JP2001151103A - Bearing structure for railway vehicle gear device - Google Patents
Bearing structure for railway vehicle gear deviceInfo
- Publication number
- JP2001151103A JP2001151103A JP33771199A JP33771199A JP2001151103A JP 2001151103 A JP2001151103 A JP 2001151103A JP 33771199 A JP33771199 A JP 33771199A JP 33771199 A JP33771199 A JP 33771199A JP 2001151103 A JP2001151103 A JP 2001151103A
- Authority
- JP
- Japan
- Prior art keywords
- cylindrical roller
- roller bearing
- bearing
- flanged cylindrical
- gear device
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Landscapes
- Rolling Contact Bearings (AREA)
- Gear Transmission (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、鉄道車両用歯車装
置における軸受構造の改良に関するものである。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an improvement in a bearing structure of a gear device for a railway vehicle.
【０００２】[0002]
【従来の技術】鉄道車両は、図６に示すように、モータ
１が発生するトルクを軸継手２を介して歯車装置３の小
歯車軸３ａに伝達し、小歯車軸３ａに形成した小歯車３
ａａ、この小歯車３ａａに噛合する大歯車３ｂを経て車
軸３ｃに取付けた車輪４に伝え、走行するようになって
いる。2. Description of the Related Art As shown in FIG. 6, a railway vehicle transmits a torque generated by a motor 1 to a small gear shaft 3a of a gear device 3 via a shaft coupling 2, and forms a small gear formed on the small gear shaft 3a. 3
aa, transmitted to the wheels 4 mounted on the axle 3c via the large gear 3b meshing with the small gear 3aa to travel.
【０００３】この歯車装置３の前記小歯車軸３ａや車軸
３ｃは、図７に示すように、軸受によって歯車箱３ｅに
回転が自在なように支持されており、これらの軸受とし
て、従来は図７に示したように、円錐ころ軸受３ｄが一
般的に多く使用されている。As shown in FIG. 7, the small gear shaft 3a and the axle 3c of the gear device 3 are rotatably supported by a gear box 3e by bearings. As shown in FIG. 7, tapered roller bearings 3d are generally widely used.
【０００４】しかしながら、軸受として円錐ころ軸受３
ｄを使用した場合、歯車箱３ｅ、円錐ころ軸受３ｄの押
さえ蓋３ｆ、小歯車軸３ａや車軸３ｃの仕上がり寸法に
よって、円錐ころ軸受３ｄの外輪、内輪ところとの隙間
（以下、「軸受隙間」という。）が変化してくる。従っ
て、駆動装置として要求される性能を維持するために
は、製品製作時や検査時の組立の際にシム５を介在させ
て軸受隙間を調整する必要があり、調整に多くの手間と
時間がかかることになる。However, tapered roller bearings 3 are used as bearings.
When d is used, the clearance between the outer ring and the inner ring of the tapered roller bearing 3d (hereinafter referred to as “bearing gap”) depends on the finished dimensions of the gear box 3e, the holding lid 3f of the tapered roller bearing 3d, the small gear shaft 3a and the axle 3c. Changes). Therefore, in order to maintain the performance required as a drive device, it is necessary to adjust the bearing gap by interposing the shim 5 at the time of assembly at the time of product manufacture or inspection, and much time and labor are required for adjustment. That would be.
【０００５】また、鉄道車両用の歯車装置は、長時間の
走行中は１００℃程度の高温になり、一方、冬季には−
１０〜−３０℃程度の極低温から起動することになる。
従って、１００℃以上の温度差が発生することになる。
このため、円錐ころ軸受を使用した歯車装置において、
円錐ころ軸受を保持している歯車箱などの部材で、材質
が異なる場合には、熱膨張率の相違によって、温度差に
より軸受隙間がなくなったり、軸受隙間が広がったりす
る。[0005] In addition, a gear device for a railway vehicle has a high temperature of about 100 ° C during long-time running, and on the other hand, it has a negative temperature in winter.
It will be started from an extremely low temperature of about 10 to -30 ° C.
Therefore, a temperature difference of 100 ° C. or more occurs.
For this reason, in gear devices using tapered roller bearings,
In the case of a member such as a gear box holding a tapered roller bearing, which is made of a different material, a bearing gap is eliminated or a bearing gap is widened due to a difference in thermal expansion coefficient due to a temperature difference.
【０００６】すなわち、低温時には軸受隙間が小さくな
って焼付きが発生し易くなる。一方、高温時には軸受隙
間が大きくなって、振動や騒音が増大する。そのため、
温度差による軸受隙間の変化によって、歯車装置の性能
が低下するという問題があった。That is, at low temperatures, the bearing gap becomes small and seizure easily occurs. On the other hand, at high temperatures, the clearance between the bearings becomes large, and vibration and noise increase. for that reason,
There is a problem that the performance of the gear device is reduced due to a change in the bearing gap due to the temperature difference.
【０００７】また、低温に限らず常温でも、起動時には
軸受転動面の発熱により、軸受温度が急上昇するが、歯
車箱などの部材まで熱が伝達するには時間がかかるの
で、軸受と他の部材には温度差が生じる。円錐ころ軸受
を使用する場合、その温度差で軸受隙間が小さくなり、
軸受が焼付くことがある。[0007] In addition, not only at low temperature but also at normal temperature, the bearing temperature rises sharply at the time of startup due to the heat generated on the bearing rolling surface. However, it takes time to transfer heat to members such as the gear box. A temperature difference occurs between the members. When using tapered roller bearings, the temperature difference reduces the bearing gap,
Bearings may seize.
【０００８】製品製作時や検査時の組立の際にシムの調
整を実施する必要のない軸受構造として、実開昭６４−
３８３５１号では、図８に示すように、小歯車軸３a と
車軸３ｃを、四点接触玉軸受３ｇと円筒ころ軸受３ｈで
回転自在に支持したものが開示されている。A bearing structure that does not require shim adjustment at the time of assembly during product manufacture or inspection is disclosed in
No. 38351 discloses that a small gear shaft 3a and an axle 3c are rotatably supported by a four-point contact ball bearing 3g and a cylindrical roller bearing 3h as shown in FIG.
【０００９】この四点接触玉軸受と円筒ころ軸受で、小
歯車軸や車軸を支持した場合には、軸受の外輪，内輪と
玉或いはころとの隙間は、軸受単体の仕上がり寸法で決
まってしまうので、組立時、シムで隙間を調整する必要
がなくなる。When a small gear shaft or an axle is supported by the four-point contact ball bearing and the cylindrical roller bearing, the clearance between the outer or inner ring of the bearing and the ball or roller is determined by the finished dimensions of the bearing alone. This eliminates the need to adjust the gap with shims during assembly.
【００１０】しかしながら、玉軸受ところ軸受を比較し
た場合、ころ軸受の方が大きい荷重に耐えることができ
るので、本出願人が実開昭６４−３８３５１号で開示し
た軸受構造では、従来と同様の条件で使用する場合、四
点接触玉軸受は大きいものを使用しなくてはならず、重
量増を招来することになる。However, when a ball bearing and a bearing are compared, a roller bearing can withstand a larger load. Therefore, in the bearing structure disclosed by the present applicant in Japanese Utility Model Laid-Open No. 64-38351, the same structure as the conventional one is used. When used under the conditions, a large four-point contact ball bearing must be used, resulting in an increase in weight.
【００１１】加えて、四点接触玉軸受が大型になるの
で、歯車箱も大型に変更しなくてはならなくなり、現状
の歯車装置を改造しようとした場合、歯車箱はそのまま
流用することができなくなる。また、歯車装置を新しく
製作する場合でも、鉄道車両用台車では、歯車装置を収
納する空間が限られているので、収納できない場合があ
る。In addition, since the size of the four-point contact ball bearing becomes large, the gear box must be changed to a large one. If the current gear device is to be modified, the gear box can be used as it is. Disappears. In addition, even when a gear device is newly manufactured, there is a case where the bogie for a railway vehicle cannot store the gear device because the space for storing the gear device is limited.
【００１２】そこで、このような問題を解決するため
に、本発明者は、特願平１０−１８３９６０号で、図４
や図５に示したような、小歯車軸３ａと、大歯車３ｂを
取付けた車軸３ｃを、夫々円筒ころ軸受３ｈと両鍔付円
筒ころ軸受３ｉ、或いは、２個の片鍔付円筒ころ軸受３
ｊ又は両鍔付円筒ころ軸受３ｉで回転自在に支持した軸
受構造を提案した。In order to solve such a problem, the present inventor disclosed in Japanese Patent Application No. 10-183960, FIG.
As shown in FIG. 5 and FIG. 5, an axle 3c to which a small gear shaft 3a and a large gear 3b are attached is respectively connected to a cylindrical roller bearing 3h and a double-ended cylindrical roller bearing 3i, or two single-flanged cylindrical roller bearings. 3
j or a bearing structure rotatably supported by a double-flanged cylindrical roller bearing 3i.
【００１３】この特願平１０−１８３９６０号で提案し
た軸受構造によれば、四点接触玉軸受と円筒ころ軸受で
小歯車軸や車軸を支持した実開昭６４−３８３５１号に
あったような問題を解決することができる。According to the bearing structure proposed in Japanese Patent Application No. Hei 10-183960, a four-point contact ball bearing and a cylindrical roller bearing support a small gear shaft or an axle as disclosed in Japanese Utility Model Laid-Open Publication No. 64-38351. Can solve the problem.
【００１４】[0014]
【発明が解決しようとする課題】しかしながら、特願平
１０−１８３９６０号で提案した軸受構造では、以下の
ような問題点を内在することが判明した。まず、例えば
図４に示したような、小歯車軸３ａと車軸３ｃを、夫々
円筒ころ軸受３ｈと両鍔付円筒ころ軸受３ｉで回転自在
に支持したものでは、スラスト力を各軸の片側の両鍔付
円筒ころ軸受３ｉのみで受けることになるので、小歯車
３ａａ（大歯車３ｂ）と反対方向、つまり両鍔付円筒こ
ろ軸受３ｉの内輪を外す方向（図４においては紙面右方
向）に荷重が作用した場合に抜けやすくなる。However, it has been found that the bearing structure proposed in Japanese Patent Application No. 10-183960 has the following problems. First, for example, as shown in FIG. 4, in the case where the small gear shaft 3a and the axle 3c are rotatably supported by the cylindrical roller bearing 3h and the double-ended flanged cylindrical roller bearing 3i, respectively, the thrust force is applied to one side of each shaft. Since the bearing is received only by the double-flanged cylindrical roller bearing 3i, it is in the opposite direction to the small gear 3aa (large gear 3b), that is, in the direction of removing the inner ring of the double-flanged cylindrical roller bearing 3i (rightward in FIG. 4). It becomes easy to come off when a load is applied.
【００１５】特に、小歯車軸のモータ側（図４において
は紙面左側）に両鍔付円筒ころ軸受を採用した場合に
は、油きりの把握力がバックアップとなるだけで、スト
ッパーとなりうるバックアップはないので、抜け始める
とかなりずれてしまう可能性がある。In particular, in the case where a double-flanged cylindrical roller bearing is employed on the motor side of the pinion shaft (on the left side of the paper in FIG. 4), only the grasping force of the oil drain serves as a backup, and the backup which can serve as a stopper is provided. There is no possibility that it will shift considerably when you start to pull out.
【００１６】反対に、図４に示したような、両鍔付円筒
ころ軸受３ｉを小歯車軸３ａの車輪側（図４における紙
面右側）に採用した場合、両鍔付円筒ころ軸受３ｉの内
輪が軸方向に抜けるのを防止するために押え板７を取付
ける必要があり、部品点数が増加する。また、軸受外輪
を左右方向で挟み込まないといけないので、軸受押え蓋
３ｆを軸受押え蓋３ｆと３ｋに２分割しなければならな
い。Conversely, when the double-flanged cylindrical roller bearing 3i as shown in FIG. 4 is employed on the wheel side of the small gear shaft 3a (right side in FIG. 4), the inner ring of the double-flanged cylindrical roller bearing 3i is used. It is necessary to attach the holding plate 7 in order to prevent the screws from coming off in the axial direction, and the number of parts increases. In addition, since the bearing outer ring must be sandwiched in the left-right direction, the bearing holding lid 3f must be divided into two bearing holding lids 3f and 3k.
【００１７】図７や図８に示した軸受構造では、通常は
小歯車軸を歯車箱から取り外す場合、モータ側から取り
外せていたが、図４に示した軸受構造のように、軸端に
押え板を設置した場合には、押え板を取り除かないと小
歯車軸を取り外せなくなる。そのためには、最初に車輪
側の押え蓋を取り外す必要があるが、車輪が装着されて
いる場合には作業スペースがなく、車輪側の押え蓋が分
解できなくなるので、必然的に小歯車軸も取り外せなく
なって、メンテナンス上良くない。In the bearing structure shown in FIGS. 7 and 8, when the small gear shaft is normally removed from the gear box, it can be removed from the motor side. However, as in the bearing structure shown in FIG. When a plate is installed, the pinion shaft cannot be removed unless the holding plate is removed. For this purpose, it is necessary to first remove the wheel-side press cover, but when wheels are mounted, there is no work space, and the wheel-side press cover cannot be disassembled, so the small gear shaft is inevitably Can not be removed, not good for maintenance.
【００１８】また、図５に示したように、小歯車軸３ａ
と車軸３ｃを２個の片鍔付円筒ころ軸受３ｊで支持した
場合には、軸受の隙間は軸受単体では決まらないので、
シム調整にて隙間調整をする必要が生じる。なお、図
４、図５中の６は油切りを示す。As shown in FIG. 5, the small gear shaft 3a
And the axle 3c are supported by two single-flanged cylindrical roller bearings 3j, the clearance between the bearings is not determined by the bearing alone,
It is necessary to adjust the gap by shim adjustment. Note that reference numeral 6 in FIGS. 4 and 5 denotes an oil drain.
【００１９】本発明は、特願平１０−１８３９６０号で
提案した軸受構造が内在していた問題点を解決するため
になされたものであり、分解や組立性及び性能を損なう
ことなく、かつ、スラスト荷重を分担させることで軸受
内輪が抜けることを防止できる鉄道車両用歯車装置の軸
受構造を提供することを目的としている。The present invention has been made to solve the problems inherent in the bearing structure proposed in Japanese Patent Application No. 10-183960, without disassembling, impairing the assemblability and performance, and An object of the present invention is to provide a bearing structure of a railway vehicle gear device that can prevent a bearing inner ring from coming off by sharing a thrust load.
【００２０】[0020]
【課題を解決するための手段】上記した目的を達成する
ために、本発明に係る鉄道車両用歯車装置の軸受構造
は、小歯車軸と、大歯車を取付けた車軸の、どちらか一
方或いは両方を、片鍔付円筒ころ軸受と両鍔付円筒ころ
軸受で回転自在に支持することとしている。そして、こ
のようにすることで、分解や組立性及び性能を損なうこ
となく、かつ、軸受内輪が抜けることを防止できる。In order to achieve the above-mentioned object, a bearing structure for a gear device for a railway vehicle according to the present invention comprises one or both of a small gear shaft and an axle to which a large gear is mounted. Are rotatably supported by a cylindrical roller bearing with one flange and a cylindrical roller bearing with both flanges. By doing so, it is possible to prevent the bearing inner ring from coming off without impairing disassembly, assemblability, and performance.
【００２１】[0021]
【発明の実施の形態】本発明に係る鉄道車両用歯車装置
の軸受構造は、鉄道車両用歯車装置において、小歯車軸
と、大歯車を取付けた車軸の、どちらか一方或いは両方
を、片鍔付円筒ころ軸受と両鍔付円筒ころ軸受で回転自
在に支持したものである。DETAILED DESCRIPTION OF THE INVENTION A bearing structure of a gear device for a railway vehicle according to the present invention is directed to a gear device for a railway vehicle, wherein one or both of a small gear shaft and an axle to which a large gear is attached are provided with a single flange. It is rotatably supported by a cylindrical roller bearing and a flanged cylindrical roller bearing.
【００２２】本発明に係る鉄道車両用歯車装置の軸受構
造では、小歯車軸と大歯車を取付けた車軸の、どちらか
一方或いは両方を、片鍔付円筒ころ軸受と両鍔付円筒こ
ろ軸受で支持するので、両鍔付円筒ころ軸受の内輪が抜
ける方向に荷重が作用し、万が一、両鍔付円筒ころ軸受
の内輪が抜け始めた場合でも、片鍔付円筒ころ軸受の片
鍔部もストッパーの役目を果たし、両鍔付円筒ころ軸受
の内輪抜出しという不具合が防止できる。In the bearing structure of the gear device for a railway vehicle according to the present invention, one or both of the axle to which the small gear shaft and the large gear are attached are formed by a single-flanged cylindrical roller bearing and a double-flanged cylindrical roller bearing. Because of the support, a load acts in the direction in which the inner ring of the double-flanged cylindrical roller bearing comes off, and even if the inner ring of the double-flanged cylindrical roller bearing starts to come off, the one-flanged part of the single-flanged cylindrical roller bearing also stops. And prevents the inner ring from being pulled out of the double-flanged cylindrical roller bearing.
【００２３】ところで、通常は、片鍔付円筒ころ軸受の
片鍔部は研磨仕上げされておらず、片鍔部ところとの隙
間はかなり大きくなって、正常状態ではスラスト荷重は
作用しないような構造となっている。従って、片鍔付円
筒ころ軸受の特に片鍔部にスラスト荷重が作用した場合
には、焼付き等が発生して、長期使用に耐えることはで
きない。In general, a single flange portion of a cylindrical roller bearing with a single flange is not polished and the gap between the single flange portion is considerably large, so that a thrust load does not act in a normal state. It has become. Therefore, when a thrust load is applied to the one-sided flanged cylindrical roller bearing, particularly to the one-sided flange, seizure or the like occurs, and the bearing cannot withstand long-term use.
【００２４】そこで、上記した本発明の鉄道車両用歯車
装置の軸受構造において、片鍔付円筒ころ軸受の鍔部に
おけるころとの相対面を研磨して製作精度を向上させ、
前記相対面においてころが円滑に回転するようにした場
合には、万が一、両鍔付円筒ころ軸受が軸方向に抜け出
た場合でも、片鍔付円筒ころ軸受の鍔部がストッパーと
なり、それ以上内輪が抜け出ることはなく、油切りと軸
受押え蓋が干渉したり、軸受が正常に回転できずに焼付
く等の不具合が発生しなくなる。Therefore, in the bearing structure of the gear device for a railway vehicle of the present invention described above, the relative surface of the flange portion of the cylindrical roller bearing with one flange to the roller is polished to improve the manufacturing accuracy.
In the event that the rollers rotate smoothly on the relative surface, even if the two-flanged cylindrical roller bearings come off in the axial direction, the flange of the one-flanged cylindrical roller bearing acts as a stopper, and the inner ring further The bearing does not come off, and there are no problems such as interference between the oil drain and the bearing holding cover, and the bearing cannot be rotated normally and seized.
【００２５】そして、加えて、片鍔付円筒ころ軸受の片
鍔部ところのスラスト方向隙間を適切に規定し、片鍔付
円筒ころ軸受の片鍔部にもスラスト荷重を積極的に作用
させるようにした場合には、両鍔付円筒ころ軸受の鍔部
の負担が軽減すると共に、片鍔付円筒ころ軸受の鍔部が
ストッパーになるので、両鍔付円筒ころ軸受の内輪が抜
け出る危険性は確実に減少する。その時、前記スラスト
方向隙間は、本発明者の実験した結果によれば、０．０
５〜０．５ｍｍが適切な値であった。なお、片鍔付円筒
ころ軸受の他の鍔部ところのスラスト方向隙間や、両鍔
付円筒ころ軸受の鍔部ところのスラスト方向隙間も、
０．０５〜０．５ｍｍが適切な値である。In addition, the thrust gap in the thrust portion of the one-flanged cylindrical roller bearing is appropriately defined so that the thrust load is also applied to the one-flanged portion of the one-flanged cylindrical roller bearing. In this case, the load on the flange of the double-flanged cylindrical roller bearing is reduced, and the flange of the single-flanged cylindrical roller bearing acts as a stopper. Will definitely decrease. At that time, the thrust gap was 0.0 mm according to the result of the experiment conducted by the inventor.
5-0.5 mm was an appropriate value. In addition, the thrust gap at the other flange portion of the cylindrical roller bearing with one flange and the thrust direction gap at the flange portion of the cylindrical roller bearing with both flanges are also:
0.05 to 0.5 mm is an appropriate value.
【００２６】[0026]
【実施例】以下、本発明に係る鉄道車両用歯車装置の軸
受構造を図１〜図３に示す一実施例に基づいて説明す
る。図１は本発明に係る鉄道車両用歯車装置の軸受構造
の要部を断面して示す図、図２は本発明に係る鉄道車両
用歯車装置の軸受構造に使用する軸受の概略説明図、図
３は本発明に係る鉄道車両用歯車装置の軸受構造におい
て、両鍔付円筒ころ軸受の内輪から軸が抜ける方向に荷
重が作用した場合の荷重方向を示す図である。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, a bearing structure of a gear device for a railway vehicle according to the present invention will be described with reference to an embodiment shown in FIGS. FIG. 1 is a cross-sectional view showing a main part of a bearing structure of a railway vehicle gear device according to the present invention. FIG. 2 is a schematic explanatory view of a bearing used in the bearing structure of the railway vehicle gear device according to the present invention. FIG. 3 is a view showing a load direction when a load is applied in a direction in which the shaft comes off from the inner ring of the double-flanged cylindrical roller bearing in the bearing structure of the gear device for a railway vehicle according to the present invention.
【００２７】図１において、１１は本発明に係る軸受構
造を採用した鉄道車両用歯車装置であり、歯車箱１２に
所定の間隔を存して小歯車１３ａを形成した小歯車軸１
３と、前記小歯車１３ａに噛合する大歯車１４を取付け
た車軸（図示省略）を、軸受押さえ蓋１５，１６によっ
て歯車箱１２に取付けられた軸受を介して回転が自在な
ように取付けている。In FIG. 1, reference numeral 11 denotes a gear device for a railway vehicle employing a bearing structure according to the present invention, and a small gear shaft 1 having a small gear 13a formed at a predetermined interval in a gear box 12.
3 and an axle (not shown) to which a large gear 14 meshing with the small gear 13a is attached so as to be rotatable via bearings attached to the gear box 12 by bearing holding covers 15 and 16. .
【００２８】そして、図１に示す実施例では、小歯車軸
１３は、紙面左側のモータ側は、図２（ａ）に示したよ
うな、両鍔付円筒ころ軸受１７で、また、紙面右側の車
輪側は、図２（ｂ）に示したような、片鍔付円筒ころ軸
受１８で支持したものを示している。図示省略したが、
車軸も小歯車軸１３と同様に、両鍔付円筒ころ軸受１７
と片鍔付円筒ころ軸受１８で支持されている。なお、図
１中の１９は油切り、図２中の１７ａは鍔輪、１８ａは
片鍔部を示し、鍔輪１７ａは内輪又は外輪の何れに取付
けても良く、また、片鍔部１８ａも、図２（ｂ）に示し
たように内輪に形成しても、また、図２（ｃ）に示した
ように外輪に形成しても良い。In the embodiment shown in FIG. 1, the small gear shaft 13 has a double-flanged cylindrical roller bearing 17 as shown in FIG. 2 shows a wheel supported by a one-flanged cylindrical roller bearing 18 as shown in FIG. Although omitted from the illustration,
The axle is the same as the small gear shaft 13, and has a double-flanged cylindrical roller bearing 17 as well.
And one-sided flanged cylindrical roller bearing 18. In addition, 19 in FIG. 1 shows an oil drain, 17a in FIG. 2 shows a collar ring, 18a shows a single flange portion, and the collar ring 17a may be attached to either the inner ring or the outer ring. , May be formed on the inner race as shown in FIG. 2 (b), or may be formed on the outer race as shown in FIG. 2 (c).
【００２９】ところで、鉄道車両用歯車装置の歯車で
は、はすば歯車が多く使用されているが、はすば歯車が
噛合うと、スラスト方向の力が発生する。鉄道車両用歯
車装置では、両方向に回転するので、スラスト荷重は車
輪方向（図１における紙面右側）とモータ方向（図１に
おける紙面左側）の両方に繰返し作用する。特に、図３
に矢印で示したように、車輪方向にスラスト力Ａが作用
した場合、このスラスト力Ａは、図１に示した実施例で
は、両鍔付円筒ころ軸受１７の鍔部で受けることになる
ため、両鍔付円筒ころ軸受１７の内輪が抜ける方向に荷
重Ｂが作用することになる。By the way, helical gears are often used in gears for railway vehicle gear devices. When the helical gears mesh with each other, a thrust force is generated. In the railway vehicle gear device, since the gear rotates in both directions, the thrust load acts repeatedly in both the wheel direction (right side in FIG. 1) and the motor direction (left side in FIG. 1). In particular, FIG.
When the thrust force A acts in the wheel direction, as shown by the arrow in FIG. 1, in the embodiment shown in FIG. Thus, the load B acts in the direction in which the inner ring of the cylindrical roller bearing 17 with both flanges comes off.
【００３０】その結果、反作用として、両鍔付円筒ころ
軸受１７の外輪に反力Ｂ’が作用する。荷重Ｂが大きい
場合には、荷重Ｂのため、両鍔付円筒ころ軸受１７の内
輪が軸端側に抜け出してしまうことも考えられるが、本
発明の軸受構造１１の場合には、上記したような場合に
は、片鍔付円筒ころ軸受１８における片鍔部１８ａもス
トッパーの働きをするので、両鍔付円筒ころ軸受１７の
内輪はそれ以上抜け出すことはなくなる。図１のように
構成すると、車輪側の外輪において軸受押え蓋１６から
抜け出る方向のスラスト荷重は作用しないので、図４や
図５に示したもののように２つの軸受押え蓋３ｆ，３ｋ
で外輪を挟み込まなくても良くなり、部品点数が減少す
る。As a result, a reaction force B 'acts on the outer ring of the cylindrical roller bearing 17 with both flanges as a reaction. When the load B is large, the inner ring of the cylindrical roller bearing 17 with both flanges may come off to the shaft end side due to the load B. However, in the case of the bearing structure 11 of the present invention, as described above, In such a case, since the one flange portion 18a of the single flanged cylindrical roller bearing 18 also functions as a stopper, the inner ring of the double flanged cylindrical roller bearing 17 does not come out any more. With the configuration as shown in FIG. 1, no thrust load is applied to the outer ring on the wheel side in the direction of coming out of the bearing holding lid 16, so that the two bearing holding lids 3f, 3k as shown in FIGS.
This eliminates the need to pinch the outer ring, thereby reducing the number of parts.
【００３１】また、本発明の鉄道車両用歯車装置の軸受
構造１１において、図２（ｂ）の片鍔部１８ａを内輪に
形成した場合を例にとると、片鍔付円筒ころ軸受１８の
片鍔部１８ａにおけるころ１８ｂと相対する面（以下、
「相対面」という）１８ａａも研磨して製作精度を向上
させ、前記相対面１８ａａにおいてころ１８ｂが円滑に
回転するようになした場合には、万が一、両鍔付円筒こ
ろ軸受１７の内輪が軸方向に抜け出た場合でも、焼付き
等の不具合が発生しなくなって、信頼性が向上する。そ
の場合は、当然に外輪の鍔部も研磨されている必要があ
る。図２（ｃ）のように片鍔部１８ａａを外輪に形成し
た場合も同様である。Further, in the bearing structure 11 of the gear device for a railway vehicle according to the present invention, in the case where the one flange portion 18a shown in FIG. The surface of the flange portion 18a facing the roller 18b (hereinafter referred to as the roller 18b)
If the roller 18b rotates smoothly on the relative surface 18aa, the inner race of the double-flanged cylindrical roller bearing 17 will be Even in the case of slipping out in the direction, defects such as seizure do not occur, and the reliability is improved. In that case, it is natural that the flange of the outer ring also needs to be polished. The same applies to the case where the one flange portion 18aa is formed on the outer ring as shown in FIG.
【００３２】そして、加えて、片鍔付円筒ころ軸受１８
の片鍔部１８ａの相対面１８ａａところ１８ｂとのスラ
スト方向隙間を、製造上の公差と性能面を考慮して０．
０５〜０．５ｍｍに規定し、片鍔付円筒ころ軸受１８の
片鍔部１８ａにもスラスト荷重Ｃを積極的に作用させる
ようにした場合には、両鍔付円筒ころ軸受１７の内輪鍔
部の負担は、片鍔付円筒ころ軸受１８の片鍔部１８ａが
負担する分だけ軽減するので、両鍔付円筒ころ軸受１７
の内輪が軸方向に抜け出る危険性は確実に減少する。な
お、図３におけるＣ’は片鍔付円筒ころ軸受１８の外輪
に作用するスラスト荷重Ｃの反力である。In addition, in addition to the single-flanged cylindrical roller bearing 18,
The clearance in the thrust direction between the relative surface 18aa and the position 18b of the one flange portion 18a is set at 0 .0 in consideration of manufacturing tolerance and performance.
When the thrust load C is positively applied to the one flange portion 18a of the cylindrical roller bearing 18 with one flange, the inner ring flange portion of the cylindrical roller bearing 17 with two flanges is specified. Is reduced by the load imposed by the single flange portion 18a of the single-flanged cylindrical roller bearing 18, so that the double-flanged cylindrical roller bearing 17
The danger of the inner ring being pulled out in the axial direction is certainly reduced. In addition, C 'in FIG. 3 is a reaction force of the thrust load C acting on the outer ring of the cylindrical roller bearing 18 with one flange.
【００３３】また、本発明に係る鉄道車両用歯車装置の
軸受構造では、軸受の外輪，内輪ところとの隙間は、軸
受単体の仕上がり寸法で決まってしまうので、製品の製
作時や検査時の組立の際、従来の円錐ころ軸受を使用し
た場合に実施していたシムによる調整は不要となり、組
立作業が大幅に軽減される。また、軸受周辺部材との熱
膨張差による隙間の変化がないので、低温時の耐焼付き
性が向上すると共に、高温時の振動、騒音が抑制でき、
歯車装置の性能の向上が期待できる。Further, in the bearing structure of the gear device for a railway vehicle according to the present invention, the clearance between the outer ring and the inner ring of the bearing is determined by the finished dimensions of the bearing alone. In this case, the adjustment by the shim, which has been performed when the conventional tapered roller bearing is used, becomes unnecessary, and the assembling work is greatly reduced. In addition, since there is no change in the gap due to the difference in thermal expansion with the bearing peripheral members, seizure resistance at low temperatures is improved, and vibration and noise at high temperatures can be suppressed.
An improvement in the performance of the gear device can be expected.
【００３４】本発明に係る鉄道車両用歯車装置の軸受構
造は、上記した実施例に限らず、小歯車軸１３、車軸１
５の例えばモータ側を片鍔付円筒ころ軸受１８で、車輪
側を両鍔付円筒ころ軸受１７で支持したものでも良い
が、小歯車軸側に適用した場合は、スラスト荷重の大き
さによって押え板が必要になるので注意が必要である。
また、小歯車軸１３、車軸１５のいずれか一方だけを片
鍔付円筒ころ軸受１８と両鍔付円筒ころ軸受１７で支持
したものでも良い。The bearing structure of the railway vehicle gear device according to the present invention is not limited to the above-described embodiment, but includes the small gear shaft 13 and the axle 1.
For example, the motor side may be supported by a single-sided cylindrical roller bearing 18 on the motor side and the double-sided cylindrical roller bearing 17 on the wheel side. Care must be taken because a board is required.
Further, only one of the small gear shaft 13 and the axle 15 may be supported by the cylindrical roller bearing 18 with one flange and the cylindrical roller bearing 17 with both flanges.
【００３５】[0035]
【発明の効果】以上説明したように、本発明に係る鉄道
車両用歯車装置の軸受構造によれば、両鍔付円筒ころ軸
受の内輪が抜け出る方向に荷重が作用し、万が一、両鍔
付円筒ころ軸受の内輪が抜け始めた場合でも、片鍔付円
筒ころ軸受の片鍔部もストッパーの役目を果たし、両鍔
付円筒ころ軸受の内輪が軸方向に抜け出すという不具合
を防止することができる。As described above, according to the bearing structure of the gear device for a railway vehicle according to the present invention, a load acts in a direction in which the inner ring of the double-flanged cylindrical roller bearing comes off, so that the double-flanged cylindrical roller bearing should be used. Even when the inner ring of the roller bearing begins to come off, the one flange portion of the one-flanged cylindrical roller bearing also functions as a stopper, and it is possible to prevent the inner ring of the two-flanged cylindrical roller bearing from coming off in the axial direction.
【００３６】また、上記した本発明の鉄道車両用歯車装
置の軸受構造において、片鍔付円筒ころ軸受の鍔部にお
けるころとの相対面を研磨して製作精度を向上させ、前
記相対面においてころが円滑に回転するようにした場合
には、万が一、両鍔付円筒ころ軸受が軸方向に抜け出た
場合でも、焼付き等の不具合が発生しなくなる。In the above-described bearing structure of the gear device for a railway vehicle according to the present invention, the relative surface of the flange portion of the cylindrical roller bearing with one flange to the roller is polished to improve the manufacturing accuracy, and the roller is provided at the relative surface. In the case where the shaft roller rotates smoothly, even if the two-flanged cylindrical roller bearing comes off in the axial direction, problems such as seizure do not occur.
【００３７】さらに、片鍔付円筒ころ軸受の片鍔部とこ
ろのスラスト方向隙間を適切に規定し、片鍔付円筒ころ
軸受の片鍔部にもスラスト荷重を積極的に作用させるよ
うにした場合には、両鍔付円筒ころ軸受における鍔部の
負担が軽減すると共に、片鍔付円筒ころ軸受の鍔部がス
トッパーになるので、両鍔付円筒ころ軸受の内輪が抜け
出る危険性は確実に減少する。Further, in the case where the clearance in the thrust direction at the one flange portion of the one-flanged cylindrical roller bearing is appropriately defined, the thrust load is also positively applied to the one flange portion of the one-flanged cylindrical roller bearing. In addition, the load on the flange of the double-flanged cylindrical roller bearing is reduced, and the danger of the inner ring of the double-flanged cylindrical roller bearing coming off is reduced since the flange of the single-flanged cylindrical roller bearing acts as a stopper. I do.
【００３８】加えて、上記した本発明に係る鉄道車両用
歯車装置の軸受構造によれば、製品の製作時や検査時の
組立の際、軸受の外輪、内輪ところの隙間調整が不要に
なるので、作業を大幅に軽減できる。また、軸受周辺部
材との熱膨張差による隙間の変化がないので、低温時、
起動時の耐焼付き性が向上すると共に、高温時の振動、
騒音が抑制でき、歯車装置の性能の向上が期待できる。
さらに、現在使用している歯車装置を改造する場合で
も、軸受押さえ蓋を変更する程度で良いので、歯車箱な
どをそのまま流用することができる。In addition, according to the bearing structure of the gear device for a railway vehicle according to the present invention described above, it is not necessary to adjust the clearance between the outer ring and the inner ring of the bearing at the time of assembling at the time of manufacturing or inspecting the product. , Can greatly reduce the work. Also, since there is no change in the gap due to the difference in thermal expansion with the bearing peripheral members, at low temperatures,
The seizure resistance at startup is improved, vibration at high temperatures,
Noise can be suppressed, and improvement in the performance of the gear device can be expected.
Further, even if the gear device currently used is modified, the gear box or the like can be diverted as it is because only the bearing holding lid needs to be changed.
【図１】本発明に係る鉄道車両用歯車装置の軸受構造の
要部を断面して示す図である。FIG. 1 is a sectional view showing a main part of a bearing structure of a gear device for a railway vehicle according to the present invention.
【図２】本発明に係る鉄道車両用歯車装置の軸受構造に
使用する軸受の保持器等を省略した概略説明図で、
（ａ）は両鍔付円筒ころ軸受を、（ａ）は内輪に鍔部を
形成した片鍔付円筒ころ軸受を、（ｃ）は外輪に鍔部を
形成した片鍔付円筒ころ軸受を示す図である。FIG. 2 is a schematic explanatory view omitting a bearing retainer and the like used in a bearing structure of a railway vehicle gear device according to the present invention;
(A) shows a double-flanged cylindrical roller bearing, (a) shows a single-flanged cylindrical roller bearing having a flange formed on an inner ring, and (c) shows a single-flanged cylindrical roller bearing formed with a flange formed on an outer ring. FIG.
【図３】本発明に係る鉄道車両用歯車装置の軸受構造に
おいて、両鍔付円筒ころ軸受の内輪から軸が抜ける方向
に荷重が作用した場合の荷重方向を示す図である。FIG. 3 is a view showing a load direction when a load acts in a direction in which a shaft comes off from an inner ring of a double-flanged cylindrical roller bearing in a bearing structure of a gear device for a railway vehicle according to the present invention.
【図４】特願平１０−１８３９６０号で提案した鉄道車
両用歯車装置の軸受構造を断面して示す図である。FIG. 4 is a sectional view showing a bearing structure of a gear device for a railway vehicle proposed in Japanese Patent Application No. 10-183960.
【図５】特願平１０−１８３９６０号で提案した鉄道車
両用歯車装置の軸受構造の他の実施例を断面して示す図
である。FIG. 5 is a sectional view showing another embodiment of the bearing structure of the gear device for a railway vehicle proposed in Japanese Patent Application No. 10-183960.
【図６】鉄道車両における駆動装置の説明図である。FIG. 6 is an explanatory diagram of a drive device in a railway vehicle.
【図７】従来の鉄道車両用歯車装置の軸受構造を断面し
て示す図である。FIG. 7 is a sectional view showing a bearing structure of a conventional railway vehicle gear device.
【図８】実開昭６４−３８３５１号で開示された鉄道車
両用歯車装置の軸受構造を断面して示す図である。FIG. 8 is a cross-sectional view showing a bearing structure of a railway vehicle gear device disclosed in Japanese Utility Model Laid-Open No. 64-38351.
１１ 歯車装置 １３ 小歯車軸 １４ 大歯車 １７ 両鍔付円筒ころ軸受 １８ 片鍔付円筒ころ軸受 １８ａ 片鍔部 １８ａａ 相対面 １８ｂ ころ DESCRIPTION OF SYMBOLS 11 Gear device 13 Small gear shaft 14 Large gear 17 Cylindrical roller bearing with both flanges 18 Cylindrical roller bearing with one flange 18a Single flange portion 18aa Relative surface 18b Roller
Claims (4)
と、大歯車を取付けた車軸の、どちらか一方或いは両方
を、片鍔付円筒ころ軸受と両鍔付円筒ころ軸受で回転自
在に支持したことを特徴とする鉄道車両用歯車装置の軸
受構造。In a gear device for a railway vehicle, one or both of a small gear shaft and an axle to which a large gear is mounted are rotatably supported by a cylindrical roller bearing with one flange and a cylindrical roller bearing with both flanges. A bearing structure for a gear device for a railway vehicle, characterized in that:
との相対面を研磨して製作精度を向上させ、前記相対面
においてころが円滑に回転するようにしたことを特徴と
する請求項１記載の鉄道車両用歯車装置の軸受構造。2. The method according to claim 1, wherein the surface of the flange portion of the single-flanged cylindrical roller bearing with respect to the roller is polished to improve the manufacturing accuracy, and the roller rotates smoothly on the relative surface. The bearing structure of the gear device for a railway vehicle according to claim 1.
ラスト方向隙間を適切に規定し、片鍔付円筒ころ軸受の
片鍔部にも積極的にスラスト荷重を負担させるようにし
たことを特徴とする請求項２記載の鉄道車両用歯車装置
の軸受構造。3. A thrust gap in a thrust portion of a one-flanged cylindrical roller bearing is appropriately defined, and a thrust load is also positively applied to the one-flange portion of the one-flanged cylindrical roller bearing. The bearing structure of a gear device for a railway vehicle according to claim 2, wherein:
５〜０．５ｍｍであることを特徴とする請求項３記載の
鉄道車両用歯車装置の軸受構造。4. The clearance in the thrust direction at the flange portion is 0.0
The bearing structure for a gear device for a railway vehicle according to claim 3, wherein the bearing structure is 5 to 0.5 mm.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP33771199A JP2001151103A (en) | 1999-11-29 | 1999-11-29 | Bearing structure for railway vehicle gear device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP33771199A JP2001151103A (en) | 1999-11-29 | 1999-11-29 | Bearing structure for railway vehicle gear device |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JP2001151103A true JP2001151103A (en) | 2001-06-05 |
Family
ID=18311255
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP33771199A Pending JP2001151103A (en) | 1999-11-29 | 1999-11-29 | Bearing structure for railway vehicle gear device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2001151103A (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2004332826A (en) * | 2003-05-07 | 2004-11-25 | Sumitomo Metal Ind Ltd | Gearing device and undercarriage for railway vehicle |
| JP2006250154A (en) * | 2005-03-08 | 2006-09-21 | Nsk Ltd | Rolling bearing |
| JP2015007471A (en) * | 2013-05-27 | 2015-01-15 | 東洋電機製造株式会社 | Gear device for railway vehicle |
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| JPS54121348A (en) * | 1978-03-14 | 1979-09-20 | Koyo Seiko Co Ltd | Single-train automatic self-aligning roller bearing |
| JPS5843609B2 (en) * | 1975-12-26 | 1983-09-28 | 日本精工株式会社 | Korojikuuke |
| JPS60131210U (en) * | 1984-02-07 | 1985-09-03 | エヌ・テ−・エヌ東洋ベアリング株式会社 | Thrust bearing for work rolls in multi-high rolling mills |
| JPS61166228U (en) * | 1985-04-04 | 1986-10-15 | ||
| JPS6438351U (en) * | 1987-08-31 | 1989-03-07 | ||
| JPH0490716U (en) * | 1990-12-25 | 1992-08-07 | ||
| JPH0653819U (en) * | 1992-12-25 | 1994-07-22 | 日本トムソン株式会社 | Radial roller bearings |
| JPH0712119A (en) * | 1993-06-28 | 1995-01-17 | Nippon Seiko Kk | Cylindrical roller bearing |
| JPH073059Y2 (en) * | 1990-07-18 | 1995-01-30 | 株式会社椿本チエイン | Resin roller bearing integrally molded with metal bush, and chain incorporating the bearing |
| JPH078628U (en) * | 1993-07-09 | 1995-02-07 | 日本精工株式会社 | Roller bearing |
| JPH07103243A (en) * | 1993-09-30 | 1995-04-18 | Ntn Corp | Rolling bearing |
| JPH0893756A (en) * | 1994-09-20 | 1996-04-09 | Ntn Corp | Cylindrical rolling bearing |
| JPH0988970A (en) * | 1995-09-29 | 1997-03-31 | Ntn Corp | Cylindrical roller bearing |
| JPH09119511A (en) * | 1995-10-23 | 1997-05-06 | Toyo Electric Mfg Co Ltd | Gear device |
| JPH09229058A (en) * | 1996-02-21 | 1997-09-02 | Nippon Seiko Kk | Bearing |
| JP2000018342A (en) * | 1998-06-30 | 2000-01-18 | Sumitomo Metal Ind Ltd | Bearing structure of gear device for rolling stock |
-
1999
- 1999-11-29 JP JP33771199A patent/JP2001151103A/en active Pending
Patent Citations (16)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5843609B2 (en) * | 1975-12-26 | 1983-09-28 | 日本精工株式会社 | Korojikuuke |
| JPS54121348A (en) * | 1978-03-14 | 1979-09-20 | Koyo Seiko Co Ltd | Single-train automatic self-aligning roller bearing |
| JPS60131210U (en) * | 1984-02-07 | 1985-09-03 | エヌ・テ−・エヌ東洋ベアリング株式会社 | Thrust bearing for work rolls in multi-high rolling mills |
| JPS61166228U (en) * | 1985-04-04 | 1986-10-15 | ||
| JPS6438351U (en) * | 1987-08-31 | 1989-03-07 | ||
| JPH073059Y2 (en) * | 1990-07-18 | 1995-01-30 | 株式会社椿本チエイン | Resin roller bearing integrally molded with metal bush, and chain incorporating the bearing |
| JPH0490716U (en) * | 1990-12-25 | 1992-08-07 | ||
| JPH0653819U (en) * | 1992-12-25 | 1994-07-22 | 日本トムソン株式会社 | Radial roller bearings |
| JPH0712119A (en) * | 1993-06-28 | 1995-01-17 | Nippon Seiko Kk | Cylindrical roller bearing |
| JPH078628U (en) * | 1993-07-09 | 1995-02-07 | 日本精工株式会社 | Roller bearing |
| JPH07103243A (en) * | 1993-09-30 | 1995-04-18 | Ntn Corp | Rolling bearing |
| JPH0893756A (en) * | 1994-09-20 | 1996-04-09 | Ntn Corp | Cylindrical rolling bearing |
| JPH0988970A (en) * | 1995-09-29 | 1997-03-31 | Ntn Corp | Cylindrical roller bearing |
| JPH09119511A (en) * | 1995-10-23 | 1997-05-06 | Toyo Electric Mfg Co Ltd | Gear device |
| JPH09229058A (en) * | 1996-02-21 | 1997-09-02 | Nippon Seiko Kk | Bearing |
| JP2000018342A (en) * | 1998-06-30 | 2000-01-18 | Sumitomo Metal Ind Ltd | Bearing structure of gear device for rolling stock |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2004332826A (en) * | 2003-05-07 | 2004-11-25 | Sumitomo Metal Ind Ltd | Gearing device and undercarriage for railway vehicle |
| JP4501356B2 (en) * | 2003-05-07 | 2010-07-14 | 住友金属工業株式会社 | Railway vehicle gear device and railway vehicle carriage |
| JP2006250154A (en) * | 2005-03-08 | 2006-09-21 | Nsk Ltd | Rolling bearing |
| JP2015007471A (en) * | 2013-05-27 | 2015-01-15 | 東洋電機製造株式会社 | Gear device for railway vehicle |
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