CN110566639B - Multi-gear self-adaptive gearbox for railway vehicle - Google Patents

Multi-gear self-adaptive gearbox for railway vehicle Download PDF

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Publication number
CN110566639B
CN110566639B CN201910861672.4A CN201910861672A CN110566639B CN 110566639 B CN110566639 B CN 110566639B CN 201910861672 A CN201910861672 A CN 201910861672A CN 110566639 B CN110566639 B CN 110566639B
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China
Prior art keywords
gear
intermediate gear
shaft
gearbox
gears
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CN201910861672.4A
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Chinese (zh)
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CN110566639A (en
Inventor
陈国胜
沈龙江
丁长权
钟晓波
李振华
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CRRC Zhuzhou Locomotive Co Ltd
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CRRC Zhuzhou Locomotive Co Ltd
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Publication date
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Priority to CN201910861672.4A priority Critical patent/CN110566639B/en
Priority to PCT/CN2019/125064 priority patent/WO2021047090A1/en
Priority to DE112019007615.9T priority patent/DE112019007615T5/en
Publication of CN110566639A publication Critical patent/CN110566639A/en
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/20—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially using gears that can be moved out of gear
    • F16H3/22—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially using gears that can be moved out of gear with gears shiftable only axially
    • F16H3/30—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially using gears that can be moved out of gear with gears shiftable only axially with driving and driven shafts not coaxial
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C9/00—Locomotives or motor railcars characterised by the type of transmission system used; Transmission systems specially adapted for locomotives or motor railcars
    • B61C9/38—Transmission systems in or for locomotives or motor railcars with electric motor propulsion
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/091—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears including a single countershaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H57/021—Shaft support structures, e.g. partition walls, bearing eyes, casing walls or covers with bearings
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H57/023—Mounting or installation of gears or shafts in the gearboxes, e.g. methods or means for assembly
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/26—Generation or transmission of movements for final actuating mechanisms
    • F16H61/28—Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted
    • F16H61/30—Hydraulic or pneumatic motors or related fluid control means therefor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/26—Generation or transmission of movements for final actuating mechanisms
    • F16H61/28—Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted
    • F16H61/32—Electric motors actuators or related electrical control means therefor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H2057/02039—Gearboxes for particular applications
    • F16H2057/02043—Gearboxes for particular applications for vehicle transmissions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/26—Generation or transmission of movements for final actuating mechanisms
    • F16H61/28—Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted
    • F16H2061/2884—Screw-nut devices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/26—Generation or transmission of movements for final actuating mechanisms
    • F16H61/28—Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted
    • F16H61/32—Electric motors actuators or related electrical control means therefor
    • F16H2061/326—Actuators for range selection, i.e. actuators for controlling the range selector or the manual range valve in the transmission
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0034—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising two forward speeds

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Structure Of Transmissions (AREA)
  • Gear Transmission (AREA)

Abstract

The invention provides a multi-gear self-adaptive gearbox for a railway vehicle. The gearbox comprises a gearbox body, an input pinion shaft, an intermediate gear shaft and a power output shaft, wherein the input pinion shaft is installed on the gearbox body through N input gears, the intermediate gear shaft is installed on the gearbox body through M intermediate gears, and K gears in the M intermediate gears are meshed with gears on the power output shaft; wherein N is more than or equal to 2, and M = N + K; the gear box further comprises a gear shifting driving part which comprises a driving source, wherein the driving source is controlled to rotate forwards and reversely to displace the M-K gears on the intermediate gear shaft leftwards and rightwards to be meshed with the N input pinion shafts respectively. Compared with the prior art, the gear box provided by the invention changes the load point of a vehicle driving system, so that the motor and the converter operate in the optimal efficiency range, and the self-adaptive performance of the motor train unit and the metro vehicle bogie can be realized.

Description

Multi-gear self-adaptive gearbox for railway vehicle
Technical Field
The invention relates to the technical field of railway rolling stock, in particular to a multi-gear self-adaptive gearbox for a railway vehicle.
Background
With the rapid development of high-speed railways, the proportion of the high-speed railways in a railway main line network is higher and higher. The interconnection and intercommunication between the high-speed railway and the existing line are realized, the railway transportation efficiency and diversified transportation modes can be obviously improved, the travel requirements of different crowds are met to the greatest extent, and the social and economic development is promoted. The interconnection and intercommunication between the motor train unit and the subway in the urban area also have the same requirements.
Although the conversion between higher speed and lower speed operation can be realized by controlling the motor speed, the realization mode causes that the motor and the converter can not work in the optimal efficiency at high speed and low speed, and the energy consumption loss is large.
At present, related enterprises at home and abroad begin to research adaptive bogies and gear-changing gearboxes which can adapt to running at different speed grades aiming at the current situation.
The multi-gear transmission technology is widely applied to automobiles and special vehicles and is mature in technology. At present, gear transmission step-by-step speed change is a main application form of an automatic gearbox in the field of automobiles, and generally comprises an input shaft, an output shaft, N sets of planetary gear devices and M shifting elements. However, due to the particularity of rail vehicles, these techniques cannot be directly applied to rail vehicles.
Therefore, a multi-gear gearbox needs to be developed based on the structural form of the rail vehicle driving device.
In addition, the directional terms mentioned in this document are defined,
left: to the left as shown in fig. 2;
and (3) right: to the right as viewed in fig. 2.
Disclosure of Invention
The invention aims to provide a multi-gear self-adaptive gearbox for a railway vehicle, which solves the problem of automatic reliability of the change between gears of the multi-gear gearbox and realizes different gear transmission ratios when the vehicle runs at low speed and high speed.
The technical scheme of the invention is as follows: a multi-gear self-adaptive gearbox for a railway vehicle comprises a gearbox body, and an input pinion shaft, an intermediate gear shaft and a power output shaft which are arranged in the gearbox body and are parallel to each other, wherein the input pinion shaft is connected with a power source, the input pinion shaft is arranged on the gearbox body through N input gears, the intermediate gear shaft is arranged on the gearbox body through M intermediate gears, and K gears in the M intermediate gears are meshed with gears on the power output shaft; wherein N is more than or equal to 2, and M = N + K;
the gear box further comprises a gear shifting driving part which comprises a driving source, wherein the driving source is controlled to rotate forwards and reversely to displace the M-K gears on the intermediate gear shaft leftwards and rightwards to be meshed with the N input pinion shafts respectively.
In the scheme, a vehicle operator sends an instruction to start the driving source of the gear shifting driving part through the button, gear shifting of the gear box is realized through the driving of the driving source, different gear transmission ratios during low-speed and high-speed running of the vehicle are realized, and the load point of a vehicle driving system is changed, so that the motor and the converter run in the optimal efficiency range, and the purposes of saving energy, obtaining larger traction force under the same transmission power and the like are achieved. The automatic gear shifting device mainly solves the problems of automatic shifting and reliability among gears of a multi-gear gearbox, and realizes different gear transmission ratios when a vehicle runs at low speed and high speed.
Preferably, the driving source is an electric motor or a hydraulic motor.
Preferably, M =3 and N =2, the intermediate gear shaft is mounted on the gearbox housing through a first intermediate gear, a second intermediate gear and a third intermediate gear, the second intermediate gear is mounted on the first intermediate gear, and the third intermediate gear is fixedly arranged at the end side of the second intermediate gear;
the input pinion shaft is respectively meshed with the second intermediate gear or the third intermediate gear through the first input gear and the second input gear;
the driving part drives the second intermediate gear and the third intermediate gear to move left and right along the first intermediate gear.
Preferably, the intermediate gear comprises a main shaft and an extension shaft extending from the main shaft, the intermediate gear is sleeved on the extension shaft, and the main shaft is provided with the intermediate gear meshed with the power output shaft.
Preferably, the second intermediate gear and the elongated shaft of the first intermediate gear realize axial movement through the first spline.
Preferably, the shift driving part further includes a movable bearing seat in threaded fit with a rotating shaft of the driving source, and a fixed bearing seat for limiting rotation of the movable bearing seat and only realizing left and right movement of the movable bearing seat, and the movable bearing seat transmits movement of the movable bearing seat to the second intermediate gear and the third intermediate gear.
Preferably, the first intermediate gear is supported on the gearbox housing at an end side adjacent to the main shaft by a first spherical roller bearing, and the second intermediate gear is supported on the mobile bearing block at an end side adjacent to the elongate shaft by a second spherical roller bearing.
The scheme can realize automatic centering.
Preferably, the fixed bearing seat is provided with a stop table for limiting the limit position of the left and right movement of the movable bearing seat.
The stop table may define the axial position of the mobile bearing block, thereby locating the positions of the second and third intermediate gears.
Preferably, the movable bearing seat is arranged in the fixed bearing seat, and the movable bearing seat and the fixed bearing seat axially move through a second spline.
The circumferential direction of the movable bearing seat is prevented from rotating through the concave-convex matching structure of the second spline, and only the axial movement of the movable bearing seat relative to the fixed bearing seat is realized.
Preferably, one end of the gearbox body surrounds the power output shaft, and the other end of the gearbox body is hung on the framework through a hanging rod.
Compared with the related technology, the invention has the beneficial effects that: the load point of a vehicle driving system is changed through different gear transmission ratios when the vehicle runs at low speed and high speed, so that a motor or a converter runs in an optimal efficiency range, the purposes of saving energy, obtaining larger traction force under the same transmission function and the like are achieved, and the self-adaptive performance of the motor train unit and the metro vehicle bogie can be realized.
Drawings
FIG. 1 is a schematic front view of a multi-gear adaptive gearbox for a railway vehicle according to the present invention;
FIG. 2 is a schematic cross-sectional view taken along E-E of FIG. 1 (gear one);
FIG. 3 is an enlarged schematic view taken at A in FIG. 2;
FIG. 4 is a schematic sectional view taken along line E-E of FIG. 1 (gear two).
Detailed Description
The present invention will be described in detail below with reference to the embodiments with reference to the attached drawings. It should be noted that the embodiments and features of the embodiments may be combined with each other without conflict. For convenience of description, the words "upper", "lower", "left" and "right" in the following description are used only to indicate the correspondence between the upper, lower, left and right directions of the drawings themselves, and do not limit the structure.
As shown in fig. 1 to 3, the multi-gear self-adaptive gearbox for the rail vehicle provided by the invention comprises a gearbox housing 4, and an input pinion shaft 3, an intermediate pinion shaft 21 and a power output shaft 20 which are arranged in the gearbox housing 4 and are parallel to each other, and further comprises a gear shifting driving component. One end of the gearbox body 4 encircles the power output shaft 20, and the other end is hung on the framework through a hanging rod 22.
The input pinion shaft 3 is connected with a power source traction motor through a coupler. The input pinion shaft 3 is installed on the gear box body 4 through N input gears, in this embodiment, N =2, the input pinion shaft 3 is provided with a first input gear 1 and a second input gear 2, and both ends of the input pinion shaft 3 are supported on the gear box body 4 through bearings and sealed through sealing members.
The intermediate gear shaft 21 is arranged on the gearbox body 4 through M intermediate gears, and K of the M intermediate gears are meshed with the gears on the power output shaft 20; wherein N is more than or equal to 2, and M = N + K.
In the present embodiment, M =3, K =1, the intermediate gear shaft 21 includes a first intermediate gear 13, a second intermediate gear 15, and a third intermediate gear 17, the first intermediate gear 13 includes a main shaft and an elongated shaft extending from the main shaft, the second intermediate gear 15 is sleeved on the elongated shaft, and the first spline 14 is disposed between the two. The first spline 14 is used to limit the circumferential rotation of the second intermediate gear 15, allowing only axial movement. The main shaft is provided with an intermediate gear fixedly meshed with a large gear 18 on the power output shaft.
The intermediate gear II 15 is a stepped shaft, a plurality of incremental steps are sequentially arranged on the stepped shaft from left to right, gear teeth of the intermediate gear II 15 are arranged on the excircle of the step on the rightmost side, and the intermediate gear III 17 is fixed with the end face of the step on the rightmost side through a bolt 16.
The shift drive member includes a drive source 11, a moving bearing housing 10 and a fixed bearing housing 5. The drive source is an electric or hydraulic motor, and in this embodiment the drive source 11 is a motor. The motor rotating shaft 12 is provided with threads. The fixed bearing seat 5 is fixed on the gear box body 4, and the driving source 11 is fixed on the fixed bearing seat 5. The movable bearing seat 10 is arranged in the fixed bearing seat 5, and the movable bearing seat 10 is prevented from rotating in the circumferential direction and only can move in the axial direction by the concave-convex matching of the second spline 6. The end of the axial right side of the fixed bearing seat 5 is provided with a stopping table 7, a stopping table 8 extending to the movable bearing seat 10 is arranged on the body of the driving source, and the stopping table 8 corresponds to the stopping table 7 in position. The axial position of the mobile bearing block 10 is defined by the stop tables 7, 8, so as to reach the position of positioning the second 15 and third 17 central gears.
The movable bearing seat 10 is provided with a threaded hole in threaded fit with a rotating shaft 12 of the motor, and the movable bearing seat 10 can move left and right through forward and reverse rotation of the motor. The movable bearing seat 10 transmits the movement of the movable bearing seat to the second intermediate gear 15 and the third intermediate gear 17, and pushes or pulls the second intermediate gear 15 and the third intermediate gear 17 to move along with the first intermediate gear 13.
The second intermediate gear 15 is supported on the outer circle of the leftmost step (the end side close to the extension shaft) of the movable bearing seat 10 through a second spherical roller bearing 9, and the right side of the second spherical roller bearing 9 is abutted against the step surface. The first intermediate gear 13 is supported on the gearbox housing 4 at a right end side adjacent to the main shaft by a first spherical roller bearing 19. The second spherical roller bearing 9 and the first spherical roller bearing 19 are used to realize self-aligning.
The second spherical roller bearing 9 is embedded into the movable bearing seat 10, the left side and the right side of the second spherical roller bearing are respectively provided with a stop dog 23 and a stop dog 24, the stop dogs 23 are fixedly arranged on the left end face of the second intermediate gear 15 through bolts, and the stop dogs 24 are fixed with the movable bearing seat 10 and are abutted to the right end face of the second spherical roller bearing 9. The stoppers 23 and 24 are clamped on both sides of the second spherical roller bearing 9.
When the movable bearing seat 10 is displaced to the right as shown in fig. 2, the embedded structure and the stopper 24 can push the second spherical roller bearing 9 and the second intermediate gear 15 to move to the right along the first intermediate gear 13 until the teeth of the second intermediate gear 15 are engaged with the first input gear 1 to shift to the gear 1.
As shown in fig. 4, when the movable bearing seat 10 is displaced leftward, the stopper 24 pulls the second spherical roller bearing 9 leftward, and the leftward force of the second spherical roller bearing 9 pushes the stopper 23 and the second intermediate gear 15 together to move leftward under the abutting action of the stopper 23 until the third intermediate gear 17 engages with the second input gear 2, and the shift speed is changed to the shift speed 2.
The shifting is realized by driving the movable bearing seat 10 to move left and right through the positive and negative rotation of the rotating shaft 12 of the motor.
In other embodiments, according to the structural space of the vehicle bogie and the power of the motor, the number of N is equal to or greater than 3, and the number of M is correspondingly increased, so as to design a gearbox with 3 gears and above, which also belongs to the protection scope of the invention.
The above description is only an embodiment of the present invention, and not intended to limit the scope of the present invention, and all modifications of equivalent structures and equivalent processes, which are made by using the contents of the present specification and the accompanying drawings, or directly or indirectly applied to other related technical fields, are included in the scope of the present invention.

Claims (7)

1. A multi-gear self-adaptive gearbox for a railway vehicle comprises a gearbox body (4), and an input pinion shaft (3), an intermediate gear shaft (21) and a power output shaft (20) which are arranged in the gearbox body (4) and are parallel to each other, wherein the input pinion shaft (3) is connected with a power source, the multi-gear self-adaptive gearbox is characterized in that the input pinion shaft (3) is arranged on the gearbox body (4) through N input gears, the intermediate gear shaft (21) is arranged on the gearbox body (4) through M intermediate gears, and K of the M intermediate gears are meshed with gears on the power output shaft (20); wherein N is more than or equal to 2, and M = N + K;
the gear box further comprises a gear shifting driving part, wherein the gear shifting driving part comprises a driving source (11), the driving source (11) is controlled to rotate forwards and backwards to displace the M-K gears on the intermediate gear shaft leftwards and rightwards, and the M-K gears on the intermediate gear shaft are respectively meshed with the N input gears on the input pinion shaft (3);
m =3 and N =2, the intermediate gear shaft (21) is mounted on the gearbox body (4) through a first intermediate gear (13), a second intermediate gear (15) and a third intermediate gear (17), the second intermediate gear (15) is sleeved on the first intermediate gear (13), and the third intermediate gear (17) is fixedly arranged at the end side of the second intermediate gear (15);
the input pinion shaft (3) is respectively meshed with the intermediate gear II (15) or the intermediate gear III (17) through the input gear I (1) and the input gear II (2);
the driving part drives the second intermediate gear (15) and the third intermediate gear (17) to move left and right along the first intermediate gear (13);
the second intermediate gear (15) and the extension shaft of the first intermediate gear (13) realize axial movement through a first spline (14);
the gear-shifting driving part further comprises a movable bearing seat (10) in threaded fit with a rotating shaft (12) of the driving source (11) and a fixed bearing seat (5) used for limiting the rotation of the movable bearing seat (10) and only realizing the left and right movement of the movable bearing seat (10), and the movable bearing seat (10) transmits the movement of the movable bearing seat to the second intermediate gear (15) and the third intermediate gear (17).
2. The multi-gear adaptive gearbox for railway vehicles according to claim 1, wherein the intermediate gear shaft comprises a main shaft and an elongated shaft extending from the main shaft, an intermediate gear two (15) is sleeved on the elongated shaft, and the main shaft is provided with the intermediate gear one (13) meshed with the power output shaft.
3. The multiple-gear adaptive gearbox for railway vehicles according to claim 1, characterized in that the elongated shafts of the second intermediate gear (15) and the first intermediate gear (13) realize axial movement through the first spline (14).
4. The multiple-gear adaptive gearbox for railway vehicles according to claim 1, characterized in that the first intermediate gear (13) is supported on the gearbox housing (4) at the end side adjacent to the main shaft by a first spherical roller bearing (19), and the second intermediate gear (15) is supported on the mobile bearing block (10) at the end side adjacent to the extension shaft by a second spherical roller bearing (9).
5. The multi-gear adaptive gearbox for railway vehicles according to claim 4, characterized in that the fixed bearing seat (5) is provided with stop platforms (7, 8) for limiting the extreme positions of the left and right movement of the movable bearing seat (10).
6. The multi-gear adaptive gearbox for railway vehicles according to claim 4, characterized in that the mobile bearing block (10) is arranged inside the fixed bearing block (5) and both realize the axial movement of the mobile bearing block (10) through the second spline (6).
7. The multi-gear self-adaptive gearbox for the rail vehicle as claimed in any one of claims 1 to 6, wherein one end of the gearbox body (4) encircles the power output shaft (20), and the other end is hung on a framework through a hanging rod (22).
CN201910861672.4A 2019-09-12 2019-09-12 Multi-gear self-adaptive gearbox for railway vehicle Active CN110566639B (en)

Priority Applications (3)

Application Number Priority Date Filing Date Title
CN201910861672.4A CN110566639B (en) 2019-09-12 2019-09-12 Multi-gear self-adaptive gearbox for railway vehicle
PCT/CN2019/125064 WO2021047090A1 (en) 2019-09-12 2019-12-13 Multi-gear adaptive gear box for railway vehicle
DE112019007615.9T DE112019007615T5 (en) 2019-09-12 2019-12-13 ADAPTIVE MULTI-SPEED TRANSMISSION FOR RAIL VEHICLES

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Application Number Priority Date Filing Date Title
CN201910861672.4A CN110566639B (en) 2019-09-12 2019-09-12 Multi-gear self-adaptive gearbox for railway vehicle

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CN110566639A CN110566639A (en) 2019-12-13
CN110566639B true CN110566639B (en) 2021-06-04

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DE (1) DE112019007615T5 (en)
WO (1) WO2021047090A1 (en)

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CN114644200A (en) * 2022-04-06 2022-06-21 山东伟达环保机械有限公司 Improved ferry vehicle end beam traveling wheel for producing aerated concrete
CN114749858B (en) * 2022-06-02 2024-01-26 北京理工大学长三角研究院(嘉兴) Six-hole coaxial tool for special vehicle transmission bracket assembly

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