CN216034348U

CN216034348U - Power equipment for railway vehicle and railway vehicle

Info

Publication number: CN216034348U
Application number: CN202122798470.5U
Authority: CN
Inventors: 何先志; 詹仕见; 宋卫强; 刘彬
Original assignee: Jiangsu Feisuo Zhixing Equipment Co ltd
Current assignee: Jiangsu Feisuo Zhixing Equipment Co ltd
Priority date: 2021-11-16
Filing date: 2021-11-16
Publication date: 2022-03-15
Anticipated expiration: 2031-11-16

Abstract

The utility model relates to a power device for a rail vehicle and the rail vehicle, which comprises a rack, a motor, a speed reducer and two symmetrically arranged wheels, wherein the wheels are rotatably arranged on the rack; this power equipment, compact structure can realize the automatic braking function under the circumstances of power failure, outage appearing, is favorable to improving rail vehicle's security to can effectively solve the problem that prior art exists, be particularly useful for the rail vehicle in the PRT system.

Description

Power equipment for railway vehicle and railway vehicle

Technical Field

The utility model relates to the technical field of suspension type rail vehicles, in particular to power equipment for a rail vehicle and the rail vehicle.

Background

The PRT is an abbreviation of Personal Rapid Transit, and is a traffic solution aiming at meeting personalized traffic demands, and the system can meet the traffic demands of each specific individual at different travel time, same departure place, same destination and different routes; and the use of the PRT does not need to make a departure plan according to a vehicle schedule, does not need to change the vehicle midway, and as long as the passenger sits in the vehicle, the vehicle can automatically send the passenger to a destination, which is convenient as an elevator.

At present, several main PRT schemes in the world adopt a special track as a carrier for running of rail vehicles (or called vehicles or trolleys), and can be generally divided into straddle type rail vehicles, suspension type rail vehicles and side-hanging type rail vehicles according to the relationship between the vehicles and the track; rail vehicle's both sides are provided with at least two sets of wheels respectively, and rail vehicle is provided with driving system and power supply system, driving system includes the controller usually, be used for providing the driving motor of power for each group's wheel, a stopper for the braking, in the actual motion in-process, power supply system is used for supplying power for driving system, rail vehicle can rotate under driving motor's drive, and can slow down and park under the effect of stopper, however, under the circumstances of power failure or even outage appearing, current rail vehicle self-braking, there is great potential safety hazard, urgent solution.

SUMMERY OF THE UTILITY MODEL

The utility model aims to solve the problems that the conventional railway vehicle cannot automatically brake and has larger potential safety hazard under the condition of power failure or even power failure, and provides power equipment with a power failure automatic braking function, which is particularly suitable for the railway vehicle in a PRT system, and mainly comprises the following steps:

a power device for a rail vehicle comprises a frame, a motor, a speed reducer and two symmetrically arranged wheels, wherein,

the wheels are rotatably arranged on the frame,

the speed reducer is arranged on the frame, the output end of the speed reducer is in transmission connection with the two wheels, the input end of the speed reducer is provided with a transmission part,

the motor with the one end transmission of drive disk assembly is connected, and the other end is connected in electromagnetic braking ware, just electromagnetic braking ware set up in the frame, electromagnetic braking ware is used for locking when the outage drive disk assembly. In the scheme, the motor can drive the wheels to rotate through the transmission part and the speed reducer, so that the problem of driving the wheels to rotate is solved; in the scheme, the motor can be in transmission connection with the electromagnetic brake through the transmission part, and under the condition of normal electrification, the friction disc and the rotor in the electromagnetic brake are separated from each other under the action of electromagnetic force, so that the motor can synchronously drive the transmission part and the rotor to rotate, and the rail vehicle can move forward; and when power failure, even under the circumstances of outage, magnetic brake outage, the electromagnetic force disappears, and friction disk can automatic contact and lock the rotor to can prevent drive disk assembly, thereby can effectively lock speed reducer and wheel, prevent that the vehicle from continuing to rotate, realize the function of outage autobrake, make under the circumstances of power failure, outage, the rail vehicle who installs this power equipment can autobrake, be favorable to improving rail vehicle's security, thereby can effectively solve the problem that prior art exists.

In order to simplify the structure, preferably, the motor and the electromagnetic brake are respectively disposed on two sides of the speed reducer. Not only can simplify the structure, but also is convenient to install and disassemble.

Preferably, the transmission part adopts a transmission shaft, and two ends of the transmission shaft extend out of the speed reducer respectively. So as to connect the motor and the electromagnetic brake.

For the convenience of assembly, the transmission shaft is preferably a stepped shaft. So as to be mutually matched with the motor, the speed reducer and the electromagnetic brake.

Preferably, the electromagnetic brake is an electromagnetic band-type brake. The electromagnetic band-type brake has the advantages of compact structure, sensitive response, long service life and reliable performance, and under the condition of power-on, the electromagnetic force exists, the rotor and the friction disc in the electromagnetic band-type brake are mutually separated, so that the motor and the wheel can be normally driven, and under the condition of power-off, the electromagnetic force disappears, the friction disc can contact and compress the rotor, so that the wheel is locked, and the function of automatic brake in power-off is realized.

Preferably, the motor is mounted to the speed reducer.

In order to make the structure of the power equipment more compact, further, the speed reducer adopts a double-output speed reducer. So as to respectively drive and connect the wheels at two sides, which is beneficial to reducing the volume of the whole power equipment.

For the transmission and the installation wheel of being convenient for, it is further, still include wheel hub spindle nose and connecting axle, the wheel hub spindle nose include the fixed part and can rotate set up in the rotation portion of fixed part, the fixed part install in the frame, the one end of connecting axle links to each other with the output of reduction gear, the other end of connecting axle with the rotation portion links to each other, just the wheel install in the rotation portion. The wheel is convenient to mount and dismount, and the corresponding wheel is driven to rotate by the connecting shaft.

In order to facilitate assembly, the frame further comprises two connecting frames, the two connecting frames are respectively connected to two sides of the speed reducer, the connecting frames are of hollow structures, the connecting shafts are arranged in the connecting frames, the fixing parts are arranged on the connecting frames,

the electromagnetic brake is fixedly connected to one of the connecting frames or the fixing part.

In order to solve the problem of braking the wheel, the vehicle wheel brake further comprises a brake disc and brake calipers, wherein the brake disc is connected to the rotating part, and the brake calipers are fixed on the connecting frame and matched with the brake disc. In this scheme, brake disc and wheel are fixed in the rotation portion respectively for brake disc, wheel and rotation portion can rotate under the drive of motor in step, and utilize the cooperation of brake pincers and brake disc, can utilize the brake pincers to increase the frictional force of brake disc, lock the brake disc even, and then effectively solve the braking problem of wheel.

A rail vehicle comprises a frame and the power equipment, wherein the frame is mounted on the frame.

Furthermore, the motor and the electromagnetic brake are respectively electrically connected with the current collector piece and used for getting electricity from the same power supply through the current collector piece.

Compared with the prior art, the power equipment for the rail vehicle and the rail vehicle provided by the utility model have compact structures, can realize an automatic braking function under the conditions of power failure and power failure, and are beneficial to improving the safety of the rail vehicle, so that the problems in the prior art can be effectively solved, and the power equipment is particularly suitable for the rail vehicle in a PRT system.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings needed to be used in the embodiments will be briefly described below, it should be understood that the following drawings only illustrate some embodiments of the present invention and therefore should not be considered as limiting the scope, and for those skilled in the art, other related drawings can be obtained according to the drawings without inventive efforts.

Fig. 1 is a schematic structural diagram of a power plant provided in embodiment 1 of the present invention, in which a speed reducer and a transmission component are assembled.

Fig. 2 is a second schematic structural diagram of a power plant provided in embodiment 1 of the present invention, after a speed reducer and a transmission component are assembled.

Fig. 3 is a schematic structural diagram of a power device provided in embodiment 1 of the present invention, in which a motor, a speed reducer, and a transmission component are assembled.

Fig. 4 is a schematic structural view of a power plant provided in embodiment 1 of the present invention, with one side of a wheel removed.

Fig. 5 is a schematic structural diagram of a power plant provided in embodiment 1 of the present invention.

Description of the drawings

Motor 100, speed reducer 101, output end 102, transmission component 103, external spline 104, key groove 105, hub shaft head 106, fixing part 107, rotating part 108, flange 109, stud 110, wheel 111 and connecting shaft 112

Brake disc 201 and brake caliper 202

Connecting frame 301, mounting portion 302, mounting hole 303

Electromagnetic brake 400.

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. The components of embodiments of the present invention generally described and illustrated in the figures herein may be arranged and designed in a wide variety of different configurations. Thus, the following detailed description of the embodiments of the present invention, presented in the figures, is not intended to limit the scope of the utility model, as claimed, but is merely representative of selected embodiments of the utility model. All other embodiments, which can be derived by a person skilled in the art from the embodiments of the present invention without making any creative effort, shall fall within the protection scope of the present invention.

Example 1

Referring to fig. 1-5, the present embodiment provides a power plant for a rail vehicle, which includes a frame, a motor 100, a reducer 101, and two wheels 111 symmetrically disposed, wherein,

as shown in fig. 4 and 5, the wheels 111 are rotatably mounted to the frame,

the speed reducer 101 is mounted on the frame, an output end 102 of the speed reducer 101 is in transmission connection with two wheels 111, a transmission component 103 is arranged at an input end of the speed reducer 101,

as shown in fig. 3 and 4, in this embodiment, the motor 100 is in transmission connection with one end of the transmission member 103, the other end of the motor is connected to the electromagnetic brake 400, the electromagnetic brake 400 is disposed on the frame, and the electromagnetic brake 400 is used for locking the transmission member 103 when the power is off, so as to lock the wheel 111, that is, the electromagnetic brake 400 is mainly used for automatically locking the wheel 111 when the power is off, so as to prevent the wheel 111 from continuing to rotate, thereby achieving the function of automatic braking when the power is off.

Specifically, in the present embodiment, the motor 100 can drive the wheel 111 to rotate through the transmission component 103 and the speed reducer 101, so as to solve the problem of driving the wheel 111 to rotate; in the scheme, the motor 100 can also be in transmission connection with the electromagnetic brake 400 through the transmission part 103, and under the action of electromagnetic force under the condition of normal power on, the friction disc and the rotor in the electromagnetic brake 400 are separated from each other, so that the motor 100 can synchronously drive the transmission part 103 and the rotor to rotate, and the rail vehicle can advance; and when power failure, even under the circumstances of outage, magnetic brake outage, the electromagnetic force disappears, and friction disc can automatic contact and lock the rotor to can prevent drive disk assembly 103, thereby can effectively lock speed reducer 101 and wheel 111, prevent that the vehicle from continuing to rotate, realize the function of outage autobrake, make under the circumstances of power failure, outage, the rail vehicle of installing this power equipment can autobrake, be favorable to improving rail vehicle's security.

In this embodiment, the motor 100 and the electromagnetic brake 400 are respectively disposed on both sides of the speed reducer 101; and the motor 100 can be directly mounted on the speed reducer 101, as shown in fig. 4-5, the motor 100 can be directly fixed on the speed reducer 101 through bolts, which not only simplifies the structure, but also facilitates mounting and dismounting; the motor 100 may preferably be a stepping motor 100 or a servo motor 100 which is commonly used in the art.

In this embodiment, the transmission member 103 may preferably adopt a transmission shaft, and two ends of the transmission shaft respectively extend out of the speed reducer 101, as shown in fig. 3 and 4, so as to respectively connect the motor 100 and the electromagnetic brake 400, and in a specific implementation, the transmission shaft may preferably adopt a stepped shaft so as to cooperate with the motor 100, the speed reducer 101, and the electromagnetic brake 400.

For convenience of assembly and transmission of rotational power, the motor 100 is configured as a motor 100 hole, and one end of the driving shaft is configured with an external spline 104, as shown in fig. 1 to 4, and an internal spline is configured in the motor 100 hole, so that the motor 100 hole and the driving shaft can be driven by spline coupling; similarly, the other end of the transmission shaft is configured with a key groove 105, as shown in fig. 1 and 2, so that the transmission shaft and the electromagnetic brake 400 can also realize key coupling transmission through the cooperation of the key and the key groove 105.

In this embodiment, the electromagnetic brake 400 may preferably adopt an electromagnetic band-type brake, as shown in fig. 4, the electromagnetic band-type brake generally includes a friction disc, a rotor, a stator, an armature plate, a magnetic yoke, a release handle, a return spring, and the like, one end of the transmission shaft may be connected to the rotor through a key, the rotor may be rotatably mounted on the stator, and the friction disc is movably mounted at a position corresponding to the rotor, and when the electromagnetic band-type brake is powered on, electromagnetic force is generated in the electromagnetic band-type brake to separate the rotor and the friction disc from each other, so that the rotor may rotate synchronously with the transmission shaft, and normal transmission may be performed between the motor 100 and the wheel 111; and under the condition of power failure, the electromagnetic force in the electromagnetic band-type brake disappears, and the friction disc can automatically contact and press the rotor under the action of the elastic force of the reset spring, so that the rotor is locked, the purpose of locking the rotating shaft, the speed reducer 101 and the wheel 111 is achieved, and the function of automatic braking in power failure can be realized.

In a more complete scheme, the speed reducer 101 may preferentially adopt a dual-output speed reducer 101, as shown in fig. 1 to 5, so as to be respectively in transmission connection with the wheels 111 on both sides, which is beneficial to reducing the volume of the whole power equipment; preferably, the input end and the output end 102 of the speed reducer 101 may be connected through a worm gear transmission mechanism, a gear transmission mechanism, or a planetary gear transmission mechanism, so that the two output ends 102 may rotate synchronously under the driving of the input ends; the output shaft of the motor 100 is connected with the input end, the speed reducer 101 not only can play a role in reducing speed and increasing torque, but also can realize double output, so that the motor 100 can drive wheels 111 on two sides to synchronously rotate through the speed reducer 101.

In order to facilitate the transmission and mounting of the wheel 111, in a further embodiment, the power plant further includes a hub axle head 106 and a connecting shaft 112, wherein the hub axle head 106 may adopt a hub axle head 106 commonly used in the prior art, as shown in fig. 3-5, for example, the hub axle head 106 generally includes a fixed portion 107 and a rotating portion 108 rotatably disposed on the fixed portion 107, and the fixed portion 107 is mounted on the frame, the hub axle head 106 mainly functions to bear and provide precise guidance for the rotation of the hub, and the rotating portion 108 can rotate relative to the fixed portion 107, so that a bearing is generally disposed between the rotating portion 108 and the fixed portion 107 to achieve the separation of the movement, and by way of example, two sets of tapered roller bearings or ball bearings are disposed between the rotating portion 108 and the fixed portion 107, so that the hub axle head 106 can bear both the axial load and the radial load, so as to improve the bearing capacity and stability of the power equipment; as shown in fig. 3 to 5, in the present embodiment, one end of the connecting shaft 112 is connected to the output end 102 of the speed reducer, the other end of the connecting shaft 112 is connected to the rotating portion 108, and the wheels 111 are mounted on the rotating portion 108, so that the mounting and dismounting of the wheels 111 are facilitated, and the connecting shaft 112 is used to drive the corresponding wheels 111 to rotate.

In this embodiment, the frame serves as a load-bearing function, the structure of the frame may be determined according to actual requirements, and in order to facilitate assembly and improve load-bearing capacity, in a further aspect, the frame includes two connecting frames 301, the two connecting frames 301 are respectively connected to two sides of the speed reducer, as shown in fig. 4-5, and the connecting frames 301 may preferably adopt a hollow structure, for example, the connecting frames 301 may preferably adopt a cylindrical structure, as shown in fig. 4-5, so that the connecting shaft 112 may be disposed in the connecting frames 301, at this time, the fixing portion 107 is mounted on the connecting frames 301, and the electromagnetic brake 400 is fixedly connected to one of the connecting frames 301 or the fixing portion 107 of the hub axle head 106, as shown in fig. 4-5.

In order to facilitate the connection of the vehicle frame, the frame is further configured with a mounting portion 302 for connecting the vehicle frame, the mounting portion 302 has various embodiments, preferably, the mounting portion 302 may have an L-shaped structure, as shown in fig. 4-5, one end of the mounting portion 302 may be fixed to the connecting frame 301, for example, may be welded to the connecting frame 301, and the other end of the mounting portion 302 is configured with a plurality of mounting holes 303, as shown in fig. 4-5, so that the connecting frame 301 is connected and fixed to the vehicle frame by using bolt pairs, thereby facilitating the installation and fixation of the power equipment.

Preferably, as shown in fig. 4 to 5, the connecting frame 301 is provided with two mounting portions 302, and the two mounting portions 302 are symmetrically configured at two sides of the connecting frame 301, so as to facilitate connection of the vehicle frame from two directions, thereby facilitating more secure connection.

In order to control the rotation of the motor 100, the power equipment further comprises a controller, wherein the controller is connected with the motor 100 and used for controlling the rotating speed of the motor 100, the controller can adopt a commonly used controller in the prior art, for example, the controller can adopt a PC (personal computer), a single chip microcomputer, an ARM (advanced RISC machine) chip, an STM (scanning tunneling microscope) chip or a PLC (programmable logic controller) and the like, so that the cost is low, the response speed is high, and the accurate automatic control is favorably realized.

In order to brake the wheel 111, in a further scheme, the power equipment further includes a brake disc 201 and a brake caliper 202, as shown in fig. 4-5, the brake disc 201 is fixed to the rotating portion 108, and the brake caliper 202 is fixed to the connecting frame 301 and is engaged with the brake disc 201, in this embodiment, the brake disc 201 and the wheel 111 may be respectively fixed to the rotating portion 108, so that the brake disc 201, the wheel 111 and the rotating portion 108 may rotate synchronously under the driving of the motor 100, and by the engagement of the brake caliper 202 with the brake disc 201, the friction force of the brake disc 201 may be increased by the brake caliper 202, and even the brake disc 201 may be locked; as an example, the rotating part 108 is configured with a flange 109, the flange 109 is configured with a plurality of studs 110 or through holes, as shown in fig. 4-5, the wheel 111 and the brake disc 201 are respectively configured with through holes adapted to the through holes, so that the flange 109, the wheel 111 and the brake disc 201 can be connected into a whole through a bolt pair, so that the rotating part 108, the wheel 111 and the brake disc 201 can rotate synchronously.

The brake disc 201 and the brake caliper 202 may be respectively made of existing products, and in order to facilitate control of the braking process, the controller may be connected to the brake caliper 202 or to a mechanism for providing power to the brake caliper 202, for example, when the brake caliper 202 is operated by hydraulic pressure, the controller may be connected to a brake pump to control the braking force by hydraulic pressure, and details are not repeated herein.

Example 2

This embodiment 2 provides a rail vehicle, including the frame and the power equipment of embodiment 1, the frame is installed in the frame for power equipment and rail vehicle's frame can be connected as an organic whole.

In a more complete scheme, the railway vehicle further comprises a current collector, and the motor 100 and the electromagnetic brake 400 are electrically connected with the current collector respectively, so that the motor 100 and the electromagnetic brake 400 can take electricity from the same power supply through the current collector.

In specific implementation, the current collecting device may be an existing wiring cabinet, a junction box, or a current collecting brush, so that the motor 100 and the electromagnetic brake 400 can be powered on and powered off synchronously.

The above description is only for the specific embodiments of the present invention, but the scope of the present invention is not limited thereto, and any person skilled in the art can easily conceive of the changes or substitutions within the technical scope of the present invention, and all the changes or substitutions should be covered within the scope of the present invention.

Claims

1. A power device for a rail vehicle comprises a frame, a motor, a speed reducer and two symmetrically arranged wheels, wherein the wheels are rotatably arranged on the frame, the speed reducer is arranged on the frame, the output end of the speed reducer is in transmission connection with the two wheels, and the power device is characterized in that the input end of the speed reducer is provided with a transmission part,

the motor is connected with one end of the transmission component in a transmission mode, the other end of the transmission component is connected to the electromagnetic brake, and the electromagnetic brake is installed on the rack and used for locking the transmission component in the power-off state.

2. The power unit for a railway vehicle according to claim 1, wherein the motor and the electromagnetic brake are respectively provided on both sides of the reduction gear.

3. The power unit for the railway vehicle as claimed in claim 2, wherein the transmission member is a transmission shaft, and a speed reducer extends from each end of the transmission shaft.

4. The power plant for a railway vehicle according to claim 1, characterized in that the electromagnetic brake is an electromagnetic band-type brake;

and/or the motor is arranged on the speed reducer.

5. The power plant for a railway vehicle according to claim 1, characterized in that the reducer employs a dual output reducer.

6. The power plant for rail vehicles according to any of claims 1-5, further comprising a hub axle head and a connecting shaft, wherein the hub axle head comprises a fixed portion and a rotating portion rotatably disposed on the fixed portion, the fixed portion is mounted on the frame, one end of the connecting shaft is connected to an output end of the speed reducer, the other end of the connecting shaft is connected to the rotating portion, and the wheel is mounted on the rotating portion.

7. The power unit for a railway vehicle according to claim 6, wherein the frame includes two connection frames, the two connection frames are respectively connected to both sides of the speed reducer, the connection frames have a hollow structure, the connection shaft is disposed in the connection frames, and the fixing portion is mounted to the connection frames,

8. The power unit for a railway vehicle as claimed in claim 7, further comprising a brake disc fixed to the rotating part and a brake caliper fixed to the connecting frame and engaged with the brake disc.

9. A rail vehicle comprising a frame and a power plant according to any one of claims 1-8, said frame being mounted to said frame.

10. The rail vehicle of claim 9, further comprising a current collector, the motor and the electromagnetic brake being electrically connected to the current collector respectively for drawing power from the same power source through the current collector.