CN113309831A - Variable-speed driving traction system for coal mine toothed rail clamping locomotive - Google Patents
Variable-speed driving traction system for coal mine toothed rail clamping locomotive Download PDFInfo
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- CN113309831A CN113309831A CN202110472290.XA CN202110472290A CN113309831A CN 113309831 A CN113309831 A CN 113309831A CN 202110472290 A CN202110472290 A CN 202110472290A CN 113309831 A CN113309831 A CN 113309831A
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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
- F16H3/08—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
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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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D25/00—Fluid-actuated clutches
- F16D25/06—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch
- F16D25/062—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces
- F16D25/063—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially
- F16D25/0635—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially with flat friction surfaces, e.g. discs
- F16D25/0638—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially with flat friction surfaces, e.g. discs with more than two discs, e.g. multiple lamellae
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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
- F16H57/00—General details of gearing
- F16H57/02—Gearboxes; Mounting gearing therein
- F16H57/038—Gearboxes for accommodating bevel gears
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
- H02K7/10—Structural association with clutches, brakes, gears, pulleys or mechanical starters
- H02K7/116—Structural association with clutches, brakes, gears, pulleys or mechanical starters with gears
- H02K7/1163—Structural association with clutches, brakes, gears, pulleys or mechanical starters with gears where at least two gears have non-parallel axes without having orbital motion
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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
- F16H3/08—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
- F16H2003/0811—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 using unsynchronised clutches
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Power Engineering (AREA)
- Structure Of Transmissions (AREA)
Abstract
The invention provides a variable-speed driving traction system for a coal mine rack rail clamping locomotive, which comprises a variable-frequency motor, a bevel gear box, a secondary gearbox assembly, a multi-stage parallel shaft speed reducer and a rack rail driving wheel, wherein the variable-speed driving traction system comprises a speed reducer, a speed reducer and a speed reducer; the variable frequency motor is connected with the input end of the bevel gear box body through a flange, the output shaft of the variable frequency motor is connected with the input shaft of the bevel gear box through a spline, and the output shaft of the bevel gear box changes the output direction through a bevel gear pair and turns 90 degrees; the output end of the bevel gear box is connected with a box body of the secondary gearbox assembly through a flange, the output shaft of the bevel gear box is connected with the input shaft of the secondary gearbox assembly through a spline, the output end of the secondary gearbox assembly is connected with the input end of the multistage parallel shaft reducer through a flange, the output shaft of the secondary gearbox assembly is connected with the input shaft of the multistage parallel shaft reducer, and the output shaft of the multistage parallel shaft reducer is connected with the gear rack driving wheel through a flange; according to the invention, the two-stage gearbox is additionally arranged between the traction motor and the driving wheel, and a low-speed gear and a high-speed gear are arranged, so that the high-speed gearbox is better suitable for a heavy-load working condition and a high-speed working condition, and the adaptability of locomotive equipment to the environment is enhanced; meanwhile, the locomotive equipment has larger capacity under the high-load working condition, higher speed under the high-speed working condition and higher running efficiency and working efficiency.
Description
Technical Field
The invention belongs to the technical field of a rack rail clamping locomotive, relates to a driving traction system for a locomotive, and particularly relates to a variable-speed driving traction system for a coal mine rack rail clamping locomotive.
Background
The prior rack rail clamping locomotive used in China mostly takes an explosion-proof lead-acid storage battery as a power source and a variable frequency motor as traction driving equipment, and has the characteristics that the motor outputs constant torque within a rated rotating speed and constant power outside the rated rotating speed, as shown in figure 1, the power of the motor is constant, the rated rotating speed point of the motor corresponds to the rated torque and can carry out reduction ratio adaptation according to the maximum load working condition of the locomotive, when the traction force required by the maximum load working condition of the locomotive is very large, the rated rotating speed of the motor is very small, and the rated speed of the locomotive at that time is very small; when the locomotive needs to run at a high speed under the horizontal working condition, the maximum speed of the motor is up to 3 times of the rated speed due to the flux weakening rotating speed limitation of the motor, and the maximum obstacle for limiting the environmental adaptability of the electric traction related equipment is formed.
Because of the safety requirements of coal mines, under the conditions of parking, power failure, liquid failure and the like, a transmission of the rack rail clamping locomotive has no gear phenomenon, which is an essential failure safety requirement of the coal mine rack rail clamping locomotive, a gear in the transmission of the rack rail clamping locomotive is meshed with a transmission shaft, and a tooth-shaped sleeve meshing device structure in a manual transmission cannot be adopted, and because an input shaft and an input shaft of the rack rail clamping locomotive in a parking braking state are not rotatable, the tooth-shaped sleeve meshing device has the phenomenon of incapability of meshing; meanwhile, a multi-plate clutch structure in the automatic gearbox cannot be adopted, and the multi-plate clutch is in a normally open state and is engaged only when in work, so that the safety requirement of failure cannot be met.
Disclosure of Invention
The invention aims to provide a variable-speed driving traction system for a rack rail clamping locomotive, which can meet the high-speed working condition and improve the environmental adaptability of the locomotive under the condition of meeting the heavy-load working condition.
The technical scheme adopted by the invention for realizing the purpose is as follows:
a variable-speed drive traction system for a coal mine toothed rail clamping locomotive comprises a variable-frequency motor, a bevel gear box, a secondary gearbox assembly, a multi-stage parallel shaft speed reducer and a toothed rail drive wheel; the variable frequency motor is connected with the input end of the bevel gear box body through a flange, the output shaft of the variable frequency motor is connected with the input shaft of the bevel gear box through a spline, and the output shaft of the bevel gear box changes the output direction through a bevel gear pair and turns 90 degrees; the output end of the bevel gear box is connected with a box body of the second-stage gearbox assembly through a flange, the output shaft of the bevel gear box is connected with the input shaft of the second-stage gearbox assembly through a spline, the output end of the second-stage gearbox assembly is connected with the input end of the multistage parallel shaft speed reducer through a flange, the output shaft of the second-stage gearbox assembly is connected with the input shaft of the multistage parallel shaft speed reducer, and the output shaft of the multistage parallel shaft speed reducer is connected with the toothed rail driving wheel through a flange.
The two-stage gearbox assembly comprises an input shaft, a gearbox shell, a high-speed end rotary joint, a pinion, a clutch large gear assembly, an output shaft and a low-speed end rotary joint; the input shaft and the output shaft are respectively fixed in the gearbox shell through two sets of tapered roller bearings and respectively take over the functions of power input and power output, a clutch gearwheel assembly and a pinion are respectively installed on the input shaft and the output shaft, the gearwheel tooth surface of the clutch gearwheel assembly on the input shaft is meshed with the gearwheel tooth surface of the pinion on the output shaft, the gearwheel tooth surface of the pinion on the input shaft is meshed with the gearwheel tooth surface of the clutch gearwheel assembly on the output shaft, the high-speed end rotary joint is connected with the tail end of the output shaft through threads, and the low-speed end rotary joint is connected with the tail end of the input shaft through threads.
The clutch large gear assembly comprises an internal gear meshing sleeve, a gear sleeve pressing plate spring, a gear sleeve meshing external gear ring, a large gear, an internal gear seat of a friction plate, an external gear friction plate, an internal gear friction plate, an external and internal seat of the friction plate, a friction plate pressing plate spring and a friction plate trigger plate; the gear sleeve engaging seat and the outer inner seat of the friction plate are respectively provided with an inner spline which is respectively arranged on the transmission shaft and is engaged with the outer spline on the transmission shaft; the internal spline meshing sleeve is provided with an internal spline, is arranged on the gear sleeve meshing seat, is meshed with the external spline of the gear sleeve meshing seat, and can slide left and right on the gear sleeve meshing seat, the gear sleeve pressing plate is fixed on the gear sleeve meshing seat by adopting a gear sleeve pressing plate screw, and an acting force is applied to the internal spline meshing sleeve through a gear sleeve pressing plate spring to press the internal spline meshing sleeve; the meshing outer gear ring and the inner tooth seat of the friction plate are respectively arranged on two sides of the large gear and are fixed through screws, and the inner tooth meshing sleeve can be meshed with an outer spline of the meshing outer gear ring when sliding to the meshing outer gear ring; the inner spline of the inner tooth seat of the friction plate is meshed with the outer spline of the outer tooth friction plate; the inner spline of the inner tooth friction plate is meshed with the outer spline of the outer inner seat of the friction plate; 3 outer tooth friction plates and 4 inner tooth friction plates are arranged in a staggered mode, and a friction plate trigger plate is installed on an outer inner seat of each friction plate in a matched mode and can slide; the friction plate pressing plate is fixed on one side of the outer inner seat of the friction plate through a friction plate pressing plate screw, and an elastic force is applied to the friction plate trigger plate from one side to the other side through a friction plate pressing plate spring, so that the friction plate trigger plate is kept at the terminal of the other side; the elasticity of the tooth sleeve pressure plate spring is far smaller than that of the friction plate pressure plate spring.
According to the invention, the two-stage gearbox is additionally arranged between the traction motor and the driving wheel, and a low-speed gear and a high-speed gear are arranged, so that the high-speed gearbox is better suitable for a heavy-load working condition and a high-speed working condition, and the adaptability of locomotive equipment to the environment is enhanced; meanwhile, the locomotive equipment has larger capacity under the high-load working condition, higher speed under the high-speed working condition and higher running efficiency and working efficiency.
Drawings
FIG. 1 is a schematic diagram of the linear relationship of power, torque and rotational speed of a variable frequency motor;
FIG. 2 is a mechanical schematic of the traction drive system of the present invention;
FIG. 3 is a schematic structural view of the two-stage transmission assembly of the present invention;
FIG. 4 is a schematic structural diagram of a clutch subassembly of the two-stage transmission assembly of the present invention;
FIG. 5 is a control schematic of the two-stage transmission assembly of the present invention.
FIG. 1, variable frequency motor; 2. a bevel gear box; 3. a two-stage transmission assembly; 4. a multi-stage parallel shaft reducer; 5. a rack drive wheel; 6. an input shaft; 7. a transmission housing; 8. a high-speed end rotary joint; 9. a pinion gear; 10. a clutch gearwheel assembly; 11. an output shaft; 12. a low speed end swivel; 13. an internal gear meshing sleeve; 14. a gear sleeve pressing plate; 15. a gear sleeve pressing plate screw; 16. a gear sleeve pressure plate spring; 17. the gear sleeve is meshed with the seat; 18. meshing the outer gear ring; 19. a bull gear; 20. a tooth holder in the friction plate; 21. an external tooth friction plate; 22. an internal-tooth friction plate; 23. an outer and inner friction plate seat; 24. a friction plate pressing plate screw; 25. a friction plate pressing plate; 26. a friction plate pressure plate spring 27 and a friction plate trigger plate; 28. comprises an OR gate type shuttle valve; 29. a y-shaped three-position four-way electromagnetic directional valve; 30. a pressure sensor; 31. a speed sensor; 32. a variable speed controller.
Detailed Description
The invention will be further elucidated with reference to the drawings in which:
a variable-speed drive traction system for a coal mine toothed rail clamping locomotive is shown in figure 2 and comprises a variable-frequency motor 1, a bevel gear box 2, a secondary gearbox assembly 3, a multi-stage parallel shaft speed reducer 4 and a toothed rail drive wheel 5; the input ends of the box bodies of the variable frequency motor 1 and the bevel gear box 2 are connected through flanges, the output shaft of the variable frequency motor 1 is connected with the input shaft of the bevel gear box 2 through a spline, and the output shaft of the bevel gear box 2 changes the output direction through a bevel gear pair and turns by 90 degrees; the output end of the bevel gear box 2 is connected with a box body of a second-stage gearbox assembly 3 through a flange, the output shaft of the bevel gear box 2 is connected with the input shaft of the second-stage gearbox assembly 3 through a spline, the output end of the second-stage gearbox assembly 3 is connected with the input end of a multi-stage parallel shaft speed reducer 4 through a flange, the output shaft of the second-stage gearbox assembly 3 is connected with the input shaft of the multi-stage parallel shaft speed reducer, and the output shaft of the multi-stage parallel shaft speed reducer 4 is connected with a rack driving wheel 5 through a flange; the variable frequency motor 1 generates certain torque and rotation speed through rotation of an output shaft, and the torque and the rotation speed are finally transmitted to the rack driving wheel 5 through the bevel gear box 2, the two-stage gearbox assembly 3 and the multi-stage parallel shaft speed reducer 4, so that the rack driving wheel 5 generates amplified torque and reduced rotation speed.
The two-stage gearbox assembly 3, as shown in fig. 3, includes an input shaft 6, a gearbox shell 7, a high-speed end rotary joint 8, a pinion 9, a clutch gearwheel assembly 10, an output shaft 11, and a low-speed end rotary joint 12; the input shaft 6 and the output shaft 11 are respectively fixed in the gearbox shell through two sets of tapered roller bearings and respectively take over the functions of power input and power output, a clutch gearwheel assembly 10 and a pinion 9 are respectively installed on the input shaft 6 and the output shaft 11, the gearwheel tooth surface of the clutch gearwheel assembly 10 on the input shaft 6 is meshed with the gearwheel tooth surface of the pinion 9 on the output shaft 11, the gearwheel tooth surface of the pinion 9 on the input shaft 6 is meshed with the gearwheel tooth surface of the clutch gearwheel assembly 10 on the output shaft 11, the high-speed end rotary joint 8 is in threaded connection with the tail end of the output shaft 11, and the low-speed end rotary joint 12 is in threaded connection with the tail end of the input shaft 6; the two small gears 9 on the input end 6 and the output end 11 and the two clutch large gear assemblies 10 are meshed in pairs to form two gear pairs, wherein the input side gear pair is a speed-increasing gear pair, the output side gear pair is a speed-reducing gear pair, and the clutch large gear assemblies 10 are in a normally closed state under the condition of power failure and liquid failure, namely the two clutch large gear assemblies 10 are respectively meshed with the input end 6 and the output end 11 and keep the same rotating speed; under the condition of power failure and liquid failure, a self-locking state is formed due to the joint action of the gear pair, and the self-locking state is a braking state of the gearbox; when liquid is supplied to a clutch gearwheel assembly 10 on an output shaft 11 through a high-speed end rotary joint 8 and the output shaft 11, a gearwheel of the clutch gearwheel assembly 10 is separated from the output shaft 11, and at the moment, a speed-increasing gear pair on the input side runs, and the state is a speed-increasing state of a gearbox; when liquid is supplied to the clutch gearwheel assembly 10 on the input shaft 6 through the low-speed end rotary joint 12 and the input shaft 6, the gearwheel of the clutch gearwheel assembly 10 is separated from the input shaft 6, and at the moment, the speed-increasing gear pair on the output side operates, and the state is a speed-reducing state of the gearbox.
The clutch gearwheel assembly 10, as shown in fig. 4, includes an internal gear meshing sleeve 13, a gear sleeve pressing plate 14, a gear sleeve pressing plate screw 15, a gear sleeve pressing plate spring 16, a gear sleeve meshing seat 17, an engaging external gear ring 18, a gearwheel 19, a friction plate internal tooth seat 20, an external gear friction plate 21, an internal gear friction plate 22, a friction plate external seat 23, a friction plate pressing plate screw 24, a friction plate pressing plate 25, a friction plate pressing plate spring 26, and a friction plate trigger plate 27; the gear sleeve engaging seat 17 and the friction plate outer inner seat 23 are respectively provided with an inner spline and are respectively arranged on the transmission shaft and are engaged with the outer spline in the middle of the transmission shaft; so that the gear sleeve engaging seat 17 and the friction plate outer inner seat 23 can synchronously rotate with the transmission shaft; the internal tooth meshing sleeve 13 is provided with an internal spline, is arranged on the tooth meshing seat 17, is meshed with the external spline of the tooth meshing seat 17 and can slide left and right on the tooth meshing seat 17, the tooth sleeve pressing plate 14 is fixed at one end of the tooth meshing seat 17 by adopting a tooth sleeve pressing plate screw 15, and the tooth sleeve pressing plate spring 16 gives the internal tooth meshing sleeve 13 an elastic force towards the other side to press the internal tooth meshing sleeve 13 to the other side; the meshed external gear ring 18 and the inner tooth holder 20 of the friction plate are respectively arranged at two sides of the large gear 19 and fixed by screws, the meshed external gear ring 18, the large gear 19 and the inner tooth holder 20 of the friction plate can freely rotate and have the same rotating speed, and the internal tooth meshing sleeve 13 can be meshed with an external spline meshed with the external gear ring 18 when a terminal of one side is acted by the gear sleeve pressure plate spring 16, so that the requirement of transmission torque is met; the inner spline of the inner tooth holder 20 of the friction plate is meshed with the outer spline of the outer tooth friction plate 21; the internal spline of the internal-tooth friction plate 22 is meshed with the external spline of the friction plate external inner seat 23; 3 external tooth friction plates 21 and 4 internal tooth friction plates 22 are arranged in a staggered mode, so that friction force can be generated on two surfaces of each friction plate; the friction plate trigger plate 27 is arranged on the outer and inner friction plate seats 23 in a matching way and can slide left and right; the friction plate pressing plate 25 is fixed on one side of the outer and inner friction plate seats 23 through friction plate pressing plate screws 24, and gives an elastic force to the friction plate trigger plate 27 from one side to the other side through a friction plate pressing plate spring 26, so that the friction plate trigger plate 27 keeps the terminal of the other side, when the friction plate slides to the terminal, a certain pressure is given to the outer tooth friction plate 21 and the inner tooth friction plate 22, so that friction force is generated on two sides of the outer tooth friction plate 21 and the inner tooth friction plate 22, and the requirement of torque transmission is met; the spring force of the gear sleeve pressure plate spring 16 is much smaller than that of the friction plate pressure plate spring 26.
When the hydraulic oil path is controlled to have no pressure, the gear sleeve pressure plate 14 pushes the internal gear meshing sleeve 13 to the rightmost end as shown in fig. 3 through the gear sleeve pressure plate spring 16, and at the moment, the internal teeth of the internal gear meshing sleeve 13 are meshed with the external teeth of the gear sleeve meshing seat 17 and the external teeth of the meshing external gear ring 18 simultaneously; and the friction plate pressing plate 25 pushes the friction plate triggering plate 27 to the leftmost end through the friction plate pressing plate spring 26, and a certain pressure is applied to the external-tooth friction plate 21 and the internal-tooth friction plate 22, so that friction force is generated on both surfaces of the external-tooth friction plate 21 and the internal-tooth friction plate 22, and the state that the friction plate external seat 23 is meshed with the friction plate internal seat 20 is achieved.
When the rail-bound rail clamping locomotive starts to drive and draw and controls the hydraulic oil circuit to start to supply liquid, as shown in fig. 3, hydraulic oil pushes the internal tooth meshing sleeve 13 leftwards through the liquid supply hole, and pushes the friction plate trigger plate 27 rightwards; because the elasticity of the gear sleeve pressure plate spring 16 is far less than that of the friction plate pressure plate spring 26, the internal gear meshing sleeve 13 acts first, the internal spline of the internal gear meshing sleeve 13 is separated from the external spline of the gear sleeve meshing seat 17, and the braking state of the gearbox is realized by the frictional engagement among the friction plate internal gear seat 20, the external gear friction plate 21, the internal gear friction plate 22 and the friction plate external and internal seat 23, so that the phenomenon of sliding when the starting torque of the variable frequency motor 1 is too small is prevented; along with the pressure rise of the control hydraulic oil circuit and the increase of the starting torque of the variable frequency motor 1, the friction force trigger plate 27 starts to move rightwards, a certain slipping phenomenon can be generated between the external tooth friction plate 21 and the internal tooth friction plate 22 before the movement starts, at the moment, the variable frequency motor 1 starts to act at ultralow frequency, the starting torque reaches above rated traction force, and the locomotive equipment is enabled to normally operate in a traction mode.
When the rail clamping locomotive stops, the frequency conversion motor 1 can be reduced to the ultra-low frequency to run, so that the rail clamping locomotive is reduced to the speed approaching 0, and the hydraulic oil circuit is controlled to start to break; at this time, the friction plate trigger plate 27 starts to slide leftwards, and generates a certain pressure to the outer tooth friction plate 21 and the inner tooth friction plate 22, so that friction force is generated on two surfaces of the outer tooth friction plate 21 and the inner tooth friction plate 22, and further the inner tooth seat 20, the outer tooth friction plate 21, the inner tooth friction plate 22 and the outer inner seat 23 of the friction plate are in a friction engagement state, at this time, the transmission is in a braking state, and the phenomenon of sliding caused by insufficient traction force when the variable frequency motor 1 runs at an ultra-low frequency is prevented; when the pressure of the control hydraulic oil path is too low, the internal tooth meshing sleeve 13 starts to slide rightwards, the meshing of the internal and external splines needs a completely consistent rotation angle, so that the phenomenon of incapability of meshing is generated at the moment with a high probability, and at the moment, the internal tooth meshing sleeve 13 always generates a thrust force sliding rightwards, so that instantaneous meshing can be realized as long as the internal tooth meshing sleeve 13 and the meshing external gear ring 18 have a certain rotation displacement.
After the rail-bound rail clamping locomotive stops, if the friction force between the external tooth friction plate 21 and the internal tooth friction plate 22 is insufficient, the internal tooth meshing sleeve 13 and the meshing external gear ring 18 have certain displacement, and internal and external splines of the internal tooth meshing sleeve and the meshing external gear ring are instantaneously meshed at the moment so as to supplement the torque requirement from a transmission shaft to the large gear 19 and improve the safety and the reliability; if liquid needs to be supplied to the group when the next rail clamping locomotive is dragged, the internal tooth meshing sleeve 13 and the meshing external gear ring 18 are in a disengaged state originally, so that the next rail clamping locomotive traction is not influenced.
The two-stage transmission assembly 3 is connected with a control hydraulic oil circuit system, and the control hydraulic oil circuit system is shown in fig. 5 and comprises an or gate type shuttle valve 28, a y-type three-position four-way electromagnetic directional valve 29, a pressure sensor 30, a speed sensor 31 and a speed change controller 32; the output oil path of the y-shaped three-position four-way electromagnetic directional valve is respectively connected with a high-speed end rotary joint 8 and a low-speed end rotary joint 12 of the two-stage gearbox assembly, the two output oil paths of the y-shaped three-position four-way electromagnetic directional valve 29 are also respectively connected with two oil inlets of an OR gate type shuttle valve 28, and an oil outlet of the OR gate type shuttle valve 28 is connected with a pressure sensor 30, so that the pressure sensor 30 can detect the hydraulic pressure on the high-pressure side in the output oil path of the y-shaped three-position four-way electromagnetic directional valve 29, and two electromagnets a and b on the y-shaped three-position four-way electromagnetic directional valve 29 respectively control the liquid supply to the high-speed end rotary joint 8 and the low-speed end rotary joint 12; the two electromagnets a and b are respectively connected with the speed change controller 32 through cables, so that the speed change controller 32 can control the electromagnets a and b; the pressure sensor 30 and the speed sensor 31 are connected with the speed change controller 32 through cables, so that a pressure signal of a hydraulic system and a speed signal of the operation of the locomotive can be transmitted to the speed change controller 32, and the operation state of the locomotive is monitored and controlled.
The invention improves the environmental adaptability of the driving traction system of the ground rail tooth rail locomotive under two working conditions of heavy load and high speed by adding the secondary gearbox; a normally closed clutch with a gear sleeve combined with multiple friction plates is integrated in the secondary gearbox to realize the automatic gear shifting function and improve the safety and reliability. The driving traction mechanism of the invention uses the variable frequency motor as a power component, and the variable frequency motor is replaced by other power components such as a hydraulic motor, a pneumatic motor and the like, so that the invention can also realize the same function.
Claims (5)
1. The utility model provides a colliery rack card rail variable speed drive traction system for locomotive which characterized in that: the device comprises a variable frequency motor, a bevel gear box, a secondary gearbox assembly, a multi-stage parallel shaft speed reducer and a rack driving wheel; the variable frequency motor is connected with the input end of the bevel gear box body through a flange, the output shaft of the variable frequency motor is connected with the input shaft of the bevel gear box through a spline, and the output shaft of the bevel gear box changes the output direction through a bevel gear pair and turns 90 degrees; the output end of the bevel gear box is connected with a box body of the second-stage gearbox assembly through a flange, the output shaft of the bevel gear box is connected with the input shaft of the second-stage gearbox assembly through a spline, the output end of the second-stage gearbox assembly is connected with the input end of the multistage parallel shaft speed reducer through a flange, the output shaft of the second-stage gearbox assembly is connected with the input shaft of the multistage parallel shaft speed reducer, and the output shaft of the multistage parallel shaft speed reducer is connected with the toothed rail driving wheel through a flange.
2. The variable speed drive traction system for the coal mine rack rail clamping locomotive according to claim 1, characterized in that: the two-stage gearbox assembly comprises an input shaft, a gearbox shell, a high-speed end rotary joint, a pinion, a clutch large gear assembly, an output shaft and a low-speed end rotary joint; the input shaft and the output shaft are respectively fixed in the gearbox shell through two sets of tapered roller bearings and respectively take over the functions of power input and power output, a clutch gearwheel assembly and a pinion are respectively installed on the input shaft and the output shaft, the gearwheel tooth surface of the clutch gearwheel assembly on the input shaft is meshed with the gearwheel tooth surface of the pinion on the output shaft, the gearwheel tooth surface of the pinion on the input shaft is meshed with the gearwheel tooth surface of the clutch gearwheel assembly on the output shaft, the high-speed end rotary joint is connected with the tail end of the output shaft through threads, and the low-speed end rotary joint is connected with the tail end of the input shaft through threads.
3. The variable speed drive traction system for the coal mine rack rail clamping locomotive according to claim 2, characterized in that: the clutch large gear assembly comprises an internal gear meshing sleeve, a gear sleeve pressing plate spring, a gear sleeve meshing external gear ring, a large gear, an internal gear seat of a friction plate, an external gear friction plate, an internal gear friction plate, an external and internal seat of the friction plate, a friction plate pressing plate spring and a friction plate trigger plate; the gear sleeve engaging seat and the outer inner seat of the friction plate are respectively provided with an inner spline which is respectively arranged on the transmission shaft and is engaged with the outer spline on the transmission shaft; the internal spline meshing sleeve is provided with an internal spline, is arranged on the gear sleeve meshing seat, is meshed with the external spline of the gear sleeve meshing seat, and can slide left and right on the gear sleeve meshing seat, the gear sleeve pressing plate is fixed on the gear sleeve meshing seat by adopting a gear sleeve pressing plate screw, and an acting force is applied to the internal spline meshing sleeve through a gear sleeve pressing plate spring to press the internal spline meshing sleeve; the meshing outer gear ring and the inner tooth seat of the friction plate are respectively arranged on two sides of the large gear and are fixed through screws, and the inner tooth meshing sleeve can be meshed with an outer spline of the meshing outer gear ring when sliding to the meshing outer gear ring; the inner spline of the inner tooth seat of the friction plate is meshed with the outer spline of the outer tooth friction plate; the inner spline of the inner tooth friction plate is meshed with the outer spline of the outer inner seat of the friction plate; 3 outer tooth friction plates and 4 inner tooth friction plates are arranged in a staggered mode, and a friction plate trigger plate is installed on an outer inner seat of each friction plate in a matched mode and can slide; the friction plate pressing plate is fixed on one side of the outer inner seat of the friction plate through a friction plate pressing plate screw, and an elastic force towards the other side is given to the friction plate trigger plate through a friction plate pressing plate spring, so that the friction plate trigger plate is kept at the terminal of the other side.
4. The variable speed drive traction system for the coal mine rack rail clamping locomotive according to claim 3, characterized in that: the elasticity of the tooth sleeve pressure plate spring is far smaller than that of the friction plate pressure plate spring.
5. The variable speed drive traction system for the coal mine rack rail clamping locomotive according to claim 1, characterized in that: the two-stage gearbox assembly is connected with a control hydraulic oil circuit system, and the control hydraulic oil circuit system comprises an OR gate type shuttle valve, a y-type three-position four-way electromagnetic directional valve, a pressure sensor, a speed sensor and a variable speed controller; the output oil paths of the y-shaped three-position four-way electromagnetic directional valve are respectively connected with a high-speed rotating joint and a low-speed rotating joint of the two-stage gearbox assembly, the two output oil paths of the y-shaped three-position four-way electromagnetic directional valve are also respectively connected with two oil inlets of an OR gate type shuttle valve, the oil outlet of the OR gate type shuttle valve is connected with a pressure sensor, and two electromagnets on the y-shaped three-position four-way electromagnetic directional valve respectively control the liquid supply to the high-speed rotating joint and the low-speed rotating joint; the two electromagnets are respectively connected with a variable speed controller through cables, the pressure sensor and the speed sensor are connected with the variable speed controller through cables, the pressure sensor acquires pressure signals of a hydraulic system, and the speed sensor acquires speed signals of locomotive running.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110472290.XA CN113309831A (en) | 2021-04-29 | 2021-04-29 | Variable-speed driving traction system for coal mine toothed rail clamping locomotive |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110472290.XA CN113309831A (en) | 2021-04-29 | 2021-04-29 | Variable-speed driving traction system for coal mine toothed rail clamping locomotive |
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| CN113309831A true CN113309831A (en) | 2021-08-27 |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115899207A (en) * | 2023-02-28 | 2023-04-04 | 太原矿机电气股份有限公司 | Hydraulic traction gear drive device and speed-changing and speed-limiting control system thereof |
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2021
- 2021-04-29 CN CN202110472290.XA patent/CN113309831A/en active Pending
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115899207A (en) * | 2023-02-28 | 2023-04-04 | 太原矿机电气股份有限公司 | Hydraulic traction gear drive device and speed-changing and speed-limiting control system thereof |
| CN115899207B (en) * | 2023-02-28 | 2023-05-09 | 太原矿机电气股份有限公司 | Hydraulic traction tooth driving device and speed-variable speed-limiting control system thereof |
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