolt 10 in the suspension rail 7 and the nut 14. The attachment metal 3 is prevented from contacting the suspension rail 7, the suspension bolt 10, and the nut 14 directly. Therefore, the vibration of the railway vehicle power converter 1 is transmitted from the mounting bracket 3 to the vehicle body 6 via the anti-vibration rubbers 11 and 12, the suspension bolt 10, and the suspension rail 7. At this time, the vibration of the railway vehicle power converter 1 is reduced by the anti-vibration rubbers 11 and 12 and transmitted to the vehicle body 6, and is thus radiated into the cabin due to the vibration of the floor plate on the vehicle body 6 side. Sound pressure is reduced, and the interior of the vehicle can be silenced.

  Here, the traveling vehicle body 6 has a large peak at a frequency of about several Hz, and a roll with a large amplitude in the width direction of the vehicle body 6 occurs. On the other hand, the railway vehicle power conversion device 1 converts the power supplied from the pantograph into commercial power for driving the electrical equipment in the railway vehicle, so that vibration with a small amplitude having a large peak at a frequency of 120 Hz. Is generated.

  Therefore, the rolling of the traveling vehicle body 6 is transmitted to the railway vehicle power converter 1 via the support mechanism. At this time, a bending stress acts on the shaft portion 10b of the suspension bolt 10, and a bending vibration in which the displacement in the width direction of the vehicle body 6 from the shaft center of the shaft portion 10b increases toward the distal end side is generated in the shaft portion 10b. . When the bending vibration of the shaft portion 10b increases, the washer 13 comes into contact with the stopper 5 and further deformation of the shaft portion 10b is prevented. Thereby, it is suppressed that the power converter device 1 for rail vehicles vibrates excessively, and the occurrence of the drop-out of components due to the vibration of the power converter device 1 for rail vehicles is prevented. Furthermore, the excessive deformation | transformation of the axial part 10b of the suspending bolt 10 is suppressed, and the situation where the axial part 10b fractures | ruptures can be avoided beforehand.

Next, we will consider the noise reduction in the vehicle using this support structure.
First, assuming that the spring constant of the vibration isolation system constituted by the pair of vibration isolation rubbers 11 and 12 is K, and the mass of the vibration isolation system constituted by the railway vehicle power converter 1 and the attachment metal 3 is M, The resonance frequency f _b of the support structure is defined by Expression (1).

Then, by changing the frequency f _s of the resonance frequency f _b constitutes a support structure such that 7 Hz, an acceleration sensor installed in lower rail 7 hanging, to vibrate the electric power converter 1 for a railway vehicle, suspended The result of measuring the frequency response of the rail 7 is shown in FIG.
From FIG. 2, the response magnification peaks when the vibration frequency f _s of the railway vehicle power converter 1 is 7 Hz (resonance frequency f _b ), and the vibration frequency f _{s of} the railway vehicle power converter 1 is 7 Hz. It can be seen that when it exceeds (resonance frequency f _b ), it rapidly decreases. The response magnification when the vibration frequency f _{s of} the railway vehicle power converter 1 is 120 Hz is 0.04 or less.

  The actual vibration of the railway vehicle power converter 1 has a large peak at a frequency of 120 Hz. By adopting this support structure, the vibration of the railway vehicle power converter 1 is 0.04 times or less. Only vibration is transmitted to the suspension rail 7, that is, the vehicle body 6. From this, it can be seen that the sound pressure radiated into the passenger cabin is reduced due to the vibration of the floor panel on the vehicle body 6 side, and the interior of the vehicle can be made quieter.

In addition, it can be inferred from FIG. 2 that the response magnification at 120 Hz decreases as the resonance frequency f _b of the support structure becomes smaller than 120 Hz, which is the peak value of the actual vibration frequency f _s of the railway vehicle power converter 1. Is done. From this, the support structure has, for example, a peak value 1 of the frequency f _s so that the resonance frequency f _b is sufficiently smaller than the peak value of the actual vibration frequency f _s of the railway vehicle power converter 1. It is desirable to have a resonance frequency f _b smaller than / 2.

Next, the gap d1 due to this support structure will be examined.
A distance d2 through which the center of gravity of the railway vehicle power converter 1 can move is determined by the gap d1 between the stopper 5 and the washer 13 for suppressing the bending of the shaft portion 10b. The limit distance by which the railway vehicle power converter 1 swings sideways due to the rolling of the vehicle body 6 is d2. Therefore, the weight at the center of gravity M, the bolt 10 suspended the frequency of vibration of the vehicle body 6 f _c, the center of gravity and the distance to the shaft portion 10b and d _b, of the bolt 10 hanging the power conversion apparatus 1 for a railway vehicle The moment M ₀ generated in the shaft portion 10b is expressed by the formula (2).

Here, it has suspended the railcar power converter 1 at four points using four hanging bolts 10, when a constant distance d _b to the shaft portion 10b of the suspension bolt 10 each from the center of gravity, shaft portion 10b of the respective hanger bolts 10 will charge of one moment-quarter of M ₀ represented by the formula (2). When the diameter of the shaft portion 10b of the suspension bolt 10 and _{d c,} the stress σ generated in the shaft portion 10b, represented by the formula (3).

If the gap d <b> 1 is designed so that the stress σ is less than the fatigue limit of the suspension bolt 10, fatigue failure of the suspension bolt 10 can be avoided.
For example, it is assumed that the gap d1 is 1 mm and the distance d2 through which the center of gravity can move is 10 mm. Then, 100 Kg weight M at the center of gravity, the frequency _{f c} of the vibration of the vehicle body 6 1 Hz, and the distance _{d b} to the shaft portion 10b of the lower bolt 10 suspended from the center of gravity and 0.5 m, the suspension bolt 10 shank 10b The moment M ₀ generated in the equation (1) is 19.7 Nm from the equation (2).

Here, when using a suspension bolt 10 for M16, since the diameter _{d c} of the shaft portion 10b is 15.7 mm, the stress sigma, comprising the formula (3) and 1.3 × ¹⁰ 7 Pa. On the other hand, since the fatigue limit of the M16 suspension bolt 10 made of carbon steel is 7 × 10 ⁷ Pa, the suspension bolt 10 does not undergo fatigue failure.

  In this way, by adjusting the gap d1, it is possible to prevent the stress σ generated in the shaft portion 10b of the suspension bolt 10 from exceeding the fatigue limit of the suspension bolt 10 used. In other words, in order to suppress the occurrence of fatigue failure of the suspension bolt 10, the gap d <b> 1 is set so that the stress σ generated in the shaft portion 10 b of the suspension bolt 10 does not exceed the fatigue limit of the suspension bolt 10. That's fine. The gap d1 is set to be sufficiently larger than the amplitude due to vibration of the railway vehicle power converter 1. As a result, a situation in which the stopper 5 touches the washer 13 during vibration of the railway vehicle power conversion device 1 and the vibration of the railway vehicle power conversion device 1 is transmitted to the vehicle body 6 via the hanging bolts 10 has occurred. Can be avoided.

  In the first embodiment, the flat stopper is placed on the inner wall surface of the bottom portion of the mounting bracket so as to face the separating direction of the U-shaped opposing side wall portions of the mounting bracket with the through hole interposed therebetween. However, a stopper formed in a cylindrical shape may be erected on the inner wall surface of the bottom portion of the attachment metal concentrically with the through hole. In this case, since the gap d1 is secured between the stopper and the washer in the entire circumferential direction of the washer, the separation direction of the U-shaped opposite side wall portions of the attachment metal and the width direction of the box body are Even if they are different, the shaft portion of the suspension bolt that bends and vibrates due to the rolling of the vehicle body surely contacts the stopper, and further deformation of the shaft portion is prevented. Therefore, the mounting accuracy of the mounting bracket with respect to the box is relaxed, and the mounting of the mounting bracket is simplified.

Embodiment 2. FIG.
FIG. 3 is a cross-sectional view of a main part for explaining a support structure for a railway vehicle power conversion device according to Embodiment 2 of the present invention, in which the vehicle body on which the railway vehicle power conversion device is supported is viewed from the traveling direction. The state seen is schematically shown.
In FIG. 3, the buffer member 15 is made of an elastic body such as rubber and is fixed to a wall surface of the stopper 5 facing the washer 13.
Other configurations are the same as those in the first embodiment.

Also in the second embodiment, even if a large bend occurs in the shaft portion 10b of the suspension bolt 10 due to the rolling of the vehicle body 6, the stopper 5 and the washer 13 come into contact with each other via the buffer member 15, and the shaft portion 10b. Further deformation of the rail is prevented, and excessive vibration of the railway vehicle power converter 1 is suppressed. Therefore, the occurrence of fatigue failure of the suspension bolt 10 is suppressed, and the occurrence of falling off of the components of the railway vehicle power converter 1 is prevented.
Further, according to the second embodiment, the stopper 5 and the washer 13 are brought into contact with each other via the buffer member 15, and the impact at the time of contact between the stopper 5 and the washer 13 is reduced. This prevents an excessive force from being applied to the suspension bolt 10 and prevents a shock from being transmitted to the vehicle body 6 and lowering the riding comfort.

  In the second embodiment, the buffer member 15 is attached to the stopper 5, but the buffer member 15 may be attached to the outer peripheral portion of the washer 13.

Embodiment 3 FIG.
FIG. 4 is a cross-sectional view of a main part for explaining a support structure for a railway vehicle power conversion device according to Embodiment 3 of the present invention, in which the vehicle body on which the railway vehicle power conversion device is supported is viewed from the traveling direction. The state seen is schematically shown.
In FIG. 4, the stopper 16 is made in a flat plate shape using a steel material such as stainless steel or carbon steel, and the attachment metal 3 so as to have a gap d <b> 1 with the washer 13 on both sides of the washer 13 in the width direction of the vehicle body 6. Are fixed to the inner wall surfaces of the opposite side wall portions.
Other configurations are the same as those in the first embodiment.

Even in the third embodiment, even if a large bend occurs in the shaft portion 10b of the suspension bolt 10 due to the rolling of the vehicle body 6, the stopper 5 and the washer 13 come into contact with each other, and the shaft portion 10b is further deformed. This prevents the railcar power converter 1 from vibrating excessively. Therefore, the occurrence of fatigue failure of the suspension bolt 10 is suppressed, and the occurrence of falling off of the components of the railway vehicle power converter 1 is prevented.
Further, according to the third embodiment, the distance between the opposing side wall portions of the attachment metal 3 is made narrow, so that the extension length of the stopper 16 from the opposite side wall portion can be shortened. Can be reduced.

In each of the above embodiments, the mounting bracket is clamped by the vibration isolating rubber. However, the vibration isolating element that clamps the mounting bracket is not limited to the vibration isolating rubber, and a coil spring, a leaf spring, or the like is used. May be.
In each of the above embodiments, the stopper comes into contact with the washer to regulate the bending deformation of the shaft portion of the suspension bolt. However, when a nut larger in diameter than the washer is used, the stopper is attached to the nut. The bending deformation of the shaft portion of the suspension bolt is regulated by contact.

In each of the above embodiments, the hanging rail is assumed to have a U-shaped cross section, but the shape of the hanging rail is not limited to a U-shaped cross section, What is necessary is just what can be supported, for example, L shape may be sufficient.
In each of the above embodiments, the suspension rail supports two mounting brackets. However, the suspension rail is divided and each suspension rail supports one mounting bracket. You may do it.

Further, in each of the above embodiments, the attachment metal is made to have a U-shaped cross section, but the shape of the attachment metal is not limited to the U-shaped cross section, and is supported by the hanging rail. Any one may be used, and for example, it may be L-shaped.
Moreover, in each said embodiment, although the attachment metal shall be attached to the four corners of the upper surface of a box, attachment metal may be attached to the side of a box, and the number of attachments is four. It is not limited.

It is principal part sectional drawing for demonstrating the support structure of the railway vehicle power converter device which concerns on Embodiment 1 of this invention. It is a figure which shows the frequency response in the support structure of the railway vehicle power converter device which concerns on Embodiment 1 of this invention. It is principal part sectional drawing for demonstrating the support structure of the power converter device for rail vehicles which concerns on Embodiment 2 of this invention. It is principal part sectional drawing for demonstrating the support structure of the railway vehicle power converter device which concerns on Embodiment 3 of this invention.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 Electric power converter for rail vehicles, 2 Box, 3 Mounting bracket, 5 Stopper, 6 Car body, 7 Hanging rail, 10 Hanging bolt, 10b Shaft part, 11, 12 Anti-vibration rubber (vibration-proof element), 13 Washer, 14 nut, 15 cushioning member, 16 stopper.

Claims (6)

The box of the railway vehicle power converter is mounted on the lower surface of the vehicle body with each of a plurality of support points and the attachment metal attached to the box sandwiched between a pair of vibration isolation elements. A power conversion apparatus for a railway vehicle that is inserted elastically into a shaft portion of a suspension bolt that is suspended from a rail, and is elastically supported by fastening a nut that is screwed to the extended end of the shaft portion via a washer. A support structure of
The shaft portion is inserted through the mounting bracket in a non-contact state with the mounting bracket,
A structure for supporting a power converter for a railway vehicle, characterized in that a stopper is fixed to the mounting bracket on both sides of the nut or the washer in the width direction of the vehicle body with a predetermined gap from the nut or the washer. .   The power conversion for a railway vehicle according to claim 1, wherein a buffer member is disposed at a portion of the stopper facing the nut or the washer, or at a portion of the nut or the washer facing the stopper. Support structure of the device.   The support structure for a railway vehicle power converter according to claim 1 or 2, wherein the stopper is formed in a cylindrical body.   The resonance frequency of the vibration isolation system including the pair of vibration isolation elements, the railroad vehicle power converter, and the attachment metal is lower than the frequency of vibration generated by the railcar power converter. The support structure for a railway vehicle power converter according to any one of claims 1 to 3.   In the gap, the stress generated in the shaft portion of the suspension bolt due to the rolling of the vehicle body becomes smaller than the fatigue limit of the suspension bolt, and becomes larger than the amplitude due to the vibration generated by the power conversion device for a rail vehicle. The support structure for a railway vehicle power conversion device according to any one of claims 1 to 4, wherein the support structure is set as described above. For suspension, which is housed in a box and attached to the lower surface of the vehicle body in a state in which a mounting metal attached to the box is sandwiched between a pair of vibration isolation elements at each of a plurality of support points. A power conversion apparatus for a railway vehicle that is inserted elastically into a shaft portion of a suspension bolt that is suspended from a rail, and is elastically supported by fastening a nut that is screwed to the extended end of the shaft portion via a washer. Because
The shaft portion is inserted through the mounting bracket in a non-contact state with the mounting bracket,
A railcar power converter according to claim 1, wherein a stopper is fixed to the mounting bracket on both sides of the nut or the washer in the width direction of the vehicle body with a predetermined gap from the nut or the washer.

Images