CN114475672B

CN114475672B - Gear box for railway vehicle and railway vehicle

Info

Publication number: CN114475672B
Application number: CN202210100982.6A
Authority: CN
Inventors: 张东升
Original assignee: Individual
Current assignee: Individual
Priority date: 2022-01-27
Filing date: 2022-01-27
Publication date: 2023-03-17
Anticipated expiration: 2042-01-27
Also published as: CN114475672A

Abstract

The invention relates to the technical field of railway vehicles, and provides a gearbox for a railway vehicle and the railway vehicle. The connecting piece is arranged to realize the connection between the gearbox body and the axle box body, so that a connecting rod and a large gear bearing are omitted, the number of bearings of the gearbox is reduced, the fault rate of the gearbox is reduced, the reliability of the gearbox is improved, and the cost is reduced.

Description

Gear box for railway vehicle and railway vehicle

Technical Field

The invention relates to the technical field of railway vehicles, in particular to a gearbox for a railway vehicle and the railway vehicle.

Background

At present, rail transit equipment, including high-speed rails, motor cars, passenger cars, subways, locomotives and trams, operate by decelerating through a gear box by a prime mover such as a motor or a diesel engine and then driving a train shaft to move.

The prior gear box has the following defects:

1. the gear box has more parts participating in rotation, the failure fault probability of the gear box is high, and the transmission part fails, particularly the gear box of a high-speed train is obvious;

2. the distance between the gearbox body and the axle box body is smaller, so that the heat dissipation effect is poor under the condition of high-speed operation of the gearbox, and the heating high temperature exceeds the standard; meanwhile, the disassembly operation space is narrow, so that the disassembly, assembly and maintenance of parts on the axle are inconvenient;

3. the gearbox is subject to vibration or shock and is subject to the risk of breakage or cracking.

4. The gear box needs a pull rod or a C-shaped bracket to balance the rotating moment of the box body, so that the structure is complex.

Disclosure of Invention

The invention provides a gearbox for a railway vehicle and the railway vehicle, which are used for overcoming the defect of high fault rate of the gearbox of the railway vehicle in the prior art, removing a large gear bearing, reducing the number of bearings of the gearbox, reducing the fault rate of the gearbox and improving the reliability of the gearbox.

The invention provides a gear box for a rail vehicle, which comprises a gear box body and a first axle box body, wherein a first gear is arranged in the gear box body and sleeved on an axle, a first axle box bearing is arranged in the first axle box body and sleeved on the axle, a connecting piece is arranged between the gear box body and the first axle box body, a first end of the connecting piece is connected with the gear box body, and a second end of the connecting piece is connected with the first axle box body.

According to the gear box for the railway vehicle, the elastic piece is arranged between the second end of the connecting piece and the first gearbox box body and/or between the first end of the connecting piece and the gearbox box body.

According to the gearbox for the railway vehicle, the gearbox body, the first axle box body and the connecting piece are integrally formed.

According to the gearbox for the railway vehicle, the first gear is in interference fit with the axle and rotates synchronously.

According to the gear box for the railway vehicle, the gear box further comprises a second gear and a driving motor, the driving motor is in transmission connection with the second gear, the second gear is arranged in the gear box body, and the first gear is in meshing transmission.

According to the gear box for the rail vehicle, the plurality of input end bearings are arranged in the gear box body, and are respectively arranged on two sides of the second gear and are coaxially arranged.

The gearbox for the rail vehicle further comprises a second gearbox body, the second gearbox body is sleeved on the axle, and the second gearbox body and the first gearbox body are respectively located on two sides of the gearbox body.

According to the gear box for the railway vehicle, a second shaft box bearing is arranged in a second shaft box body, and the second shaft box bearing is sleeved on an axle.

According to the gearbox for the railway vehicle, the elastic piece can be made of rubber or a metal material or a composite material.

The invention also provides a railway vehicle, which comprises the gearbox for the railway vehicle.

The invention provides a gear box for a railway vehicle and the railway vehicle, which comprise a gear box body and a first axle box body, wherein a first gear is arranged in the gear box body, the first gear is sleeved on an axle, a first axle box bearing is arranged in the first axle box body, the first axle box bearing is sleeved on the axle, a connecting piece is arranged between the gear box body and the first axle box body, the first end of the connecting piece is connected with the gear box body, the second end of the connecting piece is connected with the first axle box body, the connecting between the gear box body and the axle box body is realized by arranging the connecting piece, a connecting rod and a large gear bearing are omitted, the number of bearings of the gear box is reduced, the failure rate of the gear box is reduced, the reliability of the gear box is improved, and the cost is reduced.

Drawings

In order to more clearly illustrate the technical solutions of the present invention or the prior art, the drawings needed to be used in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.

FIG. 1 is a schematic structural diagram of a first embodiment of a gearbox for a railway vehicle, provided by the invention;

FIG. 2 is a schematic structural diagram of a second embodiment of a gearbox for a rail vehicle according to the present invention;

FIG. 3 is a schematic structural view of a third embodiment of a gearbox for a railway vehicle according to the present invention;

reference numerals:

100. a gearbox body; 110. a first gear; 120. a drive motor; 130. a second gear; 140. an input end bearing; 200. a first axle box body; 210. a first axle box bearing; 300. a connecting member; 400. an axle; 500. a second axle box body; 510. a second shaft housing bearing; 600. a wheel; 700. an elastic member.

Detailed Description

In order to make the objects, technical solutions and advantages of the present invention more apparent, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings, and it is obvious that the described embodiments are some, but not all embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

The following describes a gearbox for a railway vehicle with reference to fig. 1 to 3, including a gearbox housing 100 and a first gearbox housing 200, where a first gear 110 is disposed in the gearbox housing 100, the first gear 110 is sleeved on an axle 400, a first gearbox bearing 210 is disposed in the first gearbox housing 200, the first gearbox bearing 210 is sleeved on the axle 400, a connecting member 300 is disposed between the gearbox housing 100 and the first gearbox housing 200, a first end of the connecting member 300 is connected to the gearbox housing 100, and a second end of the connecting member 300 is connected to the first gearbox housing 200. It is understood that the gearbox housing 100 and the first gearbox housing 200 are coaxially mounted to the axle 400, and the mounting positions of the gearbox housing 100 and the first gearbox housing 200 are changed.

The first gear 110 is disposed in the gear box 100, the axle 400 is sleeved with the first gear 110, and the axle 400 is driven to rotate synchronously, that is, the first gear 110 can rotate relative to the gear box 100, and at the same time, the axle 400 is driven to rotate relative to the gear box 100. The first axle box bearing 210 is arranged in the first axle box body 200, and the axle 400 is sleeved with the first axle box bearing 210, so that the axle 400 can rotate relative to the first axle box body 200, that is, when the axle 400 rotates, the first axle box body 200 does not rotate.

Further, as shown in fig. 1, a connecting member 300 is disposed between the gearbox housing 100 and the first gearbox housing 200, so that the gearbox housing 100 and the first gearbox housing 200 are relatively and fixedly connected. Wherein, the first end of the connecting piece 300 is fixedly connected with the gearbox casing 100, and the second end of the connecting piece 300 is fixedly connected with the first gearbox casing 200. In the first embodiment, a large gear bearing and a pull rod or a C-shaped bracket are omitted, and the first gear 110 (large gear) is directly sleeved on the axle 400, so that the reliability is improved, the cost is reduced, the failure rate is reduced, and the driving safety is improved. It should also be noted that the vertical connecting rod is omitted, the structure of the gearbox body 100 is improved, the large gear bearing is omitted, the overall width of the gearbox is reduced, the gap between the gearbox body 100 and the axle box body is increased, and the disassembly and the maintenance are convenient.

It should be noted that the first end of the connecting member 300 is fixedly connected to the gearbox housing 100 by a bolt, a rivet or a pin, and the second end of the connecting member 300 is fixedly connected to the first gearbox housing 200 by a bolt, a rivet or a pin.

According to the invention, the gearbox for the railway vehicle further comprises an elastic piece 700, and the elastic piece 700 is arranged between the second end of the connecting piece 300 and the first gearbox casing body 200 and/or between the first end of the connecting piece 300 and the gearbox casing body 100. It can be understood that, as shown in fig. 2, in the second embodiment, the elastic member 700 is disposed between the second end of the connecting member 300 and the first axle housing, so as to reduce the rigidity between the gearbox housing 100 and the first axle housing 200 along the center line of the axle 400, reduce the vibration and impact on the gearbox housing 100, and reduce the damage rate of the gearbox housing 100 and the first axle housing 200.

It should be noted that the elastic member 700 may also be disposed between the first end of the connecting member 300 and the gearbox housing 100, so as to reduce the vibration and impact on the gearbox housing 100 and reduce the damage rate between the gearbox housing 100 and the first gearbox housing 200.

Two elastic members 700 may be provided, one of the elastic members 700 being provided between the second end of the connector 300 and the first gearbox housing, and the other elastic member 700 being provided between the first end of the connector 300 and the gearbox housing 100.

According to the gearbox for the railway vehicle, the gearbox body 100, the first shaft box body 200 and the connecting piece 300 are integrally formed. It can be understood that, as shown in fig. 3, in the third embodiment, the gearbox body 100, the first gearbox body 200 and the connecting piece 300 are integrally formed, so that the overall structural strength is improved, and meanwhile, the uniformity of materials is ensured, and the production and the preparation are convenient.

According to the gear box for the rail vehicle provided by the invention, the first gear 110 is in interference fit with the axle 400 and rotates synchronously. It can be understood that, after the first gear 110 is heated, the first gear 110 expanded by heating is sleeved on the axle 400, and after the first gear 110 is cooled, the first gear 110 contracts, so as to achieve the interference fit between the first gear 110 and the axle 400.

The inner diameter of the first gear 110 can be expanded by high-pressure liquid, and then the axle 400 is sleeved with the first gear 110 to release the high-pressure liquid, so that the interference fit between the first gear 110 and the axle 400 is realized, and the synchronous rotation of the first gear 110 and the axle 400 is ensured.

The gearbox for the railway vehicle further comprises a second gear 130 and a driving motor 120, wherein the driving motor 120 is in transmission connection with the second gear 130, and the second gear 130 is arranged in the gearbox body 100 and is in meshing transmission with the first gear 110. It can be understood that the output power of the driving motor 120 is transmitted to the second gear 130 (pinion), the second gear 130 is used as a driving wheel to be in meshing transmission with the first gear 110, so that the driving motor 120 drives the second gear 130 to rotate, and the second gear 130 drives the first gear 110 and the axle 400 to synchronously rotate, thereby realizing power transmission.

It should be noted that the second gear 130 can be directly sleeved on the output shaft of the driving motor 120, and the output shaft of the driving motor 120 extends into the gearbox body 100 to realize power transmission. Or, the second gear 130 is sleeved on a power input shaft, the power input shaft is located in the gearbox housing 100 and is connected with an output shaft of the driving motor 120 located outside the gearbox housing 100 through a coupler, so as to realize power transmission.

According to the gearbox for the rail vehicle, the plurality of input end bearings 140 are arranged in the gearbox housing 100, and the plurality of input end bearings 140 are respectively arranged on two sides of the second gear 130 and are coaxially arranged. It is understood that a plurality of input end bearings 140 are provided in the gearbox housing 100 and are divided on both sides of the second gear 130, and the input end bearings 140 are provided coaxially with the second gear 130. That is, the input end bearing 140 is sleeved on the output shaft of the driving motor 120 or on the power input shaft.

In this embodiment, two input end bearings 140 are provided, and the two input end bearings 140 are respectively provided on two sides of the second gear 130.

Alternatively, three input end bearings 140 may be provided, wherein two input end bearings 140 are located on the same side of the second gear 130, and the other input end bearing 140 is located on the other side of the second gear 130.

According to the gear box for the rail vehicle, the gear box further comprises a second axle box body 500, the second axle box body 500 is sleeved on the axle 400, the second axle box body 500 and the first axle box body 200 are respectively located on two sides of the gear box body 100, and the distance between the second axle box body 500 and the gear box body 100 is larger than the distance between the first axle box body 200 and the gear box body 100. It can be understood that the axle 400 is further sleeved with a second axle box body 500, the second axle box body 500 is coaxial with the gear box body 100, and the second axle box body 500 and the first axle box body 200 are respectively located at two sides of the gear box body 100. The distance between the second shaft box body 500 and the gear box body 100 is larger than the distance between the first shaft box body 200 and the gear box body 100, the gear box body 100 is connected with the first shaft box body 200, the length of the connecting piece 300 is reduced on the premise that the gear box body 100 and the first shaft box body 200 are relatively fixed, and the connecting piece 300 is convenient to set.

According to the gearbox for the railway vehicle, the second gearbox body 500 is internally provided with the second gearbox bearing 510, and the axle 400 is sleeved with the second gearbox bearing 510. It can be understood that a second axle box bearing 510 is disposed in the second axle box housing 500, and the second axle box bearing 510 is sleeved on the axle 400, so that the second axle box housing 500 is kept fixed, and the axle 400 rotates relative to the second axle box housing 500.

According to the gearbox for the railway vehicle, provided by the invention, the elastic member 700 can be made of rubber or a metal material or a composite material. It is understood that the elastic member 700 is made of one of rubber, metal or composite material, and the connecting member 300 is made of steel. The elastic member 700 may be coupled with the connection member 300 and the first casing body 200 by bolts or rivets or pins. It should be noted that the metal material may be spring steel, and the composite material may be polytetrafluoroethylene.

The invention also provides a railway vehicle, which comprises the gearbox for the railway vehicle. It can be understood that the wheels 600 are respectively arranged at the two ends of the axle 400, so that the axle 400 is driven by the gear box, and the wheels 600 are driven to rotate, so that the rail vehicle can run.

The invention provides a gear box for a railway vehicle and the railway vehicle, which comprise a gear box body and a first axle box body, wherein a first gear is arranged in the gear box body, the first gear is sleeved on an axle, a first axle box bearing is arranged in the first axle box body, the first axle box bearing is sleeved on the axle, a connecting piece is arranged between the gear box body and the first axle box body, the first end of the connecting piece is connected with the gear box body, the second end of the connecting piece is connected with the first axle box body, the connecting piece is arranged to realize the connection between the gear box body and the axle box body, a connecting rod and a large gear bearing are omitted, the number of bearings of the gear box is reduced, the failure rate of the gear box is reduced, the reliability of the gear box is improved, and the cost is reduced.

Finally, it should be noted that: the above examples are only intended to illustrate the technical solution of the present invention, but not to limit it; although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.

Claims

1. A gear box for a rail vehicle is characterized by comprising a gear box body, a first shaft box body and a second shaft box body, wherein a first gear is arranged in the gear box body and sleeved on an axle, a first shaft box bearing is arranged in the first shaft box body and sleeved on the axle, a connecting piece is arranged between the gear box body and the first shaft box body, a first end of the connecting piece is connected with the gear box body, and a second end of the connecting piece is connected with the first shaft box body;

the second axle box body is sleeved on the axle, the second axle box body and the first axle box body are respectively positioned on two sides of the gear box body, and the second axle box body is respectively independent from the first axle box body and the gear box body; the inner cavity of the first axle box body, the inner cavity of the second axle box body and the inner cavity of the gear box body are independent of each other;

the gearbox is characterized by further comprising an elastic piece, wherein the elastic piece is arranged between the second end of the connecting piece and the first gearbox body and/or between the first end of the connecting piece and the gearbox body.

2. The gearbox for a railway vehicle according to claim 1, wherein the gearbox housing, the first gearbox housing and the connecting member are integrally formed.

3. A gearbox for a railway vehicle as claimed in claim 1, wherein the first gear is in interference fit with the axle and rotates synchronously.

4. The gearbox for railway vehicles as claimed in claim 1, further comprising a second gear and a driving motor, wherein the driving motor is in transmission connection with the second gear, the second gear is arranged in the gearbox body, and the first gear is in meshing transmission.

5. The gearbox for railway vehicle as claimed in claim 4, wherein a plurality of input end bearings are disposed in the gearbox housing, and the plurality of input end bearings are disposed coaxially and separately on both sides of the second gear.

6. The gearbox for railway vehicle as claimed in claim 1, wherein a second gearbox bearing is arranged in the second gearbox housing, and the second gearbox bearing is sleeved on the axle.

7. Gearbox according to claim 1, characterised in that said elastic element is made of rubber or a metallic material or a composite material.

8. A rail vehicle, characterized in that it comprises a gearbox for a rail vehicle according to any one of claims 1 to 7.