CN215444989U - Axle gear box - Google Patents

Abstract

The embodiment of the application provides an axle gear box, includes: a primary gear reduction mechanism; the secondary gear reduction mechanism is used for being meshed with an external locomotive axle; a clutch for connecting and disconnecting the primary gear reduction mechanism and the secondary gear reduction mechanism; when the clutch is connected with the primary gear reduction mechanism and the secondary gear reduction mechanism, power is transmitted to a locomotive axle through the primary gear reduction mechanism, the clutch and the secondary gear reduction mechanism; when the clutch separates the primary gear reduction mechanism and the secondary gear reduction mechanism, the rotation of the locomotive axle is transmitted to the secondary gear reduction mechanism. The embodiment of the application solves the technical problems that the traditional axle gear box is complex in structure and inconvenient to maintain and overhaul.

Description

Axle gear box

Technical Field

The application relates to the technical field of design and manufacture of large-scale maintenance machinery of railways, in particular to an axle gear box.

Background

The axle gear box is used as an important component of a power bogie of the large road maintenance machine, and is used for providing driving force for self running and operation running of the large road maintenance machine and meeting the requirement of train continuous hanging operation. The traditional axle gear box has a complex structure and is inconvenient to maintain and overhaul.

Therefore, the traditional axle gear box has complex structure and inconvenient maintenance and overhaul, and is a technical problem which needs to be solved urgently by the technical personnel in the field.

The above information disclosed in the background section is only for enhancement of understanding of the background of the present application and therefore it may contain information that does not form the prior art that is known to those of ordinary skill in the art.

SUMMERY OF THE UTILITY MODEL

The embodiment of the application provides an axle gear box to solve traditional axle gear box structure complicacy, maintain and overhaul inconvenient technical problem.

According to an embodiment of the present application, there is provided an axle gear box including:

a primary gear reduction mechanism;

the secondary gear speed reducing mechanism is used for being connected with an external locomotive axle;

a clutch for connecting and disconnecting the primary gear reduction mechanism and the secondary gear reduction mechanism;

when the clutch is connected with the primary gear reduction mechanism and the secondary gear reduction mechanism, power is transmitted to a locomotive axle through the primary gear reduction mechanism, the clutch and the secondary gear reduction mechanism; when the clutch separates the primary gear reduction mechanism and the secondary gear reduction mechanism, the rotation of the locomotive axle is transmitted to the secondary gear reduction mechanism.

Due to the adoption of the technical scheme, the embodiment of the application has the following technical effects:

through the clutch, the requirement of low-speed operation of the locomotive controlled by the axle gear box can be met, the locomotive can be in a fast running state without operation when the locomotive controlled by the axle gear box is connected with a train, and meanwhile, the clutch is simple in structure and convenient to maintain and overhaul.

Drawings

The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the application and together with the description serve to explain the application and not to limit the application. In the drawings:

FIG. 1 is a schematic view of an axle gearbox according to an embodiment of the present application;

FIG. 2 is a cross-sectional view of the axle gearbox of FIG. 1;

FIG. 3 is a cross-sectional view of a hollow shaft gear of the axle gearbox shown in FIG. 1;

FIG. 4 is a schematic illustration of the axle gearbox of FIG. 1 with the hollow shaft gear and countershaft installed;

fig. 5 is a schematic view of the axle gearbox of fig. 1 showing an oil pump drive gear and an oil pump driven gear.

Reference numerals:

a 100-stage gear reduction mechanism, a 110 input gear, a 120 hollow shaft gear, a 121-stage intermediate gear, a 122 hollow shaft,

a 200-stage gear reduction mechanism, a 210-axle gear, a 220-stage intermediate gear,

310, 320 intermediate shafts, 330 clutches,

410 drive motor, 420 input shaft, 430 housing, 440 shaft bearing, 451 oil pump drive gear, 452 oil pump driven gear, 453 oil pump, 454 lubrication channel,

51 locomotive axle.

Detailed Description

In order to make the technical solutions and advantages of the embodiments of the present application more apparent, the following further detailed description of the exemplary embodiments of the present application with reference to the accompanying drawings makes it clear that the described embodiments are only a part of the embodiments of the present application, and are not exhaustive of all embodiments. It should be noted that the embodiments and features of the embodiments in the present application may be combined with each other without conflict.

Example one

As shown in fig. 1 and 2, an axle gear box according to an embodiment of the present application includes:

a primary gear reduction mechanism 100;

a secondary gear reduction mechanism 200 for connecting to an external locomotive axle 51;

a clutch 330 for connecting and disconnecting the primary gear reduction mechanism 100 and the secondary gear reduction mechanism 200;

when the clutch 330 connects the primary gear reduction mechanism 100 and the secondary gear reduction mechanism 200, power is transmitted to the axle of the locomotive through the primary gear reduction mechanism 100, the clutch 330 and the secondary gear reduction mechanism 200; when the clutch 330 separates the primary gear reduction mechanism 100 and the secondary gear reduction mechanism 200, the rotation of the locomotive axle 51 is transmitted only to the secondary gear reduction mechanism 200.

The axle gear box of this application embodiment realizes connecting and separating one-level gear reduction mechanism and second grade gear reduction mechanism through the clutch. The clutch is connected with the primary gear reduction mechanism and the secondary gear reduction mechanism, and at the moment, the primary gear reduction mechanism, the clutch and the secondary gear reduction mechanism are connected together, so that power can be transmitted to a locomotive axle through the primary gear reduction mechanism, the clutch and the secondary gear reduction mechanism, and the clutch is suitable for a low-speed running state controlled by an axle gear box during locomotive operation. The clutch separates the primary gear reduction mechanism and the secondary gear reduction mechanism, at the moment, the clutch does not connect the primary gear reduction mechanism and the secondary gear reduction mechanism, the rotation of the locomotive axle can only be transmitted to the secondary gear reduction mechanism and can not be transmitted to the primary gear reduction mechanism, and the clutch is suitable for the locomotive controlled by the axle gear box and the locomotive connected with the train to run in a non-operation and rapid traveling state. The axle gear box of this application embodiment passes through the clutch, can realize the demand of the locomotive low-speed operation of axle gear box control, can satisfy the locomotive of axle gear box control again and train even when running locomotive do not operate and walk the state fast, simultaneously, simple structure is convenient for maintain and overhaul.

In practice, as shown in fig. 1 and 2, the axle gear box further comprises a driving motor 410 and an input shaft 420, wherein the driving motor 410 is connected with the input shaft 420, and the driving motor 410 is used as a power source of the axle gear box; specifically, the connection between the rotating shaft of the driving motor 410 and the input shaft 420 is a fixed connection;

the primary gear reduction mechanism 100 includes an input gear 110 and a hollow shaft gear 120 that mesh with each other, and the input shaft 420 is connected to the input gear 110; specifically, the input shaft 420 is fixedly connected to an inner wall of a through hole of the input gear 110.

The driving motor is used as a power source of the locomotive controlled by the axle gear box during operation, the driving motor drives the input shaft to rotate, and the input shaft synchronously rotates to drive the hollow shaft gear to rotate.

Therefore, the primary gear reduction mechanism is simple in structure, power supply of the locomotive controlled by the axle gear box during operation is achieved, and meanwhile, maintenance and overhaul are convenient.

In practice, as shown in fig. 1 and 2, the two-stage gear reduction mechanism includes a two-stage intermediate gear 220 and an axle gear 210 that mesh with each other

The axle gear 210 is adapted to fit over the locomotive axle 51.

Therefore, the secondary gear reduction mechanism is simple in structure, power supply of the locomotive controlled by the axle gear box during operation is achieved, and meanwhile, maintenance and overhaul are convenient.

In practice, as shown in fig. 3 and 4, the axle gear box further comprises:

a clutch bearing 310, an outer ring of the clutch bearing 310 being fixed to an inner wall of the through hole of the hollow shaft gear 120;

an intermediate shaft 320 fixed to an inner wall of the through hole of the secondary intermediate gear 220 and to an inner ring of the clutch bearing 310 such that the intermediate shaft 320 and the secondary intermediate gear 220 can rotate with respect to the hollow shaft gear 120;

as shown in fig. 1 and 2, the clutch 330 is used for connecting and disconnecting the hollow shaft gear 120 and the intermediate shaft 320 in a power transmission manner; when the clutch 330 is connected to the hollow shaft gear 120 and the intermediate shaft 320, the driving motor 410 drives the input gear 110 to rotate, and further drives the hollow shaft gear 120, the clutch 330, the intermediate shaft 320, the secondary intermediate gear 220, the axle gear 210 and the locomotive axle 51 to rotate; when the clutch 330 is separated from the hollow shaft gear 120 and the intermediate shaft 320, the rotation of the locomotive axle 51 drives the axle gear 210 to rotate, and further drives the second-stage intermediate gear 220, the intermediate shaft 320 and the inner ring of the second-stage intermediate gear 220 to rotate.

Therefore, when the locomotive controlled by the axle gear box needs to work and is in a low-speed running state, the clutch is connected with the hollow shaft gear and the intermediate shaft, the driving motor drives the input gear to rotate, and the hollow shaft gear and the intermediate shaft are connected together by the clutch, so that the hollow shaft gear, the clutch, the intermediate shaft, the secondary intermediate gear, the axle gear and the locomotive axle rotate. The low-speed running of the locomotive controlled by the axle gear box is realized during operation. When a locomotive controlled by the axle gear box does not need to operate but needs to be in continuous operation with a train, the clutch is separated from the hollow shaft gear and the intermediate shaft, the rotation of the axle of the locomotive drives the axle gear to rotate, so that the secondary intermediate gear is driven, and the intermediate shaft and the inner ring of the secondary intermediate gear rotate; at this time, since there is no connection between the hollow shaft gear and the intermediate shaft by the clutch, the rotation cannot be transmitted to the hollow shaft gear, i.e., at this time, the hollow shaft gear and the input gear rotate while they are not rotating.

The hollow shaft gear has the following features.

In practice, as shown in fig. 1 and 2, the hollow shaft gear 120 includes:

the input gear 110 is meshed with the first-stage intermediate gear 121, and the bearing 310 for the clutch is fixed on the inner wall of the through hole of the first-stage intermediate gear 121;

the hollow shaft 122 is fixed on one side of the primary intermediate gear 121 and is located on the same side as the clutch 330, and the inner wall of the hollow shaft 122 is flush with the inner ring of the bearing 310 for the clutch;

one end of the intermediate shaft 320 close to the clutch is provided with a convex small-diameter end, and a gap is formed between the inner wall of the hollow shaft 122 and the small-diameter end of the intermediate shaft 320;

the clutch 330 is specifically used for connection and disconnection at a gap between the hollow shaft 122 and the small-diameter end of the intermediate shaft 320.

The first-stage intermediate gear realizes the meshing with the input gear and also provides a mounting position for a bearing for the clutch. The presence of the hollow shaft provides space for the coupling and uncoupling of the clutch with the intermediate shaft of the hollow shaft.

Specifically, the primary intermediate gear and the hollow shaft are integrated, i.e., the hollow shaft gear is an integrated structure.

In practice, as shown in fig. 1 and 2, the axial lines of the intermediate shaft 320 and the hollow shaft 122 coincide; therefore, the abrasion of the intermediate shaft and the hollow shaft is small and is not easy to damage;

the locomotive axle 51, the intermediate shaft 320 and the hollow shaft 122 are positioned on the same plane;

the input gear 110 is located obliquely above the intermediate shaft 320, and an included angle between a plane passing through the axial lead of the input gear 110 and the locomotive axle and the axial lead of the intermediate shaft 320 and the locomotive axle is an acute angle and is more than or equal to 20 degrees and less than or equal to 60 degrees.

The arrangement of the input gear obliquely above the intermediate shaft effectively utilizes the space above the input gear and the intermediate shaft, so that the size of the axle gear box can be controlled to be smaller in the transverse arrangement direction of the input gear and the intermediate shaft.

Specifically, the included angle between the plane passing through the axis of the input gear 110 and the axle of the locomotive and the axis of the intermediate shaft 320 and the axle of the locomotive is 45 degrees.

In practice, as shown in fig. 1 and 2, the axle gear box further comprises:

a housing 430, the locomotive axle 51 being adapted to penetrate through a middle portion of the housing 430, the primary gear reduction mechanism 100, the secondary gear reduction mechanism 200, the intermediate shaft 320 being disposed within the housing 430;

and a splash lubrication lubricating oil which is located in the case 430 and wets the first-stage intermediate gear 121 and the axle gear 210.

Lubricating oil for splash lubrication in the box body soaks the first-stage intermediate gear and the axle gear. Because the input gear is meshed with the first-stage intermediate gear of the hollow shaft gear, and the axle gear is meshed with the second-stage intermediate gear, the lubrication of the first-stage intermediate gear and the second-stage intermediate gear can be realized.

Specifically, the box body is a casting box body, the material is ZG230-450 casting carbon steel, and the wall thickness of the box body is not more than 16 mm. The box body has the following advantages: light weight, low cost, thin box wall and good heat dispersion of the box body.

In practice, as shown in fig. 1, the axle gearbox further includes a shaft bearing 440;

both ends of the input shaft 110 are respectively mounted to the housing 430 through the shaft bearings 440;

the end of the intermediate shaft 320 remote from the clutch is mounted through the shaft bearing 440 and the case 430;

both ends of the locomotive axle 51 are mounted to the housing 430 through the axle bearings 440, respectively.

Thus, each shaft, including the input shaft, the intermediate shaft and the locomotive axle, is mounted with the box body through the shaft bearing.

To achieve lubrication of shaft bearings. In practice, as shown in fig. 1 and 5, the axle gearbox further comprises an oil pump lubrication system comprising:

an oil pump driving gear 451 provided in the case 430, and the axle 51 of the locomotive is fixed to a through hole of the oil pump driving gear 451;

an oil pump driven gear 452 which is located in the case 430, and which meshes with the oil pump driven gear 452 and the oil pump drive gear 451;

the oil pump 453 is positioned in the box body 430, is connected with the oil pump driven gear 452 through a through hole reserved in the box body, and the oil pump driving gear 451 serves as a power source of the oil pump;

a connection pipe located outside the case 430 and connecting the oil pump 453 and the shaft bearings 440; specifically, the connecting pipe is a hose;

the shunt valve block is arranged at the position where the oil pump is connected with the connecting pipe;

when the locomotive axle 51 rotates, the oil pump driving gear 451 and the oil pump driven gear 452 are driven to rotate, so that the lubricating oil in the oil pump 453 is divided by the flow dividing valve block and then lubricated for the shaft bearing 440 through the connecting pipe.

Thus, as long as the axle of the locomotive rotates, the bearings for the axles are forcibly lubricated.

Specifically, the connecting pipe is a hydraulic connecting pipe.

In practice, as shown in fig. 4, the oil pump lubrication system further includes:

and a lubrication passage 454 provided in the intermediate shaft 320, wherein one end of the lubrication passage 454 is communicated with the oil pump 453, and the other end is communicated with the clutch bearing 310 to lubricate the clutch bearing 310.

Through the lubrication channel, the separation of the bearing for the clutch is realized. Thus, the bearings within the axle gear box, including the clutch bearings and the shaft bearings, are lubricated.

Like this, the axle gear box of this application embodiment has adopted and has carried out the lubricated mode that oil pump force-feed lubrication combines together to the bearing and carry out the gear splash lubrication to the gear.

In the implementation, the axle gear box of this application key feature lies in that low-speed operation friction disc clutch shifts gears, and the clutch adopts the friction disc clutch, includes electromagnetic clutch or pneumatic clutch or hydraulic clutch.

In an implementation, the driving motor and the input shaft are sleeved and mounted through inner and outer splines, the driving motor is provided with an outer spline, and the input shaft is provided with an inner spline;

the input shaft is in interference fit with the input gear, and the input gear is sleeved on the input shaft;

the clutch and the hollow shaft are mounted through the internal spline and the external spline of the clutch and the hollow shaft in a sleeved mode, and the clutch and the small-diameter end of the intermediate shaft are mounted through the internal spline and the external spline of the intermediate shaft in a sleeved mode.

Therefore, the installation of the driving motor and the input shaft can be conveniently realized, and after the installation, the driving motor and the input shaft are relatively fixed. And the clutch is sleeved and mounted with the small-diameter ends of the hollow shaft and the intermediate shaft through the internal spline and the external spline, so that the hollow shaft, the clutch and the intermediate shaft can be connected, and the clutch and the intermediate shaft can be separated.

In practice, the input gear, the primary intermediate gear, the secondary intermediate gear and the axle gear are each spur gears;

the number of the teeth of the input gear is more than or equal to 18 and less than or equal to 25, and the tooth width of the input gear is more than or equal to 40 millimeters and less than or equal to 60 millimeters;

the number of teeth of the primary intermediate gear is more than or equal to 70 and less than or equal to 85, and the width of the teeth of the primary intermediate gear is more than or equal to 40 mm and less than or equal to 60 mm;

the number of teeth of the secondary intermediate gear is more than or equal to 14 and less than or equal to 25, and the width of the teeth of the secondary intermediate gear is more than or equal to 90 mm and less than or equal to 105 mm;

the number of the teeth of the axle gear is more than or equal to 90 and less than or equal to 100, and the tooth width of the axle gear is more than or equal to 90 mm and less than or equal to 105 mm.

In an implementation, the number of the teeth of the input gear is 22, and the width of the teeth of the input gear is 50 mm;

the number of teeth of the primary intermediate gear is 78, and the width of the teeth of the primary intermediate gear is 50 mm;

the number of teeth of the secondary intermediate gear is 19, and the width of the teeth of the secondary intermediate gear is 97 mm;

the number of the teeth of the axle gear is 96, and the width of the teeth of the axle gear is 97 mm;

specifically, the input gear, the primary intermediate gear, the secondary intermediate gear and the axle gear are made of a material with a steel grade of 17CrNiMo 6.

The axle gear box of this application embodiment adopts the lubricated mode that oil pump force-feed lubrication and gear splash lubrication combined together, and oil pump force-feed lubrication is adopted to the bearing, and the gear adopts splash lubrication. When the engine runs at low speed, an oil pump mainly provides lubricating oil to forcibly lubricate each bearing part, and the large gears (comprising a first-stage intermediate gear and an axle gear) of each pair of meshing gears ensure oil immersion lubrication and can ensure lubrication and take away heat; when the oil pump is in high-speed operation, the lubricating oil splashed by the meshing gear plays an auxiliary lubricating role for each lubricating point while the oil pump is in forced lubrication. The pipeline of the lubricating system is arranged outside the box body, and the pipeline adopts a hydraulic connecting pipe, adopts a shunt valve block to shunt and shunts to each bearing lubricating point through the valve block.

Specifically, the clutch is a friction plate clutch.

Specifically, the friction plate clutch is a hydraulic friction plate clutch.

Specifically, the driving motor is a hydraulic driving motor.

Specifically, two bearings for the clutch are installed on the inner wall of the through hole of the first-stage intermediate gear along the length direction, and the bearings for the clutch adopt cylindrical roller bearings.

The working principle and the working process of the axle gear box provided by the embodiment of the application are as follows: the axle gear box adopts two-stage speed reduction when the locomotive runs at low speed. When the locomotive runs at a low speed, power is input by the driving motor and is transmitted to the input gear and the first-stage intermediate gear of the first-stage reduction mechanism through the input gear, the clutch is in a pressure boosting suction state at the moment, the power is transmitted to the clutch through the first-stage intermediate gear, the power is transmitted to the intermediate shaft through the clutch at the moment, then the power is transmitted to the second-stage intermediate gear and the axle gear of the second-stage reduction gear mechanism, and finally the power is transmitted to the axle of the locomotive to drive the locomotive to run. When the clutch is connected with a train for running, the clutch is in a pressure relief separation state, although the axle of the locomotive drives a secondary intermediate gear of a secondary speed reducing mechanism to be meshed with an axle gear to rotate, power is only transmitted to an intermediate shaft and an inner ring of a bearing for the clutch and cannot be transmitted to a primary intermediate gear, and the clutch plays a role in cutting off a power transmission path.

The gear shifting method of the axle gear box provided by the embodiment of the application is as follows:

when the control system sends a low-speed operation running instruction, the friction plate clutch is filled with pressure oil, the clutch is in a pressurization suction state at the moment, power is transmitted to the primary reduction gear mechanism from the driving motor and is transmitted to the secondary reduction gear mechanism through the clutch, and finally the power is transmitted to the axle of the locomotive to drive the locomotive to run.

When the control system sends out a coupling operation instruction, the friction plate clutch releases pressure, the clutch is in a pressure-releasing separation state at the moment, power transmission between the first-stage speed reducing mechanism and the second-stage speed reducing mechanism is cut off, power is only transmitted to the intermediate shaft, and the locomotive enters a coupling operation state.

The locomotive operation running speed controlled by the axle gear box is in the range of 0-10 km/h (namely the running speed of the locomotive runs at a low speed), the highest speed of the locomotive running in a linked mode with a train can reach 120km/h, and the axle gear box does not have power output when the locomotive runs in a linked mode with the train. According to the characteristics of small spatial position, high working strength, severe working condition, light required weight and the like of the axle gear box arranged on the bogie, the axle gear box provided by the embodiment of the application can meet the use requirement of the whole vehicle, and is low in price and stable and reliable in performance.

The axle gear box of the embodiment of the application has the following advantages and effects: the space structure is compact, and the weight of the axle gear box is light; the box wall is thin, and the heat dissipation performance is good; the working strength is high, and the performance is stable and reliable; the operation running speed is within the range of 0-10 km/h, the maximum speed of the continuous hanging operation is 120km/h, and the axle gear box does not have power output when the axle gear box and the train are continuously hung.

In the description of the present application and the embodiments thereof, it is to be understood that the terms "top", "bottom", "height", and the like, indicate orientations or positional relationships based on those shown in the drawings, are merely for convenience in describing the present application and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed in a specific orientation, and be operated, and thus, should not be construed as limiting the present application.

In this application and its embodiments, unless expressly stated or limited otherwise, the terms "disposed," "mounted," "connected," "secured," and the like are to be construed broadly, e.g., as meaning fixedly connected, detachably connected, or integral to; the connection can be mechanical connection, electrical connection or communication; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meaning of the above terms in the present application can be understood by those of ordinary skill in the art as appropriate.

In this application and its embodiments, unless expressly stated or limited otherwise, the first feature "on" or "under" the second feature may comprise the first and second features being in direct contact, or may comprise the first and second features being in contact, not directly, but via another feature in between. Also, the first feature being "on," "above" and "over" the second feature includes the first feature being directly on and obliquely above the second feature, or merely indicating that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature includes the first feature being directly above and obliquely above the second feature, or simply meaning that the first feature is at a lesser level than the second feature.

The above disclosure provides many different embodiments or examples for implementing different features of the application. The components and arrangements of specific examples are described above to simplify the present disclosure. Of course, they are merely examples and are not intended to limit the present application. Moreover, the present application may repeat reference numerals and/or letters in the various examples, such repetition is for the purpose of simplicity and clarity and does not in itself dictate a relationship between the various embodiments and/or configurations discussed. In addition, examples of various specific processes and materials are provided herein, but one of ordinary skill in the art may recognize applications of other processes and/or use of other materials.

While the preferred embodiments of the present application have been described, additional variations and modifications in those embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. Therefore, it is intended that the appended claims be interpreted as including preferred embodiments and all alterations and modifications as fall within the scope of the application.

It will be apparent to those skilled in the art that various changes and modifications may be made in the present application without departing from the spirit and scope of the application. Thus, if such modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is intended to include such modifications and variations as well.

Claims (10)

1. An axle gear box, comprising:

a primary gear reduction mechanism;

the secondary gear speed reducing mechanism is used for being connected with an external locomotive axle;

a clutch for connecting and disconnecting the primary gear reduction mechanism and the secondary gear reduction mechanism;

when the clutch is connected with the primary gear reduction mechanism and the secondary gear reduction mechanism, power is transmitted to a locomotive axle through the primary gear reduction mechanism, the clutch and the secondary gear reduction mechanism; when the clutch separates the primary gear reduction mechanism and the secondary gear reduction mechanism, the rotation of the locomotive axle is only transmitted to the secondary gear reduction mechanism.

2. The axle gearbox of claim 1, further comprising a drive motor and an input shaft, the drive motor being connected to the input shaft, the drive motor serving as a power source for the axle gearbox;

the primary gear reduction mechanism comprises an input gear and a hollow shaft gear which are meshed with each other, and the input shaft is connected with the input gear.

3. The axle gearbox of claim 2, wherein said secondary gear reduction mechanism includes intermeshing secondary intermediate and axle gears, said axle gear adapted to fit over a locomotive axle.

4. The axle gearbox of claim 3, further comprising:

the outer ring of the bearing for the clutch is fixed in the through hole of the hollow shaft gear;

an intermediate shaft fixed with the secondary intermediate gear and fixed with an inner ring of the clutch bearing such that the intermediate shaft and the secondary intermediate gear can rotate relative to the hollow shaft gear;

the clutch is used for being connected with and separated from the hollow shaft gear and the intermediate shaft in power transmission, and when the clutch is connected with the hollow shaft gear and the intermediate shaft, the driving motor drives the input gear to rotate so as to drive the hollow shaft gear, the clutch, the intermediate shaft, the secondary intermediate gear, the axle gear and a locomotive axle to rotate; when the clutch is separated from the hollow shaft gear and the intermediate shaft, the rotation of the locomotive axle drives the axle gear to rotate, and further drives the secondary intermediate gear, the intermediate shaft and the inner ring of the secondary intermediate gear to rotate.

5. The axle gearbox of claim 4, wherein said hollow shaft gear comprises:

the input gear is meshed with the first-stage intermediate gear, and the clutch is fixed on the inner wall of the through hole of the first-stage intermediate gear through a bearing;

the hollow shaft is fixed on one side of the primary intermediate gear and is positioned on the same side with the clutch;

one end of the intermediate shaft, which is close to the clutch, is provided with a convex small-diameter end, and a gap is formed between the inner wall of the hollow shaft and the small-diameter end of the intermediate shaft;

the clutch is used for connection and disconnection at a gap between the hollow shaft and the small-diameter end of the intermediate shaft.

6. The axle gearbox of claim 5 wherein the axes of said intermediate shaft and said hollow shaft coincide;

the locomotive axle, the intermediate shaft and the hollow shaft are positioned on the same plane;

the input gear is located obliquely above the intermediate shaft, and an included angle formed by a plane passing through the shaft axis of the input gear and the locomotive axle and a plane passing through the shaft axis of the intermediate shaft and the locomotive axle is an acute angle and is more than or equal to 20 degrees and less than or equal to 60 degrees.

7. The axle gearbox of claim 5, further comprising:

the locomotive axle is used for penetrating through the middle part of the box body, the primary gear reduction mechanism, the secondary gear reduction mechanism and the intermediate shaft are arranged in the box body;

and the lubricating oil for splash lubrication is positioned in the box body and infiltrates the first-stage intermediate gear and the axle gear.

8. The axle gearbox of claim 7, further comprising:

a bearing for a shaft;

two ends of the input shaft are respectively installed with the box body through the shaft bearings;

one end of the intermediate shaft, which is far away from the clutch, is installed through the shaft bearing and the box body;

two ends of the locomotive axle are respectively installed with the box body through the axle bearing;

an oil pump lubrication system, the oil pump lubrication system comprising:

the oil pump driving gear is positioned in the box body, and the locomotive axle is used for being fixed at the through hole of the oil pump driving gear;

the oil pump driven gear is positioned in the box body and is meshed with the oil pump driven gear and the oil pump driving gear;

the oil pump is positioned in the box body and is connected with the oil pump driven gear through a through hole reserved in the box body, and the oil pump driving gear is used as a power source of the oil pump;

a connecting pipe located outside the case and connecting the oil pump and each of the shaft bearings;

when the locomotive axle rotates, the locomotive axle drives the oil pump driving gear and the oil pump driven gear to rotate, so that lubricating oil in the oil pump is lubricated by the axle bearing through the connecting pipe.

9. The axle gearbox of claim 8, wherein said oil pump lubrication system further comprises:

and the lubricating channel is arranged in the intermediate shaft, one end of the lubricating channel is communicated with the oil pump, and the other end of the lubricating channel is communicated with the bearing for the clutch to lubricate the bearing for the clutch.

10. The axle gearbox of claim 5, wherein said clutch is a friction plate clutch, including an electromagnetic clutch or a pneumatic or hydraulic clutch.

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