WO2018054016A1 - 减速器、动力系统、跨座式轨道列车和轨道交通系统 - Google Patents

减速器、动力系统、跨座式轨道列车和轨道交通系统 Download PDF

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Publication number
WO2018054016A1
WO2018054016A1 PCT/CN2017/075223 CN2017075223W WO2018054016A1 WO 2018054016 A1 WO2018054016 A1 WO 2018054016A1 CN 2017075223 W CN2017075223 W CN 2017075223W WO 2018054016 A1 WO2018054016 A1 WO 2018054016A1
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WO
WIPO (PCT)
Prior art keywords
speed
support shaft
motor
speed reducer
driven wheel
Prior art date
Application number
PCT/CN2017/075223
Other languages
English (en)
French (fr)
Inventor
张金涛
任林
李道林
张鑫
袁建建
付才林
罗红斌
Original Assignee
比亚迪股份有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from CN201610840623.9A external-priority patent/CN106812871B/zh
Priority claimed from CN201610840409.3A external-priority patent/CN106809225B/zh
Application filed by 比亚迪股份有限公司 filed Critical 比亚迪股份有限公司
Priority to KR1020197008303A priority Critical patent/KR102193534B1/ko
Priority to EP17852095.3A priority patent/EP3502510A4/en
Priority to BR112019005359A priority patent/BR112019005359A2/pt
Priority to US16/334,682 priority patent/US11396927B2/en
Publication of WO2018054016A1 publication Critical patent/WO2018054016A1/zh

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H1/00—Toothed gearings for conveying rotary motion
    • F16H1/02—Toothed gearings for conveying rotary motion without gears having orbital motion
    • F16H1/20—Toothed gearings for conveying rotary motion without gears having orbital motion involving more than two intermeshing members
    • F16H1/22—Toothed gearings for conveying rotary motion without gears having orbital motion involving more than two intermeshing members with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H1/227—Toothed gearings for conveying rotary motion without gears having orbital motion involving more than two intermeshing members with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts comprising two or more gearwheels in mesh with the same internally toothed wheel
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H1/00—Toothed gearings for conveying rotary motion
    • F16H1/28—Toothed gearings for conveying rotary motion with gears having orbital motion
    • F16H1/32—Toothed gearings for conveying rotary motion with gears having orbital motion in which the central axis of the gearing lies inside the periphery of an orbital gear
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H1/00—Toothed gearings for conveying rotary motion
    • F16H1/28—Toothed gearings for conveying rotary motion with gears having orbital motion
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H57/021—Shaft support structures, e.g. partition walls, bearing eyes, casing walls or covers with bearings
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/04—Features relating to lubrication or cooling or heating
    • F16H57/0412—Cooling or heating; Control of temperature
    • F16H57/0415—Air cooling or ventilation; Heat exchangers; Thermal insulations
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/08—General details of gearing of gearings with members having orbital motion
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/10—Structural association with clutches, brakes, gears, pulleys or mechanical starters
    • H02K7/116—Structural association with clutches, brakes, gears, pulleys or mechanical starters with gears
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/30—Railway vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
    • B61H5/00—Applications or arrangements of brakes with substantially radial braking surfaces pressed together in axial direction, e.g. disc brakes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H1/00—Toothed gearings for conveying rotary motion
    • F16H1/28—Toothed gearings for conveying rotary motion with gears having orbital motion
    • F16H2001/2881—Toothed gearings for conveying rotary motion with gears having orbital motion comprising two axially spaced central gears, i.e. ring or sun gear, engaged by at least one common orbital gear wherein one of the central gears is forming the output
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H2057/02034—Gearboxes combined or connected with electric machines

Definitions

  • the present disclosure relates to the field of vehicle technology, and in particular, to a reducer, a power system, a straddle rail train, and a rail transit system.
  • connection between the drive shaft and the speed reduction mechanism is unstable, and the force transmitted by the speed reduction mechanism is directly received by the drive bearing, thereby causing the drive shaft to be easily damaged, and the vehicle is prone to unstable operation.
  • an object of the present disclosure is to provide a speed reducer that makes the connection between the drive shaft and the speed reduction mechanism more stable, and the power transmission is more stable.
  • Another object of the present disclosure is to provide a power system having the above-described speed reducer.
  • Still another object of the present disclosure is to provide a straddle type rail train having the above power system.
  • Still another object of the present disclosure is to provide a rail transit system having the above-described straddle type rail train.
  • a speed reducer includes: a case; a speed reduction mechanism, the speed reduction mechanism is disposed in the case; and a support shaft, a first end of the support shaft is supported on the case, and the support shaft is The second end is connected to the high speed end of the speed reduction mechanism.
  • the support shaft can support the speed reducing mechanism and the driving member, and between the driving member and the speed reducing mechanism The connection is more stable and the power transmission is more stable.
  • the split type transmission can disperse the force transmitted from the speed reduction mechanism to the driving member, and the excessive force is swayed or even damaged on the driving member, thereby effectively protecting the driving member.
  • speed reducer according to the present disclosure may also have the following additional technical features:
  • the speed reducer further includes: a rim connector, at least a portion of the rim connector being disposed in the case and connected to the low speed end of the speed reduction mechanism.
  • the speed reducer further includes: a motor mount on which the cooling water passage is disposed.
  • the speed reduction mechanism includes: a primary reduction assembly and a secondary reduction assembly, A primary reduction assembly is coupled to the second end of the support shaft, and the secondary reduction assembly is coupled to the rim connector.
  • the primary reduction assembly includes: a primary reduction drive wheel and a primary reduction drive wheel, the primary reduction drive wheel being coupled to the second end of the support shaft, The first stage deceleration driven wheel meshes with the first stage deceleration driving wheel.
  • the secondary reduction assembly includes: a secondary reduction drive wheel and a secondary reduction driven wheel, wherein the secondary reduction drive wheel is coaxially fixed with the primary reduction driven wheel, the second The stage deceleration driven wheel meshes with the secondary deceleration driving wheel, and the secondary deceleration driven wheel is connected to the rim connecting piece.
  • the primary deceleration driven wheel is a plurality of and the plurality of primary deceleration driven wheels are supported on the casing.
  • the secondary deceleration driven wheel is a ring gear, and the secondary deceleration driven wheel is coaxially fixed with the rim connecting piece.
  • the case includes a case portion and a sleeve portion, and the sleeve portion is disposed inside the case portion.
  • the primary deceleration driven wheel is supported between the outer casing portion and the sleeve portion by a first bearing set.
  • the rim joint is supported on the sleeve portion by a second bearing set.
  • the first end of the support shaft is supported on the sleeve portion by the third bearing set.
  • the case further includes: an end cover disposed on an end surface of the rim connector.
  • the case further includes: an oil seal disposed on the outer casing portion and configured to seal a gap between the outer casing portion and the rim joint.
  • a power system includes the above-described speed reducer, motor, and brake.
  • the motor is disposed on the housing and the motor has a motor shaft coupled to the second end of the support shaft.
  • the brake is mounted on the motor and is connected to the motor drive, which acts to brake the motor.
  • an end of the second end of the support shaft is recessed inwardly to form a spline groove, and the motor shaft extends into the spline groove to be opposite the second end of the support shaft Engagement, an outer peripheral surface of the second end of the support shaft engages with a high speed end of the speed reduction mechanism or an outer peripheral surface of the second end of the support shaft is fixed to a high speed end of the speed reduction mechanism.
  • the power system according to the present disclosure is provided with the above-described speed reducer, the power system is more stable in operation, the transmission is more stable, and the service life is longer.
  • a straddle type rail train according to the present disclosure includes the above-described power system due to the straddle type track column according to the present disclosure
  • the car is equipped with the above-mentioned power system, so the straddle type rail train is more stable and safer to drive.
  • the rail transit system according to the present disclosure includes the above-described straddle type rail train. Since the rail transit system according to the present disclosure is provided with the straddle type rail train described above, the rail transit system is more stable and can effectively protect the personal safety of the passenger.
  • FIG. 1 is a schematic view of a speed reducer according to an embodiment of the present disclosure
  • FIG. 2 is a front view of a speed reducer according to an embodiment of the present disclosure
  • Figure 3 is a cross-sectional view taken along line A-A of Figure 2;
  • FIG. 4 is a cross-sectional view of a speed reducer in accordance with an embodiment of the present disclosure
  • FIG. 5 is another cross-sectional view of a speed reducer according to an embodiment of the present disclosure.
  • FIG. 6 is a schematic view of a motor mount in accordance with an embodiment of the present disclosure.
  • FIG. 7 is a schematic diagram of a power system in accordance with an embodiment of the present disclosure.
  • FIG. 8 is a cross-sectional view of a power system in accordance with an embodiment of the present disclosure.
  • FIG. 9 is a schematic view of a speed reducer mated with a motor in accordance with an embodiment of the present disclosure.
  • FIG. 10 is a cross-sectional view of a speed reducer mated with a motor in accordance with an embodiment of the present disclosure.
  • Motor mount 190 motor mount body 191, waterway cover 192, water pipe connector 193,
  • first and second are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated.
  • features defining “first” or “second” may include at least one of the features, either explicitly or implicitly.
  • the meaning of "a plurality” is at least two, such as two, three, etc., unless specifically defined otherwise.
  • the terms “installation”, “connected”, “connected”, “fixed”, and the like, are to be understood broadly, and may be either a fixed connection or a detachable connection, unless explicitly stated or defined otherwise. Or in one piece; it may be a mechanical connection, or it may be an electrical connection or a communication with each other; it may be directly connected or indirectly connected through an intermediate medium, and may be an internal connection of two elements or an interaction relationship between two elements. Unless otherwise expressly defined. The specific meanings of the above terms in the present disclosure can be understood by those skilled in the art on a case-by-case basis.
  • the speed reducer 100 of the embodiment of the present disclosure will be described in detail below with reference to FIGS. 1 through 10.
  • the speed reducer 100 may include a case 110, a speed reduction mechanism 120, and a support shaft 130.
  • the box body 110 can define an accommodation space, and the speed reduction mechanism 120 and the support shaft 130 can be disposed in the box body 110.
  • the first end of the support shaft 130 is supported on the casing 110, and the second end of the support shaft 130 is connected to the high speed end of the speed reduction mechanism 120 and can support the high speed end of the speed reduction mechanism.
  • the driving member does not need to be in direct contact with the high speed end of the speed reducing mechanism 120, but first transmits power to the second end of the support shaft 130, and the second end of the support shaft 130 is coupled to the speed reducing mechanism 120. Between the high speed end and the drive unit.
  • the end of the second end of the support shaft 130 is recessed inwardly to form a groove, and the groove may be a spline groove, and a drive shaft of the driving member may protrude into the spline groove to be the same as the support shaft The two ends are engaged.
  • the outer peripheral surface of the second end of the support shaft 130 may be provided with gear teeth and may be meshed with the high speed end of the speed reduction mechanism 120.
  • the high speed end of the speed reduction mechanism 120 may also be directly fixed to the second end of the support shaft 130.
  • the second end of the support shaft 130 is thereby connected to the high speed end of the speed reduction mechanism.
  • the driving shaft rotates at a high speed and drives the support shaft 130 to rotate at a high speed, because the second ends of the support shaft 130 are respectively driven
  • the moving shaft cooperates with the high speed end of the speed reduction mechanism 120, so that the drive shaft can indirectly drive the high speed end of the speed reduction mechanism.
  • the first end of the support shaft 130 is supported on the casing 110.
  • the second end of the support shaft 130 meshes with the drive shaft and supports the high speed end of the speed reduction mechanism 120, so that the drive member does not have to be directly connected to the high speed end of the speed reduction mechanism 120.
  • the support shaft 130 can support the speed reduction mechanism 120 and the driving member, the connection between the driving member and the speed reduction mechanism 120 is more stable, and the power transmission is more stable.
  • the split drive can also dissipate the force transmitted by the speed reduction mechanism 120 to the drive member (e.g., the drive shaft) to prevent excessive force from being swayed or even damaged on the drive member, thereby effectively protecting the drive member.
  • the drive member e.g., the drive shaft
  • the retarder 100 also includes a rim connector 140 that is coupled to the low speed end of the speed reduction mechanism 120, at least a portion of which is disposed within the housing 110.
  • a portion of the rim connector 140 is disposed within the housing 110 and another portion of the rim connector 140 is disposed outside of the housing 110.
  • the rim connector 140 is a power output end, and the rim connector 140 can drive the wheel to rotate.
  • the speed reduction mechanism 120 includes a first speed reduction assembly and a second speed reduction assembly, and the first speed reduction assembly is coupled to the second end of the support shaft 130.
  • the secondary reduction assembly is coupled to the rim connector 140.
  • the power of the driving member is first transmitted to the support shaft 130, and then sequentially transmitted to the primary reduction assembly and the secondary reduction assembly, and finally the rim connector 140 outputs power. After the deceleration of the primary reduction unit and the secondary reduction assembly, the output speed of the rim connector 140 can meet the requirements.
  • one end of the first-stage speed reduction component is a high speed end
  • one end of the second speed reduction component is a low speed end, and the first speed reduction component and the second speed reduction component are connected.
  • the first-stage deceleration assembly includes a first-stage deceleration driving wheel 121 and a first-stage deceleration driving wheel 122.
  • the first-stage deceleration driving wheel 121 is connected to the second end of the supporting shaft 130, and the first-stage deceleration driven wheel 122 and the first-stage deceleration The driving wheels 121 are engaged.
  • the first stage deceleration driving wheel 121 may be fixed to the second end of the support shaft 130, and the first stage deceleration driving wheel 121 rotates coaxially with the supporting shaft 130.
  • the first stage speed reduction driving wheel 121 is integrally formed with the second end of the support shaft 130, that is, a first speed reduction driving wheel 121 may be formed on the second end of the support shaft 130.
  • the primary reduction drive wheel 121 is formed on an outer peripheral surface of the second end of the support shaft 130.
  • the secondary deceleration assembly includes a secondary deceleration driving wheel 123 and a secondary deceleration driven wheel 124.
  • the secondary deceleration driving wheel 123 is coaxially fixed with the primary deceleration driven wheel 122, and the secondary deceleration driven wheel 124 meshes with the secondary deceleration driving wheel 123.
  • the secondary deceleration driven wheel 124 is coupled to the rim connector 140, and the secondary deceleration driven wheel 124 is coaxially fixed to the rim connector 140.
  • the diameter of the primary deceleration driving wheel 121 is smaller than the diameter of the primary deceleration driven wheel 122
  • the second reduction is The diameter of the speed drive wheel 123 is smaller than the diameter of the second stage speed reduction driven wheel 124.
  • the diameter of the secondary deceleration driving wheel 123 is smaller than the diameter of the primary deceleration driven wheel 122, whereby the deceleration capability of the speed reducing mechanism 120 can be further enhanced.
  • the first stage deceleration driven wheels 122 are plural (in the specific example of the present disclosure, the first stage deceleration driven wheels 122 are three), and the plurality of first stage decelerating driven wheels 122 are supported in the box.
  • the primary deceleration driven wheel 122 is supported on the casing 110, the primary deceleration driven wheel 122 can only rotate, and cannot revolve in the circumferential direction of the casing.
  • the secondary deceleration driven wheel 124 is coaxially fixed with the rim connecting member 140, whereby the secondary decelerating driven wheel 124 can drive the rim connecting member 140 to rotate coaxially.
  • the secondary deceleration driven wheel 124 is a ring gear, and the secondary deceleration driving wheel 123 is located inside the secondary deceleration driven wheel 124 and meshes with the secondary deceleration driven wheel 124.
  • each secondary deceleration driving wheel 123 has a one-to-one correspondence with the corresponding primary deceleration driven wheels 122.
  • the primary reduction driven wheel 122 is also disposed inside the secondary reduction driven wheel 124.
  • the case 110 includes a housing portion 111 and a sleeve portion 112, the sleeve portion 112 is disposed inside the housing portion 111, and the support shaft 130 may be disposed on the sleeve The portion 112 is rotatable relative to the sleeve portion 112.
  • the primary reduction driven wheel 122 is supported between the outer casing portion 111 and the sleeve portion 112 by the first bearing set 160.
  • the primary deceleration driven wheel 122 is provided with a journal, the inner ring of the first bearing set 160 is fixed to the journal, and the outer ring of the first bearing set 160 is fixed to the outer casing portion 111 and the sleeve portion 112, thereby The decelerating driven wheel 122 can be rotated relative to the case 110.
  • the number of bearings in the first bearing set 160 is not specifically limited, and the bearings in the first bearing set 160 may be two or more.
  • the supporting shaft 130 cooperates with the plurality of uniform first-stage decelerating driven wheels 122, so that the supporting shaft 130 can be stably stabilized, the torque distribution is averaged, and the first bearing set 160 is reduced.
  • the load increases the service life of the first bearing set 160.
  • the rim link 140 is supported on the sleeve portion 112 by the second bearing set 170, whereby when the secondary reduction driven wheel 124 transmits power to the rim link 140, the rim link 140 can be rotated relative to the case 110, thereby ensuring The stable operation of the wheels.
  • the second bearing set 170 includes two cylindrical roller bearings, the inner ring of the cylindrical roller bearing is fixed to the sleeve portion 112, and the outer ring of the cylindrical roller bearing is fixed to the rim joint 140, and Two cylindrical roller bearings are spaced apart.
  • first end of the support shaft 130 is supported on the sleeve portion 112 by the third bearing set 180.
  • the first end of the support shaft 130 may be supported on the sleeve portion 112 by a deep groove ball bearing, and the outer ring of the deep groove ball bearing is fixed on the sleeve portion 112, and the inner ring of the deep groove ball bearing is fixed at The first end of the shaft 130 is supported.
  • the first stage speed reduction driving wheel 121 is disposed on the support shaft 130, and the support shaft 130 is rotatable relative to the box body 110.
  • the primary deceleration driven wheel 122 is supported on the casing 110, and the secondary deceleration driving wheel 123 is coaxially fixed with the primary deceleration driven wheel 122.
  • the secondary deceleration driven wheel 124 is coupled to the rim connector 140, and the rim connector 140 is supported on the sleeve portion 112.
  • the first-stage deceleration driving wheel 121, the first-stage deceleration driving wheel 122, the second-stage deceleration driving wheel 123, and the second-stage deceleration driving wheel 124 are all self-rotating, and do not involve revolution, so the speed reducing mechanism 120 operates more stably. reliable.
  • the second end of the support shaft 130 is provided with a spline groove, and the drive shaft can extend into the spline groove and engage with the spline thereon, so that the drive shaft can transmit power to the support. Axis 130.
  • the speed reducer 100 further includes a motor mount 190 that can be mounted on the housing 110 for connecting to the motor and the bogie.
  • a cooling water channel is further disposed on the motor mount 190, and the motor mount 190 is provided with a water inlet and a water outlet that communicate with the cooling water passage.
  • the motor mount 190 includes a motor mount body 191 and a waterway cover 192 that defines a cooling water passage.
  • the water pipe cover 192 is provided with a water pipe connecting member 193.
  • the water pipe connecting member 193 is provided with a water inlet and a water outlet, and the water inlet and the water outlet are respectively connected with the water inlet pipe and the water outlet pipe.
  • the motor mount 190 is not limited to mounting the motor, and other types of drive members can be installed.
  • the speed reducer 100 of the embodiment of the present disclosure adopts an oil cooling + water cooling method, and the cooling water in the cooling water channel can cool the lubricating oil in the tank 110 to prevent the lubricating oil from being too high in temperature to affect the lubricating effect, and the lubricating oil can be Lubricate and cool parts such as bearings and gears to improve the service life of components such as bearings and gears.
  • the casing 110 further includes an end cover 113 and an oil seal 114.
  • the end cover 113 is disposed on an end surface of the rim connecting member 140.
  • the oil seal 114 is disposed on the outer casing portion 111 and is used for sealing the outer casing portion 111 and the rim. A gap between the connectors 140.
  • the end cap 113, the rim connector 140, the oil seal 114, and the tank 110 may constitute a relatively closed chamber in which the speed reduction mechanism 120 is disposed, and the chamber has lubricating oil to perform the speed reduction mechanism 120, the bearing, and the like. Lubrication and cooling.
  • the end cap 113 and the oil seal 114 ensure that the chamber is relatively closed to prevent leakage of lubricating oil from the chamber.
  • a power system includes the speed reducer 100 of the above-described embodiment, a driving member (for example, the motor 200), and a brake 300.
  • the motor 200 is disposed on the casing 110 and the motor 200 is coupled to the support shaft 130 of the speed reducer 100.
  • the motor 200 has a drive shaft (motor shaft) that is coupled to the second end of the support shaft.
  • the brake 300 is mounted on the motor 200 and is drivingly coupled to the motor 200, and the brake 300 can act to brake the motor 200.
  • the motor shaft does not need to be in direct contact with the high speed end of the speed reduction mechanism 120, but first transmits power to the second end of the support shaft 130, and the second end of the support shaft 130 is coupled to the speed reduction mechanism 120. High speed end and motor shaft between.
  • the end of the second end of the support shaft 130 is recessed inwardly to form a groove, and the groove may be a spline groove, and the motor shaft may protrude into the spline groove to engage the second end of the support shaft. .
  • the motor shaft rotates at a high speed and drives the support shaft 130 to rotate at a high speed. Since the second end of the support shaft 130 is respectively engaged with the motor shaft and the high speed end of the speed reduction mechanism 120, the motor shaft can indirectly drive the high speed end of the speed reduction mechanism.
  • the first end of the support shaft 130 is supported on the casing 110.
  • the second end of the support shaft 130 meshes with the motor shaft and supports the high speed end of the speed reduction mechanism 120, so that the motor shaft does not have to be directly connected to the high speed end of the speed reduction mechanism 120.
  • the support shaft 130 can support the speed reduction mechanism 120 and the motor shaft, the connection between the motor shaft and the speed reduction mechanism 120 is more stable, and the power transmission is more stable.
  • the split type transmission can also disperse the force transmitted from the speed reduction mechanism 120 to the motor shaft to prevent the motor shaft from being subjected to excessive force sloshing or even damage, thereby effectively protecting the motor 200 and the motor shaft.
  • the power of the motor is first transmitted to the support shaft 130, and then sequentially transmitted to the primary reduction assembly and the secondary reduction assembly, and finally the rim connector 140 outputs power. After the deceleration of the primary reduction unit and the secondary reduction assembly, the output speed of the rim connector 140 can meet the requirements.
  • the power system is provided with the above-described speed reducer 100, the power system is more stable in operation, the transmission is more stable, and the service life is longer.
  • the straddle type rail train of the embodiment of the present disclosure will be briefly described below.
  • the straddle type rail train according to an embodiment of the present disclosure includes the power system of the above embodiment, and since the straddle type rail train according to the embodiment of the present disclosure is provided with the above-described power system, the straddle type rail train operates more stably and travels safer.
  • the rail transit system according to an embodiment of the present disclosure includes the straddle type rail train of the above embodiment, and since the rail transit system according to the embodiment of the present disclosure is provided with the above-described straddle type rail train, the rail transit system is more stable and can be effective Protect the personal safety of passengers.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • General Details Of Gearings (AREA)
  • Transportation (AREA)

Abstract

一种减速器（100）、动力系统（1000）、跨座式轨道列车和轨道交通系统。所述减速器（100）包括：箱体（110）；减速机构（120），所述减速机构（120）设置在所述箱体（110）内；支撑轴（130），所述支撑轴（130）的第一端支撑在所述箱体（110）上，所述支撑轴（130）的第二端与所述减速机构（120）的高速端相连。根据所述减速器（100），驱动轴与减速机构（120）连接更加稳定，动力传输更加平稳。

Description

减速器、动力系统、跨座式轨道列车和轨道交通系统 技术领域
本公开涉及车辆技术领域，特别涉及一种减速器、动力系统、跨座式轨道列车和轨道交通系统。
背景技术
相关技术中的驱动轴与减速机构之间连接不稳定，且减速机构传递过来的力直接由驱动轴承受，进而导致驱动轴容易损坏，整车容易出现运行不稳定的现象。
发明内容
本公开旨在至少在一定程度上解决相关技术中的技术问题之一。为此，本公开的一个目的在于提出一种减速器，使驱动轴与减速机构连接更加稳定，动力传输更加平稳。
本公开的另外一个目的在于提出一种具有上述减速器的动力系统。
本公开的再一个目的在于提出一种具有上述动力系统的跨座式轨道列车。
本公开的再一个目的在于提出一种具有上述跨座式轨道列车的轨道交通系统。
根据本公开的减速器，包括：箱体；减速机构，所述减速机构设置在所述箱体内；支撑轴，所述支撑轴的第一端支撑在所述箱体上，所述支撑轴的第二端与所述减速机构的高速端相连。
根据本发明的减速器，由于驱动件不直接与减速机构的高速端相连，而是通过支撑轴与减速机构相连，因此支撑轴可以对减速机构和驱动件进行支撑，驱动件与减速机构之间的连接更加稳定，动力的传输更加平稳。
此外，这种分体式传动还可以分散由减速机构传递至驱动件上的力，避免驱动件上承受过大的力发生晃动甚至发生损坏，从而有效保护了驱动件。
另外，根据本公开的减速器还可以具有如下附加的技术特征：
根据本公开的一个实施例，所述减速器还包括：轮辋连接件，所述轮辋连接件的至少部分设置在所述箱体内且与所述减速机构的低速端相连。
根据本公开的一个实施例，所述减速器还包括：电机安装座，所述电机安装座上设置有冷却水道。
根据本公开的一个实施例，所述减速机构包括：一级减速组件和二级减速组件，所述 一级减速组件与所述支撑轴的所述第二端相连，所述二级减速组件与所述轮辋连接件相连。
根据本公开的一个实施例，所述一级减速组件包括：一级减速主动轮和一级减速从动轮，所述一级减速主动轮与所述支撑轴的所述第二端相连，所述一级减速从动轮与所述一级减速主动轮啮合。
根据本公开的一个实施例，所述二级减速组件包括：二级减速主动轮和二级减速从动轮，所述二级减速主动轮与所述一级减速从动轮同轴固定，所述二级减速从动轮与所述二级减速主动轮啮合，且所述二级减速从动轮与所述轮辋连接件相连。
根据本公开的一个实施例，所述一级减速从动轮为多个且多个所述一级减速从动轮支撑在所述箱体上。
根据本公开的一个实施例，所述二级减速从动轮为齿圈，所述二级减速从动轮与所述轮辋连接件同轴固定。
根据本公开的一个实施例，所述箱体包括：外壳部和套筒部，所述套筒部设置在所述外壳部内。
根据本公开的一个实施例，所述一级减速从动轮通过第一轴承组支撑在所述外壳部与所述套筒部之间。
根据本公开的一个实施例，所述轮辋连接件通过第二轴承组支撑在所述套筒部上。
根据本公开的一个实施例，所述支撑轴的所述第一端通过所述第三轴承组支撑在所述套筒部上。
根据本公开的一个实施例，所述箱体还包括：端盖，所述端盖设置在所述轮辋连接件的端面上。
根据本公开的一个实施例，所述箱体还包括：油封，所述油封设置在所述外壳部上且用于密封所述外壳部与所述轮辋连接件之间的间隙。
根据本公开的动力系统包括上述的减速器、电机和制动器。所述电机设置在所述箱体上且所述电机具有电机轴,所述电机轴与所述支撑轴的所述第二端相连。制动器安装在电机上且与电机传动连接，制动器可以对电机起到制动作用。
根据本公开的一个实施例，所述支撑轴的所述第二端的端面向内凹陷以形成花键槽，所述电机轴伸入所述花键槽内以与所述支撑轴的所述第二端啮合，所述支撑轴的所述第二端的外周面与所述减速机构的高速端啮合或所述支撑轴的所述第二端的外周面与所述减速机构的高速端固定。
由于根据本公开的动力系统设置有上述的减速器，因此该动力系统运行更加稳定，传动更加平稳，使用寿命更长。
根据本公开的跨座式轨道列车包括上述的动力系统，由于根据本公开的跨座式轨道列 车设置有上述的动力系统，因此该跨座式轨道列车运行更加稳定，行驶更加安全。
根据本公开的轨道交通系统包括上述的跨座式轨道列车，由于根据本公开的轨道交通系统设置有上述的跨座式轨道列车，因此该轨道交通系统更加稳定，可以有效保护乘客的人身安全。
本公开的附加方面和优点将在下面的描述中部分给出，部分将从下面的描述中变得明显，或通过本公开的实践了解到。
附图说明
本公开的上述和/或附加的方面和优点从结合下面附图对实施例的描述中将变得明显和容易理解，其中：
图1是根据本公开实施例的减速器的示意图；
图2是根据本公开实施例的减速器的主视图；
图3是图2沿A-A方向的剖视图；
图4是根据本公开实施例的减速器的一个剖视图；
图5是根据本公开实施例的减速器的另一个剖视图；
图6是根据本公开实施例的电机安装座的示意图；
图7是根据本公开实施例的动力系统的示意图；
图8是根据本公开实施例的动力系统的剖视图；
图9是根据本公开实施例的减速器与电机配合的示意图；
图10是根据本公开实施例的减速器与电机配合的剖视图。
附图标记：
动力系统1000
减速器100，
箱体110，外壳部111，套筒部112，端盖113，油封114，
减速机构120，一级减速主动轮121，一级减速从动轮122，二级减速主动轮123，二级减速从动轮124，
支撑轴130，轮辋连接件140，第一轴承组160，第二轴承组170，第三轴承组180，
电机安装座190，电机安装座本体191，水道盖板192，水管连接件193，
电机200，制动器300。
具体实施方式
下面详细描述本公开的实施例，所述实施例的示例在附图中示出。下面通过参考附图描述的实施例是示例性的，旨在用于解释本公开，而不能理解为对本公开的限制。
在本公开的描述中，需要理解的是，术语“中心”、“纵向”、“横向”、“长度”、“宽度”、“厚度”、“上”、“下”、“前”、“后”、“左”、“右”、“竖直”、“水平”、“顶”、“底”“内”、“外”、“顺时针”、“逆时针”、“轴向”、“径向”、“周向”等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本公开和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本公开的限制。
此外，术语“第一”、“第二”仅用于描述目的，而不能理解为指示或暗示相对重要性或者隐含指明所指示的技术特征的数量。由此，限定有“第一”、“第二”的特征可以明示或者隐含地包括至少一个该特征。在本公开的描述中，“多个”的含义是至少两个，例如两个，三个等，除非另有明确具体的限定。
在本公开中，除非另有明确的规定和限定，术语“安装”、“相连”、“连接”、“固定”等术语应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或成一体；可以是机械连接，也可以是电连接或彼此可通讯；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通或两个元件的相互作用关系，除非另有明确的限定。对于本领域的普通技术人员而言，可以根据具体情况理解上述术语在本公开中的具体含义。
下面结合图1至图10对本公开实施例的减速器100进行详细描述。
根据本公开实施例的减速器100可以包括箱体110、减速机构120、支撑轴130。
其中，箱体110可以限定出容纳空间，减速机构120和支撑轴130可以设置在箱体110内。
如图3所示，支撑轴130的第一端支撑在箱体110上，支撑轴130的第二端与减速机构120的高速端相连且可以支撑减速机构的高速端。
也就是说，驱动件不需与减速机构120的高速端直接接触，而是首先将动力传递至支撑轴130的所述第二端，支撑轴130的所述第二端连接在减速机构120的高速端和驱动件之间。
具体地，支撑轴130的所述第二端的端面向内凹陷以形成凹槽，且该凹槽可以为花键槽，驱动件的驱动轴可以伸入到花键槽中以与支撑轴的所述第二端啮合。
支撑轴130的所述第二端的外周面上可以设置有轮齿，并可以与减速机构120的高速端啮合，当然减速机构120的高速端也可以直接固定在支撑轴130的所述第二端的外周面上，由此实现支撑轴130的所述第二端与减速机构的高速端相连。
驱动轴高速转动并带动支撑轴130高速转动，由于支撑轴130的所述第二端分别与驱 动轴和减速机构120的高速端配合，因此驱动轴可以间接驱动减速机构的高速端。
支撑轴130的所述第一端支撑在箱体110上，支撑轴130的所述第二端与驱动轴啮合且支撑减速机构120的高速端，进而驱动件不必直接与减速机构120的高速端相连，而是通过支撑轴130与减速机构120相连，支撑轴130可以对减速机构120和驱动件进行支撑，驱动件与减速机构120之间的连接更加稳定，动力传输更加平稳。
此外，这种分体式传动还可以分散由减速机构120传递至驱动件(例如，驱动轴)上的力，避免驱动件上承受过大的力发生晃动甚至发生损坏，从而有效保护了驱动件。
减速器100还包括轮辋连接件140，轮辋连接件140与减速机构120的低速端相连，轮辋连接件140的至少部分设置在箱体110内。换言之，轮辋连接件140上的一部分设置在箱体110内，轮辋连接件140的另一部分设置在箱体110外。轮辋连接件140为动力输出端，轮辋连接件140可以带动车轮转动。
在本公开的一些实施例中，如图1、图3-5所示，减速机构120包括一级减速组件和二级减速组件，一级减速组件与支撑轴130的所述第二端相连，二级减速组件与轮辋连接件140相连。
驱动件的动力首先传递至支撑轴130，然后依次传递给一级减速组件和二级减速组件，最后由轮辋连接件140输出动力。经过一级减速组件和二级减速组件的减速后，轮辋连接件140输出的转速可以满足要求。
可以理解的是，靠近一级减速组件的一端为高速端，靠近二级减速组件的一端为低速端，一级减速组件和二级减速组件相连接。
具体地，一级减速组件包括一级减速主动轮121和一级减速从动轮122，一级减速主动轮121与支撑轴130的所述第二端相连，一级减速从动轮122与一级减速主动轮121啮合。
一级减速主动轮121可以固定在支撑轴130的所述第二端，一级减速主动轮121与支撑轴130同轴转动。可选地，一级减速主动轮121与支撑轴130的所述第二端一体成型，即可以在支撑轴130的所述第二端上形成一级减速主动轮121。
在本公开的一些实施例中，一级减速主动轮121形成在支撑轴130的所述第二端的外周面上。
二级减速组件包括二级减速主动轮123和二级减速从动轮124，二级减速主动轮123与一级减速从动轮122同轴固定，二级减速从动轮124与二级减速主动轮123啮合。且二级减速从动轮124与轮辋连接件140相连，二级减速从动轮124可以与轮辋连接件140同轴固定。
可以理解的是，一级减速主动轮121的直径小于一级减速从动轮122的直径，二级减 速主动轮123的直径小于二级减速从动轮124的直径。优选地，二级减速主动轮123的直径小于一级减速从动轮122的直径，由此，可以使得减速机构120的减速能力进一步加强。
在本公开的一些实施例中，一级减速从动轮122为多个(在本公开的具体示例中，一级减速从动轮122为三个)，且多个一级减速从动轮122支撑在箱体110上。由于一级减速从动轮122支撑在箱体110上，因此一级减速从动轮122只可以自转，而不能在箱体的周向上进行公转。
二级减速从动轮124与轮辋连接件140同轴固定，由此二级减速从动轮124可以带动轮辋连接件140同轴转动。二级减速从动轮124为齿圈，二级减速主动轮123位于二级减速从动轮124的内侧且与二级减速从动轮124啮合。
可以理解的是，由于一级减速从动轮122为多个，因此二级减速主动轮123也为多个，且每个二级减速主动轮123与对应的一级减速从动轮122一一对应，一级减速从动轮122也设置在二级减速从动轮124的内侧。
在本公开的一些实施例中，如图1-3所示，箱体110包括外壳部111和套筒部112，套筒部112设置在外壳部111的内部，支撑轴130可以设置在套筒部112内且可相对套筒部112转动。
如图3所示，一级减速从动轮122通过第一轴承组160支撑在外壳部111与套筒部112之间。具体地，一级减速从动轮122设置有轴颈，第一轴承组160的内圈与轴颈固定，第一轴承组160的外圈与外壳部111和套筒部112固定，由此一级减速从动轮122可以相对箱体110自转。可以理解的是，第一轴承组160中的轴承的数量不做具体限定，第一轴承组160中的轴承可以为两个或多个。
由于一级减速从动轮122为多个，因此支撑轴130与多个均布的一级减速从动轮122配合，可以保证支撑轴130受力稳定，力矩分配平均，减少对第一轴承组160的负荷，提高了第一轴承组160的使用寿命。
轮辋连接件140通过第二轴承组170支撑在套筒部112上，由此在二级减速从动轮124将动力传递给轮辋连接件140时，轮辋连接件140可以相对箱体110转动，进而确保车轮的稳定运行。
在本公开的具体示例中，第二轴承组170包括两个圆柱滚子轴承，圆柱滚子轴承的内圈与套筒部112固定，圆柱滚子轴承的外圈与轮辋连接件140固定，且两个圆柱滚子轴承间隔设置。
进一步地，支撑轴130的所述第一端通过第三轴承组180支撑在套筒部112上。例如，支撑轴130的所述第一端可以通过一个深沟球轴承支撑在套筒部112上，深沟球轴承的外圈固定在套筒部112上，深沟球轴承的内圈固定在支撑轴130的所述第一端。
一级减速主动轮121设置在支撑轴130上，且支撑轴130可相对箱体110自转。一级减速从动轮122支撑在箱体110上，且二级减速主动轮轮123与一级减速从动轮122同轴固定。二级减速从动轮124与轮辋连接件140连接，轮辋连接件140支撑在套筒部112上。因此在该减速机构120中，一级减速主动轮121、一级减速从动轮122、二级减速主动轮123和二级减速从动轮124均为自转，不涉及公转，因此减速机构120运行更加稳定可靠。
在本发明的一些实施例中，支撑轴130的所述第二端内设置有花键槽，驱动轴可以伸入到花键槽内并与其上的花键啮合，进而驱动轴可以将动力传递至支撑轴130。
如图1和图6所示，减速器100还包括电机安装座190，电机安装座190可以安装在箱体110上，电机安装座190用于与电机和转向架相连。电机安装座190上还设置有冷却水道，电机安装座190上设置有与冷却水道连通的进水口和出水口。
电机安装座190包括电机安装座本体191和水道盖板192，电机安装座本体191与水道盖板192限定出冷却水道。水道盖板192上设置有水管连接件193，水管连接件193上设置有进水口和出水口，进水口和出水口分别与进水管和出水管相连。
当然，可以理解的是，电机安装座190不限于安装电机，也可以安装其他类型的驱动件。
本公开实施例的减速器100采用油冷+水冷的冷却方式，冷却水道中的冷却水可以对箱体110内的润滑油进行冷却，避免润滑油的温度过高影响其润滑效果，润滑油可以对轴承、齿轮等零部件进行润滑和冷却，提高轴承、齿轮等零部件的使用寿命。
如图2-3所示，箱体110还包括端盖113和油封114，端盖113设置在轮辋连接件140的端面上，油封114设置在外壳部111上且用于密封外壳部111与轮辋连接件140之间的间隙。
端盖113、轮辋连接件140、油封114和箱体110可以构成一个相对密闭的腔室，减速机构120设置在该腔室中，该腔室中具有润滑油以对减速机构120以及轴承等进行润滑和冷却。端盖113和油封114可以确保该腔室相对密闭，避免润滑油从该腔室中泄露。
下面描述本公开实施例的动力系统。
如图1-10所示，根据本公开实施例的动力系统包括上述实施例的减速器100、驱动件(例如电机200)和制动器300。电机200设置在箱体110上且电机200与减速器100的支撑轴130相连，电机200具有驱动轴(电机轴),所述电机轴与所述支撑轴的第二端相连。制动器300安装在电机200上且与电机200传动连接，制动器300可以对电机200起到制动作用。
也就是说，电机轴不需与减速机构120的高速端直接接触，而是首先将动力传递至支撑轴130的所述第二端，支撑轴130的所述第二端连接在减速机构120的高速端和电机轴 之间。
具体地，支撑轴130的所述第二端的端面向内凹陷以形成凹槽，且该凹槽可以为花键槽，电机轴可以伸入到花键槽中以与支撑轴的所述第二端啮合。
电机轴高速转动并带动支撑轴130高速转动，由于支撑轴130的所述第二端分别与电机轴和减速机构120的高速端配合，因此电机轴可以间接驱动减速机构的高速端。
支撑轴130的所述第一端支撑在箱体110上，支撑轴130的所述第二端与电机轴啮合且支撑减速机构120的高速端，进而电机轴不必直接与减速机构120的高速端相连，而是通过支撑轴130与减速机构120相连。支撑轴130可以对减速机构120和电机轴进行支撑，电机轴与减速机构120之间的连接更加稳定，动力传输更加平稳。
这种分体式传动还可以分散由减速机构120传递至电机轴上的力，避免电机轴上承受过大的力发生晃动甚至发生损坏，从而有效保护了电机200和电机轴。
电机的动力首先传递至支撑轴130，然后依次传递给一级减速组件和二级减速组件，最后由轮辋连接件140输出动力。经过一级减速组件和二级减速组件的减速后，轮辋连接件140输出的转速可以满足要求。
由于根据本公开实施例的动力系统设置有上述的减速器100，因此该动力系统运行更加稳定，传动更加平稳，使用寿命更长。
下面简单描述本公开实施例的跨座式轨道列车。
根据本公开实施例的跨座式轨道列车包括上述实施例的动力系统，由于根据本公开实施例的跨座式轨道列车设置有上述的动力系统，因此该跨座式轨道列车运行更加稳定，行驶更加安全。
下面简单描述本公开实施例的轨道交通系统。
根据本公开实施例的轨道交通系统包括上述实施例的跨座式轨道列车，由于根据本公开实施例的轨道交通系统设置有上述的跨座式轨道列车，因此该轨道交通系统更加稳定，可以有效保护乘客的人身安全。
在本说明书的描述中，参考术语“一个实施例”、“一些实施例”、“示例”、“具体示例”、或“一些示例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或者特点包含于本公开的至少一个实施例或示例中。在本说明书中，对上述术语的示意性表述不必须针对的是相同的实施例或示例。而且，描述的具体特征、结构、材料或者特点可以在任一个或多个实施例或示例中以合适的方式结合。此外，在不相互矛盾的情况下，本领域的技术人员可以将本说明书中描述的不同实施例或示例以及不同实施例或示例的特征进行结合和组合。
尽管上面已经示出和描述了本公开的实施例，可以理解的是，上述实施例是示例性的， 不能理解为对本公开的限制，本领域的普通技术人员在本公开的范围内可以对上述实施例进行变化、修改、替换和变型。

Claims (18)

  1. 一种减速器，其特征在于，包括：
    箱体；
    减速机构，所述减速机构设置在所述箱体内；
    支撑轴，所述支撑轴的第一端支撑在所述箱体上，所述支撑轴的第二端与所述减速机构的高速端相连。
  2. 根据权利要求1所述的减速器，其特征在于，还包括：轮辋连接件，所述轮辋连接件的至少部分设置在所述箱体内且与所述减速机构的低速端相连。
  3. 根据权利要求1所述的减速器，其特征在于，还包括：电机安装座，所述电机安装座上设置有冷却水道。
  4. 根据权利要求2所述的减速器，其特征在于，所述减速机构包括：一级减速组件和二级减速组件，所述一级减速组件与所述支撑轴的所述第二端相连，所述二级减速组件与所述轮辋连接件相连。
  5. 根据权利要求4所述的减速器，其特征在于，所述一级减速组件包括：一级减速主动轮和一级减速从动轮，所述一级减速主动轮与所述支撑轴的所述第二端相连，所述一级减速从动轮与所述一级减速主动轮啮合。
  6. 根据权利要求5所述的减速器，其特征在于，所述二级减速组件包括：二级减速主动轮和二级减速从动轮，所述二级减速主动轮与所述一级减速从动轮同轴固定，所述二级减速从动轮与所述二级减速主动轮啮合，且所述二级减速从动轮与所述轮辋连接件相连。
  7. 根据权利要求5所述的减速器，其特征在于，所述一级减速从动轮为多个且多个所述一级减速从动轮支撑在所述箱体上。
  8. 根据权利要求6所述的减速器，其特征在于，所述二级减速从动轮为齿圈，所述二级减速从动轮与所述轮辋连接件同轴固定。
  9. 根据权利要求5所述的减速器，其特征在于，所述箱体包括：外壳部和套筒部，所述套筒部设置在所述外壳部内。
  10. 根据权利要求9所述的减速器，其特征在于，所述一级减速从动轮通过第一轴承组支撑在所述外壳部与所述套筒部之间。
  11. 根据权利要求9所述的减速器，其特征在于，所述轮辋连接件通过第二轴承组支撑在所述套筒部上。
  12. 根据权利要求9所述的减速器，其特征在于，所述支撑轴的所述第一端通过所述第三轴承组支撑在所述套筒部上。
  13. 根据权利要求9所述的减速器，其特征在于，所述箱体还包括：端盖，所述端盖设置在所述轮辋连接件的端面上。
  14. 根据权利要求9所述的减速器，其特征在于，所述箱体还包括：油封，所述油封设置在所述外壳部上且用于密封所述外壳部与所述轮辋连接件之间的间隙。
  15. 一种动力系统，其特征在于，包括：
    权利要求1-14中任一项所述的减速器；
    电机,所述电机设置在所述箱体上且所述电机具有电机轴,所述电机轴与所述支撑轴的所述第二端相连；
    制动器，所述电机与所述减速器相连，所述制动器安装在所述电机上且与所述电机传动连接。
  16. 根据权利要求15所述的动力系统，其特征在于，所述支撑轴的所述第二端的端面向内凹陷以形成花键槽，所述电机轴伸入所述花键槽内以与所述支撑轴的所述第二端啮合，所述支撑轴的所述第二端的外周面与所述减速机构的高速端啮合或所述支撑轴的所述第二端的外周面与所述减速机构的高速端固定。
  17. 一种跨座式轨道列车，其特征在于，包括权利要求15或16所述的动力系统。
  18. 一种轨道交通系统，其特征在于，包括权利要求17所述的跨座式轨道列车。
PCT/CN2017/075223 2016-09-21 2017-02-28 减速器、动力系统、跨座式轨道列车和轨道交通系统 WO2018054016A1 (zh)

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