CN115042826A - Driving device of rack-and-pinion vehicle, bogie and rack-and-pinion vehicle - Google Patents
Driving device of rack-and-pinion vehicle, bogie and rack-and-pinion vehicle Download PDFInfo
- Publication number
- CN115042826A CN115042826A CN202210822676.3A CN202210822676A CN115042826A CN 115042826 A CN115042826 A CN 115042826A CN 202210822676 A CN202210822676 A CN 202210822676A CN 115042826 A CN115042826 A CN 115042826A
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- Prior art keywords
- shaft sleeve
- power box
- rack
- transmission
- bearing
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- 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F15/00—Axle-boxes
- B61F15/12—Axle-boxes with roller, needle, or ball bearings
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F15/00—Axle-boxes
- B61F15/20—Details
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
- B61H5/00—Applications or arrangements of brakes with substantially radial braking surfaces pressed together in axial direction, e.g. disc brakes
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Transmission Devices (AREA)
Abstract
The invention provides a drive device of a rack vehicle, a bogie and the rack vehicle, wherein the drive device comprises: the power box and the support frame are arranged at intervals, and the axle sequentially penetrates through the power box and the support frame; the input end of the power box is connected with the motor, and the output end of the power box is connected with the shaft sleeve; the shaft sleeve is rotatably sleeved outside the axle and is in rotating fit with the support frame; the walking gear is connected with the shaft sleeve in the support frame, and part of the walking gear extends out of the support frame along the radial direction of the shaft sleeve so as to be meshed with a rack arranged on the ground; the brake disc is arranged at the other end of the shaft sleeve opposite to the power box; wherein, all adopt interference fit's mode to realize being connected between the output of headstock and the axle sleeve to and between axle sleeve and the brake disc. According to the invention, the shaft sleeve and the output end of the power box and the shaft sleeve and the brake disc are in interference connection, so that the problem of torque transmission between the power box and the shaft sleeve is solved, and the problem of insufficient adhesion of wheel tracks is also solved.
Description
Technical Field
The invention relates to the technical field of rack-rail vehicles, in particular to a driving device of a rack-rail vehicle, a bogie and the rack-rail vehicle.
Background
With the continuous development of the world economy, the demand of the market for the toothed rail vehicle used in the mountainous and hilly areas is more and more extensive. The maximum difference between the rack-and-pinion vehicle and the traditional vehicle is that the vehicle driving mode is different, the rack-and-pinion vehicle transmits torque through a gear-rack, and then the driving vehicle advances, and can normally run on a large-gradient road section. The traditional running mechanism of the rack-rail vehicle has the advantages of simple structure, but the abrasion of a rack-rail wheel is serious, the noise is large, the comfort of passengers is poor, the wheel cannot be adjusted after being abraded, and the interference between the rack-rail wheel and a track can be caused after the wheel is abraded to a certain amount.
Disclosure of Invention
The invention provides a driving device of a rack rail vehicle, which is used for solving the defects in the prior art.
The invention also provides the bogie.
The invention further provides a rack rail vehicle.
According to a first aspect of the present invention, there is provided a drive device for a rack vehicle, comprising: the brake device comprises a power box, a motor, a support frame, a shaft sleeve, a traveling gear and a brake disc; the power box and the support frame are arranged at intervals, and an axle sequentially penetrates through the power box and the support frame; the input end of the power box is connected with the motor, and the output end of the power box is connected with the shaft sleeve; the shaft sleeve is rotatably sleeved outside the axle and is in running fit with the support frame; the walking gear is connected with the shaft sleeve in the support frame, and part of the walking gear extends out of the support frame along the radial direction of the shaft sleeve so as to be meshed with a rack arranged on the ground; the brake disc is arranged at the other end, opposite to the power box, of the shaft sleeve; the output end of the power box is connected with the shaft sleeve and the brake disc in an interference fit mode.
Optionally, the method further comprises: and the bearing unit is sleeved on the axle and is respectively in running fit with the axle and the brake disc.
Optionally, the bearing unit is a self-aligning roller bearing.
Optionally, the power box is a power box of a cast and formed integrated box structure.
Optionally, the power box is made of nodular cast iron or made of an aluminum alloy material.
Optionally, the method further comprises: and the adjusting assembly is sleeved outside the shaft sleeve in a rotating manner and is connected with the supporting frame so as to adjust the relative position between the walking gear and the axle.
Optionally, the adjustment assembly comprises: adjusting the first bearing, adjusting the second bearing and the eccentric wheel; the adjusting first bearing and the adjusting second bearing are arranged at intervals along the axial direction of the shaft sleeve; the eccentric wheel is respectively matched with the inner ring of the adjusting first bearing and the outer ring of the adjusting second bearing; the outer ring of the adjusting first bearing is matched with the inner ring of the walking gear; and the inner ring of the adjusting second bearing is matched with the shaft sleeve.
Optionally, the adjustment assembly further comprises: the adjusting disc is connected with the eccentric wheel so as to realize the adjustment of the steering of the eccentric wheel through the adjusting disc.
Optionally, the two adjusting assemblies are symmetrically arranged on two sides of the running gear along the axial direction of the shaft sleeve.
According to a second aspect of the present invention there is provided a bogie comprising: a frame, a pair of wheels, an axle, and a drive device for the rack-and-pinion vehicle; the axle is connected with the frame; the wheels are arranged at two ends of the axle; the driving device is disposed between the two wheels and connected to the axle.
According to a third aspect of the present invention, there is provided a rack vehicle comprising: the drive device for a rack-and-pinion vehicle described above, or the bogie described above.
One or more technical solutions in the present invention have at least one of the following technical effects: according to the driving device of the rack vehicle, the bogie and the rack vehicle, the shaft sleeve and the output end of the power box and the shaft sleeve and the brake disc are in interference connection, so that the problem of torque transmission between the power box and the shaft sleeve is solved, and the problem of insufficient braking force caused by insufficient adhesion of wheel tracks is also solved.
Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.
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 introduced 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 one of the assembling relations of a driving apparatus of a rack rail vehicle provided by the present invention;
FIG. 2 is a second schematic view showing the assembly of the driving device of the rack-rail vehicle according to the present invention;
fig. 3 is a third schematic view showing an assembly relationship of a driving apparatus of a rack vehicle according to the present invention;
FIG. 4 is a schematic view showing the arrangement of transmission assemblies in the driving apparatus for a rack-and-pinion vehicle according to the present invention;
FIG. 5 is a fourth view showing the assembling relationship of the driving apparatus of the rack vehicle according to the present invention;
FIG. 6 is a fifth drawing showing the assembling relationship of the driving apparatus of the rack vehicle according to the present invention;
FIG. 7 is a sixth view schematically illustrating the assembly of the driving apparatus of the rack vehicle according to the present invention;
fig. 8 is a seventh schematic view showing an assembly relationship of a drive apparatus of a rack vehicle according to the present invention;
FIG. 9 is a schematic view of an eccentric wheel in the driving apparatus of the rack vehicle according to the present invention;
fig. 10 is a schematic structural view of an adjustment disc in the drive device for a rack-and-pinion vehicle according to the present invention;
FIG. 11 is a view showing one of assembling relationships between an adjusting disk and an eccentric wheel in the driving apparatus of the rack vehicle according to the present invention;
FIG. 12 is a view showing one of the assembling relations of an adjusting disk and an eccentric wheel in the driving apparatus of the rack vehicle according to the present invention;
FIG. 13 is a view showing an assembling relationship of running gears in the drive apparatus for a rack-and-pinion vehicle according to the present invention;
FIG. 14 is a second view showing the assembling relationship of running gears in the driving apparatus for a rack-and-pinion vehicle according to the present invention;
FIG. 15 is a cross-sectional view taken along line AA of FIG. 14;
fig. 16 is a schematic view showing a structural relationship of a ring gear portion in the drive device for the rack vehicle according to the present invention;
FIG. 17 is a schematic view of a transmission connecting seat of the driving device of the rack-rail vehicle according to the present invention;
fig. 18 is a second schematic structural relationship diagram of the transmission connecting seat in the driving device of the rack-rail vehicle provided by the invention;
FIG. 19 is a schematic view of a transmission support of the driving device for a rack-track vehicle according to the present invention;
fig. 20 is a schematic view showing a structural relationship of an elastic portion in the drive device for a rack vehicle according to the present invention.
Reference numerals:
10. a power box;
20. a support frame;
30. an axle;
40. a wheel;
50. a shaft sleeve; 51. a transmission gear;
60. a running gear; 61. a toothed ring portion; 611. outer gear teeth; 62. a transmission section; 621. a transmission connecting seat; 622. a transmission supporting seat; 623. a connection unit; 624. a boss; 63. an elastic portion; 631. a first mounting plate; 632. a second mounting plate; 633. an elastomer; 64. a first mounting seat; 65. a second mounting seat; 651. a first sub-mount; 652. a second sub-mount;
70. an adjustment assembly; 71. adjusting the first bearing; 72. adjusting the second bearing; 73. an eccentric wheel; 74. an adjusting disk;
80. a brake disc; 81. a brake cylinder; 82. braking the clamp;
90. a bushing;
100. a transmission assembly; 101. a drive input shaft; 102. a transmission input gear pair; 103. a transmission first bearing part; 104. a transmission output gear pair; 105. a transmission second bearing portion; 106. a transmission intermediate shaft; 107. a transmission intermediate gear pair; 108. a transmission third bearing part;
110. a motor;
120. a bearing unit.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. All other embodiments, which can be obtained by a person skilled in the art without any inventive step based on the embodiments of the present invention, are within the scope of the present invention.
In the description of the embodiments of the present invention, it should be noted that the terms "center", "longitudinal", "lateral", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", and the like indicate orientations or positional relationships based on those shown in the drawings, and are only for convenience in describing the embodiments of the present invention and simplifying the description, but do not indicate or imply that the referred devices or elements must have a specific orientation, be constructed in a specific orientation, and be operated, and thus, should not be construed as limiting the embodiments of the present invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
In some embodiments of the present invention, as shown in fig. 1 to 3, the present invention provides a drive device of a rack-rail vehicle, including: the power box 10, the motor 110, the support frame 20, the shaft sleeve 50, the traveling gear 60 and the brake disc 80; the power box 10 and the support frame 20 are arranged at intervals, and the axle 30 sequentially penetrates through the power box 10 and the support frame 20; the input end of the power box 10 is connected with the motor 110, and the output end of the power box 10 is connected with the shaft sleeve 50; the shaft sleeve 50 is rotatably sleeved outside the axle 30 and is in rotating fit with the support frame 20; the walking gear 60 is connected with the shaft sleeve 50 in the support frame 20, and part of the walking gear 60 extends out of the support frame 20 along the radial direction of the shaft sleeve 50 so as to realize meshing with a rack arranged on the ground; the brake disc 80 is arranged at the other end of the shaft sleeve 50 opposite to the power box 10; the output end of the power box 10 is connected with the shaft sleeve 50 and the shaft sleeve 50 is connected with the brake disc 80 in an interference fit manner.
It should be noted that, the output end of the power box 10 and the shaft sleeve 50 are in interference fit, and the shaft sleeve 50 and the brake disc 80 are in interference fit, so that the problem of torque transmission between the power box 10 and the shaft sleeve 50 is solved, and meanwhile, the problem of insufficient braking force caused by insufficient adhesion of wheel tracks is also solved.
In a possible embodiment, the method further comprises: a brake cylinder 81 and a brake caliper 82; the brake disc 80 is connected with the shaft sleeve 50 and is arranged on one side of the support frame 20 far away from the power box 10; the brake cylinder 81 is connected with the support frame 20; the brake clamp 82 is connected with the brake cylinder 81 and is arranged corresponding to the brake disc 80; wherein, the brake cylinder 81 drives the brake clamp 82 to act, so as to realize that the brake clamp 82 clamps the brake disc 80.
Specifically, the present embodiment provides an embodiment of a brake disk 80, a brake cylinder 81, and a brake caliper 82, and the brake disk 80, the brake cylinder 81, and the brake caliper 82 are provided to realize braking of the running gear 60.
Further, the brake disc 80 is connected with the shaft sleeve 50, and the brake cylinder 81 and the brake clamp 82 are respectively connected with the support frame 20, so that the problem that the narrow-gauge bogie has no space for installing the brake clamp 82 and the brake cylinder 81 is solved.
In a possible embodiment, the support frame 20 is made of cast steel or aluminum alloy, the structure is compact, the strength is high, and the support frame 20 is provided with a mounting seat of the brake cylinder 81, a mounting seat of the brake caliper 82, a mounting seat of the adjusting ring and the like, so that the characteristic that the internal space of the rack bogie wheel 40 is narrow in the case of narrow rails is adapted.
In a possible embodiment, the brake cylinder 81 is connected with the support frame 20, so that the volume of the brake device is reduced, and the axial occupied space is reduced, so that the high succession of the power box 10, the support frame 20 and the brake device is realized, and the problem of space limitation of a narrow gauge is solved.
In a possible embodiment, the brake disc 80 is connected to the axle 30 to form a disc brake structure, which improves the reliability of braking.
In some possible embodiments of the present invention, as shown in fig. 3 and 4, the method further includes: the bearing unit 120 is sleeved on the axle 30, and the bearing unit 120 is respectively in rotating fit with the axle 30 and the brake disc 80.
Specifically, the present embodiment provides an embodiment of the bearing unit 120, and the support of the brake disc 80 is realized by providing the bearing unit 120.
In some possible embodiments of the invention, the bearing unit 120 is a self-aligning roller bearing.
Specifically, the present embodiment provides another embodiment of the bearing unit 120, and the bearing unit 120 is configured as a self-aligning roller bearing, so as to satisfy the conditions of high load, large span and large deflection at the output end of the power box 10.
In some possible embodiments of the present invention, the power box 10 is a cast-molded one-piece box structure power box 10.
Particularly, this embodiment provides an implementation mode of headstock 10, through set up headstock 10 as the integrative boxed structure's of cast molding headstock 10 with headstock 10, the realization has starved to carry out integrated setting to headstock 10, the problem of narrow gauge space restriction has been solved, installation space has been saved, the bulk strength of headstock 10 has also been promoted simultaneously, the size of headstock 10 has been reduced, make headstock 10 can arrange and install in narrow and small space, and also can provide sufficient intensity, in order to satisfy the daily demand of using of rack vehicle.
In some possible embodiments of the present invention, the power box 10 is made of nodular cast iron or the power box 10 is made of aluminum alloy.
Specifically, the present embodiment provides an embodiment of a material for manufacturing the power box 10, and the material for manufacturing the power box 10 is made of nodular cast iron or aluminum alloy, so that the requirement of the rack vehicle for the strength of the power box 10 is met.
In some possible embodiments of the present invention, as shown in fig. 3 and 4, the method further includes: the transmission assembly 100, the transmission assembly 100 is arranged inside the power box 10; the input end of the transmission assembly 100 is connected with the motor 110, and the output end of the transmission assembly 100 is connected with the shaft sleeve 50.
Further, the transmission assembly 100 includes: a transmission input shaft 101, a transmission input gear pair 102, and a transmission first bearing portion 103; the transmission input shaft 101 is connected with a motor 110; the transmission input gear pair 102 is arranged outside the transmission input shaft 101 to realize the transmission of the power of the motor 110 to the shaft sleeve 50; the transmission first bearing portion 103 is sleeved outside the transmission input shaft 101 and is abutted against the transmission input shaft 101 and the power box 10 respectively.
Specifically, the present embodiment provides an implementation manner of the transmission input shaft 101, the transmission input gear pair 102 and the transmission first bearing portion 103, and by providing the transmission input shaft 101, the transmission input gear pair 102 and the transmission first bearing portion 103, the power of the motor 110 is transmitted to the shaft sleeve 50, so that the power of the power box 10 for the rack-and-pinion vehicle is provided.
In a possible embodiment, the transmission input gear pair 102 is made of a high strength alloy steel material.
In a possible embodiment, the power box 10 takes the form of a non-contact labyrinth seal and an end cap seal at the transmission input shaft 101, which meets the sealing requirements of the power box 10 for oil impermeability.
In a possible embodiment, the transmission input shaft 101 is lubricated by splash oil, and an oil collecting tank, an oil inlet, an oil return hole, an oil baffle plate and the like are arranged inside the box body of the power box 10 so as to meet the lubricating requirement of the transmission first bearing part 103.
In some possible embodiments of the invention, as shown in fig. 3 and 4, the transmission first bearing portion 103 comprises: cylindrical roller bearings and angular contact ball bearings; the two cylindrical roller bearings are sleeved outside the transmission input shaft 101 and are arranged on two sides of the transmission input gear pair 102 along the axial direction of the transmission input shaft 101; the angular ball bearings are sleeved outside the transmission input shaft 101 and are respectively abutted against the power box 10 and the cylindrical roller bearing on the side away from the motor 110.
Specifically, the present embodiment provides an embodiment of the transmission first bearing portion 103, which realizes adaptation to high rotation speed of the motor 110 by setting the first bearing portion as a bearing mode formed by matching one angular contact ball bearing and two cylindrical roller bearings, and simultaneously meets load requirements of axial force and radial force.
In a possible embodiment, the angular contact ball bearing is a four-corner angular contact ball bearing.
In some possible embodiments of the invention, as shown in fig. 3 and 4, the transmission assembly 100 further comprises: a transmission output gear pair 104 and a transmission second bearing portion 105; a part of the inner wall of the transmission output gear pair 104 along the axial direction is in interference connection with the shaft sleeve 50 to realize matching; the transmission second bearing portion 105 abuts against the other part of the inner wall of the transmission output gear pair 104 in the axial direction and the outer wall of the axle 30, respectively.
Specifically, the embodiment provides an implementation manner of the transmission output gear pair 104 and the transmission second bearing portion 105, the transmission output gear pair 104 and the shaft sleeve 50 are in interference connection, on one hand, power of the motor 110 is transmitted to the shaft sleeve 50, the running gear 60 is driven to be meshed with a rack arranged on the ground, and a rack rail vehicle is driven to run, and on the other hand, the interference connection also meets the working conditions of high load, large span and large disturbance degree between the transmission output gear pair 104 and the shaft sleeve 50.
In a possible embodiment, the transmission output gear pair 104 is connected with the shaft sleeve 50 through a plurality of bolts distributed uniformly along the circumferential direction, so that safety redundancy is formed.
In a possible embodiment, the transmission output gear set 104 is made of a high strength alloy steel material.
In a possible embodiment, the transmission second bearing portion 105 is lubricated by grease, and grease is injected through one end of the sleeve 50 to meet the lubrication requirement of the transmission second bearing portion 105.
In some possible embodiments of the invention, as shown in fig. 3 and 4, the transmission second bearing portion 105 is a self-aligning roller bearing.
Specifically, the embodiment provides an implementation manner of the second transmission bearing portion 105, and the second transmission bearing portion 105 is configured as a self-aligning roller bearing, so that the working conditions of high load, large span and large disturbance at the output end of the power box 10 are met, and the relative rotation between the shaft sleeve 50 and the axle 30 is also realized, so that the axle 30 and the paper-moving wheel are decoupled.
In some possible embodiments of the invention, as shown in fig. 3 and 4, the transmission assembly 100 further comprises: a transmission intermediate shaft 106, a transmission intermediate gear pair 107 and a transmission third bearing part 108; the transmission intermediate shaft 106 and the transmission input shaft 101 are arranged at intervals; the transmission intermediate gear pair 107 is arranged outside the transmission intermediate shaft 106 and is respectively meshed with the transmission input gear pair 102 and the transmission output gear pair 104 so as to transmit the power of the motor 110 to the shaft sleeve 50; the two transmission third bearing portions 108 are axially and alternately sleeved outside the transmission intermediate shaft 106 and are respectively abutted against the power box 10.
Specifically, the present embodiment provides an embodiment of the transmission intermediate shaft 106, the transmission intermediate gear pair 107 and the transmission third bearing portion 108, and by providing the transmission intermediate shaft 106, the transmission intermediate gear pair 107 and the transmission third bearing portion 108, the power transmission from the transmission input gear pair 102 to the transmission output gear pair 104, that is, the power transmission from the motor 110 to the sleeve 50 is realized.
In a possible embodiment, the power box 10 adopts end cover sealing at the transmission intermediate shaft 106 to meet the requirement of lubricating oil sealing.
In a possible embodiment, the transmission intermediate shaft 106 is lubricated by splash oil, and an oil collecting groove, an oil inlet hole, an oil return hole, an oil baffle plate and the like are arranged inside the box body of the power box 10 so as to meet the lubricating requirement of the transmission third bearing part 108.
In some possible embodiments of the invention, the driving third bearing portion 108 is a tapered roller bearing.
Specifically, the embodiment provides an implementation manner of the transmission third bearing portion 108, and by setting the transmission third bearing portion 108 as a tapered roller bearing, the bearing of the axial force and the radial force is realized, and the load requirement of the transmission output gear pair 104 in the transmission process is met.
In some possible embodiments of the invention, as shown in fig. 3 and 4, power transmission is achieved between the transmission input gear pair 102 and the transmission output gear pair 104 through two transmission intermediate gear pairs 107.
Specifically, the present embodiment provides an embodiment of the transmission intermediate gear pair 107 having a smaller center-to-center distance while satisfying a larger transmission ratio by employing a three-stage reduction, gear-fold arrangement.
In a possible embodiment, the present invention provides that the transmission input gear pair 102, the transmission intermediate gear pair 107 and the transmission output gear pair 104 are engaged in a staggered fold arrangement.
In some possible embodiments of the present invention, as shown in fig. 3, 5 to 12, the method further includes: and the adjusting assembly 70 is rotatably sleeved outside the shaft sleeve 50 and is connected with the supporting frame 20 to adjust the relative position between the running gear 60 and the axle 30.
Specifically, the present embodiment provides an embodiment of the adjusting assembly 70, which solves the height matching problem between the running gear 60 and the wheel 40 after the wheel 40 is worn out by connecting the adjusting assembly 70 with the axle sleeve 50 and the supporting frame 20, respectively, and simultaneously reduces the unsprung mass, thereby facilitating the adjustment of the relative position between the running gear 60 and the wheel 40.
It should be noted that, due to the characteristics of the gear and rack transmission, the engagement between the gear and the rack has a strict center distance requirement, the wheels 40 are gradually worn with use, and the running gear 60 cannot be normally engaged after a certain degree is reached, so that the adjustment of the relative position between the running gear 60 and the axle 30 is realized through the arrangement of the adjusting assembly 70, and the unsprung mass is reduced.
In some possible embodiments of the invention, as shown in fig. 3 to 12, the adjustment assembly 70 comprises: adjusting the first bearing 71, adjusting the second bearing 72 and the eccentric 73; the adjusting first bearing 71 and the adjusting second bearing 72 are arranged at intervals along the axial direction of the shaft sleeve 50; the eccentric 73 cooperates with the inner race of the adjustment first bearing 71 and the outer race of the adjustment second bearing 72, respectively; wherein the outer ring of the adjusting first bearing 71 is matched with the inner ring of the running gear 60; the inner race of the adjustment second bearing 72 engages the sleeve 50.
Specifically, the present embodiment provides an embodiment for adjusting the first bearing 71, the second bearing 72 and the eccentric 73, and the unsprung mass is reduced by providing the first bearing 71, the second bearing 72 and the eccentric 73 such that the eccentric 73 is connected to the support bracket 20.
Furthermore, the eccentric wheel 73 is arranged close to the running gear 60, and the relative position between the running gear 60 and the wheel 40 can be adjusted by adjusting the eccentric wheel 73 on one side, so that the problem that the conventional eccentric structure needs to be adjusted from two sides simultaneously to realize the balance adjustment of the relative positions of the running gear 60 and the wheel 40 is solved.
In a possible embodiment, the arrangement of the first bearing 71 and the second bearing 72 is adjusted such that a rotational connection is made between the eccentric 73 and the bearing bush 50 and also between the running gear 60.
In a possible embodiment, the centers of the running gear 60 and the wheel 40 can initially be arranged at the same height and their relative positions fixed by corresponding positioning structures. When the rack-and-pinion vehicle runs for a while, the wheels 40 wear and the height of the running gear 60 is also lowered synchronously. However, the tooth tops of the racks on the track cannot be lowered relative to the track surface, and if the relative heights of the running gear 60 and the wheels 40 are not adjusted, the problems of large impact, vibration and noise can occur during running, so that large potential safety hazards exist for a long time. If the wheels are required to be used continuously, the eccentric wheel 73 needs to be rotated for a certain angle on the premise of ensuring that the walking gear 60 and the rack on the ground are normally meshed, and then the wheels are fixed through a corresponding structure. The eccentric wheel 73 rotates around the center of the shaft sleeve 50, and simultaneously drives the running gear 60 on the shaft sleeve 50 to be lifted relative to the wheel 40, so that the relative heights of the running gear 60 and the wheel 40 are changed. The wheels 40 can be used continuously, and the service life of the wheels 40 is prolonged by lifting the running gear 60 for multiple times.
In a possible embodiment, since the eccentric 73 is arranged close to the running gear 60, the height adjustment of the running gear 60 is achieved by means of the eccentric 73 on one side, avoiding the problem of the conventional adjustment requiring simultaneous adjustment of the eccentric 73 along both sides of the axle 30, ensuring the stability of the adjustment of the running gear 60.
In some possible embodiments of the present invention, as shown in fig. 3 to 12, the adjustment assembly 70 further comprises: an adjusting disk 74, wherein the adjusting disk 74 is connected with the eccentric wheel 73 to realize the adjustment of the rotation direction of the eccentric wheel 73 through the adjusting disk 74.
In particular, the present embodiment provides an embodiment of the adjustment disc 74, which makes the adjustment of the eccentric 73 more convenient by providing the adjustment disc 74.
In a possible embodiment, the inner ring of the adjusting disk 74 is provided with inner ring teeth, the outer ring of the eccentric wheel 73 is provided with outer ring teeth corresponding to the inner ring teeth of the adjusting disk 74, the adjusting disk 74 and the eccentric wheel 73 are meshed through the inner ring teeth and the outer ring teeth, and in practical application, the adjustment of the rotation angle of the eccentric wheel 73 can be realized by rotating the adjusting disk 74.
In a possible embodiment, the adjusting disk 74 is provided with corresponding adjusting holes, which facilitate the adjustment of the rotation angle of the adjusting disk 74.
In a possible embodiment, the outer ring of the adjustment disc 74 is provided with corresponding splines to facilitate the application of force from the circumferential direction of the adjustment disc 74 to effect adjustment of the rotational angle of the adjustment disc 74.
In some possible embodiments of the invention, as shown in fig. 3 to 12, two adjustment assemblies 70 are arranged symmetrically on both sides of the running gear 60 in the axial direction of the sleeve 50.
In particular, the present embodiment provides another embodiment of the adjustment assembly 70, which enables adjustment of the eccentric 73 from either side by providing the adjustment assembly 70 on both sides of the running gear 60.
In some possible embodiments of the invention, as shown in fig. 13 to 20, the running gear 60 comprises: a ring gear portion 61, a transmission portion 62, and an elastic portion 63; the outer ring of the gear ring part 61 is provided with outer gear teeth 611, and the outer gear teeth 611 are meshed with the rack; the outer ring of the transmission part 62 is matched with the inner ring of the gear ring part 61, and the inner ring teeth of the transmission part 62 are meshed with the transmission gear 51 on the shaft sleeve 50; the plurality of elastic parts 63 are uniformly distributed on the side of the ring gear part 61 along the circumferential direction, and are respectively connected with the ring gear part 61 and the transmission part 62.
Specifically, the present embodiment provides an embodiment of the gear ring portion 61, the transmission portion 62 and the elastic portion 63, and the elastic portion 63 is added to the side portion of the gear ring portion 61, so that the problems of vibration and impact caused by unstable meshing during running of the rack vehicle are solved, the damage to the equipment on the vehicle caused by vibration is avoided, and the riding comfort is improved.
In a possible embodiment, the plurality of elastic portions 63 form an elastic assembly along the circumferential direction of the ring gear portion 61; two elastic components are axially and symmetrically arranged on two sides of the gear ring part 61.
It should be noted that, the elastic parts 63 are symmetrically arranged on the gear ring part 61 along the two axial sides of the shaft sleeve 50, and the elastic parts 63 are annularly arranged, so that the torque transmission capability of the traveling gear 60 is improved, the unbalance load of the traveling gear 60 is reduced, the impact in the gear meshing process is reduced, the large torque transmission of the traveling gear 60 is realized, and the requirements of the rack-and-pinion vehicle are met.
In a possible embodiment, the elastic part 63 is arranged to increase the damping of the running gear 60, reduce the meshing noise between the gear and the rack, reduce the vibration received by the toothed rail vehicle during running and improve the riding comfort.
In a possible embodiment, the two sets of elastic elements are arranged symmetrically, which solves the need for the running gear 60 to transmit very high torques on large slopes.
In a possible embodiment, each elastic assembly comprises a plurality of elastic portions 63 arranged in a ring, which arrangement improves the uniformity of the load, allowing a better absorption of the shocks and vibrations to which the running gear 60 is subjected.
In a possible embodiment, an elastic assembly consisting of a plurality of elastic parts 63 is arranged at the side part of the tooth ring part 61, so that a radial space is released, a larger transmission structure can be connected inside, and the performance of a transmission system is improved.
In a possible embodiment, as shown in fig. 15, the method further includes: the bush 90, the bush 90 sets up between the inner circle of ring gear portion 61 and the outer lane of transmission portion 62 to realize reducing the coefficient of friction between ring gear portion 61 and the transmission portion 62, through setting up bush 90, reduced coefficient of friction, solved the friction problem when producing relative displacement between ring gear portion 61 and the transmission portion 62.
In a possible embodiment, the bush 90 is made of a self-lubricating material.
In a possible embodiment, the bushing 90 is made of a carbon-based material.
In a possible embodiment, the bushing 90 is a self-lubricating bushing 50.
In some possible embodiments of the invention, as shown in fig. 13, the running gear 60 further comprises: a first mount 64 and a second mount 65; the first mounting seats 64 are uniformly distributed on the side part of the tooth ring part 61 along the circumferential direction; the second mounting seats 65 are uniformly distributed on the outer ring of the transmission part 62 along the circumferential direction and are staggered with the first mounting seats 64; the elastic portion 63 is detachably connected to the adjacent first and second mounting seats 64 and 65, respectively.
Specifically, the present embodiment provides an embodiment of the first and second mounting seats 64 and 65, and the mounting and positioning of the elastic portion 63 on the side of the ring gear portion 61 are realized by the arrangement of the first and second mounting seats 64 and 65.
In a possible embodiment, the first mounting seats 64 and the second mounting seats 65 are arranged in a staggered manner at the side of the toothed ring part 61, the first mounting seats 64 and the second mounting seats 65 are provided with corresponding mounting holes and other connecting structures, and the elastic part 63 is connected with the first mounting seats 64 and the second mounting seats 65 respectively through screws or other connecting parts.
In a possible embodiment, during the running of the running gear 60, the toothed ring part 61 is impacted, and the elastic parts 63 provided on the first mounting seat 64 and the second mounting seat 65 are deformed, so that the impact and the vibration are absorbed.
In some possible embodiments of the invention, as shown in fig. 13 to 19, the transmission part 62 comprises: a transmission connection seat 621, a transmission support seat 622, and a connection unit 623; a boss 624 is arranged on one side of the transmission connecting seat 621, and inner ring teeth meshed with the transmission gear 51 are arranged on the inner ring of the boss 624; the transmission support seat 622 and the transmission connection seat 621 are in insertion fit through a boss 624; the plurality of connecting units 623 are arranged on the matching surfaces of the transmission connecting seat 621 and the transmission supporting seat 622 so as to realize the detachable connection between the transmission connecting seat 621 and the transmission supporting seat 622; wherein, the plurality of second mounting seats 65 are uniformly distributed on the outer rings of the transmission connecting seat 621 and the transmission supporting seat 622 along the circumferential direction.
Specifically, the present embodiment provides an implementation manner of the transmission connection seat 621, the transmission support seat 622, and the connection unit 623, and the transmission connection seat 621, the transmission support seat 622, and the connection unit 623 are disposed so that the connection between the transmission portion 62 and the toothed ring portion 61 is more convenient.
The gear ring portion 61 and the transmission portion 62 are connected by an elastic portion 63.
Further, the inner ring teeth arranged on the inner ring of the boss 624 are engaged with the transmission gear 51, so that the transmission connection between the traveling gear 60 and the shaft sleeve 50 is realized, and the traveling gear 60 is convenient to mount and dismount.
In a possible embodiment, corresponding mounting holes or screw holes are provided on the mating surfaces of the transmission connecting seat 621 and the transmission supporting seat 622, and the connecting member is engaged with the mounting holes or screw holes to realize the connection between the transmission connecting seat 621 and the transmission supporting seat 622.
In some possible embodiments of the invention, as shown in fig. 17 to 19, the second mount 65 includes: a first sub mount 651 and a second sub mount 652; the plurality of first sub-mounting seats 651 are uniformly distributed on the outer ring of the transmission connecting seat 621 along the circumferential direction, and are arranged close to the other side of the transmission connecting seat 621 opposite to the boss 624; the second sub-mounting seats 652 are circumferentially and uniformly distributed on the outer ring of the transmission support seat 622, and are disposed close to one side of the transmission support seat 622 away from the transmission connection seat 621.
Specifically, the present embodiment provides an implementation manner of the first sub-mounting seat 651 and the second sub-mounting seat 652, and the elastic part 63 is disposed on both sides of the toothed ring part 61 by disposing a plurality of first sub-mounting seats 651 circumferentially on the side portion of the transmission connecting seat 621 and a plurality of second sub-mounting seats 652 circumferentially on the side portion of the transmission supporting seat 622.
The first mounting seat 64 and the first sub-mounting seat 651 are alternately provided on one side of the ring gear portion 61, and the first mounting seat 64 and the second sub-mounting seat 652 are alternately provided on the other side of the ring gear portion 61, thereby forming connecting and mounting positions of the elastic portions 63 on both sides of the ring gear portion 61.
In a possible embodiment, the first sub-mount 651 and the second sub-mount 652 are respectively provided with corresponding screw holes to enable the elastic portion 63 to be detachably connected with the adjacent first mount 64 and first sub-mount 651, and the adjacent first mount 64 and second sub-mount 652.
In a possible embodiment, at least a part of the connection units 623 are shear pins, and the connection stability of the transmission connection seat 621 and the transmission support seat 622 is improved by arranging a part of the connection units 623 as shear pins.
In a possible embodiment, the partial connection unit 623 is connected with the transmission connection seat 621 and the transmission support seat 622 respectively by means of a threaded connection, so as to realize the detachable connection between the transmission connection seat 621 and the transmission support seat 622.
In a possible embodiment, part of the connection units 623 are respectively inserted into and engaged with the transmission connection seat 621 and the transmission support seat 622 by interference, transition fit, or the like, so as to provide shear resistance to the transmission connection seat 621 and the transmission support seat 622.
In some possible embodiments of the invention, as shown in fig. 20, the elastic portion 63 includes: a first mounting plate 631, a second mounting plate 632, and an elastic body 633; the first mounting plate 631 and the second mounting plate 632 are connected to each other to form an L-shaped mounting assembly; the two mounting assemblies are arranged at intervals; the elastic body 633 is arranged between the two mounting components; the first mounting plate 631 is detachably connected to the first mounting seat 64 or the second mounting seat 65; the second mounting plate 632 is connected to an elastic body 633.
Specifically, the present embodiment provides an embodiment of the first mounting plate 631, the second mounting plate 632, and the elastic body 633, and the first mounting plate 631, the second mounting plate 632, and the elastic body 633 are arranged such that the side portion of the ring gear portion 61 forms an annular elastic buffer structure formed by the elastic bodies 633.
Further, the setting of first mounting panel 631 second mounting panel 632, also elastomer 633 can be more convenient dismantlement and maintenance, when a certain elastomer 633 lost elasticity or damaged, only need dismantle independent elastic component 63, can realize maintaining and changing, has promoted work efficiency.
In a possible embodiment, the first installation plate 631 is provided with corresponding through holes to correspond to the installation holes of the first installation seat 64 and the second installation seat 65, and the first installation plate 631 is connected to the first installation seat 64 or the second installation seat 65 through a connection member such as a screw, a connection pin, and the like.
In some possible embodiments of the invention, the elastic body 633 is an elastic block made of rubber material.
Specifically, the present embodiment provides an embodiment of the elastic body 633, which is configured by providing the elastic body 633 as an elastic block made of a rubber material, so as to improve the torque transmission capability of the running gear 60, and at the same time, the elastic body 633 can effectively absorb a certain offset load or impact applied to the running gear 60.
In some embodiments of the present invention, the present solution provides a bogie comprising: a frame, a pair of wheels 40, an axle 30, and a drive device for the rack-and-pinion vehicle; the axle 30 is connected to the frame; wheels 40 are provided at both ends of the axle 30; the drive device is provided between the two wheels 40 and is connected to the axle 30.
In some embodiments of the present invention, the present solution provides a rack rail vehicle comprising: the drive device for a rack-and-pinion vehicle described above, or the bogie described above.
In the description of the embodiments of the present invention, it should be noted that, unless explicitly stated or limited otherwise, the terms "connected" and "connected" are to be interpreted broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; may be directly connected or indirectly connected through an intermediate. Specific meanings of the above terms in the embodiments of the present invention can be understood by those of ordinary skill in the art according to specific situations.
In the description herein, reference to the description of the terms "one embodiment," "some embodiments," "a manner," "a particular manner," or "some manner" or the like, means that a particular feature, structure, material, or characteristic described in connection with the embodiment or manner is included in at least one embodiment or manner of an embodiment of the invention. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or mode. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or modes. Furthermore, various embodiments or modes described in this specification, as well as features of various embodiments or modes, may be combined and combined by those skilled in the art without contradiction.
Finally, it should be noted that: the above embodiments are merely illustrative of the present invention and are not to be construed as limiting the invention. Although the present invention has been described in detail with reference to the embodiments, it should be understood by those skilled in the art that various combinations, modifications or equivalents may be made to the technical solution of the present invention without departing from the spirit and scope of the technical solution of the present invention, and the technical solution of the present invention is covered by the claims of the present invention.
Claims (11)
1. A drive device of a rack vehicle, characterized by comprising: the brake device comprises a power box (10), a motor (110), a support frame (20), a shaft sleeve (50), a traveling gear (60) and a brake disc (80);
the power box (10) and the support frame (20) are arranged at intervals, and an axle (30) sequentially penetrates through the power box (10) and the support frame (20);
the input end of the power box (10) is connected with the motor (110), and the output end of the power box (10) is connected with the shaft sleeve (50);
the shaft sleeve (50) is rotatably sleeved outside the axle (30) and is in running fit with the support frame (20);
the walking gear (60) is connected with the shaft sleeve (50) in the support frame (20), and part of the walking gear (60) extends out of the support frame (20) along the radial direction of the shaft sleeve (50) so as to realize meshing with a rack arranged on the ground;
the brake disc (80) is arranged at the other end, opposite to the power box (10), of the shaft sleeve (50);
the output end of the power box (10) is connected with the shaft sleeve (50) and the shaft sleeve (50) is connected with the brake disc (80) in an interference fit mode.
2. The drive device of a rack vehicle according to claim 1, characterized by further comprising: the bearing unit (120) is sleeved on the axle (30) and is respectively in rotating fit with the axle (30) and the brake disc (80).
3. The drive device of a rack vehicle according to claim 2, characterized in that the bearing unit (120) is a self-aligning roller bearing.
4. The drive device of a rack vehicle according to claim 1, characterized in that the power box (10) is a cast-molded one-piece case structure power box (10).
5. The drive device of a rack vehicle according to claim 4, characterized in that the power box (10) is a power box (10) made of ductile iron or a power box (10) made of an aluminum alloy material.
6. The drive device of a rack vehicle according to any one of claims 1 to 5, characterized by further comprising: the adjusting assembly (70) is rotatably sleeved outside the shaft sleeve (50) and is connected with the supporting frame (20) so as to adjust the relative position between the walking gear (60) and the axle (30).
7. The drive device of a rack vehicle according to claim 6, characterized in that the adjustment assembly (70) comprises: adjusting a first bearing (71), adjusting a second bearing (72) and an eccentric wheel (73);
the adjusting first bearing (71) and the adjusting second bearing (72) are arranged at intervals along the axial direction of the shaft sleeve (50);
the eccentric wheel (73) is matched with the inner ring of the adjusting first bearing (71) and the outer ring of the adjusting second bearing (72) respectively;
wherein the outer ring of the adjusting first bearing (71) is matched with the inner ring of the running gear (60);
the inner ring of the adjusting second bearing (72) is matched with the shaft sleeve (50).
8. The drive device of a rack vehicle according to claim 7, characterized in that said adjustment assembly (70) further comprises: an adjusting disk (74), wherein the adjusting disk (74) is connected with the eccentric wheel (73) to realize the adjustment of the rotation direction of the eccentric wheel (73) through the adjusting disk (74).
9. Drive arrangement of a toothed rail vehicle according to claim 6, characterized in that the two adjusting assemblies (70) are arranged symmetrically on both sides of the running gear (60) in the axial direction of the bushing (50).
10. A bogie, comprising: a frame, a pair of wheels (40), an axle (30) and a drive device of a rack-and-pinion vehicle according to any one of claims 1 to 9;
the axle (30) is connected to the frame;
the wheels (40) are arranged at two ends of the axle (30);
the drive device is provided between the two wheels (40) and is connected to the axle (30).
11. A rack vehicle, comprising: a drive device for a rack-and-pinion vehicle as claimed in any one of claims 1 to 9 or a bogie as claimed in claim 10.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210822676.3A CN115042826A (en) | 2022-07-12 | 2022-07-12 | Driving device of rack-and-pinion vehicle, bogie and rack-and-pinion vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210822676.3A CN115042826A (en) | 2022-07-12 | 2022-07-12 | Driving device of rack-and-pinion vehicle, bogie and rack-and-pinion vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN115042826A true CN115042826A (en) | 2022-09-13 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202210822676.3A Pending CN115042826A (en) | 2022-07-12 | 2022-07-12 | Driving device of rack-and-pinion vehicle, bogie and rack-and-pinion vehicle |
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| CN (1) | CN115042826A (en) |
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| CN114701535A (en) * | 2022-04-29 | 2022-07-05 | 中车青岛四方机车车辆股份有限公司 | Bogie, vehicle body and rack-rail vehicle |
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| CN109532888A (en) * | 2019-01-02 | 2019-03-29 | 中车株洲电力机车有限公司 | A kind of rack rails wheel height adjustment mechanism and rack rails wheel driving device |
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