JP4952362B2 - Railway vehicle gear system - Google Patents

Railway vehicle gear system Download PDF

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JP4952362B2
JP4952362B2 JP2007119338A JP2007119338A JP4952362B2 JP 4952362 B2 JP4952362 B2 JP 4952362B2 JP 2007119338 A JP2007119338 A JP 2007119338A JP 2007119338 A JP2007119338 A JP 2007119338A JP 4952362 B2 JP4952362 B2 JP 4952362B2
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tooth surface
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JP2008275060A (en
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祥一 近藤
秀樹 南
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Sumitomo Metal Industries Ltd
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Description

本発明は、トルクを伝達する際に、はすば歯車の噛み合いによって発生する騒音の低減が可能な鉄道車両用歯車装置に関するものである。   The present invention relates to a railway vehicle gear device capable of reducing noise generated by meshing of helical gears when torque is transmitted.

平行カルダン駆動式の鉄道車両は、図９に示すように、モータ１で発生するトルクを、たわみ軸継手２、歯車装置３を介して車軸４に伝え、車軸４に取り付けた車輪５を回転させて走行するようになっている。   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.

この歯車装置３は、たわみ軸継手２に連結される小歯車軸３ａに形成した小歯車３ａａと車軸４に一体的に取り付けられた大歯車３ｂが噛み合って前記トルクを伝達するようになっており、その際、小歯車３ａと大歯車３ｂが絶えず噛み合って回転している。   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.

従って、前記小歯車３ａと大歯車３ｂが噛み合って回転しているときに発生する振動起振力を低減させることが騒音の低減に重要であり、近年の鉄道車両の高速化ではなおさらである。   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.

はすば歯車の噛み合い時に発生する振動起振力を低減させて低振動、低騒音を達成する技術として、例えば特許文献１〜３が開示されている。
このうち、特許文献１は、歯面上の噛み合い始め部からインボリュート曲面に連なる曲面で歯筋方向位置により歯形形状が異なり、歯面法線方向における噛み合い始め部の修整量が少なくとも歯車噛み合い時の撓み量となるバイアス修整を施すものである。
特開平８−２８５０４８号公報 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

また、特許文献２は、歯面に残した歯幅方向接触線ピッチの整数倍幅の完全接触線領域以外の歯面を、噛み合い始め部から完全接触線領域までと、完全接触線領域から噛み合い終わり部までを、それぞれ連続する曲面で形成し、これら両曲面に歯筋方向位置によって歯形形状が異なる３次元的なバイアス修整を施すものである。
特開平１０−８９４４２号公報 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

また、特許文献３は、歯車を配設する際のミスアライメントを、歯面の圧力角誤差及びねじれ角誤差に換算して修整を行う、或いは製造誤差を考慮したバイアス修整を加えるものである。
特開平８−１９７３３２号公報 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

前記特許文献１や特許文献２で開示された技術は、舶用減速機のように比較的歯幅が長い、一定出力を伝達する歯車には有効である。しかしながら、本発明が対象とする鉄道車両のように、歯幅が１００mm以下と短く、使用出力も常に変動する歯車には、効果が得られない。   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.

また、軸受の構造上及び運転中のミスアライメントが把握できない鉄道用では、修整量の決定ができないので、本発明が対象とする鉄道車両では、特許文献３で開示された技術を適用することはできない。   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.

本発明が解決しようとする問題点は、はすば歯車の噛み合い時に発生する騒音を低減する従来技術では、鉄道車両用の歯車装置に適用しても効果が得られなかったり、鉄道車両用の歯車装置に適用することができないという点である。   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.

本発明の鉄道車両用歯車装置は、
鉄道車両用歯車装置の低騒音化を図るために、
1) モジュールが５〜７、圧力角が２０〜２８°、ねじれ角が１５〜４０°の歯車諸元をもつ対をなすはすば歯車を備えた平行カルダン駆動式の鉄道車両用歯車装置であって、
前記はすば歯車の歯面の有効噛み合い範囲において、
前記歯面の噛み合い接触線方向に５〜２０μmのクラウニングを施工し、
かつこの噛み合い接触線方向のクラウニングと、歯先・歯元修整と歯筋修整のためのクラウニングを加えた後の最大バイアス修整量が１０〜４０μmとなるように、歯面に修整を施した点、
または、
2) はすば歯車を備えた鉄道車両用歯車装置、或いは、モジュールが５〜７、圧力角が２０〜２８°、ねじれ角が１５〜４０°の歯車諸元をもつ対をなすはすば歯車を備えた平行カルダン駆動式の鉄道車両用歯車装置であって、
前記はすば歯車の歯面の有効噛み合い範囲において、
前記歯面の噛み合い接触線方向に５〜２０μmのクラウニングを施工し、
かつ諸元噛み合い率が２．４〜２．８となるように歯車諸元を調整すると共に、歯当たり面の接触長さと、作用平面の対角長さの比率が０．６〜０．９５となるように、歯面に修整を施した点、
を最も主要な特徴としている。 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.

上記の本発明に係る鉄道車両用歯車装置を搭載した鉄道車両用台車にあっては、トルクが変動しても振動起振力の変動を少なくでき、かつ振動起振力の最大値も小さくできるので、鉄道車両用台車の騒音を低減できるようになる。   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.

なお、本発明における「歯面の有効噛み合い範囲」とは、歯車の取付け誤差やミスアライメントによって生じる片当りを防止するために、歯筋方向に設けられるレリービングと称する逃がし部分を除く範囲を言う。   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.

本発明によれば、はすば歯車によってトルクを伝達する際に、トルクが変動しても振動起振力の変動が少なく、かつ発生する振動起振力も小さくできるので、走行時に歯車装置やこの歯車装置を搭載した鉄道車両用台車から発生する騒音を効果的に低減できる。   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.

以下、本発明の完成に至る新しい着想及びこの着想から課題解決に至るまでの経緯と共に、本発明を実施するための最良の形態例について、図１〜図８を用いて説明する。   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.

鉄道車両の高速化に伴って車両の静粛性が求められるなか、発明者らは、歯幅が７０mm、モジュールが６、圧力角が２６°、ねじれ角が２０°の従来のはすば歯車を使用した歯車装置（小歯車と大歯車の歯数比は２．７９、諸元噛み合い率は２．６）を用いて、モータのトルクと振動起振力の関係を調査した。   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).

なお、調査に用いた従来のはすば歯車は、歯形方向と歯筋方向の２次元的な修整のみを行ったもので、歯形方向には、歯先・歯元に２５μm、歯筋方向には、レリービング部１１に７０μm、クラウニング部１２に２０μmの修整を行ったものを使用した（図１０参照）。   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).

調査の結果を図１に示す。従来のはすば歯車を使用した歯車装置の場合（◆印）、最高速度巡航時の近傍と、減速最大トルク時近傍の２箇所で振動起振力のピークを有し、これらの間で振動起振力が減少して、振動起振力が大きく変動しているのが分かる。そして、モータトルクが６００Nm以下の場合と、１７００Nm以上の場合に振動起振力は１．５kg／mmより大きくなっていた。   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.

このように、モータトルクの変動幅が大きい、従来のはすば歯車を使用した鉄道車両の歯車装置では、図１のように、モータトルクによって振動起振力が大きく変動し、これが歯車装置を搭載した鉄道車両用台車から発生する騒音の原因になっていると考えられる。   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.

近年の研究結果によれば、歯面修整の効果は、歯当たり面の形状と密接な関連があると言われており、これまで様々な研究事例が発表されている。
そこで、発明者らは、騒音の原因となるはすば歯車回転中の振動起振力に注目し、歯当たり面の接触長さと作用平面の対角長さの比率（以下、接触長さ比という。図２参照）と、振動起振力との関係を、歯面解析シミュレーションを行うことによって分析した。 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.

その結果を図３〜図５に示す。図３は接線力と振動起振力との関係を、図４は接触長さ比と振動起振力との関係を、図５は諸元噛み合い率と振動起振力との関係を示す図である。発明者らは、歯面噛み合い接触線方向のクラウニング（５〜２０μm）と、歯先・歯元修整と歯筋修整のためのクラウニングを加えた最大バイアス修整量を変化させて調査した。   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.

図３より、鉄道車両走行時におけるトルク伝達時に歯面に作用する、接線力が０〜５０kg／mmの範囲では、前記最大バイアス修整量が１０〜４０μmの場合の振動起振力が１．５kg／mm以下の低いレベルに抑えられることが判明した。   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.

また、図４より、接触長さ比が０．６〜０．９５の範囲では、歯面噛み合い接触線方向のクラウニングが５〜２０μmの範囲内であれば、前記最大バイアス修整量に係わらず、振動起振力は極小値を示し、１kg／mm以下であることが判明した。発明者らの分析結果によれば、このことが成立するのは、図５に示すように諸元噛み合い率が２．４〜２．８の範囲に限られる。なお、図５はバイアス修整量が１０〜２０μmの場合の結果を示した図である。   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.

本発明は、発明者らによる上記調査結果に基づいてなされたものであり、
第１の本発明の鉄道車両用歯車装置は、
はすば歯車を備えた鉄道車両用歯車装置であって、
前記はすば歯車の歯面の有効噛み合い範囲において、
前記歯面の噛み合い接触線方向に５〜２０μmのクラウニングを施工し、
かつこの噛み合い接触線方向のクラウニングと、歯先・歯元修整と歯筋修整のためのクラウニングを加えた後の最大バイアス修整量が１０〜４０μmとなるように、歯面に修整を施したことを特徴とするものである。 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.

また、第２の本発明の鉄道車両用歯車装置は、
はすば歯車を備えた鉄道車両用歯車装置であって、
前記はすば歯車の歯面の有効噛み合い範囲において、
前記歯面の噛み合い接触線方向に５〜２０μmのクラウニングを施工し、
かつ諸元噛み合い率が２．４〜２．８となるように歯車諸元を調整すると共に、歯当たり面の接触長さと、作用平面の対角長さの比率が０．６〜０．９５となるように、歯面に修整を施したことを特徴とするものである。 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.

これらの第１、第２の本発明において、歯幅両端部の夫々略５％の範囲に、歯車の取付け誤差やミスアライメントによって生じる片当りを防止する歯筋方向のレリービングを施工すれば、レリービング部における歯当たり発生を確実に防止することができる。なお、このレリービング量は特に限定されないが、クラウニング量に１０μm以上追加することが望ましい。但し、製造設備の制約もあるため、最大でも５０μm程度である。   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.

また、前記の本発明を適用する鉄道車両用歯車装置としては、例えば平行カルダン駆動式であって、対をなすはすば歯車は、モジュールが５〜７、圧力角が２０〜２８°、ねじれ角が１５〜４０°の歯車諸元をもつものが適している。   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.

これら本発明の鉄道車両用歯車装置において、歯面の噛み合い接触線方向に５〜２０μmのクラウニングを施工するのは、クラウニングの施工量が５〜２０μmの範囲を外れた場合、振動起振力が大きくなって騒音が大きくなるからである。   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.

また、第１の本発明の鉄道車両用歯車装置において、前記最大バイアス修整量が１０〜４０μmとなるように歯面に修整を施すのは、この範囲を外れた場合は、振動起振力が１．５kg／mmより大きくなって騒音が大きくなるからである。   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.

ちなみに、本発明の効果を確認するために、従来のはすば歯車を使用した歯車装置と、図６に示すはすば歯車を使用した本発明の歯車装置を用いて、振動起振力を調査した結果を図１に、騒音レベルを調査した結果を図７に示す。   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.

この調査に使用した従来のはすば歯車は、図１の実験を行ったものと同じはすば歯車である。また、図６に示すはすば歯車は、レリービング部分を除く歯面の有効噛み合い歯面内において、噛み合い接触線方向に１５μmのクラウニングを、歯先・歯元修整を１９μm、歯筋修整のために１０μmのクラウニングを施した後の最大バイアス修整量が１５μmで、歯幅両端から夫々３．５mmの範囲に施す歯筋方向のレリービングを２０μmとしたものである。   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.

図１より、本発明の歯車装置（●印）の場合、先に説明した従来の歯車装置（◆印）と異なり、全トルク範囲で安定して振動起振力を小さくでき、また振動起振力の変動幅も少なくできることが分かる。   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.

図７より、本発明の歯車装置（実線）の場合、１０００〜６０００rpmのいずれの回転域においても、８５dB C以下の騒音レベルに抑えられることが分かる。また、従来の歯車装置（破線）に比べて、５〜１０dB C程度、騒音レベルを低減することができた。   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.

このように、本発明では、歯車装置に使用するはすば歯車を、特許文献１や特許文献２のような、いわゆるバイアスアウト（図１１参照）に修整するのでは無く、バイアスイン（図８参照）に修整して噛み合い長さを伸ばし、実噛み合い率を良くしている。なお、図８、図１１中の斜線部は修整部を示す。   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.

従って、本発明の歯車装置や、この歯車装置を搭載した鉄道車両用台車では、広いトルク範囲にわたって、振動起振力が低減でき、また振動起振力の変動が抑制できて、騒音の低減が図れる。   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.

本発明は上記の例に限らず、各請求項に記載された技術的思想の範疇であれば、適宜実施の形態を変更しても良いことは、言うまでもない。   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.

例えば第１の本発明と第２の本発明の両方を満足するものでもよい。   For example, it may satisfy both the first invention and the second invention.

以上の本発明の技術的思想は、鉄道車両用の歯車装置に限らず、どのような歯車装置にも適用できる。   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.

はすば歯車を使用した歯車装置の、モータトルクと振動起振力の関係を示した図である。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. 接触長さ比の説明図である。It is explanatory drawing of contact length ratio. 接線力と振動起振力との関係を示す図である。It is a figure which shows the relationship between a tangential force and a vibration excitation force. 接触長さ比と振動起振力との関係を示す図である。It is a figure which shows the relationship between contact length ratio and a vibration excitation force. 最大バイアス修整量が１０〜２０μmの場合における、諸元噛み合い率と振動起振力との関係を示す図である。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. 本発明に使用する３次元的な歯面修整を施したはすば歯車の歯面形状を示した図である。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. 本発明の歯車装置と従来の歯車装置の騒音レベルを比較した図である。It is the figure which compared the noise level of the gear apparatus of this invention, and the conventional gear apparatus. 本発明の歯車装置が採用するバイアスインの修整を説明する図である。It is a figure explaining the correction of the bias-in which the gear apparatus of this invention employ | adopts. 歯車装置の基本構成を説明する図である。It is a figure explaining the basic composition of a gear device. 従来の２次元的な歯面修整を施したはすば歯車の歯面形状を示した図である。It is the figure which showed the tooth surface shape of the helical gear which gave the conventional two-dimensional tooth surface modification. 特許文献１、２で開示されたバイアスアウトの修整を説明する図である。It is a figure explaining the correction of the bias-out disclosed by patent document 1,2.

符号の説明Explanation of symbols

３ 歯車装置
３ａａ 小歯車
３ｂ 大歯車
１１ レリービング部
１２ クラウニング部
DESCRIPTION OF SYMBOLS 3 Gear apparatus 3aa Small gear 3b Large gear 11 Relieving part 12 Crowning part

Claims (4)

モジュールが５〜７、圧力角が２０〜２８°、ねじれ角が１５〜４０°の歯車諸元をもつ対をなすはすば歯車を備えた平行カルダン駆動式の鉄道車両用歯車装置であって、
前記はすば歯車の歯面の有効噛み合い範囲において、
前記歯面の噛み合い接触線方向に５〜２０μmのクラウニングを施工し、
かつこの噛み合い接触線方向のクラウニングと、歯先・歯元修整と歯筋修整のためのクラウニングを加えた後の最大バイアス修整量が１０〜４０μmとなるように、歯面に修整を施したことを特徴とする鉄道車両用歯車装置。 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. はすば歯車を備えた鉄道車両用歯車装置であって、
前記はすば歯車の歯面の有効噛み合い範囲において、
前記歯面の噛み合い接触線方向に５〜２０μmのクラウニングを施工し、
かつ諸元噛み合い率が２．４〜２．８となるように歯車諸元を調整すると共に、歯当たり面の接触長さと、作用平面の対角長さの比率が０．６〜０．９５となるように、歯面に修整を施したことを特徴とする鉄道車両用歯車装置。 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 モジュールが５〜７、圧力角が２０〜２８°、ねじれ角が１５〜４０°の歯車諸元をもつ対をなすはすば歯車を備えた平行カルダン駆動式の鉄道車両用歯車装置であって、
前記はすば歯車の歯面の有効噛み合い範囲において、
前記歯面の噛み合い接触線方向に５〜２０μmのクラウニングを施工し、
かつ諸元噛み合い率が２．４〜２．８となるように歯車諸元を調整すると共に、歯当たり面の接触長さと、作用平面の対角長さの比率が０．６〜０．９５となるように、歯面に修整を施したことを特徴とする鉄道車両用歯車装置。 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. 歯幅両端部の夫々略５％の範囲に、歯車の取付け誤差やミスアライメントによって生じる片当りを防止する歯筋方向のレリービングを施工することを特徴とする請求項１〜３の何れかに記載の鉄道車両用歯車装置。 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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