WO2019061895A1 - 一种转向架 - Google Patents

一种转向架 Download PDF

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Publication number
WO2019061895A1
WO2019061895A1 PCT/CN2017/118289 CN2017118289W WO2019061895A1 WO 2019061895 A1 WO2019061895 A1 WO 2019061895A1 CN 2017118289 W CN2017118289 W CN 2017118289W WO 2019061895 A1 WO2019061895 A1 WO 2019061895A1
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WO
WIPO (PCT)
Prior art keywords
groove
traction motor
hollow shaft
gear box
beam body
Prior art date
Application number
PCT/CN2017/118289
Other languages
English (en)
French (fr)
Inventor
张冲
李冠军
邹文辉
颜志军
祝贺
魏宏图
易兴利
陈清明
陈国胜
张又孔
何烨
高彬
谢加辉
陈宇向
肖泽桦
郭庆升
Original Assignee
中车株洲电力机车有限公司
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Application filed by 中车株洲电力机车有限公司 filed Critical 中车株洲电力机车有限公司
Priority to EP17926767.9A priority Critical patent/EP3689701B1/en
Priority to PL17926767.9T priority patent/PL3689701T3/pl
Priority to RS20230378A priority patent/RS64202B1/sr
Publication of WO2019061895A1 publication Critical patent/WO2019061895A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/26—Mounting or securing axle-boxes in vehicle or bogie underframes
    • B61F5/28—Axle-boxes integral with, or directly secured to, vehicle or bogie underframes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C9/00—Locomotives or motor railcars characterised by the type of transmission system used; Transmission systems specially adapted for locomotives or motor railcars
    • B61C9/38—Transmission systems in or for locomotives or motor railcars with electric motor propulsion
    • B61C9/44—Transmission systems in or for locomotives or motor railcars with electric motor propulsion with hollow transmission shaft concentric with wheel axis
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C9/00—Locomotives or motor railcars characterised by the type of transmission system used; Transmission systems specially adapted for locomotives or motor railcars
    • B61C9/38—Transmission systems in or for locomotives or motor railcars with electric motor propulsion
    • B61C9/48—Transmission systems in or for locomotives or motor railcars with electric motor propulsion with motors supported on vehicle frames and driving axles, e.g. axle or nose suspension
    • B61C9/50—Transmission systems in or for locomotives or motor railcars with electric motor propulsion with motors supported on vehicle frames and driving axles, e.g. axle or nose suspension in bogies
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F17/00—Lubrication specially adapted for axle-boxes of rail vehicles
    • B61F17/30—Lubrication specially adapted for axle-boxes of rail vehicles with grease
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/50—Other details
    • B61F5/52—Bogie frames

Definitions

  • the invention belongs to the field of rail transit, and in particular relates to a bogie.
  • the operating speed of heavy-duty freight electric locomotives is generally below 120km/h, and its drive units (including traction motors, gear boxes, etc.) are generally used for axle suspension installation.
  • one end of the traction motor 3 is rigidly fixed to the axle box 300 by a hexagon bolt, and the axle box 300 is suspended on the axle 5 through two sets of bearing; the other end of the traction motor 3 is elasticized by a set of hangers. Hanging on the middle beam of the frame.
  • the driven gear 21 is assembled with the gear hub 400 by bolts, and the gear hub 400 is over-mounted on the axle 5, and the wheel pair is rotated together during the movement to drive the whole vehicle forward.
  • the axle is subjected to a large weight, which is acceptable for low-speed freight electric locomotives.
  • the running speed reaches 120km/h or more, the lateral force will be greatly increased, if the driving device is still adopted.
  • the axle suspension arrangement With the axle suspension arrangement, the lateral stability of the locomotive during operation cannot be effectively controlled.
  • the current fast passenger electric locomotive adopts the traction structure of the traction motor, as shown in Figure 2.
  • the hollow shaft of the six-link hollow shaft is set on the axle 5, and the six-link of the six-link hollow shaft is fixedly connected with the wheel pair, and the outer surface of the hollow shaft is provided with a suspension beam.
  • one end of the suspension beam 8 is connected to the traction motor 3, and the traction motor 3 is suspended by the boom 9 on the intermediate beam 11 of the frame 1.
  • a gear box 2 is arranged on the same side of the suspension beam and the traction motor.
  • the output shaft of the traction motor 3 is connected to the driving gear in the gear box 2.
  • the side of the gear box body is fixedly connected to the side of the suspension beam 8 by bolts.
  • At the other end of the suspension beam 8 is provided a hanging point, and one end of the gear box away from the traction motor 3 is provided with another hanging point, and the two hanging points are elastically suspended on the frame end beam 12 by the suspension rod. .
  • the gearbox 2 is mounted on the gear hub 400 by bearings and forms an integral unit with the traction motor 3.
  • the gearbox is subjected to partial forces.
  • the gearbox adopts the above-mentioned load-bearing structure, the heavy load will increase the complexity of the gearbox structure, resulting in the gearbox being more susceptible to damage.
  • the present invention aims to provide a bogie that can ensure lateral stability, avoid stress on the gearbox, prevent damage of the gearbox, and has reasonable structural stress, and is suitable for fast heavy-duty freight with a running speed of 120 km/h or more. Electric locomotive.
  • a bogie comprising a frame, a gear box, a traction motor, a wheel set and an axle disposed at the bottom of the frame, a six-link hollow shaft, and a suspension beam, the six-link hollow shaft
  • the hollow shaft is set on the axle
  • the suspension beam comprises a beam body, a through groove laterally disposed on the beam body, a bearing seat laterally overhanging at a slot at one end of the through slot and fixedly connected with the beam body;
  • one end of the beam body with the through groove is fixedly connected with the traction motor, and the closed cavity formed after the connection is sleeved on the outer surface of the hollow shaft; the other end of the traction motor is suspended on the middle beam of the frame; the beam body is not connected One end of the slot is attached to the frame end beam;
  • the driven gear of the gearbox is sleeved with the bearing through the bearing, and the driving gear of the gearbox is connected with the output shaft of the traction motor.
  • the above measures make it possible to carry out high-speed operation of heavy-duty freight electric locomotives.
  • the six-link hollow shaft suspension structure replaces the traditional axle suspension structure to install the driving device, which avoids the excessive weight of the vehicle bearing, thus making the heavy-duty freight electric locomotive
  • the lateral force is reduced at high speeds, ensuring lateral stability during operation.
  • the new suspension beam structure is adopted, and the suspension position is changed, so that the gear box becomes a non-load bearing structure, which greatly reduces the failure probability of the gear box.
  • the six-link of the six-link hollow shaft adjacent to the end of the gearbox is connected to the end face of the driven gear through a driving pin, and the six-link of the other end is connected with the wheel pair through a driving pin.
  • the conventional transmission mode is shown in Fig. 2.
  • One end of the six-link is bolted to the gear hub of the driven gear, and the other end is connected to the wheel pair, and the force is transmitted through the gear hub.
  • the driving pin is directly connected with the six-link by the driving pin, so that the transmission force is more direct, the middle piece is reduced, the force is better, and the failure rate is lower.
  • one end of the beam body without a through groove is provided with a pair of symmetrical lateral stop mounts, and each lateral stop mount is mounted with a lateral stop, the top of the lateral stop and the frame end The beam is fixedly connected.
  • the gearbox is grease lubricated to avoid oil leakage problems of the drive unit and to simplify the gearbox seal structure.
  • the bearing seat is integrally formed with the beam body.
  • the elastic suspension of the driving device is adopted to solve the problem of lateral instability of the heavy-duty freight electric locomotive during high-speed operation.
  • the gearbox adopts a non-loading structure to solve the problem that the gearbox structure is complicated and the gearbox is loaded.
  • the grease box of the gear box can solve the problem of oil leakage in the gear box and ensure the safe operation of the locomotive.
  • FIG. 1 is a schematic view of a shaft suspension installation of a prior art heavy-duty freight electric locomotive drive device.
  • FIG. 2 is a schematic view showing the suspension installation of the elastic frame of the prior art passenger locomotive driving device.
  • Figure 3 is a bottom plan view showing the structure of the bogie of the present invention.
  • Figure 4 is a view taken along line A in Figure 3 .
  • Figure 5 is a partial plan view of the present invention with the frame removed.
  • Figure 6 is a structural view of the suspension beam.
  • a bogie includes a frame 1, a gear box 2, a traction motor 3, a wheel set 4 and an axle 5 disposed at the bottom of the frame 1, a six-link hollow shaft, and a suspension beam 8.
  • the hollow shaft 6 of the six-link hollow shaft is fitted over the axle 5 .
  • the suspension beam 8 includes a beam body 81, a through groove 82 disposed laterally on the beam body 81, and a bearing seat 83 laterally overhanging at a slot at one end of the through groove 82 and fixedly coupled to the beam body 81.
  • the bearing housing 83 is integrally formed with the beam body 81.
  • one end of the beam body 81 with the through groove 82 is fixedly connected with the traction motor 3, and the closed cavity formed after the connection is sleeved on the outer surface of the hollow shaft 6; the other end of the traction motor 3 is suspended from the frame by the motor suspension seat.
  • One end of the beam body 81 without the through groove is hooked to the frame end beam 12 by two booms 9.
  • a rubber joint is provided in the boom 9.
  • the suspension suspension method can ensure the reasonable release of the lateral force of the driver drive to improve the lateral stability during the running of the locomotive.
  • the driven gear 21 of the gear case 2 is sleeved with the bearing housing 83 via a bearing 22, and the driving gear of the gear box 2 is coupled to the output shaft of the traction motor 3.
  • the six-bar linkage 7 on the six-link hollow shaft near the end of the gearbox 2 is connected to the end face of the driven gear 21 through the drive pin 10, and the six-link 7 and the wheelset 4 on the other end are driven. Pin 10 is connected.
  • the output shaft of the traction motor 3 drives the driving gear to rotate, the driving gear drives the driven gear 21, and then drives the six-link 7 on the side of the gear box 2 through the driving pin 10 to drive the movement of the entire six-link hollow shaft, and the wheel
  • the fixed six-bar linkage 7 drives the wheel pair to move.
  • One end of the beam body 81 without the through groove 82 is provided with a pair of symmetrical lateral stop mounts 100, and each lateral stop mount 100 is mounted with a lateral stop 200, the top of the lateral stop 200 It is fixedly connected to the frame end beam 12.
  • the gearbox 2 is greased.

Abstract

一种转向架，包括构架(1)、齿轮箱(2)、牵引电机(3)、轮对(4)及车轴(5)、六连杆空心轴(6, 7)、悬挂横梁(8)，悬挂横梁(8)包括梁体(81)、在梁体(81)上横向设置的通槽(82)、在通槽(82)一端的槽口处横向悬挑设置且与梁体(81)固定连接的轴承座(83)；沿纵向方向，梁体(81)带有通槽(82)的一端与牵引电机(3)固定连接，连接后形成的封闭空腔套接于空心轴(6)外表面；牵引电机(3)另一端悬挂于构架(1)的中间横梁(11)上；梁体(81)不带通槽(82)的一端与构架端梁(12)挂接；齿轮箱(2)的从动齿轮(21)通过轴承(22)与轴承座(83)套接。该转向架采用驱动装置弹性架悬方式，以解决重载货运电力机车在高速运行过程中的横向失稳问题；齿轮箱(2)采用非承载式结构，以解决齿轮箱(2)结构复杂和受载较大的问题。

Description

一种转向架 技术领域
本发明属于轨道交通领域，具体涉及一种转向架。
背景技术
目前，重载货运电力机车运行速度一般为120km/h以下，其驱动装置(包括牵引电机、齿轮箱等)普遍采用轴悬式安装。如图1所示，将牵引电机3一端通过六角螺栓与抱轴箱300刚性固定在一起，抱轴箱300通过两套抱轴承悬挂在车轴5上；牵引电机3另一端通过一套吊杆弹性悬挂在构架中间横梁上。从动齿轮21通过螺栓与齿轮毂400组装在一起，齿轮毂400过盈安装在车轴5上，运动时带动轮对一起转动，从而带动整车前行。这种方式导致车轴所承受的重量大，对于低速载货运电力机车尚可，而对于快速重载货运电力机车，运行速度达到120km/h以上时，其横向力将大大增加，若驱动装置仍采用轴悬式布置，机车运行时其横向稳定性将无法得到有效控制。
目前的快速客运电力机车采用了牵引电机弹性架悬式结构，如图2所示。六连杆空心轴的空心轴套装在车轴5上，六连杆空心轴的六连杆与轮对固定连接，空心轴外表面套装有悬挂横梁。在纵向方向上，悬挂横梁8一端连接牵引电机3，牵引电机3通过吊杆9悬挂于构架1的中间横梁11上。悬挂横梁和牵引电机的同侧设有齿轮箱2，牵引电机3的输出轴与齿轮箱2内的主动齿轮连接，齿轮箱体一侧与悬挂横梁8的侧面通过螺栓固定连接。在悬挂横梁8的另一端设有一个吊挂点，在齿轮箱体上远离牵引电机3的一端设有另一个吊挂点，这两个吊挂点通过吊杆弹性悬挂在构架端梁12上。
齿轮箱2通过轴承安装在齿轮毂400上，与牵引电机3形成一个整体单元。
由上述结构描述可以看出，齿轮箱承受了部分力。对于快速重载电力机车，若齿轮箱采用上述承载式结构，重载将增加齿轮箱结构受力的复杂性，导致齿轮箱更容易损坏。
另外，由于机车运行速度提高，齿轮箱内部气压分布变化更加不确定，采用油润滑方式，齿轮箱漏油风险将大大增加。
对本案中所提到的方向词汇进行定义，在轨道车辆领域中，技术人员通常认 定的方向有三种：
垂向：竖直垂直于轨面的方向。
纵向：沿着轨道的方向。
横向：水平垂直于轨道的方向。
发明内容
针对上述问题，本发明旨在提供一种可保证横向稳定性，避免齿轮箱受力，防止齿轮箱破坏，结构受力合理的转向架，适用于运行速度达到120km/h以上的快速重载货运电力机车。
本发明解决问题的技术方案是：一种转向架，包括构架、齿轮箱、牵引电机、设置于构架底部的轮对及车轴、六连杆空心轴、以及悬挂横梁，所述六连杆空心轴的空心轴套装在车轴上，所述悬挂横梁包括梁体、在梁体上横向设置的通槽、在通槽一端的槽口处横向悬挑设置且与梁体固定连接的轴承座；
沿纵向方向，梁体带有通槽的一端与牵引电机固定连接，连接后形成的封闭空腔套接于空心轴外表面；牵引电机另一端悬挂于构架的中间横梁上；梁体不带通槽的一端与构架端梁挂接；
齿轮箱的从动齿轮通过轴承与轴承座套接，齿轮箱的主动齿轮与牵引电机输出轴连接。
上述措施使得重载货运电力机车高速运行成为可能，采用六连杆空心轴架悬式结构代替传统的轴悬式结构安装驱动装置，避免了车轴承受过大的重量，从而使得重载货运电力机车在高速运行时横向力减小，保证了运行时的横向稳定性。同时采用新的悬挂横梁结构，悬挂位置改变，使得齿轮箱成为非承载的结构，大大降低齿轮箱失效概率。
进一步的，在横向方向上，所述六连杆空心轴上靠近齿轮箱那一端的六连杆与从动齿轮的端面通过传动销连接，另一端的六连杆与轮对通过传动销连接。
传统的传动方式如图2所示，六连杆一端与从动齿轮的齿轮毂螺栓连接，另一端与轮对连接，通过齿轮毂传递力。而本方案中采用传动销直接将从动齿轮与六连杆连接，使得传递力更直接，减少了中间件，受力更好，故障率更低。
进一步的，所述梁体不带通槽的一端设有对称的一对横向止挡安装座，每个横向止挡安装座上安装有一个横向止挡，所述横向止挡的顶部与构架端梁固定连 接。
由于悬挂横梁的结构改变，从结构布局及受力角度出发，相应的转向架上的结构件布局也要作出相应的调整。
优选的，所述齿轮箱采用脂润滑，避免驱动装置的漏油问题，并且可以简化齿轮箱密封结构。
优选的，所述轴承座与梁体一体成型。
本发明的显著效果是：
1.采用驱动装置弹性架悬方式，以解决重载货运电力机车在高速运行过程中的横向失稳的问题。
2.齿轮箱采用非承载式结构，以解决齿轮箱结构复杂和齿轮箱受载较大的问题。
3.齿轮箱采用脂润滑可以解决齿轮箱漏油的问题，确保机车安全运行。
附图说明
下面结合附图对本发明作进一步说明。
图1为现有技术重载货运电力机车驱动装置轴悬式安装示意图。
图2为现有技术客运机车驱动装置弹性架悬式安装示意图。
图3为本发明转向架局部结构仰视图。
图4为图3中的A向视图。
图5为本发明去掉构架后的局部俯视图。
图6为悬挂横梁结构图。
图中：1-构架，2-齿轮箱，3-牵引电机,4-轮对，5-车轴，6-空心轴,7-六连杆,8-悬挂横梁,9-吊杆,10-传动销，11-中间横梁,12-构架端梁,21-从动齿轮,22-轴承，81-梁体,82-通槽，83-轴承座,100-横向止挡安装座，200-横向止挡，300-抱轴箱，400-齿轮毂。
具体实施方式
如图3～6所示，一种转向架，包括构架1、齿轮箱2、牵引电机3、设置于构架1底部的轮对4及车轴5、六连杆空心轴、悬挂横梁8。所述六连杆空心轴的空心轴6套装在车轴5上。
所述悬挂横梁8包括梁体81、在梁体81上横向设置的通槽82、在通槽82 一端的槽口处横向悬挑设置且与梁体81固定连接的轴承座83。所述轴承座83与梁体81一体成型。
沿纵向方向，梁体81带有通槽82的一端与牵引电机3固定连接，连接后形成的封闭空腔套接于空心轴6外表面；牵引电机3另一端通过电机悬挂座悬挂于构架1的中间横梁11上。梁体81不带通槽的一端通过两根吊杆9与构架端梁12挂接。吊杆9中设有橡胶关节。
采用吊杆悬挂的方式可以确保证驱动装置横向力的得以合理释放，以提高机车运行过程中的横向稳定性。
齿轮箱2的从动齿轮21通过轴承22与轴承座83套接，齿轮箱2的主动齿轮与牵引电机3输出轴连接。
在横向方向上，所述六连杆空心轴上靠近齿轮箱2那一端的六连杆7与从动齿轮21的端面通过传动销10连接，另一端的六连杆7与轮对4通过传动销10连接。牵引电机3的输出轴带动主动齿轮转动，主动齿轮带动从动齿轮21，进而通过传动销10带动靠齿轮箱2一侧的六连杆7转动，从而驱动整个六连杆空心轴运动，与轮对固定的的六连杆7驱动轮对运动。
所述梁体81不带通槽82的一端设有对称的一对横向止挡安装座100，每个横向止挡安装座100上安装有一个横向止挡200，所述横向止挡200的顶部与构架端梁12固定连接。
所述齿轮箱2采用脂润滑。

Claims (5)

  1. 一种转向架，包括构架(1)、齿轮箱(2)、牵引电机(3)、设置于构架(1)底部的轮对(4)及车轴(5)、六连杆空心轴、以及悬挂横梁(8)，所述六连杆空心轴的空心轴(6)套装在车轴(5)上，其特征在于：所述悬挂横梁(8)包括梁体(81)、在梁体(81)上横向设置的通槽(82)、在通槽(82)一端的槽口处横向悬挑设置且与梁体(81)固定连接的轴承座(83)；
    沿纵向方向，梁体(81)带有通槽(82)的一端与牵引电机(3)固定连接，连接后形成的封闭空腔套接于空心轴(6)外表面；牵引电机(3)另一端悬挂于构架(1)的中间横梁(11)上；梁体(81)不带通槽的一端与构架端梁(12)挂接；
    齿轮箱(2)的从动齿轮(21)通过轴承(22)与轴承座(83)套接，齿轮箱(2)的主动齿轮与牵引电机(3)输出轴连接。
  2. 根据权利要求1所述的转向架，其特征在于：在横向方向上，所述六连杆空心轴上靠近齿轮箱(2)那一端的六连杆(7)与从动齿轮(21)的端面通过传动销(10)连接，另一端的六连杆(7)与轮对(4)通过传动销(10)连接。
  3. 根据权利要求1或2所述的转向架，其特征在于：所述梁体(81)不带通槽(82)的一端设有对称的一对横向止挡安装座(100)，每个横向止挡安装座(100)上安装有一个横向止挡(200)，所述横向止挡(200)的顶部与构架端梁(12)固定连接。
  4. 根据权利要求1所述的转向架，其特征在于：所述齿轮箱(2)采用脂润滑。
  5. 根据权利要求1所述的转向架，其特征在于：所述轴承座(83)与梁体(81)一体成型。
PCT/CN2017/118289 2017-09-26 2017-12-25 一种转向架 WO2019061895A1 (zh)

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