CN111907536B

CN111907536B - Permanent-magnet direct-drive locomotive and drive suspension damping device thereof

Info

Publication number: CN111907536B
Application number: CN201910565373.6A
Authority: CN
Inventors: 李华; 李前; 王良涛; 岳娟; 史建飞
Original assignee: CRRC Datong Co Ltd
Current assignee: CRRC Datong Co Ltd
Priority date: 2019-06-27
Filing date: 2019-06-27
Publication date: 2021-12-10
Anticipated expiration: 2039-06-27
Also published as: CN111907536A

Abstract

The utility model relates to a permanent-magnet direct-drive locomotive and a driving suspension damping device thereof, wherein the damping device comprises a suspender component, a suspension arm and a flexible plate diaphragm; a first rotating shaft penetrates through a first rubber joint of the suspender component, a second rotating shaft penetrates through a second rubber joint, and the suspender component can be connected with a driving motor through the first rotating shaft and can be connected with a frame through the second rotating shaft; the suspension arm can be connected with the drive through the base and can be connected with the frame through a third rotating shaft; a transmission disc is arranged at the first end of a hollow shaft of a rotor of the driving motor, and a plurality of first disc grippers extend out of the transmission disc; a force transmission disc is arranged at the second end of the hollow shaft, and a plurality of second disc catches extend out of the force transmission disc; the flexible plate diaphragm is arranged on one side, away from the first disc grab, of the first disc grab, the transmission pin is arranged on one side, away from the first disc grab, of the flexible plate diaphragm, and the transmission pin and the first disc grab are arranged on the flexible plate diaphragm in a staggered mode.

Description

Permanent-magnet direct-drive locomotive and drive suspension damping device thereof

Technical Field

The disclosure relates to the technical field of railway locomotives, in particular to a permanent magnet direct-drive locomotive and a driving suspension vibration damper thereof.

Background

The permanent magnet direct drive technology is the next generation drive technology acknowledged in the railway locomotive industry, and the permanent magnet synchronous motor enables the permanent magnet system to be developed into a new generation of rail transit equipment research trend due to the advantages of high power density, high power factor, high overload capacity and the like. The permanent magnet direct-drive traction system adopts the technology of directly driving wheel pairs by a permanent magnet synchronous motor, a gear box is omitted, and the transmission mode has the advantages of simple structure, high transmission efficiency, environmental friendliness, energy conservation and the like, and is the development direction of the traction transmission system of the next generation locomotive.

Meanwhile, the permanent magnet direct-drive traction system cancels a traditional transmission gear box, has simple structure, not only effectively reduces the mechanical energy consumption loss, eliminates the great noise caused by the operation of the gear box, particularly the high-speed operation, improves the operation comfort, avoids the environmental pollution caused by the leakage of gear oil and the recovery of waste oil and waste parts, more importantly, also ensures that the maintenance cycle of parts of the permanent magnet direct-drive traction system is as long as about 200 kilometers, and reduces the whole life cycle cost.

However, the existing direct-drive motor is poor in displacement capability and vibration reduction effect when being hung on a frame.

It is to be noted that the information disclosed in the above background section is only for enhancement of understanding of the background of the present disclosure, and thus may include information that does not constitute prior art known to those of ordinary skill in the art.

Disclosure of Invention

The purpose of the present disclosure is to provide a permanent magnet direct drive locomotive driving suspension vibration damping device with good vibration damping effect and strong displacement capability and a permanent magnet direct drive locomotive with the driving suspension vibration damping device.

According to an aspect of the present disclosure, there is provided a permanent magnet direct drive locomotive driving suspension damping device, including:

the suspension rod assembly comprises a suspension rod, a first rubber joint and a second rubber joint, the first rubber joint is arranged at the first end of the suspension rod, the second rubber joint is arranged at the second end of the suspension rod, a first rotating shaft penetrates through the first rubber joint, a second rotating shaft penetrates through the second rubber joint, the first end of the suspension rod can be connected with the driving motor through the first rotating shaft, and the second end of the suspension rod can be connected with the frame through the second rotating shaft;

the suspension arm comprises a base, a cantilever arranged on the base and a third rubber joint arranged on the cantilever, a third rotating shaft penetrates through the third rubber joint, the suspension arm can be connected with the driving motor through the base, and the suspension arm can be connected with the frame through a third rotating shaft;

the flexible plate diaphragm is characterized in that a rotor of the driving motor comprises a hollow shaft, a transmission disc is arranged at the first end of the hollow shaft, and a plurality of first disc grippers extend out of the transmission disc; a force transmission disc is arranged at the second end of the hollow shaft, and a plurality of second disc catches extend out of the force transmission disc; the flexible plate diaphragm is arranged on one side, away from the first disc claw, of the second disc claw, the transmission pin is arranged on one side, away from the first disc claw, of the flexible plate diaphragm, and the transmission pin and the first disc claw are arranged on the flexible plate diaphragm in a staggered mode.

In an exemplary embodiment of the present disclosure, the first rubber joint includes a first joint outer ring, a first joint inner ring, and a first rubber ring disposed between the first joint outer ring and the first joint inner ring, and the first joint inner ring is penetrated with the first rotating shaft; the second rubber joint comprises a second joint outer ring, a second joint inner ring and a second rubber ring arranged between the second joint outer ring and the second joint inner ring, and the second rotating shaft penetrates through the second joint inner ring.

In an exemplary embodiment of the present disclosure, the third rubber joint includes a third joint outer ring, a third joint inner ring, and a third rubber ring disposed between the third joint outer ring and the third joint inner ring, and the third joint inner ring is penetrated by the third rotation shaft.

In an exemplary embodiment of the present disclosure, through holes are provided at both ends of the first, second, and third rotating shafts.

In an exemplary embodiment of the present disclosure, two sets of the boom assemblies are provided, and the two sets of the boom assemblies are disposed at one side of the motor at a predetermined distance.

In an exemplary embodiment of the present disclosure, the flexplate diaphragm is annular and is formed by two C-shaped sub-flexplate diaphragms abutting.

In an exemplary embodiment of the disclosure, the number of first disk catches on the drive disk corresponds to the number of drive pins, the first disk catches alternating with the drive pin positions.

In an exemplary embodiment of the present disclosure, the stiffness of the first, second, and third rubber joints is matched to the stiffness of the flexplate diaphragm.

In an exemplary embodiment of the present disclosure, the suspension damper further includes:

the anti-falling assembly is arranged on the driving motor and connected with the frame; the anti-falling assembly comprises a connecting pin and a support, wherein the support is used for being fixedly connected with the driving motor, a through hole is formed in the support, and the connecting pin is used for being inserted into the through hole.

According to another aspect of the present disclosure, there is provided a permanent magnet direct drive locomotive comprising a drive motor and a drive suspension unit provided in any of the above embodiments provided on the drive motor.

According to the permanent magnet direct-drive locomotive driving suspension damping device, a locomotive driving motor can be suspended on a frame beam of a locomotive through a suspension rod assembly and a suspension arm, rubber joints are arranged at two ends of the suspension rod assembly, the suspension arm is also provided with the rubber joints, and through the arrangement of the rubber joints, the permanent magnet direct-drive locomotive driving suspension damping device can adapt to the requirements of the driving motor and the frame on displacement in all directions, damp vibration from a track and a workshop and reduce the acting force of a wheel rail; the flexible plate diaphragms positioned between the force transmission disc and the wheels and the transmission disc can play a role in buffering, so that vibration between the tracks and the wheels can be further attenuated through the arrangement of the flexible plate coupling, and the acting force of the wheels and the tracks is further reduced; the vibration damping device has the technical characteristics of good vibration damping effect, strong displacement capability, no abrasion, no maintenance, simple structure, small mass, small occupied space, good assembly and the like, well solves the technical problems of poor displacement capability and vibration damping effect of a driving motor in a full suspension mode, prolongs the full life cycle of related parts, and reduces the use cost.

It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the disclosure.

Drawings

The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present disclosure and together with the description, serve to explain the principles of the disclosure. It is to be understood that the drawings in the following description are merely exemplary of the disclosure, and that other drawings may be derived from those drawings by one of ordinary skill in the art without the exercise of inventive faculty.

Fig. 1 is a schematic view of a suspension damping device for a driving motor according to an embodiment of the present disclosure;

FIG. 2 is a schematic view of a drive motor suspension damping arrangement provided in one embodiment of the present disclosure;

FIG. 3 is a schematic view of a rotor provided by an embodiment of the present disclosure;

FIG. 4 is a cross-sectional view of a drive motor suspension damping arrangement provided in one embodiment of the present disclosure;

FIG. 5 is an enlarged view taken at A in FIG. 4;

FIG. 6 is a schematic view of a boom assembly provided in an embodiment of the present disclosure;

FIG. 7 is a schematic view of a first rubber joint provided by one embodiment of the present disclosure;

FIG. 8 is a schematic view of a third rubber joint provided by one embodiment of the present disclosure;

fig. 9 is a schematic diagram of a flexible board die according to an embodiment of the disclosure.

Detailed Description

Example embodiments will now be described more fully with reference to the accompanying drawings. Example embodiments may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein; rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the concept of example embodiments to those skilled in the art. The same reference numerals in the drawings denote the same or similar structures, and thus their detailed description will be omitted.

Although relative terms, such as "upper" and "lower," may be used in this specification to describe one element of an icon relative to another, these terms are used in this specification for convenience only, e.g., in accordance with the orientation of the examples described in the figures. It will be appreciated that if the device of the icon were turned upside down, the element described as "upper" would become the element "lower". When a structure is "on" another structure, it may mean that the structure is integrally formed with the other structure, or that the structure is "directly" disposed on the other structure, or that the structure is "indirectly" disposed on the other structure via another structure.

The terms "a," "an," "the," "said," and "at least one" are used to indicate the presence of one or more elements/components/parts/etc.; the terms "comprising" and "having" are intended to be inclusive and mean that there may be additional elements/components/etc. other than the listed elements/components/etc.; the terms "first," "second," and "third," etc. are used merely as labels, and are not limiting on the number of their objects.

The disclosed embodiment provides a damping device for a driving suspension of a permanent magnet direct drive locomotive, which comprises a suspension rod assembly 21, a suspension arm 22 and a flexible plate membrane 242, as shown in fig. 1-8.

The suspension rod assembly 21 comprises a suspension rod 211, a first rubber joint 212 and a second rubber joint 213, wherein the first rubber joint 212 is arranged at the first end of the suspension rod 211, the second rubber joint 213 is arranged at the second end of the suspension rod 211, a first rotating shaft 2121 penetrates through the first rubber joint 212, a second rotating shaft penetrates through the second rubber joint 213, the first end of the suspension rod 211 can be connected with the driving motor 11 through the first rotating shaft 2121, and the second end of the suspension rod can be connected with a frame through the second rotating shaft.

The suspension arm 22 comprises a base, a cantilever arranged on the base and a third rubber joint arranged on the cantilever, a third rotating shaft 2221 is arranged in the third rubber joint in a penetrating mode, the suspension arm 22 can be connected with a driving motor through the base, and the suspension arm 22 can be connected with a frame through a third rotating shaft.

The rotor of the driving motor 11 comprises a hollow shaft 24, a driving disc 241 is arranged at a first end of the hollow shaft 24, and a plurality of first disc grippers extend out of the driving disc 241; a force transmission disc 244 is arranged at the second end of the hollow shaft 24, and a plurality of second disc catches extend out of the force transmission disc 244; the flexible plate membrane 242 is arranged on the side of the first disc claw away from the second disc claw, the driving pin 243 is arranged on the side of the flexible plate membrane 242 away from the first disc claw, and the driving pin 243 and the first disc claw are arranged on the flexible plate membrane 242 in a staggered mode.

Compared with the suspension mode adopted by the known traditional locomotive, the suspension device adopted by the permanent magnet direct drive locomotive has great difference in the suspension position and the damping mode. According to the permanent magnet direct-drive locomotive driving suspension damping device, a locomotive driving motor 11 can be suspended on a frame beam of a locomotive through a suspension rod assembly 21 and a suspension arm 22, rubber joints are arranged at two ends of the suspension rod assembly 21, rubber joints are also arranged on the suspension arm 22, and through the arrangement of the rubber joints, the permanent magnet direct-drive locomotive driving suspension damping device can adapt to the requirements of the driving motor 11 and the frame on displacement in all directions, damp vibration from a track and a workshop and reduce the acting force of a wheel track; the flexible plate diaphragm 242 positioned between the force transmission disc 244 and the wheel 12 and the transmission disc 241 can play a role in buffering, so that vibration from a rail and the wheel 12 can be further attenuated through the arrangement of a flexible plate coupler, and the acting force of the wheel and the rail is further reduced; the vibration damping device has the technical characteristics of good vibration damping effect, strong displacement capability, no abrasion, no maintenance, simple structure, small mass, small occupied space, good assembly and the like, well solves the technical problems of poor displacement capability and vibration damping effect of the driving motor 11 in a full suspension mode, prolongs the full life cycle of related parts, and reduces the use cost.

As shown in fig. 7, the first rubber joint 212 includes a first joint outer ring 2124, a first joint inner ring 2122, and a first rubber ring 2123 disposed between the first joint outer ring 2124 and the first joint inner ring 2122, and a first rotating shaft 2121 penetrates the first joint inner ring 2122; the second rubber joint 213 includes a second joint outer ring, a second joint inner ring, and a second rubber ring disposed between the second joint outer ring and the second joint inner ring, and a second rotation axis penetrates the second joint inner ring.

Through holes are formed in the two ends of the first rotating shaft 2121 and the second rotating shaft, the first rotating shaft 2121 is connected with the driving motor 11 through bolts arranged in the through holes, and connecting seats connected with the bolts are correspondingly arranged on the driving motor 11; the second rotating shaft is connected with a vehicle receiving frame beam through a bolt arranged in the through hole, and a connecting seat connected with the bolt is correspondingly arranged on the vehicle receiving frame beam. Through setting up the through-hole, adopt the bolt to be connected first axis of rotation 2121 with the drive, be connected second axis of rotation and car frame roof beam, be convenient for hang damping device's installation and dismantlement, and connect the reliability higher.

As shown in fig. 8, the third rubber joint includes a third joint outer ring 2224, a third joint inner ring 2222, and a third rubber ring 2223 arranged between the third joint outer ring 2224 and the third joint inner ring 2222, and a third rotating shaft 2221 is inserted into the third joint inner ring 2222.

Both ends of third axis of rotation 2221 all are equipped with the through-hole, and third axis of rotation 2221 is connected with the car frame roof beam through set up the bolt in the through-hole, the car frame roof beam on correspond be provided with bolted connection's connecting seat. Through setting up the through-hole, adopt the bolt to be connected third axis of rotation 2221 and car frame roof beam, be convenient for hang damping device's installation and dismantlement, and connect the reliability higher.

As shown in fig. 1, two sets of boom assemblies 21 are provided, and the two sets of boom assemblies 21 are disposed at one side of the driving motor at a predetermined distance. By arranging the two groups of suspender components 21, the reliability of the suspension damping device can be improved, and the sufficient suspension force is provided for the driving motor 11; meanwhile, the two groups of boom assemblies 21 are arranged on the opposite side of the suspension arm 22 on the motor at intervals and are matched with the suspension arm 22 to form a three-point suspension similar to a triangle for the motor, so that the stability and reliability of the driving motor 11 during suspension can be improved. One skilled in the art may also provide one, three or more sets of boom assemblies 21, as the present disclosure is not limited thereto.

As shown in fig. 9, the flexplate diaphragm 242 is annular and is formed by two C-shaped sub-flexplate diaphragms abutting. The two C-shaped sub-flexible plate membranes are butted to form the annular flexible plate membrane 242, so that the flexible plate membrane 242 can be conveniently mounted and dismounted, the deformation performance of the flexible plate membrane 242 can be improved, and the production and manufacturing cost of the flexible plate membrane 242 is reduced. The flexible plate membrane 242 may be formed by stacking multiple stainless steel sheets, or may be an integrated structure. The C-shaped sub-flexible plate membranes are connected by a connecting plate at the butt joint part, a plurality of through holes are formed in the connecting plate, and the two C-shaped sub-flexible plate membranes are simultaneously connected with the connecting plate through bolts.

Specifically, through holes are formed in both the flexible plate membrane 242 and the disk grab, and the flexible plate membrane 242 is connected with the disk grab through bolts, so that the flexible plate membrane can be conveniently mounted and dismounted. In one embodiment, a pressure plate is also provided, which also has through holes, and the pressure plate presses the flexible plate membrane 242 against the disk clamp, and then the pressure plate, the flexible plate membrane 242, and the disk clamp are fastened together by bolts.

As shown in fig. 3, the number of first disc catches on the driving disc 241 corresponds to the number of driving pins 243, and the first disc catches alternate with the driving pins 243. When the driving pin 243 is deformed toward the driving plate 241 by a force, the position of the flexible plate membrane 242 corresponding to the driving pin 243 is in a hollow area and is not obstructed by the driving plate 241. Four first disc grippers and four driving pins 243 are arranged alternately. A greater number of first disc catch and drive pins 243 may be provided by one skilled in the art, or an alternating arrangement may not be used, as the present disclosure is not limited thereto.

Specifically, the stiffness of the first rubber joint 212, the second rubber joint 213, and the third rubber joint matches the stiffness of the flexplate diaphragm 242. The rigidity of the rubber joint is matched with the rigidity of the flexible plate membrane 242, the problem of overlarge or insufficient deformation caused by the unmatched rigidity of all parts is avoided, and the service life of the rubber joint is prolonged.

Specifically, mounting holes are respectively formed in two ends of the hanger rod 211, and then rubber joints are arranged in the mounting holes and are in transition fit with the through holes. The cantilever is also provided with a mounting hole, a rubber joint is arranged in the mounting hole, and the rubber joint is in transition fit with the through hole.

Specifically, the outer ring of the joint, the inner ring of the joint and the rubber ring in the first rubber joint 212, the second rubber joint 213 and the third rubber joint may be vulcanized to form an integral structure.

As shown in fig. 1 and 2, the suspension shock absorbing device further includes a drop prevention assembly 23. The anti-falling assembly 23 is arranged on the driving motor 11 and connected with the frame; the anti-falling assembly 23 comprises a connecting pin and a support used for being fixedly connected with the driving motor 11, wherein the support is provided with a through hole, and the connecting pin is used for being inserted into the through hole. Through the setting of preventing falling subassembly 23, can further guarantee drive suspension damping device's reliability. Specifically, the anti-falling assembly 23 is provided in two sets, which are respectively located on both sides of the driving motor 11 with respect to the central axis of the driving motor 11. One skilled in the art may also provide one, three or more sets of anti-fall assemblies 23, as the present disclosure is not limited in this regard.

The permanent magnet direct-drive locomotive comprises a drive motor and the drive suspension damping device arranged on the drive motor, and the drive suspension damping device of the permanent magnet direct-drive locomotive has the technical characteristics of good damping effect, strong displacement capability, no abrasion, no maintenance and the like, so that the wheel rail acting force is well relieved, the comfort of drivers and passengers and the damping vibration capability of a drive system are improved, the full life cycle of related parts is prolonged, the use cost is reduced, and the technical problems of poor displacement capability and damping effect and the like of the existing motor full-suspension mode are well solved. For further advantages, reference may be made to the above description of the suspension drive damping device, and further description is omitted here.

The driving motor is a permanent magnet synchronous traction motor with a rotor hollow shaft structure, and the axis of the driving motor is concentric with the axis of the axle.

Other embodiments of the disclosure will be apparent to those skilled in the art from consideration of the specification and practice of the disclosure disclosed herein. This application is intended to cover any variations, uses, or adaptations of the disclosure following, in general, the principles of the disclosure and including such departures from the present disclosure as come within known or customary practice within the art to which the disclosure pertains. It is intended that the specification and examples be considered as exemplary only, with a true scope and spirit of the disclosure being indicated by the following claims.

Claims

1. The utility model provides a permanent magnetism directly drives locomotive drive and hangs damping device which characterized in that includes:

2. The drive suspension damping device according to claim 1, wherein the first rubber joint comprises a first joint outer ring, a first joint inner ring and a first rubber ring arranged between the first joint outer ring and the first joint inner ring, and the first rotation shaft is arranged in the first joint inner ring in a penetrating manner; the second rubber joint comprises a second joint outer ring, a second joint inner ring and a second rubber ring arranged between the second joint outer ring and the second joint inner ring, and the second rotating shaft penetrates through the second joint inner ring.

3. The drive suspension damping apparatus according to claim 1, wherein the third rubber joint includes a third joint outer ring, a third joint inner ring, and a third rubber ring provided between the third joint outer ring and the third joint inner ring, and the third joint inner ring has the third rotation shaft inserted therein.

4. The drive suspension damper apparatus according to claim 1, wherein the first, second and third rotating shafts are provided with through-holes at both ends thereof.

5. The drive suspension shock absorber of claim 1 wherein there are two sets of said boom assemblies, said two sets of said boom assemblies being spaced a predetermined distance apart on one side of a drive motor.

6. The drive suspension damper of claim 1 wherein the flexplate diaphragm is annular and is formed by abutting two sub-flexplate diaphragms that are C-shaped.

7. The drive suspension damper of claim 1, wherein the number of first disc catches on the drive disc corresponds to the number of drive pins, the first disc catches alternating with the drive pin positions.

8. The drive suspension damper of claim 1, wherein the stiffness of the first, second, and third rubber knuckles matches the stiffness of the flexplate diaphragm.

9. The drive suspension shock absorber of claim 1, further comprising:

10. A permanent magnet direct drive locomotive, characterized by comprising a drive motor and a drive suspension damping device according to any one of claims 1-9 provided on said drive motor.