CN113602298A - Traction transmission system and railway vehicle - Google Patents
Traction transmission system and railway vehicle Download PDFInfo
- Publication number
- CN113602298A CN113602298A CN202111068066.0A CN202111068066A CN113602298A CN 113602298 A CN113602298 A CN 113602298A CN 202111068066 A CN202111068066 A CN 202111068066A CN 113602298 A CN113602298 A CN 113602298A
- Authority
- CN
- China
- Prior art keywords
- coupling
- gear shaft
- flexible sheet
- drive system
- shaft assembly
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 230000005540 biological transmission Effects 0.000 title claims abstract description 78
- 230000008878 coupling Effects 0.000 claims abstract description 107
- 238000010168 coupling process Methods 0.000 claims abstract description 107
- 238000005859 coupling reaction Methods 0.000 claims abstract description 107
- 238000006073 displacement reaction Methods 0.000 claims description 9
- 238000009434 installation Methods 0.000 description 8
- 230000013011 mating Effects 0.000 description 3
- 238000006748 scratching Methods 0.000 description 2
- 230000002393 scratching effect Effects 0.000 description 2
- 238000012546 transfer Methods 0.000 description 2
- 238000005299 abrasion Methods 0.000 description 1
- 238000006243 chemical reaction Methods 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 238000013461 design Methods 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000005489 elastic deformation Effects 0.000 description 1
- 238000005265 energy consumption Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 239000000314 lubricant Substances 0.000 description 1
- 238000005461 lubrication Methods 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000002093 peripheral effect Effects 0.000 description 1
- 230000035939 shock Effects 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
- 239000013585 weight reducing agent Substances 0.000 description 1
Images
Classifications
-
- 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
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- General Details Of Gearings (AREA)
Abstract
The application provides a traction transmission system for a railway vehicle and the railway vehicle. The traction drive system includes: the transmission gear box comprises a driving gear shaft assembly and a driven gear shaft assembly which are meshed with each other; and the coupling assembly penetrates through the driving gear shaft assembly and is arranged on two sides of the transmission gear box along the axis direction of the driving gear shaft assembly and transmits the torque to the driving gear shaft assembly. According to the traction transmission system and the railway vehicle, the coupling assembly is matched with the transmission gear box, so that the coupling assembly and the transmission gear box are shared in a part of axial space, the coupling parts are arranged on two sides of the transmission gear box in a matching mode, the small amount of axial space between the transmission gear box and a bogie is fully utilized, the axial space configured by the parts is effectively compressed, the axial space for a built-in axle box body high-speed bogie and a large-size traction motor is saved, transmission is stable, and operation is reliable.
Description
Technical Field
The application belongs to the technical field of rail vehicle equipment, and particularly relates to a traction transmission system of a rail vehicle.
Background
Railway transportation is an important mode in modern transportation. The system has wider and comprehensive transportation network, higher transportation speed and higher safety and reliability. As a branch, the advantage of the high-speed motor train unit on the transportation speed is more obvious. With the continuous development and innovation of the technology of the domestic and foreign high-speed motor train units, the running speed is continuously improved, and simultaneously, higher and higher requirements on the running quality and the energy consumption level are provided, so that one of the current researchers of the high-speed motor train units is going around greening and light weight, and the weight reduction of vehicles becomes one of hot technical directions.
The bogie is used as an execution system for the running of the train, and the running quality, the power performance and the driving safety of the train are all inseparable from the bogie. At present, the bogie comprises two types of an external axle box body and an internal axle box body. For the bogie with the external axle box body, the mass of wheel pairs and a frame is large, the abrasion of wheels and the pollution of noise are aggravated, and the impact vibration between corresponding wheel rails is large; and when it is over-bent, it needs larger turning radius, so the curve passing ability is poor. Accordingly, due to its structural features, the overall traction drive system space is limited only by the distance between the two wheels, and therefore 1100 to 1200mm of axial space is available for the traction drive system, which is sufficient for the placement of conventional high speed train traction drives including traction motors, crow's tooth couplings, and drive gearboxes.
For trucks with built-in axle boxes, it is required that the traction drive, the axle box and the truck are all located inside the wheel pair. Firstly, this arrangement helps to reduce the overall mass of the bogie, and accordingly, wheel wear and noise pollution are reduced and wheel-rail shock vibration is reduced; moreover, the axial distance of the framework is reduced, so that the turning radius is reduced, and the line adaptability is better; meanwhile, the wheel pair is positioned on the outermost side of the bogie, so that the brake device is convenient to overhaul and replace.
However, although the bogie with the built-in axle box body has a compact structure, the distance between the wheel pairs is unchanged due to the unchanged track gauge, and the built-in axle box body occupies the space inside the wheel pairs compared with the bogie with the external axle box body, so that the axial arrangeable space of a traction transmission system of the bogie is reduced, for example, the bogie only has the axial space of 800 to 900mm, the reduction of the axial space has higher requirements on the structural size of parts at the bottom of the bogie, and particularly for a high-speed train, the high running speed of the bogie requires that the rotating speed and the torque of a motor are larger, and the structural size of the traction motor is larger. The arrangement space of the coupler and the transmission gear box of the traction transmission system is further compressed while the axial space of the frame is compressed. The current arrangement of the traction transmission system is difficult to adapt to the axial available space of the bogie with the built-in high-speed axle box body.
Disclosure of Invention
To effectively solve or at least alleviate some of the problems or disadvantages in the existing traction drive systems for railway vehicles, the present application provides an improved traction drive system and a railway vehicle applying the same.
According to an aspect of the present application, there is provided a traction drive system for a rail vehicle, wherein the traction drive system comprises: the transmission gear box comprises a driving gear shaft assembly and a driven gear shaft assembly which are meshed with each other; and the coupling assembly penetrates through the driving gear shaft assembly and is arranged on two sides of the transmission gear box along the axis direction of the driving gear shaft assembly and transmits the torque to the driving gear shaft assembly.
In accordance with another embodiment of the present application or any one of the above embodiments, the coupling assembly includes: a first coupling disposed on a first side of the drive gearbox; a second coupling disposed on a second side of the transfer gearbox; and a coupling rod disposed through the drive gear shaft assembly; wherein a first end of the coupling rod is fixedly connected to the first coupling and a second end of the coupling rod is fixedly connected to the second coupling.
In accordance with yet another embodiment or any of the above embodiments, the first coupling is configured as a flex-plate coupling comprising: a first flexible sheet for connection to a power source; a third flexible tab for connecting to the coupling rod; the second flexible sheet is arranged between the first flexible sheet and the third flexible sheet and has elasticity; the first flexible sheet, the second flexible sheet and the third flexible sheet are axially arranged between the power source and the transmission gear box; and wherein, the second is scratched the piece and has two sets of hookup location that are used for connecting respectively first scratching the piece with the piece is scratched to the third to provide first scratching the piece with the compensation of shifting in the circumference between the piece is scratched to the third.
In accordance with a traction drive system of yet another embodiment or any of the above embodiments, the first flexible blade is axially threadably connected to the power source via an axial face-tooth connection; and/or the third flexible sheet is connected to the connecting shaft rod through an axial end face tooth part.
According to yet another embodiment of the present application or any one of the above embodiments, the second coupling is configured as a crowned tooth coupling comprising: the hub is provided with external teeth and the sleeve is provided with internal teeth, the hub and the sleeve are mutually meshed along the circumferential direction and can generate relative displacement along the axial direction; wherein the hub is connected to the coupling shaft and the sleeve is connected to the drive gear shaft assembly and transmits torque to the drive gear shaft assembly.
In accordance with a traction drive system of yet another embodiment or any of the above embodiments, the coupling rod is axially threadedly connected to the hub by an axial face-tooth connection; and/or the driving gear shaft assembly is connected to the sleeve by axial end face tooth connection and axial thread connection.
In accordance with a traction drive system of yet another embodiment or any of the above embodiments, the crowbar coupling further includes an end cap axially sealingly connected to the sleeve on a side facing away from the drive gearbox.
In accordance with yet another embodiment or any of the above embodiments of the present application, the traction drive system includes a drive gear shaft having an axial through bore; the connecting shaft rod penetrates through the driving gear shaft along the axial through hole; wherein the diameter of the axial through hole is larger near the first side of the transmission gearbox than near the second side, and/or the diameter of the coupling rod is smaller near the first side of the transmission gearbox than near the second side.
According to another aspect of the present application, there is also provided a rail vehicle, including: the motor, the bogie, the wheel pair, the axle box body and the traction transmission system; wherein the torque is transmitted to the wheel pair sequentially via the motor, a coupling assembly of the traction drive system and a drive gearbox; and wherein the traction drive system, the motor and the axle box are arranged inside the bogie.
According to yet another embodiment of the present application or any one of the above embodiments, the first coupling of the coupling assembly is disposed between the motor and the transmission gearbox, and the second coupling of the coupling assembly is disposed between the transmission gearbox and the bogie.
According to the traction transmission system and the railway vehicle, the coupling assembly is matched with the transmission gear box, so that the coupling assembly and the transmission gear box are shared in a part of axial space, the coupling parts are arranged on two sides of the transmission gear box in a matching mode, the small amount of axial space between the transmission gear box and a bogie is fully utilized, the axial space configured by the parts is effectively compressed, the axial space for the built-in axle box body and the large-size traction motor is saved, transmission is stable, and operation is reliable.
Drawings
The above and other objects and advantages of the present application will become more apparent from the following detailed description when taken in conjunction with the accompanying drawings, in which like or similar elements are designated by like reference numerals.
FIG. 1 is a schematic perspective view of a traction drive system according to one embodiment of the present application that may be used with a high speed bogie with an axle housing built in;
FIG. 2 is a schematic top view of the traction drive system shown in FIG. 1;
FIG. 3 is a schematic cross-sectional top view of the traction drive system shown in FIG. 1;
FIG. 4 is a schematic perspective view of a flex-plate coupling of the traction drive system shown in FIG. 1;
FIG. 5 is a perspective schematic view of a crowned coupling of the traction drive system shown in FIG. 1;
FIG. 6 is a schematic perspective view of a drive gearbox of the traction drive system shown in FIG. 1;
FIG. 7 is a schematic top cross-sectional view of a drive gearbox of the traction drive system shown in FIG. 1.
Detailed Description
The present application will be described in detail below with reference to exemplary embodiments in the drawings. It should be understood, however, that the present application may be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. These embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the concept of the application to those skilled in the art.
Furthermore, to any single feature described or implicit in an embodiment or shown or implicit in the drawings, the present application still allows any combination or permutation to continue between the features (or their equivalents) without any technical impediment, thereby achieving more other embodiments of the present application that may not be directly mentioned herein.
For ease of description of the embodiments mentioned herein, axial, circumferential and radial are incorporated herein as reference coordinate systems. This directional description is intended to express structural features of the components themselves or relative positional relationships between the respective components, and is not intended to restrict absolute positional relationships thereof in a limiting sense. Taking the driving gear shaft assembly as an example, the axial direction means the length extending direction of the driving gear shaft assembly, the circumferential direction means the arrangement direction of the teeth of the driving gear on the driving gear shaft, and the radial direction means the radial direction of the driving gear.
Furthermore, the term "end" as used herein, is intended to convey a space having a length or volume, and is not intended to be limited to a point or a plane in which the point lies. For example, in the case of a coupling rod, its end portion means a section extending from both ends thereof toward the middle thereof by a certain distance.
The present application illustratively describes a traction drive system and its arrangement in association with a rail vehicle, with reference to fig. 1-7, which show a disassembled state, an assembled state, a cutaway state, and some of the components, respectively. As will be explained below.
Referring to fig. 1-5, a traction drive system for a rail vehicle is shown. The traction drive system generally comprises three major components, namely a traction motor 1, a coupling assembly and a drive gearbox 3. In this embodiment, the construction and assembly relationship between the coupling assembly and the transmission gear case 3 are mainly modified. Specifically, the transmission gear box 3 includes a driving gear shaft assembly and a driven gear shaft assembly provided in a casing 3-2, wherein each gear shaft assembly includes a gear shaft, gears provided around the gear shaft, and a bearing housing 3-3 and a bearing 3-4 for supporting the gear shaft, and the bearing 3-4 serves as a carrier for rotation of the driven gear shaft and the driving gear shaft and as a conversion performing means between the stationary casing 3-2 and the driven gears. The coupling assembly passes through the driving gear shaft assembly along the axial direction of the driving gear shaft assembly and is arranged on two sides of the transmission gear box 3, and the torque output by the traction motor 1 is transmitted to the driving gear shaft assembly so as to be transmitted to subsequent components. For example, it transmits torque to a driven gear 3-6 engaged therewith via a driving gear 3-5 provided on a driving gear shaft 3-7, and further to a wheel pair interference-fitted thereto via a driven gear shaft connected to the driven gear, and finally realizes driving of the rail vehicle by driving the wheel pair.
The traction transmission system under the arrangement realizes sharing of a part of axial space by matching the coupling assembly and the transmission gear box, the coupling parts are arranged on two sides of the transmission gear box in a matching manner, the full utilization of a small amount of axial space between the transmission gear box and the bogie is improved, and the axial space configured by parts is effectively compressed, so that the axial space for a built-in shaft box body and a large-size traction motor is saved, the transmission is stable, and the operation is reliable.
The specific configuration of the main components of the traction drive system and their mating relationship with other components will be described further below in conjunction with other figures.
First, the configuration of the coupling assembly may be described in a developed manner with reference to fig. 3, 6 to 7. In general, the coupling assembly includes a first coupling 2, a second coupling 4, and a coupling rod 2-4 connecting the two. Wherein, the first coupling 2 is arranged at a first side of the transmission gear box 3, namely a side far away from the wheel pair, so as to be connected to a traction motor for transmitting torque; the second coupling 4 is arranged on a second side of the transmission gearbox 3, i.e. on the side close to the wheel pair, in order to further make full use of the small amount of axial space between the transmission gearbox 3 and the wheel pair; the connecting shaft rod 2-4 penetrates through the driving gear shaft assembly, the first end part of the connecting shaft rod is fixedly connected to the first coupling 2, the second end part of the connecting shaft rod is fixedly connected to the second coupling 4, the two single-side coupling arrangement schemes are respectively meshed with the output shaft of the traction motor and the driving gear shaft assembly of the transmission gear box through the axial end face teeth and are matched with the axial screw joint in an axial direction, and therefore the torque is transmitted to the transmission gear box 3 from the traction motor sequentially through the first coupling 2, the connecting shaft rod 2-4 and the second coupling 4.
In particular, with reference to fig. 6, the first coupling 2 may be configured as a flexible blade coupling 2, which has the characteristics of small axial dimension and large radial dimension, and on one hand, can meet the design requirement of reducing the axial space, and on the other hand, can be used for achieving the displacement purpose of the coupling. Specifically, the flexible sheet type coupler 2 comprises a first flexible sheet 2-1 connected to a power source, a third flexible sheet 2-3 connected to a coupler shaft 2-4, and a second flexible sheet 2-2 with elasticity, wherein the second flexible sheet 2-2 is arranged between the first flexible sheet 2-1 and the third flexible sheet 2-3. The first flexible sheet 2-1, the second flexible sheet 2-2 and the third flexible sheet 2-3 are sequentially arranged between the power source and the transmission gear box 3 along the axial direction. The second flexible sheet 2-2 is configured to be approximately rectangular frame-shaped, and four connecting positions are arranged at the corners of the frame-shaped, so that the second flexible sheet is screwed to the first flexible sheet 2-1 through one group of connecting positions on the diagonal line and is screwed to the third flexible sheet 2-3 through the other group of connecting positions on the diagonal line, and therefore the three flexible sheets are fixedly connected into a whole. In addition, because the second flexible sheet 2-2 has elasticity, when deviation exists between the traction motor 1 and the connecting shaft rod 2-4 which are connected at two ends, elastic deformation can be provided, so that the connecting shafts of the first flexible sheet 2-1 and the third flexible sheet 2-3 are coaxially collinear to form an included angle, and circumferential displacement compensation is realized.
In order to ensure the reliability of connection and torque transmission among the traction motor 1, the flexible sheet type coupler 2 and the coupling rod 2-4, the first flexible sheet 2-1 can be connected to an output shaft of the traction motor 1 through axial end face tooth part connection and axial screw connection, and the third flexible sheet 2-3 can be connected to the coupling rod 2-4 through axial end face tooth part connection. Compared with the traditional installation mode of all parts of the traction transmission system, the connection mode does not need a special installation tool, and the installation is more convenient. In addition, compared with the conventional interference fit mode, the connection mode can save axial installation space.
Turning to fig. 7, the second coupling 4 may be configured as a crowned coupling 4, which on the one hand enables a greater torque transmission and on the other hand can also be used to provide axial offset compensation. Specifically, the crowned tooth coupling 4 includes a hub 4-2 provided with external teeth and a sleeve 4-1 provided with internal teeth, wherein the hub 4-2 and the sleeve 4-1 are engaged with each other in a circumferential direction and are capable of relative displacement in an axial direction. With respect to its mating relationship with the peripheral components, the hub 4-2 is connected to the coupling shaft 2-4 and the sleeve 4-1 is connected to the drive gear shaft assembly, thereby enabling the continued transmission of torque from the flexure joint 2 to the drive gear shaft assembly in the transfer gearbox 3. At this time, if the displacement between the transmission gear box 3 and the flexible blade type coupling 2 changes, the relative displacement between the hub 4-2 and the sleeve 4-1 in the crowned tooth type coupling 4 along the axial direction can be compensated.
In order to ensure the reliability of the connection and the torque transmission of the drum-shaped tooth type coupling 4 between the transmission gear box 3 and the flexible sheet type coupling 2, the coupling rod 2-4 can be connected to the hub 4-2 through the axial end face tooth part connection and the axial bolt connection, and the driving gear shaft assembly can be connected to the sleeve 4-1 through the axial end face tooth part connection and the axial bolt connection. . Compared with the traditional installation mode of all parts of the traction transmission system, the connection mode does not need a special installation tool, and the installation is more convenient. In addition, compared with the conventional interference fit mode, the connection mode can save axial installation space.
Furthermore, the crowned tooth coupling 4 may also comprise an end cap 4-3, which is axially sealingly connected to the sleeve 4-1 on the side facing away from the transmission gearbox 3, for example by means of a snap spring for quick assembly and disassembly therebetween. Maintenance of the internal components of the crowned tooth coupling 4 can now be accomplished by simply removing and installing the end cap 4-3. For example, it may be convenient to inject lubricant into the crowned coupling 4 for lubrication purposes, and it may also be convenient to assemble and maintain the hub 4-2 and its gear engagement configuration with the sleeve 4-1.
Under the aforementioned combination arrangement scheme of flexible piece formula shaft coupling 2 and cydariform tooth formula shaft coupling 4, the space that shifts of cydariform tooth formula shaft coupling 4 is provided by the axial space between traction motor and the transmission gear box, and the interference fit length overlength of the output shaft of cydariform tooth formula shaft coupling and motor and driving gear axle, two unilateral shaft couplings's volume is great, and the required space that shifts is great and concentrated, can't utilize the radial space advantage that the radial size increase of motor brought completely. The interference fit small-length flexible sheet type coupler 2 is combined with the drum-shaped tooth type coupler 4, the matching length is reduced, the concentrated displacement space is disassembled, and the space between the motor and the transmission gear box and the space between the transmission gear box and the bogie frame can be fully utilized for combined displacement. The flexible sheet type coupler 2 penetrates through the input end of the transmission gear box to be connected with the shifting hub of the drum-shaped tooth type coupler, the shifting capacity of the combination is enhanced, and the axial space of a traction transmission system is reduced.
Returning to fig. 3 and 5, the mating relationship between the drive gear shaft assembly and the coupling shaft will be described in conjunction with the configuration of the drive gear shaft assembly. Specifically, the drive gear shaft assembly is described as including a drive gear shaft 3-7 having an axial through bore such that the coupling shaft 2-4 passes through the drive gear shaft arrangement 3-7 along the axial through bore. Wherein the diameter of the axial through hole is larger near the first side of the drive gearbox 3 than near the second side, and the diameter of the coupling rod 2-4 is smaller near the first side of the drive gearbox 3 than near the second side, so that there is enough room for the offset when a radial offset occurs between the traction motor 1 and the drive gearbox 3.
When assembling the traction transmission system, the traction motor 1 and the transmission gear box 3 are assembled respectively, and then the flexible sheet type coupling 2 is screwed to the output shaft of the traction motor and is meshed with each other through end face teeth. Firstly, mounting the second flexible sheet 2-2 on the first flexible sheet 2-1 by adopting two bolts; then, the sleeve 4-1 and the hub 4-2 are connected with a driving gear shaft of the transmission gear box 3 through end face teeth and bolts, a coupling rod 2-4 rod of the flexible sheet type coupler 2 penetrates through a hollow driving gear shaft 3-7 of the transmission gear box 3 to be connected with the hub 4-2 through the end face teeth and the bolts, and an end cover 4-3 of the drum-shaped tooth type coupler 4 is fixed by utilizing a snap spring; and then the third flexible sheet 2-3 of the flexible sheet type coupler 2 is connected with the coupling rod 2-4 through end face teeth and bolts, and finally the third flexible sheet 2-3 is connected with the second flexible sheet 2-2 through bolts, so that the whole traction transmission system is assembled.
In addition, although not fully shown in the figures, the present application also provides embodiments of a rail vehicle herein. The traction transmission system in any of the embodiments or the combination thereof is applied, so that the corresponding technical effects are achieved, and the detailed description is omitted. The positional relationship and the fitting relationship between the traction drive system and other components in the railway vehicle will be mainly described below. For example, the wheel pair is arranged outside the bogie, and both the motor 1 and the axle box are arranged inside the bogie. The traction drive is also arranged inside the bogie. More specifically, the first coupling 2 of the coupling assembly of the traction drive system is arranged between the electric machine 1 and the drive gearbox 3, and its second coupling 4 is arranged between the drive gearbox 3 and the bogie. And the transmission gear box of the traction transmission system is connected with a hanging seat of a gear box body 3-2 through a hanging device 3-1 and is installed on the bogie frame, so that the integral assembly is realized. At this time, the torque is transmitted to the wheel pair sequentially via the motor 1, the coupling assembly of the traction drive system, and the transmission gear box 3.
In addition, the traction motor is described as using alternating current to power the rail vehicle, transmitting power to the wheel pair via the traction driveline, thereby driving the rail vehicle forward. Thus, the higher the speed rating of the rail vehicle, the larger the structural size of the traction motor, which further compresses the axial space of the traction drive system. Thus, the traction drive system in the foregoing arrangement can be collocated with a traction motor having a greater torque, thereby making it possible to apply such an arrangement to a high-speed rail vehicle that requires greater power.
The above examples mainly illustrate the traction drive system for a railway vehicle and the railway vehicle according to the embodiments of the present invention. Although only a few embodiments of the present invention have been described, those skilled in the art will appreciate that the present invention may be embodied in many other forms without departing from the spirit or scope thereof. Accordingly, the present examples and embodiments are to be considered as illustrative and not restrictive, and various modifications and substitutions may be made therein without departing from the spirit and scope of the present invention as defined by the appended claims.
Claims (10)
1. A traction drive system for a rail vehicle, the traction drive system comprising:
the transmission gear box (3) comprises a driving gear shaft assembly and a driven gear shaft assembly which are meshed with each other;
and the coupling assembly penetrates through the driving gear shaft assembly and is arranged on two sides of the transmission gear box (3) along the axis direction of the driving gear shaft assembly and transmits torque to the driving gear shaft assembly.
2. The traction drive system as in claim 1, wherein the coupling assembly comprises: a first coupling (2) arranged on a first side of the transmission gearbox (3); a second coupling (4) arranged on a second side of the transmission gearbox (3); and a coupling shaft (2-4) disposed through the drive gear shaft assembly; wherein a first end of the coupling rod (2-4) is fixedly connected to the first coupling (2) and a second end of the coupling rod (2-4) is fixedly connected to the second coupling (4).
3. A traction drive system according to claim 2, characterized in that the first coupling (2) is configured as a flex-plate coupling comprising: a first flexible sheet (2-1) for connection to a power source; a third flexible blade (2-3) for connecting to said coupling rod (2-4); the second flexible sheet (2-2) with elasticity is arranged between the first flexible sheet (2-1) and the third flexible sheet (2-3); the first flexible sheet (2-1), the second flexible sheet (2-2) and the third flexible sheet (2-3) are axially arranged between the power source and the transmission gear box (3); and the second flexible sheet (2-2) is provided with two groups of connecting positions which are respectively used for connecting the first flexible sheet (2-1) and the third flexible sheet (2-3) so as to provide circumferential displacement compensation between the first flexible sheet (2-1) and the third flexible sheet (2-3).
4. Traction drive system according to claim 3, characterized in that the first flexible blade (2-1) is connected axially screwed to the power source by means of an axial facing toothing connection; and/or the third flexible sheet (2-3) is connected to the coupling rod (2-4) through an axial face tooth part.
5. Traction drive system according to claim 2, characterized in that the second coupling (4) is configured as a crowned coupling comprising: the hub (4-2) provided with external teeth and the sleeve (4-1) provided with internal teeth are meshed with each other in the circumferential direction, and the hub (4-2) and the sleeve (4-1) can be displaced relatively in the axial direction; wherein the hub (4-2) is connected to the coupling shaft (2-4) and the sleeve (4-1) is connected to the driving gear shaft assembly and transmits torque to the driving gear shaft assembly.
6. Traction drive system according to claim 5, characterized in that the coupling rod (2-4) is connected axially screwed to the hub (4-2) by means of an axial end face toothing connection; and/or the drive gear shaft assembly is axially screwed to the sleeve (4-1) by means of an axial face toothing connection.
7. Traction drive system according to claim 5, characterized in that the crowned coupling further comprises an end cap (4-3) which is axially sealingly connected to the sleeve (4-1) on the side facing away from the drive gearbox (3).
8. Traction drive system according to any one of claims 2 to 7, wherein the driving gear shaft assembly comprises a driving gear shaft (3-7) having an axial through hole; the connecting shaft rod (2-4) penetrates through the driving gear shaft along the axial through hole to be arranged (3-7); wherein the diameter of the axial through hole is larger near the first side of the transmission gearbox (3) than near the second side, and/or the diameter of the coupling rod (2-4) is smaller near the first side of the transmission gearbox (3) than near the second side.
9. A rail vehicle, comprising: -an electric machine (1), -a bogie, a wheel pair, an axle housing and a traction drive system according to any one of claims 1 to 8; wherein the torque is transmitted to the wheel pair via the electric machine (1), a coupling assembly of the traction drive system and a transmission gearbox (3) in sequence; and wherein the traction transmission system, the motor (1) and the axle box are arranged inside the bogie.
10. Railway vehicle according to claim 9, characterized in that a first coupling (2) of the coupling assembly is arranged between the electric machine (1) and the transmission gearbox (3) and a second coupling (4) of the coupling assembly is arranged between the transmission gearbox (3) and the bogie.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111068066.0A CN113602298A (en) | 2021-09-13 | 2021-09-13 | Traction transmission system and railway vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111068066.0A CN113602298A (en) | 2021-09-13 | 2021-09-13 | Traction transmission system and railway vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN113602298A true CN113602298A (en) | 2021-11-05 |
Family
ID=78343011
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202111068066.0A Pending CN113602298A (en) | 2021-09-13 | 2021-09-13 | Traction transmission system and railway vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN113602298A (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113715853A (en) * | 2021-09-26 | 2021-11-30 | 中车长春轨道客车股份有限公司 | Transmission device for built-in bogie of railway vehicle |
| CN114789739A (en) * | 2022-04-14 | 2022-07-26 | 中车青岛四方机车车辆股份有限公司 | Transmission mechanism, bogie and rail vehicle |
| WO2023236464A1 (en) * | 2022-06-08 | 2023-12-14 | 中车株洲电力机车有限公司 | Diaphragm gear coupling and bogie having same |
Citations (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE19505695A1 (en) * | 1995-02-20 | 1996-08-22 | Siemens Ag | Transverse drive for underground or rapid transit railway vehicles |
| CN101277860A (en) * | 2005-09-30 | 2008-10-01 | Kwd德雷斯登连接器有限公司 | Universal double-jointed coupling for railway vehicles |
| CN202175049U (en) * | 2011-08-17 | 2012-03-28 | 南车株洲电力机车有限公司 | Driving device for locomotives |
| CN106476841A (en) * | 2016-12-09 | 2017-03-08 | 中车株洲电力机车有限公司 | A kind of radial type EMUs power truck |
| CN206592448U (en) * | 2017-03-06 | 2017-10-27 | 中车株洲电力机车有限公司 | A kind of driving structure and vehicle output shaft coupling of low floor vehicle |
| CN208237012U (en) * | 2018-04-13 | 2018-12-14 | 太原重工轨道交通设备有限公司 | 100% low-floor tramcar traction gearbox |
| CN109383531A (en) * | 2018-10-09 | 2019-02-26 | 中车青岛四方机车车辆股份有限公司 | Rail vehicle anti-dumping coating method, hydraulic driving system and rail vehicle |
| CN208813186U (en) * | 2018-09-04 | 2019-05-03 | 中车株洲电力机车有限公司 | A kind of traction electric machine hollow shaft driving device and bogie |
| CN111231996A (en) * | 2020-01-13 | 2020-06-05 | 中车株洲电力机车有限公司 | Driving device, bogie and locomotive |
| CN111911545A (en) * | 2019-05-27 | 2020-11-10 | 中车大同电力机车有限公司 | Transmission mechanism and drive coupling |
| CN112049919A (en) * | 2020-09-18 | 2020-12-08 | 中车戚墅堰机车车辆工艺研究所有限公司 | Gear box and driving system for railway vehicle and railway vehicle |
| CN214450921U (en) * | 2021-01-05 | 2021-10-22 | 中车株洲电力机车有限公司 | Driving device for three-axis bogie, three-axis bogie and railway vehicle |
-
2021
- 2021-09-13 CN CN202111068066.0A patent/CN113602298A/en active Pending
Patent Citations (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE19505695A1 (en) * | 1995-02-20 | 1996-08-22 | Siemens Ag | Transverse drive for underground or rapid transit railway vehicles |
| CN101277860A (en) * | 2005-09-30 | 2008-10-01 | Kwd德雷斯登连接器有限公司 | Universal double-jointed coupling for railway vehicles |
| CN202175049U (en) * | 2011-08-17 | 2012-03-28 | 南车株洲电力机车有限公司 | Driving device for locomotives |
| CN106476841A (en) * | 2016-12-09 | 2017-03-08 | 中车株洲电力机车有限公司 | A kind of radial type EMUs power truck |
| CN206592448U (en) * | 2017-03-06 | 2017-10-27 | 中车株洲电力机车有限公司 | A kind of driving structure and vehicle output shaft coupling of low floor vehicle |
| CN208237012U (en) * | 2018-04-13 | 2018-12-14 | 太原重工轨道交通设备有限公司 | 100% low-floor tramcar traction gearbox |
| CN208813186U (en) * | 2018-09-04 | 2019-05-03 | 中车株洲电力机车有限公司 | A kind of traction electric machine hollow shaft driving device and bogie |
| CN109383531A (en) * | 2018-10-09 | 2019-02-26 | 中车青岛四方机车车辆股份有限公司 | Rail vehicle anti-dumping coating method, hydraulic driving system and rail vehicle |
| CN111911545A (en) * | 2019-05-27 | 2020-11-10 | 中车大同电力机车有限公司 | Transmission mechanism and drive coupling |
| CN111231996A (en) * | 2020-01-13 | 2020-06-05 | 中车株洲电力机车有限公司 | Driving device, bogie and locomotive |
| CN112049919A (en) * | 2020-09-18 | 2020-12-08 | 中车戚墅堰机车车辆工艺研究所有限公司 | Gear box and driving system for railway vehicle and railway vehicle |
| CN214450921U (en) * | 2021-01-05 | 2021-10-22 | 中车株洲电力机车有限公司 | Driving device for three-axis bogie, three-axis bogie and railway vehicle |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113715853A (en) * | 2021-09-26 | 2021-11-30 | 中车长春轨道客车股份有限公司 | Transmission device for built-in bogie of railway vehicle |
| CN114789739A (en) * | 2022-04-14 | 2022-07-26 | 中车青岛四方机车车辆股份有限公司 | Transmission mechanism, bogie and rail vehicle |
| CN114789739B (en) * | 2022-04-14 | 2024-09-20 | 中车青岛四方机车车辆股份有限公司 | Transmission mechanism, bogie and rail vehicle |
| WO2023236464A1 (en) * | 2022-06-08 | 2023-12-14 | 中车株洲电力机车有限公司 | Diaphragm gear coupling and bogie having same |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN113602298A (en) | Traction transmission system and railway vehicle | |
| CN110939663B (en) | Direct-drive transmission mechanism | |
| CN111762210B (en) | Rack rail and adhered coaxial driving rack rail driving device and rack rail locomotive | |
| CN112049919A (en) | Gear box and driving system for railway vehicle and railway vehicle | |
| CN108016212A (en) | Rail locomotive vehicle power axis Flexplate coupling transmission mechanism | |
| CN202451797U (en) | Traction gear box for high-speed motor train unit | |
| US4444120A (en) | Track-bound electric motor vehicle | |
| CN112477570B (en) | Drive synthesis device and electric vehicle | |
| CN201396382Y (en) | Elastic coupling | |
| CN102490730A (en) | Device for driving bogie of electric locomotive | |
| CN118679329A (en) | Dual coupler system for driving a rail vehicle | |
| CN109204380B (en) | Turnout bending device and flexible turnout | |
| CN214648291U (en) | Rubber torsion semi-axis subassembly | |
| CN212868238U (en) | High-elastic coupling with protective cover | |
| CN113790248A (en) | Gear box output coupling, gear box and low-floor railway vehicle | |
| CN203193443U (en) | Hypoid gear motor with double-sided flange | |
| CN102874273A (en) | Two-shaft bogie and frame suspension type drive device with disk-shaped braked hollow shaft | |
| CN210821788U (en) | Coaxial electric drive system | |
| KR101458949B1 (en) | In-wheel driving device | |
| CN109958741B (en) | Transmission for railway vehicle and railway vehicle | |
| CN216128255U (en) | Gear transmission system and low-floor tramcar | |
| CN209833343U (en) | Electric drive axle and vehicle | |
| CN2365447Y (en) | Flexible shaft coupling | |
| CN221299874U (en) | Tooth-type coupling for tram | |
| CN204985398U (en) | Tubular spring shaft coupling structure |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| TA01 | Transfer of patent application right | ||
| TA01 | Transfer of patent application right |
Effective date of registration: 20211202 Address after: 213011 258 Wuyi Road, Changzhou, Jiangsu Applicant after: CRRC QISHUYAN INSTITUTE Co.,Ltd. Applicant after: CRRC CHANGCHUN RAILWAY VEHICLES Co.,Ltd. Address before: 213011 258 Wuyi Road, Changzhou, Jiangsu Applicant before: CRRC QISHUYAN INSTITUTE Co.,Ltd. |
|
| RJ01 | Rejection of invention patent application after publication | ||
| RJ01 | Rejection of invention patent application after publication |
Application publication date: 20211105 |