CN217260019U - Device for slowing down corrugation of steel rails of curve segments of urban rail vehicles - Google Patents
Device for slowing down corrugation of steel rails of curve segments of urban rail vehicles Download PDFInfo
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- CN217260019U CN217260019U CN202220234018.8U CN202220234018U CN217260019U CN 217260019 U CN217260019 U CN 217260019U CN 202220234018 U CN202220234018 U CN 202220234018U CN 217260019 U CN217260019 U CN 217260019U
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Abstract
The utility model relates to a device for slowing down urban rail vehicle curve section rail corrugation, including left wheel, left axletree, right wheel, right axletree, driving motor and differential mechanism, driving motor is connected with the initiative helical gear, initiative helical gear meshes with driven helical gear, driven helical gear direct fixation is on left differential mechanism casing and right differential mechanism casing, left axletree and right axletree all are connected with planetary gear train, planetary gear train passes through the transmission shaft to be fixed on left differential mechanism casing and right differential mechanism casing, left wheel concreties on left axletree, right wheel concreties on right axletree; the driving motor drives the driving bevel gear to rotate, and the driving bevel gear drives the left axle and the right axle to rotate through the left differential mechanism shell, the right differential mechanism shell, the transmission shaft and the planetary gear train. The utility model discloses a thereby it provides a solution to prevent that urban rail vehicle from providing the extra wearing and tearing that the rail brought because of interior wheel frequent slip on the inner rail when passing through little curve radius.
Description
Technical Field
The utility model belongs to the technical field of urban rail vehicle makes technique and specifically relates to a device for slowing down urban rail vehicle curve section rail corrugation.
Background
With the rapid development of domestic rail transit construction, by the end of 2020, rail transit lines of more than 40 cities are opened for operation, and the operation mileage is about 8000 kilometers. The development of urban rail transit such as subways and light rails relieves the congestion of urban central roads and the travel pressure of people. But at the same time, the complexity of the line running conditions also deteriorates the wheel-rail relationship, and the damage of each part of the vehicle track is more and more serious, so that the steel rail diseases frequently occur.
When the urban rail vehicle passes through a curve rail with a small radius, the radius of the outer rail is larger than that of the inner rail, so that the track length of the outer wheel is larger than that of the inner wheel. Because the wheel pair structure of the traditional urban rail vehicle usually comprises a left wheel and a right wheel which are fixedly connected on an axle and rotate together, and the rotating speeds of the left wheel and the right wheel are the same, the rotating distances of any two corresponding points on the treads of the inner wheel and the outer wheel are the same. On a straight track, the length of the tracks of the inner and outer wheels is equal to their rotational distance. On a curved track, the length of the outer wheel track is equal to its rotational distance, while the length of the inner wheel track should be less than its rotational distance. Therefore, the inner wheel should be slid an additional distance to compensate for the difference in distance. The wheel set structure of the traditional urban rail vehicle depends on the rolling circle radius difference caused by the transverse movement of the wheel set when a curve passes through a curve, so that the curve is smoothly passed through. However, when the rigid wheel pair structure passes through a small-radius curve track, the difference of the rolling circle radius is not enough to make up the length difference between the inner side track and the outer side track of the small-radius curve, so that the inner wheel is promoted to slip, and the wheel rails are periodically worn.
The wavy abrasion on the subway line steel rail is particularly common on a small-radius curve, and when a vehicle runs on the steel rail with serious corrugation, serious vibration is easily generated, so that the service lives of the vehicle and rail parts can be reduced, the operation cost is increased, and hidden dangers for the driving safety of a train are buried in serious conditions.
SUMMERY OF THE UTILITY MODEL
To the problem that provides in the above-mentioned background art, the utility model aims to provide a device for slowing down urban rail vehicle curve section rail corrugation, thereby provide a solution for preventing that urban rail vehicle from providing the extra wearing and tearing brought for the rail because of interior frequent slip on the interior rail when passing through little curve radius.
The utility model provides a device for slowing down urban rail vehicle curve section rail corrugation can effectively alleviate the rail wave wearing and tearing of urban rail vehicle logical curve section.
The purpose of the utility model can be realized through the following technical scheme:
the utility model provides a device for slowing down urban rail vehicle curve section rail corrugation, when urban rail vehicle passes through the small radius curve, through differential mechanism automatic realization interior foreign wheel speed difference, the device includes left wheel, left axletree, right wheel, right axletree, driving motor and differential mechanism, the differential mechanism is worm wheel-worm formula differential mechanism, driving motor is connected with the initiative helical gear, initiative helical gear meshes with the driven helical gear, driven helical gear directly fixes on left differential mechanism casing and right differential mechanism casing, left axletree and right axletree all are connected with planetary gear train, planetary gear train passes through the transmission shaft to be fixed on left differential mechanism casing and right differential mechanism casing, left wheel concreties on left axletree, and right wheel concreties on right axletree;
the driving motor drives the driving bevel gear to rotate, and the driving bevel gear drives the right differential mechanism shell and the left differential mechanism shell to rotate through the driven bevel gear; the left differential shell and the right differential shell drive a left axle and a right axle to rotate through a transmission shaft and a planetary gear train respectively.
The driven bevel gear serves as one input end of the differential, and the right differential shell and the left differential shell serve as two output ends of the differential. One input end is connected with the driving motor, and the two output ends are connected with the left axle and the right axle through worm gears.
In an embodiment of the present invention, the driving motor transmission shaft of the driving motor is connected to the driving bevel gear through a shaft coupling.
The utility model discloses an in the embodiment, left side differential mechanism casing supports through left bearing and connects on left axletree, right side differential mechanism casing supports through right bearing and connects on right axletree.
The utility model discloses an in an embodiment, be equipped with a worm wheel and two cylinder spur gears that the size is the same in the middle of the transmission shaft, worm wheel and cylinder spur gear pass through the transmission shaft and install on the differential mechanism casing, worm wheel and left worm gear mesh mutually, and the worm wheel with left worm gear mesh mutually passes through cylinder spur gear each other and meshes mutually, left worm gear with left axletree links to each other.
In one embodiment of the present invention, the left worm gear is connected to the left axle through the left spline rotation shaft.
The utility model discloses an in the embodiment, be equipped with a worm wheel and two cylinder spur gears that the size is the same in the middle of the transmission shaft, worm wheel and cylinder spur gear pass through the transmission shaft and install on right differential mechanism casing, worm wheel and right worm gear mesh mutually, and the worm wheel with right worm gear mesh mutually passes through cylinder spur gear each other and meshes mutually, and right worm gear links to each other with the right axletree.
In one embodiment of the present invention, the right worm gear is connected to the right axle through a right spline transmission shaft.
In one embodiment of the present invention, the end surface of the propeller shaft is fixed to the differential case or the right differential case.
In an embodiment of the present invention, the left bearing and the right bearing are tapered roller bearings.
In an embodiment of the present invention, the driving helical gear, the driven helical gear and the differential are externally provided with a gear box housing.
The utility model discloses an in an embodiment, gear box shell has arranged a plurality of interfaces and has linked to each other with driving motor transmission shaft, left differential mechanism casing, right differential mechanism casing, bears jointly, restricts the motion such as shaking the head, nodding, the side roll of gear and differential mechanism assembly. The smooth and safe driving of the double half shafts and the double wheels which are guided by the differential mechanism in the shell is ensured through a reasonable integral sealing mode.
The planetary gear train connected with the left axle is a left planetary gear train and comprises a left worm gear, a worm wheel and a cylindrical straight gear, and the planetary gear train connected with the right axle is a right planetary gear train and comprises a right worm gear, a worm wheel and a cylindrical straight gear.
In an embodiment of the present invention, the driving motor is connected to a metal plate.
In one embodiment of the present invention, the left wheel and the right wheel are used for a motor car.
In an embodiment of the present invention, the left wheel and the right wheel are symmetrically arranged on the power bogie frame of the bullet train.
The simulation shows that the amplitude of the axle torsional vibration increases with the increase of the curvature of the steel rail, which can explain the reason that the rail corrugation is frequently generated on the inner rail of the small radius curve. The utility model discloses utilize worm gear driven irreversibility principle and flank of tooth high friction condition, make differential mechanism die or loosen at different circuit operating mode automatic locking, interior foreign steamer speed difference automatic adaptation curve inside and outside orbital length difference to slow down the production of urban rail vehicle curve section rail corrugation.
The principle of the utility model is that:
the planetary gear train is arranged on the inner sides of the left wheel and the right wheel, the axle is connected with a worm gear through a spline transmission shaft, the worm gear and a cylindrical straight gear are arranged on the transmission shaft, the transmission shaft is fixed on the end face of a differential mechanism shell, and the worm gear is connected with the worm gear to transmit power. The left planetary gear train and the right planetary gear train realize differential speed of the inner-rail wheel and the outer-rail wheel through meshing between the cylindrical straight gears.
When the urban rail vehicle runs on a straight line segment and a large curve segment, the worm wheel can generate thrust and push the worm gear, the left wheel and the right wheel synchronously rotate together through the one-way transmission principle of the worm wheel and the worm, and the urban rail vehicle has the guiding and centering functions consistent with those of a traditional rigid wheel pair.
When the urban rail vehicle runs on the small-radius curve, the differential starts to perform differential speed when unlocked, and the inner wheel and the outer wheel realize dynamic speed difference through reverse synchronous spinning of the corresponding worm wheel, so that the inner wheel and the outer wheel have different rotating speeds, and the wheels smoothly pass through the small-radius curve. The structure achieves the purpose of reducing the wave grinding speed of the curved rail.
When the urban rail vehicle runs on a steel rail under the condition that dirty oil, an oil-water mixture and an oil-water-sand mixture medium exist on one side, wheels may start to idle due to the fact that the wheel-rail adhesion coefficients at the moment are far smaller than those under the dry working condition. The device prevents the side wheel from idling due to overlarge differential torque by using the one-way transmission principle of the worm gear and the worm.
Compared with the prior art, the beneficial effects and advantages of the utility model reside in:
firstly, the traditional urban rail vehicle can pass through a small-radius curve smoothly by depending on conditions such as curve superelevation, rail bottom slope, rail profile and wheel profile, but the torsion torque accumulated by the axle can only be released by slipping, which is considered as one of the main forming reasons of rail corrugation by researchers at home and abroad. The utility model discloses can realize the rotational speed difference of inside and outside wheel through the relative rotation of the straight-tooth spur gear of meshing, compare traditional urban rail vehicle, can slow down because of the appearance speed of the frequent slip of interior wheel on interior rail to rail corrugation.
Secondly, the utility model is consistent with the traditional rigid wheel pair, and the power is transmitted to the left wheel pair and the right wheel pair through the driving motor, the shaft coupling and the driving bevel wheel. Meanwhile, the mounting position of the driving motor is close to that of the traditional bogie, so that the driving motor has good interchangeability and can be mounted on a traditional framework.
Drawings
Fig. 1 is the utility model discloses in embodiment 1 an appearance structure sketch map of a device for slowing down urban rail vehicle curve section rail corrugation.
Fig. 2 is a schematic structural diagram of a partial section of a device for slowing down the corrugation of the rail of a curve section of an urban rail vehicle in embodiment 1 of the present invention.
Fig. 3 is the structure diagram of the gear box casing in the device for slowing down the corrugation of the steel rail of the curve section of the urban rail vehicle in the embodiment 1 of the utility model.
Fig. 4 is a schematic view of a worm-gear differential mechanism in an apparatus for reducing rail corrugation at a curved section of an urban rail vehicle according to embodiment 1 of the present invention.
Fig. 5 is an implementation effect diagram of the device for slowing down the corrugation of the steel rail of the curve section of the urban rail vehicle in the operation of the small-radius curve track in embodiment 1 of the present invention.
Reference numerals: 1-left wheel, 2-right wheel, 3-left axle, 4-right axle, 5-driving motor, 6-differential, 7-coupler, 8-driving motor transmission shaft, 9-driving helical gear, 10-driven helical gear, 11 a-left differential shell, 11 b-right differential shell, 12 a-left bearing, 12 b-right bearing, 13 a-left worm gear, 13 b-right worm gear, 14 a-left spline rotating shaft, 14 b-right spline transmission shaft, 15-transmission shaft, 16-gear box shell, 17-metal sheet, 18-cylindrical spur gear, 19-worm gear, 20-track plate, 21-curve outer rail and 22-curve inner rail.
Detailed Description
The present invention will be described in detail below with reference to the accompanying drawings and specific embodiments.
It should be noted that all the directional indicators (such as upper, lower, left, right, front and rear … …) in the embodiment of the present invention are only used to explain the relative position relationship between the components, the motion situation, etc. in a specific posture (as shown in the drawings), and if the specific posture is changed, the directional indicator is changed accordingly.
In addition, descriptions in the present application as to "first", "second", and the like are for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicit to the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of the feature. In the description of the present invention, "a plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.
In the present application, unless expressly stated or limited otherwise, the terms "connected" and "fixed" are to be construed broadly, e.g., "fixed" may be fixedly connected or detachably connected, or integrally formed; they may be directly connected or indirectly connected through intervening media, or they may be connected internally or in any other suitable relationship, unless expressly stated otherwise. The specific meaning of the above terms in the present invention can be understood according to specific situations by those of ordinary skill in the art.
In addition, the technical solutions of the embodiments of the present invention can be combined with each other, but it is necessary to use a person skilled in the art to realize the basis, and when the technical solutions are combined and contradictory to each other or cannot be realized, the combination of the technical solutions should not exist, and is not within the protection scope of the present invention.
Example 1
Referring to fig. 1 and 2, the present embodiment provides a device for slowing down the corrugation of a steel rail at a curve section of an urban rail vehicle, which automatically achieves speed difference between an inner wheel and an outer wheel through a differential when the urban rail vehicle passes through a small-radius curve, the device includes a left wheel 1, a left axle 3, a right wheel 2, a right axle 4, a driving motor 5 and a differential 6, the differential 6 is a worm-gear differential, the driving motor 5 is connected with a driving helical gear 9, the driving helical gear 9 is engaged with a driven helical gear 10, the driven helical gear 10 is directly fixed on a left differential housing 11a and a right differential housing 11b, the left axle 3 and the right axle 4 are both connected with a planetary gear train, the planetary gear train is fixed on the left differential housing 11a and the right differential housing 11b through a transmission shaft 15, the left wheel 1 is fixedly connected on the left axle 3, the right wheel 2 is fixedly connected with a right axle 4; the driving motor 5 drives the driving bevel gear 9 to rotate, and the driving bevel gear 9 drives the right differential housing 11b and the left differential housing 11a to rotate through the driven bevel gear 10; the left differential case 11a and the right differential case 11b drive the left axle 3 and the right axle 4 to rotate through the transmission shaft 15 and the planetary gear train, respectively.
The driven bevel gear 10 serves as one input end of the differential mechanism 6, and the right differential case 11b and the left differential case 11a serve as two output ends of the differential mechanism 6. One input end is connected with the driving motor 5, and the two output ends are connected with the left axle 3 and the right axle 4 through worm gears.
In this embodiment, a driving motor transmission shaft 8 of the driving motor 5 is connected with a driving bevel gear 9 through a coupler 7.
In this embodiment, the left differential case 11a is supported and connected to the left axle 3 through a left bearing 12a, and the right differential case 11b is supported and connected to the right axle 4 through a right bearing 12 b.
Referring to fig. 4, in the present embodiment, a worm wheel 19 and two spur gears 18 having the same size are provided in the middle of the transmission shaft 15, the worm wheel 19 and the spur gears 18 are mounted on the differential case 11a through the transmission shaft 15, the worm wheel 19 is engaged with the left worm gear 13a, the worm wheel 19 engaged with the left worm gear 13a is engaged with each other through the spur gears 18, and the left worm gear 13a is connected to the left axle 3.
In this embodiment, the left worm gear 13a is connected to the left axle 3 via a left spline rotating shaft 14 a.
Referring to fig. 4, in the present embodiment, a worm wheel 19 and two spur gears 18 having the same size are provided in the middle of the drive shaft 15, the worm wheel 19 and the spur gears 18 are mounted on the right differential case 11b through the drive shaft 15, the worm wheel 19 is engaged with the right worm gear 13b, the worm wheel 19 engaged with the right worm gear 13b is engaged with each other through the spur gear 18, and the right worm gear 13b is connected to the right axle 4.
In this embodiment, the right worm gear 13b is connected to the right axle 4 via a right spline transmission shaft 14 b.
In the present embodiment, the end face of the propeller shaft 15 is fixed to the differential case 11a or the right differential case 11 b.
In this embodiment, the left bearing 12a and the right bearing 12b are both conical bearings.
Referring to fig. 3, in the present embodiment, the driving bevel gear 9, the driven bevel gear 10 and the differential 6 are externally provided with a gear box housing 16. The gear box shell 16 is provided with a plurality of interfaces which are connected with the driving motor transmission shaft 8, the left differential case 11a and the right differential case 11b, and the interfaces jointly bear and limit the motions of shaking, nodding, rolling and the like of the gear and the differential assembly. The smooth and safe driving of the double half shafts and the double wheels which are guided by the differential mechanism in the shell is ensured through a reasonable integral sealing mode.
The planetary gear train connected with the left axle 3 is a left planetary gear train and comprises a left worm gear 13a, a worm gear 19 and a spur gear 18, and the planetary gear train connected with the right axle 4 is a right planetary gear train and comprises a right worm gear 13b, a worm gear 19 and a spur gear 18.
Referring to fig. 1, in the present embodiment, a metal plate 17 is attached to the driving motor 5.
Referring to fig. 5, in the present embodiment, the left wheel 1 and the right wheel 2 are used for a motor car. The left wheel 1 and the right wheel 2 are symmetrically arranged on the power bogie frame body of the bullet train in a front-back geometric mode.
Referring further to fig. 5, in fig. 5, 20 is a track plate, 21 is a curved outer rail, and 22 is a curved inner rail. Use the utility model discloses when different tracks travel, the concrete driving condition as follows:
when the wheel pair passes through the straight line segment, the resistance that the left and right wheels received is roughly the same, the power that is exported from driving motor transmits to the casing of differential mechanism behind shaft coupling and helical gear, and worm wheel, worm, cylinder spur gear and the worm gear in the differential mechanism do not all work at this moment, and planetary gear train can not produce the rotation when following differential mechanism casing revolution, and planetary gear train can be regarded as and have the same structure with the dead axle train this moment, can regard as left wheel and right wheel to be rigid connection.
When the wheel pair passes through the curve, the differential is unlocked to start differential speed, the planetary gear train of the outer rail is driven at a constant speed, and the planetary gear train of the inner rail is driven at a slow speed, so that the wheel smoothly passes through the small-radius curve. The structure achieves the purpose of reducing the wave grinding speed of the curved rail.
The embodiments described above are intended to facilitate the understanding and use of the invention by those skilled in the art. It will be readily apparent to those skilled in the art that various modifications to these embodiments may be made, and the generic principles described herein may be applied to other embodiments without the use of the inventive faculty. Therefore, the present invention is not limited to the above embodiments, and those skilled in the art should make improvements and modifications within the scope of the present invention according to the disclosure of the present invention.
Claims (10)
1. The device for slowing down the corrugation of the steel rails at the curve section of the urban rail vehicle is characterized by comprising a left wheel (1), a left axle (3), a right wheel (2), a right axle (4), a driving motor (5) and a differential (6), wherein the differential (6) is a worm gear-worm differential, the driving motor (5) is connected with a driving bevel gear (9), the driving bevel gear (9) is meshed with a driven bevel gear (10), the driven bevel gear (10) is directly fixed on a left differential shell (11a) and a right differential shell (11b), the left axle (3) and the right axle (4) are both connected with a planetary gear train, the planetary gear train is fixed on the left differential shell (11a) and the right differential shell (11b) through a transmission shaft (15), the left wheel (1) is fixedly connected on the left axle (3), the right wheel (2) is fixedly connected with the right axle (4);
the driving motor (5) drives the driving bevel gear (9) to rotate, and the driving bevel gear (9) drives the right differential mechanism shell (11b) and the left differential mechanism shell (11a) to rotate through the driven bevel gear (10); the left differential case (11a) and the right differential case (11b) drive a left axle (3) and a right axle (4) to rotate through a transmission shaft (15) and a planetary gear train respectively.
2. The device for slowing the rail corrugation of curved sections of urban rail vehicles according to claim 1, characterized in that a drive motor transmission shaft (8) of the drive motor (5) is connected with a driving bevel gear (9) through a coupling (7).
3. A device for slowing down the rail corrugation of curved sections of urban rail vehicles according to claim 1, characterized in that the left differential case (11a) is supported and connected to the left axle (3) by means of a left bearing (12a) and the right differential case (11b) is supported and connected to the right axle (4) by means of a right bearing (12 b).
4. The device for slowing down the corrugation of the steel rails in the curve section of the urban rail vehicle is characterized in that a worm gear (19) and two spur gears (18) with the same size are arranged in the middle of a transmission shaft (15), the worm gear (19) and the spur gears (18) are installed on a left differential case (11a) through the transmission shaft (15), the worm gear (19) is meshed with a left worm gear (13a), the worm gear (19) meshed with the left worm gear (13a) is meshed with each other through the spur gears (18), and the left worm gear (13a) is connected with the left axle (3).
5. A device for slowing down the curve section rail corrugation of urban rail vehicles according to claim 4, characterized in that the left worm gear (13a) is connected with the left axle (3) through a left splined rotating shaft (14 a).
6. The device for slowing down the corrugation of the steel rails in the curve section of the urban rail vehicle is characterized in that a worm gear (19) and two spur gears (18) with the same size are arranged in the middle of a transmission shaft (15), the worm gear (19) and the spur gears (18) are installed on a right differential case (11b) through the transmission shaft (15), the worm gear (19) is meshed with a right worm gear (13b), the worm gear (19) meshed with the right worm gear (13b) is meshed with each other through the spur gears (18), and the right worm gear (13b) is connected with a right axle (4).
7. A device for slowing down the wave grinding of the curved section rails of an urban rail vehicle according to claim 6, characterized in that the right worm gear (13b) is connected with the right axle (4) through a right splined drive shaft (14 b).
8. Device for slowing down the corrugation of the curved section rails of urban rail vehicles according to claim 1, characterized in that the driving bevel gear (9), the driven bevel gear (10) and the differential (6) are externally provided with a gear box housing (16).
9. A device for slowing down the corrugation of the curved section rails of an urban rail vehicle according to claim 8, characterized in that the gearbox housing (16) is arranged with a plurality of interfaces to the drive motor drive shaft (8), the left differential case (11a) and the right differential case (11 b).
10. The device for slowing the corrugation of the rails of curved sections of urban rail vehicles according to claim 1, characterized in that the left wheel (1) and the right wheel (2) are used on a motor car;
the left wheel (1) and the right wheel (2) are symmetrically arranged on the power bogie frame body of the bullet train in a front-back geometric mode.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202220234018.8U CN217260019U (en) | 2022-01-28 | 2022-01-28 | Device for slowing down corrugation of steel rails of curve segments of urban rail vehicles |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202220234018.8U CN217260019U (en) | 2022-01-28 | 2022-01-28 | Device for slowing down corrugation of steel rails of curve segments of urban rail vehicles |
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| CN217260019U true CN217260019U (en) | 2022-08-23 |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114876305A (en) * | 2022-04-27 | 2022-08-09 | 上海工程技术大学 | Side-opening aircraft cabin door constant-torque electric lifting mechanism driven by non-circular gear |
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2022
- 2022-01-28 CN CN202220234018.8U patent/CN217260019U/en active Active
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114876305A (en) * | 2022-04-27 | 2022-08-09 | 上海工程技术大学 | Side-opening aircraft cabin door constant-torque electric lifting mechanism driven by non-circular gear |
| CN114876305B (en) * | 2022-04-27 | 2023-06-02 | 上海工程技术大学 | Side-opening type aircraft cabin door constant-moment electric lifting mechanism driven by non-circular gears |
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