CN215706273U - Rack rail train power switching system - Google Patents
Rack rail train power switching system Download PDFInfo
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- CN215706273U CN215706273U CN202121633776.9U CN202121633776U CN215706273U CN 215706273 U CN215706273 U CN 215706273U CN 202121633776 U CN202121633776 U CN 202121633776U CN 215706273 U CN215706273 U CN 215706273U
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- gear
- rack
- axle
- transmission
- switching system
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Abstract
The utility model discloses a power switching system of a rack-and-pinion train, which comprises an axle, wheels arranged at two ends of the axle, and a motor, wherein the output end of the motor is transmitted with a first gear through a clutch, a main transmission shaft is sequentially sleeved with a rack transmission gear, a synchronizer, an axle transmission gear and a second gear, the rack transmission gear and the axle transmission gear are arranged on the main transmission shaft in an empty way, and the connection and disconnection of the rack transmission gear and the axle transmission gear with the power transmission of the main transmission shaft are controlled by controlling the position of a synchronizer clutch. The wheel rail drive and the gear drive share one power source, the clutch is disconnected firstly, and then the synchronizer is controlled to realize error-free switching between the wheel rail drive and the rack rail drive.
Description
Technical Field
The utility model belongs to the technical field of train driving systems, and particularly relates to a power switching system of a rack rail train.
Background
The pure gear drive can ensure that the train has good climbing capability, but can only be used on a gear line. And a rack driving mode and a wheel rail driving mode are realized through the clutch. Related design patents are 201920214953.6, 201921393135.3. The tooth rail and the wheel pair are powered by different power sources, and the scheme has the problem of insufficient space for placing the motor in application. Differential drive, the gear of this kind of drive mode uses differential gear to connect with the wheel axle, and the drive torque distributes to wheel pair and drive gear according to the proportion that sets for, and differential drive is higher to the part requirement.
For example, the four-line clutch conversion gear driving and wheel rail driving modes are all adopted in China under construction. This is because all four lines contain sections of pure rail and cannot be driven only by the tooth rail, and other driving models are not adopted due to the disadvantages. Therefore, the utility model provides a mode for realizing power conversion between rack rail driving and wheel rail driving, and solves the optimal driving mode of different rail traffics.
SUMMERY OF THE UTILITY MODEL
The utility model aims to provide a power switching system of a rack rail train, provides a mode for realizing power conversion of rack rail driving and wheel rail driving, and solves the optimal driving mode of different rail traffics.
In order to solve the technical problems, the utility model is realized by the following technical scheme:
a power switching system of a rack-and-pinion train comprises an axle and wheels arranged at two ends of the axle, wherein the axle is sleeved with an axle driving gear;
the transmission device is characterized by further comprising a motor, a main transmission shaft is arranged between the motor and the axle, the output end of the motor is transmitted with a first gear through a clutch, the main transmission shaft is sequentially sleeved with a rack transmission gear, an axle transmission gear and a second gear, the rack transmission gear and the axle transmission gear are sleeved on the main transmission shaft in a hollow mode through a rolling bearing, and the first gear is in meshing transmission with the second gear;
a synchronizer is arranged between the rack transmission gear and the axle transmission gear, the rotating speed of the synchronizer is the same as that of the main transmission shaft, and the connection and disconnection of the rack transmission gear and the axle transmission gear with the power transmission of the main transmission shaft are controlled by controlling the position of a joint sleeve on the synchronizer;
the auxiliary transmission shaft is installed between the axle and the main transmission shaft, the auxiliary transmission shaft is sleeved with a third gear, the third gear is in meshing transmission with the rack transmission gear, and the auxiliary transmission shaft is in transmission fit with the rack driving gear through bevel teeth.
Further, the axle is mounted with a brake disc, which is mounted with a brake shoe.
Further, the motor is provided with a speed reducer and is arranged in a suspension mode.
Further, the clutch adopts a multi-plate wet clutch.
Further, the rack driving gear and the rack use straight teeth, and the other driving gears all use helical gears.
The utility model has the following beneficial effects:
(1) the wheel-rail drive and the gear drive share one power source, the clutch is disconnected firstly, and then the synchronizer is controlled to realize error-free switching between the wheel-rail drive and the rack-rail drive, so that the method is simple and reliable, and the conversion process is stable.
(2) The rack-track vehicle with the driving system can run on a gear line with the line gradient larger than 40 per mill and can also run on a common track line, and the switching between two modes can be realized.
(3) Is suitable for the transportation of passengers in tourist attractions with high altitude.
Of course, it is not necessary for any product in which the utility model is practiced to achieve all of the above-described advantages at the same time.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the description of the embodiments will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art that other drawings can be obtained according to the drawings without creative efforts.
FIG. 1: the structure of the utility model.
FIG. 2: the structure of the utility model.
In the drawings, the components represented by the respective reference numerals are listed below:
the brake comprises an axle 7, wheels 4, an axle driving gear 10, a motor 1, a main transmission shaft 14, a clutch 2, a first gear 21, a rack transmission gear 13, a second gear 22, a synchronizer 11, an axle transmission gear 12, a secondary transmission shaft 3, a third gear 31, a bevel gear 32, a rack driving gear 5, a brake disc 8 and a brake shoe 9.
Detailed Description
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 only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
In the description of the present invention, it is to be understood that the terms "opening," "upper," "lower," "thickness," "top," "middle," "length," "inner," "peripheral," and the like are used in an orientation or positional relationship that is merely for convenience in describing and simplifying the description, and do not indicate or imply that the referenced component or element must have a particular orientation, be constructed and operated in a particular orientation, and thus should not be considered as limiting the present invention.
As shown in fig. 1-2: a power switching system of a rack-and-pinion train comprises an axle 7 and wheels 4 arranged at two ends of the axle 7, wherein the wheels are supported by a track. The axle 7 is sleeved with an axle driving gear 10;
the transmission device is characterized by further comprising a motor 1, a main transmission shaft 14 is installed between the motor 1 and the axle 7, the output end of the motor 1 is transmitted with a first gear 21 through a clutch 2, the main transmission shaft 14 is sequentially sleeved with a rack transmission gear 13, an axle transmission gear 12 and a second gear 22, the rack transmission gear 13 and the axle transmission gear 12 are sleeved on the main transmission shaft 14 in a hollow mode through a rolling bearing, and the first gear 21 and the second gear 22 are in meshing transmission;
a synchronizer 11 is arranged between the rack transmission gear 13 and the axle transmission gear 12, the rotating speed of the synchronizer is the same as that of the main transmission shaft, and the power transmission connection and disconnection between the rack transmission gear 13 and the axle transmission gear 12 and the main transmission shaft 14 are controlled by controlling the position of a joint sleeve on the synchronizer 11;
install secondary drive shaft 3 between axletree 7 and the final drive shaft 14, secondary drive shaft 3 cup joints third gear 31, third gear 31 and rack drive gear 13 meshing transmission, secondary drive shaft 3 passes through awl tooth 32 and rack drive gear 5 transmission fit. The rack drive gear is used in conjunction with a rack, which is not shown. The rack is located between the two rack driving gears, the rack is located in the center of the tracks on the two sides and parallel to the tracks on the two sides, the rack driving gears are horizontally arranged, the rotating shafts are axially installed and are in a vertical state, the secondary transmission shaft is in a horizontal state, and the rack driving gears and the secondary transmission shaft finish the change of the transmission direction through the bevel gears.
Taking the wheel-track driving mode as an example, in the initial state, the engagement sleeve of the synchronizer 11 is located at the middle position, the transmission gear idles, and the synchronizer 11 rotates along with the main transmission shaft 14. Under the action of a speed sensor, trackside equipment and other equipment, an electric signal is generated, the clutch 2 is controlled to cut off the power transmission between the motor 1 and the main transmission shaft 14, meanwhile, the hydraulic control system controls the synchronizer 11 to engage and move towards the direction of the axle transmission gear 12, the speed synchronization of the main transmission shaft 14 and the axle transmission gear 12 is realized, and the rotating speeds of the main transmission shaft 14 and the axle transmission gear 12 are synchronized; power is transmitted from the main drive shaft 14 to the axle 7 by the action of the axle drive gear 10, and then the clutch 2 is closed, the wheel-track drive mode is realized, and the torque of the motor 1 is transmitted to the wheels 4 to realize train running.
The axle 7 is provided with a brake disc 8, and the brake disc 8 is provided with a brake shoe 9.
The motor 1 is provided with a speed reducer and arranged in a suspension mode.
The clutch 2 is a multi-plate wet clutch.
The rack driving gear 5 and the rack use straight teeth, and other driving gears all use helical gears.
(1) The wheel-rail drive and the gear drive share one power source, the clutch is disconnected firstly, and then the synchronizer is controlled to realize error-free switching between the wheel-rail drive and the rack-rail drive, so that the method is simple and reliable, and the conversion process is stable.
(2) The rack-track vehicle with the driving system can run on a gear line with the line gradient larger than 40 per mill and can also run on a common track line, and the switching between two modes can be realized.
(3) Is suitable for the transportation of passengers in tourist attractions with high altitude.
In the description herein, references to the description of "one embodiment," "an example," "a specific example" or the like are intended to mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the utility model. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.
The preferred embodiments of the utility model disclosed above are intended to be illustrative only. The preferred embodiments are not intended to be exhaustive or to limit the utility model to the precise embodiments disclosed. Obviously, many modifications and variations are possible in light of the above teaching. The embodiments were chosen and described in order to best explain the principles of the utility model and the practical application, to thereby enable others skilled in the art to best utilize the utility model. The utility model is limited only by the claims and their full scope and equivalents.
Claims (5)
1. The utility model provides a rack rail train power switching system which characterized in that:
the bicycle comprises an axle (7) and wheels (4) arranged at two ends of the axle (7), wherein the axle (7) is sleeved with an axle driving gear (10);
the transmission device is characterized by further comprising a motor (1), a main transmission shaft (14) is installed between the motor (1) and the axle (7), a first gear (21) is transmitted at the output end of the motor (1) through a clutch (2), a rack transmission gear (13), an axle transmission gear (12) and a second gear (22) are sequentially sleeved on the main transmission shaft (14) in a sleeved mode through the main transmission shaft (14), the rack transmission gear (13) and the axle transmission gear (12) are sleeved on the main transmission shaft (14) in a hollow mode through a rolling bearing, and the first gear (21) and the second gear (22) are in meshed transmission;
a synchronizer (11) is arranged between the rack transmission gear (13) and the axle transmission gear (12), the rotating speed of the synchronizer (11) is the same as that of the main transmission shaft (14), and the connection and disconnection of the power transmission of the rack transmission gear (13) and the axle transmission gear (12) with the main transmission shaft (14) are controlled by controlling the position of a joint sleeve on the synchronizer (11);
install secondary drive shaft (3) between axletree (7) and final drive shaft (14), secondary drive shaft (3) have cup jointed third gear (31), third gear (31) and rack drive gear (13) meshing transmission, secondary drive shaft (3) are through awl tooth (32) and rack drive gear (5) transmission cooperation.
2. The power switching system of a rack and pinion train as set forth in claim 1, wherein: a brake disc (8) is installed on the axle (7), and a brake shoe (9) is installed on the brake disc (8).
3. The power switching system of a rack and pinion train as set forth in claim 1, wherein: the motor (1) is provided with a speed reducer and arranged in a suspension manner.
4. The power switching system of a rack and pinion train as set forth in claim 1, wherein: the clutch (2) adopts a multi-plate wet clutch.
5. The power switching system of a rack and pinion train as set forth in claim 1, wherein: straight teeth are used for the rack track driving gear (5) and the rack, and the other transmission gears are all helical gears.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202121633776.9U CN215706273U (en) | 2021-07-16 | 2021-07-16 | Rack rail train power switching system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202121633776.9U CN215706273U (en) | 2021-07-16 | 2021-07-16 | Rack rail train power switching system |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN215706273U true CN215706273U (en) | 2022-02-01 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202121633776.9U Active CN215706273U (en) | 2021-07-16 | 2021-07-16 | Rack rail train power switching system |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN215706273U (en) |
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2021
- 2021-07-16 CN CN202121633776.9U patent/CN215706273U/en active Active
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