Electric heavy-load rail car

Abstract

The invention relates to an electric heavy-load rail car which comprises a car frame. The two bogies are arranged at the bottom of the frame at intervals in the advancing direction of the electric heavy-load rail car, and each bogie is provided with a first wheel pair and a second wheel pair; the two traction motors are arranged on the frame in parallel; the battery pack is arranged on the frame and electrically connected with the two traction motors respectively; the transmission structures are arranged on the frame, penetrate through the frame and extend to the position between the two bogies, the input ends of the transmission structures are connected with the two traction motors, and the output ends of the two transmission structures are in transmission connection with the two bogies. Two traction motors are adopted to increase the traction force of the electric heavy-load rail car, so that the electric heavy-load rail car is strong in power, the bogie runs stably and reliably, each bogie supports the electric heavy-load rail car on a rail through a first wheel pair and a second wheel pair, the enough bearing capacity is achieved, the pollution problem can be effectively avoided, and the electric heavy-load rail car is suitable for large-scale popularization and application. And the device has the characteristics of low noise and high running speed.

Description

Technical Field

[0001] The present application relates to the technical field of rail vehicles, and in particular to an electric heavy-duty rail vehicle. Background Art

[0002] Since its development, rail vehicles have been widely used in tunnels, mines, docks, water conservancy projects and other work areas, mainly for the transportation of materials. With the development of green environmental protection concepts and the implementation of relevant policies such as energy conservation and emission reduction, equipment renewal, the market demand for electric rail vehicles is also increasing.

[0003] However, traditional diesel heavy-duty rail vehicles have high energy consumption and high pollution, and cannot meet the requirements of low-carbon and environmental protection. In addition, diesel heavy-duty rail vehicles have low energy conversion efficiency and low operating speed, which does not exceed 15km / h during operation, affecting the transportation efficiency of the rail vehicles. At present, two-axle pure electric heavy-duty rail vehicles have the disadvantages of insufficient overall traction capacity and low working efficiency, which affect the performance of the rail vehicles. Summary of the invention

[0004] Based on this, it is necessary to provide an electric heavy-duty rail car that can increase traction, drive stably, meet heavy-load requirements, have low pollution, low noise, and high driving speed, in response to the current problems of high pollution and high energy consumption of diesel rail cars and insufficient traction of electric heavy-duty rail cars.

[0005] An electric heavy-load rail vehicle, comprising:

[0006] Frame;

[0007] Two bogies are arranged at intervals at the bottom of the frame along the traveling direction of the electric heavy-load rail vehicle, and each bogie has a first wheel pair and a second wheel pair;

[0008] Two traction motors are arranged in parallel on the frame;

[0009] A battery pack, disposed on the vehicle frame and electrically connected to the two traction motors respectively; and

[0010] The transmission structure is arranged on the frame, passes through the frame and extends between the two bogies. The input end of the transmission structure is connected to the two traction motors, and the output ends of the two transmission structures are transmission-connected to the two bogies.

[0011] In one embodiment of the present application, the transmission structure includes a transmission box and two universal joints, the output ends of the transmission box are respectively connected to the two traction motors, the two universal joints are arranged on both sides of the transmission box along the length direction of the frame, and are transmission-connected to the output ends of the transmission box, and the two universal joints are also transmission-connected to the corresponding bogies.

[0012] In one embodiment of the present application, the transmission box includes a first input shaft, a second input shaft and an output shaft, the first input shaft and the second input shaft are arranged in parallel and are respectively connected to the two traction motors, the output shaft is located below the first input shaft and the second input shaft, and is located between the first input shaft and the second input shaft; both ends of the output shaft are respectively connected to the two universal transmission shafts;

[0013] The first input shaft has a first input gear, the second input shaft has a second input gear, the output shaft has an output gear, and the first input gear is meshed with the second input gear to connect the output gear.

[0014] In one embodiment of the present application, the transmission box further includes a first transmission shaft, a second transmission shaft and a transfer gear, wherein the first transmission shaft is located below the first input shaft, the second transmission shaft is located below the second input shaft, and the transfer gear is located below the first transmission shaft and the second transmission shaft and above the output gear;

[0015] The first transmission shaft has a coaxial first transmission gear and a second transmission gear, the second transmission shaft has a coaxial third transmission gear and a fourth transmission gear, the first transmission gear meshes with the first input gear, the third transmission gear meshes with the second input gear, the second transmission gear and the fourth transmission gear simultaneously mesh with the transfer gear, and the transfer gear also meshes with the output gear.

[0016] In one embodiment of the present application, the traction motor is a permanent magnet synchronous motor;

[0017] And / or, the two bogies are centrally symmetrically arranged relative to the vehicle frame;

[0018] And / or, the battery pack is a lithium battery pack.

[0019] In one embodiment of the present application, the transmission structure and the two traction motors are located in the middle area of ​​the frame;

[0020] And / or, the electric heavy-load rail vehicle further includes two backup generator sets, and the two backup generator sets are arranged at the rear of the frame.

[0021] In one embodiment of the present application, the electric heavy-duty rail vehicle further comprises an electrical control system, the electrical control system is arranged on the vehicle frame, the electrical control system is electrically connected to the two traction motors, and the electrical control system is located on the side of the battery pack;

[0022] And / or, the electric heavy-load rail vehicle also includes a brake air cylinder and an air compressor, the brake air cylinder and the air compressor are arranged on the frame, the output end of the air compressor is connected to the brake air cylinder, the battery pack is located in the middle area of ​​the frame, and the brake air cylinder and the air compressor are located behind the battery pack.

[0023] In one embodiment of the present application, the bogie includes a frame, a transmission adapter shaft and a brake, the first wheelset and the second wheelset are symmetrically arranged on the frame along the travel direction, the output end of the universal joint shaft is transmission-connected to the first wheelset, the transmission adapter shaft is transmission-connected to the universal joint shaft and the second wheelset, and the brake is arranged on the frame and corresponds to at least one of the first wheelset and the second wheelset.

[0024] In one embodiment of the present application, the bogie further includes a first reduction box and a second reduction box, the first reduction box is arranged between the universal transmission shaft and the first wheelset, and the second reduction box is arranged between the transmission adapter shaft and the second wheelset;

[0025] The first reduction box and the second reduction box are gear reduction boxes.

[0026] In one embodiment of the present application, the bogie further comprises a rubber pile, a vibration-damping elastic member and a pull-arm vibration-damping member, wherein the rubber pile is arranged between the vehicle frame and the structure, and the vibration-damping elastic member and the pull-arm vibration-damping member are respectively connected to the structure and the first wheelset and the second wheelset;

[0027] And / or, the bogie further includes a traction assembly, the traction assembly includes a traction pin and a traction sleeve, the traction pin is arranged on the traction sleeve, and the traction pin is connected to the frame and the vehicle frame through the traction sleeve.

[0028] After adopting the above technical solution, this application has at least the following technical effects:

[0029] The electric heavy-duty rail vehicle of the present application has two bogies arranged at the bottom of the frame along the travel direction of the electric heavy-duty rail vehicle, each bogie supports the frame through a first wheel pair and a second wheel pair, a battery pack, two traction motors and a transmission structure are arranged in the frame, the battery packs are electrically connected to the two traction motors respectively, the two traction motors are connected to the output end of the transmission structure, and the output end of the transmission structure is respectively connected to the two bogies, after the battery pack provides electric energy, the two traction motors output power at the same time to drive the transmission structure to output rotational motion, and then the transmission structure can transmit the rotational motion to the two bogies, so that the two bogies can move along the track, thereby realizing the drive control of the electric heavy-duty rail vehicle.

[0030] The electric heavy-duty rail vehicle uses two traction motors connected to the input end of the transmission structure at the same time to increase the traction force of the electric heavy-duty rail vehicle, making the electric heavy-duty rail vehicle powerful and more stable to drive. At the same time, the transmission structure ensures that the power is stably transmitted to the bogie, making the bogie run stably and reliably, ensuring the overall performance of the electric heavy-duty rail vehicle and extending its service life. At the same time, each bogie supports the electric heavy-duty rail vehicle on the track through the first wheel pair and the second wheel pair to ensure that the electric heavy-duty rail vehicle has sufficient load-bearing capacity to meet heavy-duty requirements. Moreover, the electric heavy-duty rail vehicle uses a battery pack to drive the traction motor, which can effectively avoid pollution problems and has the characteristics of low noise and high travel speed. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] FIG. 1 is a front view of an electric heavy-duty rail vehicle according to an embodiment of the present application.

[0032] FIG. 2 is a top view of the electric heavy-duty rail vehicle shown in FIG. 1 .

[0033] FIG. 3 is a schematic diagram of the transmission structure connecting two bogies in the electric heavy-load rail vehicle shown in FIG. 1 .

[0034] FIG. 4 is a front view of the transmission box in the electric heavy-duty rail vehicle shown in FIG. 2 .

[0035] FIG. 5 is a side view of the transmission box shown in FIG. 4 .

[0036] FIG. 6 is a front view of the bogie in the electric heavy-duty rail vehicle shown in FIG. 1 .

[0037] FIG. 7 is a side view of the bogie shown in FIG. 6 .

[0038] FIG. 8 is a top view of the bogie shown in FIG. 6 .

[0039] Among them: 10, electric heavy-duty rail vehicle; 100, frame; 110, cab; 200, bogie; 210, first wheel pair; 220, second wheel pair; 230, frame; 240, transmission adapter shaft; 250, brake; 260, first reduction box; 270, second reduction box; 281, rubber pile; 282, vibration-damping elastic member; 283, arm vibration-damping member; 300, traction motor; 400, battery pack; 500, transmission structure; 510, transmission box; 511, first input shaft; 5111, first input Input gear; 512, second input shaft; 5121, second input gear; 513, output shaft; 5131, output gear; 514, first transmission shaft; 5141, first transmission gear; 5142, second transmission gear; 515, second transmission shaft; 5151, third transmission gear; 5152, fourth transmission gear; 516, transfer gear; 520, universal joint shaft; 600, standby generator set; 700, electrical control system; 800, air brake structure; 810, brake air cylinder; 820, air compressor. DETAILED DESCRIPTION

[0040] In order to make the above-mentioned purposes, features and advantages of the present application more obvious and easy to understand, the specific implementation methods of the present application are described in detail below in conjunction with the accompanying drawings. In the following description, many specific details are set forth to facilitate a full understanding of the present application. However, the present application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar improvements without violating the connotation of the present application, so the present application is not limited by the specific embodiments disclosed below.

[0041] In the description of the present application, it should be understood that if the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. appear, the orientation or position relationship indicated by these terms is based on the orientation or position relationship shown in the accompanying drawings, which is only for the convenience of describing the present application and simplifying the description, and does not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present application.

[0042] In addition, if the terms "first" or "second" appear, these terms are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include at least one of the features. In the description of this application, if the term "plurality" appears, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0043] In this application, unless otherwise clearly specified and limited, if the terms "installed", "connected", "connected", "fixed" and the like appear, these terms should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integrated connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements, unless otherwise clearly defined. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to the specific circumstances.

[0044] In the present application, unless otherwise clearly specified and limited, if there is a description that a first feature is "on" or "below" a second feature, etc., or the like, it may mean that the first and second features are in direct contact, or that the first and second features are in indirect contact through an intermediate medium. Moreover, the first feature being "above", "above" and "above" the second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is higher in level than the second feature. The first feature being "below", "below" and "below" the second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is lower in level than the second feature.

[0045] It should be noted that if an element is referred to as being "fixed to" or "disposed on" another element, it may be directly on the other element or there may be a central element. If an element is considered to be "connected to" another element, it may be directly connected to the other element or there may be a central element at the same time. If any, the terms "vertical", "horizontal", "upper", "lower", "left", "right" and similar expressions used in this application are for illustrative purposes only and do not represent the only implementation method.

[0046] Understandably, rail vehicles are currently widely used in tunnels, mines, docks, water conservancy projects and other work areas, mainly for the transportation of materials. However, traditional internal combustion heavy-duty rail vehicles have high energy consumption and high pollution, and cannot meet the requirements of low-carbon environmental protection. In addition, the energy conversion efficiency of internal combustion heavy-duty rail vehicles is low, and the operating speed is low, which does not exceed 15km / h during operation, affecting the transportation efficiency of rail vehicles. In addition, the current two-axle pure electric heavy-duty rail vehicles have the disadvantages of insufficient overall traction capacity and low working efficiency, which affect the performance of rail vehicles.

[0047] To this end, referring to Figures 1 and 2, the present application provides a novel electric heavy-duty rail vehicle 10. Figure 1 is a front view of an electric heavy-duty rail vehicle 10 of an embodiment of the present application, and Figure 2 is a top view of the electric heavy-duty rail vehicle 10 shown in Figure 1. The electric heavy-duty rail vehicle 10 can realize the transportation of materials and can be applied to working fields such as tunnels, mines, docks, and water conservancy projects.

[0048] The traction force of the electric heavy-duty rail vehicle 10 is increased, so that the power of the electric heavy-duty rail vehicle 10 is strong and the drive is more stable. The electric heavy-duty rail vehicle 10 is stable and reliable, ensuring the overall performance of the electric heavy-duty rail vehicle 10 and extending its service life. At the same time, the electric heavy-duty rail vehicle 10 also has sufficient carrying capacity to meet the heavy-duty requirements, and the electric heavy-duty rail vehicle 10 can avoid pollution problems and has the characteristics of low noise and high driving speed. The specific structure of the electric heavy-duty rail vehicle 10 of an embodiment is introduced below.

[0049] Referring to FIGS. 1 to 3 , in one embodiment, the electric heavy-duty rail vehicle 10 includes a frame 100, two bogies 200, two traction motors 300, a battery pack 400, and a transmission structure 500. The two bogies 200 are arranged at intervals at the bottom of the frame 100 along the traveling direction of the electric heavy-duty rail vehicle 10, and each bogie 200 has a first wheel pair 210 and a second wheel pair 220. The two traction motors 300 are arranged in parallel on the frame 100. The battery pack 400 is arranged on the frame 100 and is electrically connected to the two traction motors 300 respectively. The transmission structure 500 is arranged on the frame 100, and passes through the frame 100 to extend between the two bogies 200. The input end of the transmission structure 500 is connected to the two traction motors 300, and the output ends of the two transmission structures 500 are transmission-connected to the two bogies 200. FIG. 3 is a schematic diagram of the transmission structure 500 connecting the two bogies 200 in the electric heavy-duty rail vehicle 10 shown in FIG. 1 .

[0050] The frame 100 is the main structure of the electric heavy-duty rail vehicle 10, and the frame 100 supports various components of the electric heavy-duty rail vehicle 10 to form an integral electric heavy-duty rail vehicle 10. In this embodiment, the frame 100 is a box-type structure. Of course, in other embodiments of the present application, the frame 100 can also be a flat plate structure or a frame structure, and the protective cover is arranged on the frame 100.

[0051] The frame 100 extends along the traveling direction of the electric heavy-duty rail vehicle 10. As shown in FIG. 1 and FIG. 2 , the left-right direction is the extending direction of the frame 100. The electric heavy-duty rail vehicle 10 can move to the left to transport materials. Moreover, the left-right direction of the frame 100 is also the front-back direction of the electric heavy-duty rail vehicle 10, and the front end of the frame 100 is the front of the electric heavy-duty rail vehicle 10, and the rear end of the frame 100 is the rear of the electric heavy-duty rail vehicle 10.

[0052] The bogie 200 is located below the vehicle frame 100 and is mounted on the lower surface of the vehicle frame 100. Usually, a track is set on the ground or in a tunnel, and the bogie 200 can be movably set on the track so that the electric heavy-duty rail vehicle 10 can move along the track. The bogie 200 can enable the electric heavy-duty rail vehicle 10 to move flexibly along a straight track and pass through a curved track smoothly, thereby ensuring the safety of the electric heavy-duty rail vehicle 10.

[0053] In the present application, there are two bogies 200, and the two bogies 200 are arranged at intervals along the traveling direction. That is, one bogie 200 is located in the front, and the other bogie 200 is located in the rear. The two bogies 200 jointly support the frame 100 to ensure the stability of the frame 100. At the same time, it can also ensure that the electric heavy-load rail vehicle 10 has a certain load-bearing capacity to meet the heavy-load requirements.

[0054] Each bogie 200 has two wheel pairs, namely a first wheel pair 210 and a second wheel pair 220. The first wheel pair 210 and the second wheel pair 220 are arranged at intervals along the travel direction, and the wheel axles of the first wheel pair 210 and the second wheel pair 220 are perpendicular to the travel direction. The first wheel pair 210 and the second wheel pair 220 can rotate along the track, thereby driving the electric heavy-duty rail vehicle 10 to travel along the track.

[0055] After each bogie 200 has two wheel pairs, each bogie 200 is a double-axle structure, and the electric heavy-duty rail vehicle 10 has two bogies 200, that is, the electric heavy-duty rail vehicle 10 is a four-axle rail vehicle. In this way, each bogie 200 is supported by the first wheel pair 210 and the second wheel pair 220, which greatly improves the load-bearing capacity of the electric heavy-duty rail vehicle 10, meets the heavy-duty demand, and thus improves the carrying capacity of the electric heavy-duty rail vehicle 10.

[0056] The traction motor 300 is a power source of the electric heavy-duty rail vehicle 10, which is disposed in the vehicle frame 100. The battery pack 400 is a power source of the electric heavy-duty rail vehicle 10, which is disposed in the vehicle frame 100. The battery pack 400 is electrically connected to the traction motor 300. The battery pack 400 can supply power to the traction motor 300, so that the traction motor 300 is supplied with power, thereby driving the two bogies 200 to move along the track.

[0057] Moreover, the electric heavy-duty rail vehicle 10 uses two traction motors 300 as a power source, and the two traction motors 300 are arranged in parallel. The two traction motors 300 can output power at the same time. That is, the two traction motors 300 output power in parallel, which can greatly increase the driving force of the electric heavy-duty rail vehicle 10, make the power of the electric heavy-duty rail vehicle 10 strong, and improve the carrying capacity of the electric heavy-duty rail vehicle 10.

[0058] The transmission structure 500 can realize power transmission, and transmit the power of the traction motor 300 to the bogie 200, so that the traction motor 300 can drive the bogie 200 to move along the track. The transmission structure 500 is arranged on the frame 100 and penetrates the frame 100 in the vertical direction, so that the transmission structure 500 extends between the two bogies 200. That is, the part of the transmission structure 500 located above the frame 100 corresponds to the two traction motors 300, and the part of the transmission structure 500 located below the frame 100 corresponds to the two bogies 200.

[0059] The two parallel traction motors 300 are connected to the input end of the transmission structure 500, and the output end of the transmission structure 500 is respectively connected to the two bogies 200. In this way, after the battery pack 400 supplies power to the two traction motors 300, the two traction motors 300 can input power into the transmission structure 500, and the power is decelerated and output to the two bogies 200 through the transmission structure 500, and then the two bogies 200 can drive the entire electric heavy-duty rail vehicle 10 to move.

[0060] The electric heavy-duty rail vehicle 10 of the above-mentioned embodiment uses two traction motors 300 to simultaneously connect to the input end of the transmission structure 500, thereby increasing the traction force of the electric heavy-duty rail vehicle 10, making the electric heavy-duty rail vehicle 10 powerful and more stable to drive. At the same time, the transmission structure 500 ensures that the power is stably transmitted to the bogie 200, so that the bogie 200 can travel stably and reliably, thereby ensuring the overall performance of the electric heavy-duty rail vehicle 10 and extending its service life. At the same time, each bogie 200 supports the electric heavy-duty rail vehicle 10 on the track through the first wheel pair 210 and the second wheel pair 220 to ensure that the electric heavy-duty rail vehicle 10 has sufficient load-bearing capacity to meet the heavy-duty requirements. Moreover, the electric heavy-duty rail vehicle 10 uses a battery pack 400 to provide drive for the traction motor 300, which can effectively avoid the problem of pollution and has the characteristics of low noise and high travel speed.

[0061] 1 and 2 , in one embodiment, the vehicle frame 100 has a cab 110, and the cab 110 is located at the front end of the vehicle frame 100. In other words, the cab 110 is located at the front of the vehicle frame 100. The cab 110 has an operating console, and the driver and passengers operate the operating console in the cab 110 to realize the operation control of the electric heavy-duty rail vehicle 10.

[0062] Referring to FIG. 1 and FIG. 2 , in one embodiment, the traction motor 300 is a permanent magnet synchronous motor. That is, the permanent magnet synchronous motor is used as the power source in the present application. After the permanent magnet synchronous motor is used as the traction motor 300 in the present application, the traction motor 300 can achieve low-speed and high-torque traction, and at the same time, it can also achieve electromagnetic braking, forming a rail vehicle composite braking technology of driving braking, parking braking and basic braking, and ensuring the safe operation of the electric heavy-duty rail vehicle 10.

[0063] Moreover, after using permanent magnet synchronous motors as traction motors 300, the two traction motors 300 have strong power and fast dynamic response. By using dual permanent magnet synchronous motors in parallel to input power to the transmission structure 500, the two traction motors 300 are input at the same end, and the power output is stronger and faster, so as to increase the traction force of the electric heavy-duty rail vehicle 10.

[0064] The traction motor 300, which is a permanent magnet synchronous motor, adopts constant torque variable frequency speed regulation when starting, and has the characteristics of large starting torque, smooth starting, running and acceleration; at the same time, the electric heavy-duty rail vehicle 10 realizes the fixed-distance parking function through the traction motor 300, which can effectively avoid the occurrence of hook collision during traditional driver and passenger operation. Moreover, the battery pack 400 cooperates with the traction motor 300, and also has the characteristics of low noise and high driving speed.

[0065] 1 to 3 , in one embodiment, two bogies 200 are centrally symmetrically arranged relative to the vehicle frame 100. That is, the two bogies 200 are relatively arranged at the bottom of the vehicle frame 100, and the two bogies 200 can be connected to the output end of the transmission structure 500 at both sides of the transmission structure 500.

[0066] In this way, there is no need to set up two transmission structures 500, or to ensure that the distances from the two bogies 200 to the transmission structure 500 are consistent, so as to avoid the situation where one transmission distance is long and the other transmission distance is short, thereby making the movement conditions of the two bogies 200 consistent and ensuring the smooth operation of the electric heavy-load rail vehicle 10.

[0067] Referring to FIG. 1 and FIG. 2 , in one embodiment, the battery pack 400 is a lithium battery pack 400. The present application uses the lithium battery pack 400 as a power source to power the traction motor 300, thereby reducing pollution and being environmentally friendly. Optionally, the electric heavy-duty rail vehicle 10 uses a mature and reliable lithium iron phosphate battery, which can greatly reduce the energy consumption of the electric heavy-duty rail vehicle 10 in partial load and no-load states.

[0068] During the braking process of the electric heavy-duty rail vehicle 10, the traction motor 300 automatically turns into a generator to achieve energy recycling during braking and deceleration. The locomotive performance is improved, the main transmission efficiency is increased by nearly 15%, the entire vehicle operation process does not generate pollution, is more green and environmentally friendly, and reduces carbon dioxide emissions by about 70 tons per year.

[0069] 1 and 2 , in one embodiment, the transmission structure 500 and the two traction motors 300 are located in the middle area of ​​the frame 100. Since the electric heavy-duty rail vehicle 10 of the present application does not have a starting system and a speed change system, the overall structure of the vehicle is simpler, and the two traction motors 300 and the transmission structure 500 are arranged roughly in the center of the frame 100, making the overall layout of the electric heavy-duty rail vehicle 10 more compact, improving space utilization, and making driving operations simpler and more convenient.

[0070] 1 and 2 , in one embodiment, the electric heavy-duty rail vehicle 10 further includes two backup generator sets 600, which are disposed at the rear of the vehicle frame 100. The backup generator sets 600 are used for emergency backup power generation, and the backup generator sets 600 are electrically connected to the battery set 400.

[0071] Normally, the battery pack 400 has sufficient power, or the battery pack 400 can be electrically connected to an external power source for charging. When an emergency occurs and the battery pack 400 is low on power, the backup generator set 600 can generate power in an emergency to charge the battery pack 400.

[0072] In one embodiment, the electric heavy-duty rail vehicle 10 further includes an electrical control system 700, which is disposed on the vehicle frame 100 and electrically connected to the two traction motors 300. The electrical control system 700 has high reliability and high intelligence. The vehicle electrical control system 700 uses closed-loop vector control to accurately control the speed and torque of the traction motor 300.

[0073] At the same time, the electric heavy-duty railcar 10 is also equipped with a remote control device, which is fully intelligent and has data recording and storage functions (all actions, fault types, and locations are recorded), and can be connected to a mobile phone for easy reading at any time. The electric heavy-duty railcar 10 can achieve automatic detection on the control panel once the key is turned on, and it can be started with one button within ten seconds, so you can start and go.

[0074] Referring to FIG. 1 and FIG. 2 , in one embodiment, the electrical control system 700 is located on the side of the battery pack 400. That is, the battery pack 400 and the electrical control system 700 are both arranged on the vehicle frame 100 along the front-rear direction. The battery pack 400 is arranged behind the vehicle frame 100, and there is still a certain space on the side of the battery pack 400, which can accommodate the electrical control system 700. In this way, the space utilization rate can be improved and the volume of the whole vehicle can be reduced.

[0075] 1 and 2 , in one embodiment, the battery pack 400 is located in the middle region of the vehicle frame 100. That is, the battery pack 400 is approximately located in the middle of the vehicle frame 100, and the battery pack 400 is located behind the battery structure and partially located above the rear bogie 200. In this way, the path of the electrical connection between the battery pack 400 and the traction motor 300 can be reduced.

[0076] In one embodiment, the electrical control system 700 includes a high voltage box, an auxiliary power cabinet and a motor controller. The high voltage box, the auxiliary power cabinet and the motor controller are arranged on the vehicle frame 100 and are electrically connected to each other. The high voltage box is electrically connected to the battery pack 400, and the motor controller is electrically connected to the traction motor 300.

[0077] The entire electric heavy-duty rail vehicle 10 uses a battery pack 400 as a power source. The high-voltage direct current output by the lithium battery is distributed to the motor controller via a high-voltage box and an auxiliary power supply cabinet. After being converted into three-phase alternating current with adjustable voltage and frequency by the motor controller, it is supplied to the traction motor 300 and drives the first wheel pair 210 and the second wheel pair 220 in the bogie 200 to rotate through the transmission structure 500.

[0078] Referring to FIG. 1 and FIG. 2 , in one embodiment, the electric heavy-duty rail vehicle 10 further includes an air brake structure 800, which can realize air braking. Specifically, the air brake structure 800 includes a brake cylinder 810 and an air compressor 820, which are arranged on the vehicle frame 100, and the output end of the air compressor 820 is connected to the brake cylinder 810. The air compressor 820 can generate compressed gas, and the brake cylinder 810 is a component for realizing braking of the electric heavy-duty rail vehicle 10, and the brake cylinder 810 cooperates with the air compressor 820 to realize air braking.

[0079] The output end of the air compressor 820 can be connected to the brake cylinder 810 to deliver compressed gas to the brake cylinder 810. When the electric heavy-duty rail vehicle 10 is relieved, the air compressor 820 fills the brake cylinder 810 with compressed gas, and when the electric heavy-duty rail vehicle 10 brakes, the brake cylinder 810 plays a role of buffering braking through compressed gas.

[0080] It is understandable that when the electric heavy-duty rail vehicle 10 brakes, it will still slide for a distance, and the braking by the brake air cylinder 810 will help the electric heavy-duty rail vehicle 10 to stop. It is worth noting that the electric heavy-duty rail vehicle 10 of the present application mainly adopts the traction motor 300 to achieve braking, and the air brake is only a backup, so that the brake shoe consumption can be reduced by more than 90%.

[0081] Referring to FIG. 1 and FIG. 2 , in one embodiment, the battery pack 400 is located in the middle area of ​​the frame 100, and the brake air cylinder 810 and the air compressor 820 are located behind the battery pack 400. In FIG. 1 and FIG. 2 , the brake air cylinder 810 and the air compressor 820 are located between the battery pack 400 and the backup generator set 600, and the brake air cylinder 810 is located above the air compressor 820. In this way, the space utilization rate can be improved while meeting the braking requirements.

[0082] Referring to FIGS. 1 to 5 , in one embodiment, the transmission structure 500 includes a transmission box 510 and two universal transmission shafts 520. The output ends of the transmission box 510 are respectively connected to two traction motors 300. The two universal transmission shafts 520 are arranged on both sides of the transmission box 510 along the length direction of the vehicle frame 100 and are transmission-connected to the output ends of the transmission box 510. The two universal transmission shafts 520 are also transmission-connected to the corresponding bogies 200. FIG. 4 is a front view of the transmission box 510 in the electric heavy-duty rail vehicle 10 shown in FIG. 2 , and FIG. 5 is a side view of the transmission box 510 shown in FIG. 4 .

[0083] The transmission box 510 has an input end and an output end. The input end of the transmission box 510 corresponds to two traction motors 300, and the two traction motors 300 can simultaneously input power to the transmission box 510. Both ends of the output end are connected to two universal transmission shafts 520 at the same time. One end of the two universal transmission shafts 520 is connected to the output end of the transmission box 510, and the other ends of the two universal transmission shafts 520 are respectively connected to a bogie 200.

[0084] Two universal joint transmission shafts 520 extend along the traveling direction and are located at the front and rear sides of the transmission box 510, wherein one universal joint transmission shaft 520 connects the output end with the front bogie 200 at the front side of the transmission box 510, and the other universal joint transmission shaft 520 connects the output end with the rear bogie 200 at the rear side of the transmission box 510.

[0085] After the two traction motors 300 transmit power to the transmission box 510 through the input end, the transmission box 510 can transmit and decelerate the power step by step, and then transmit it to the two universal joints 520 through the output end of the transmission box 510. Then the universal joints 520 can drive the first wheel pair 210 and the second wheel pair 220 in the corresponding bogie 200 to rotate, thereby realizing the drive of the entire electric heavy-duty rail vehicle 10.

[0086] Referring to FIGS. 1 to 5 , in one embodiment, the transmission box 510 includes a first input shaft 511, a second input shaft 512, and an output shaft 513. The first input shaft 511 and the second input shaft 512 are arranged in parallel and are respectively connected to two traction motors 300. The output shaft 513 is located below the first input shaft 511 and the second input shaft 512 and is located between the first input shaft 511 and the second input shaft 512. Both ends of the output shaft 513 are respectively connected to two universal transmission shafts 520. The first input shaft 511 has a first input gear 5111, the second input shaft 512 has a second input gear 5121, and the output shaft 513 has an output gear 5131. The first input gear 5111 is meshed with the second input gear 5121 to connect the output gear 5131.

[0087] The first input shaft 511, the second input shaft 512 and the output shaft 513 extend along the traveling direction and are distributed in a triangle. The first input shaft 511 and the second input shaft 512 are symmetrically arranged above the transmission box 510, and the output shaft 513 is located at the center of the bottom of the transmission box 510, that is, the output shaft 513 is located in the middle position below the first input shaft 511 and the second input shaft 512, and the first input shaft 511 and the second input shaft 512 are located on both sides above the output shaft 513.

[0088] The first input shaft 511 is coaxially arranged and connected to one traction motor 300, and the second input shaft 512 is coaxially arranged and connected to another traction motor 300. The first input shaft 511 is provided with a first input gear 5111 that can rotate synchronously, and the second input shaft 512 is provided with a second input gear 5121 that can rotate synchronously. The first input gear 5111 and the second input gear 5121 are spaced apart and do not mesh with each other. The output shaft 513 has an output gear 5131 that can rotate synchronously. The first input gear 5111 and the second input gear 5121 mesh with the output gear 5131 at the same time.

[0089] After the two traction motors 300 transmit power to the first input shaft 511 and the second input shaft 512 respectively, the first input shaft 511 rotates and drives the first input gear 5111 to rotate, and the second input shaft 512 rotates and drives the second input gear 5121 to rotate. Then, through the meshing relationship, the first input gear 5111 and the second input gear 5121 can synchronously drive the output gear 5131 to rotate. When the output gear 5131 rotates, it drives the output shaft 513 to drive the two universal joints 520 to rotate.

[0090] In this way, two gears, namely the first input gear 5111 and the second input gear 5121, are used to simultaneously drive the output gear 5131 to rotate, so that the input gear can drive the two universal joints 520 to rotate through the output shaft 513, thereby increasing traction. At the same time, the cooperation between the first input gear 5111 and the second input gear 5121 and the output gear 5131 can also play a role in deceleration, thereby ensuring the overall transmission stability and high efficiency, thereby ensuring the driving stability of the electric heavy-duty rail vehicle 10.

[0091] 1 to 5, in one embodiment, the transmission box 510 further includes a first transmission shaft 514, a second transmission shaft 515, and a transfer gear 516. The first transmission shaft 514 is located below the first input shaft 511, the second transmission shaft 515 is located below the second input shaft 512, and the transfer gear 516 is located below the first transmission shaft 514 and the second transmission shaft 515, and above the output gear 5131. The first transmission shaft 514 has a coaxial first transmission gear 5141 and a second transmission gear 5142, the second transmission shaft 515 has a coaxial third transmission gear 5151 and a fourth transmission gear 5152, the first transmission gear 5141 meshes with the first input gear 5111, the third transmission gear 5151 meshes with the second input gear 5121, the second transmission gear 5142 and the fourth transmission gear 5152 simultaneously mesh with the transfer gear 516, and the transfer gear 516 also meshes with the output gear 5131.

[0092] That is to say, in the triangular space surrounded by the first input shaft 511, the second input shaft 512 and the output shaft 513, the first transmission shaft 514, the second transmission shaft 515 and the transfer gear 516 are also arranged, and the first transmission shaft 514, the second transmission shaft 515 and the transfer gear 516 extend along the traveling direction and are distributed in a triangular shape. The first input shaft 511 is in transmission cooperation with the first transmission shaft 514, the second input shaft 512 is in transmission cooperation with the second transmission shaft 515, the first transmission shaft 514 and the second transmission shaft 515 are in transmission cooperation with the transfer gear 516 at the same time, and the transfer gear 516 is in transmission cooperation with the output shaft 513, so that the transmission box 510 can form a multi-stage reduction structure, making the overall transmission more efficient and stable.

[0093] The first transmission shaft 514 and the second transmission shaft 515 are symmetrically arranged above the triangular space, and the transfer gear 516 is located at the center of the bottom of the triangular space, that is, the transfer gear 516 is located in the middle below the first transmission shaft 514 and the second transmission shaft 515, and the first transmission shaft 514 and the second transmission shaft 515 are located on both sides above the transfer gear 516. In addition, the first transmission shaft 514 is located directly below the first input shaft 511, the second transmission shaft 515 is located directly below the second input shaft 512, and the transfer gear 516 is located directly above the output shaft 513.

[0094] The first transmission shaft 514 has a coaxial and rotatable first transmission gear 5141 and a second transmission gear 5142, and the second transmission shaft 515 has a coaxial and rotatable third transmission gear 5151 and a fourth transmission gear 5152. The first transmission gear 5141 is meshed with the first input gear 5111, and the third transmission gear 5151 is meshed with the second input gear 5121, and the first transmission gear 5141 and the third transmission gear 5151 are spaced apart and not meshed. The second transmission gear 5142 and the fourth transmission gear 5152 are meshed with the transfer gear 516 at the same time, and the transfer gear 516 is meshed with the output gear 5131.

[0095] After the two traction motors 300 transmit power to the first input shaft 511 and the second input shaft 512 respectively, the first input shaft 511 rotates and drives the first input gear 5111 to rotate, the second input shaft 512 rotates and drives the second input gear 5121 to rotate, and then the first input gear 5111 can drive the first transmission gear 5141 to rotate, and the second input gear 5121 can drive the third transmission gear 5151 to rotate.

[0096] When the first transmission gear 5141 rotates, it drives the second transmission gear 5142 to rotate through the first transmission shaft 514. When the third transmission gear 5151 rotates, it drives the fourth transmission gear 5152 to rotate through the second transmission shaft 515. Then, through the meshing relationship, the second transmission gear 5142 and the fourth transmission gear 5152 synchronously drive the transfer gear 516 to rotate. When the transfer gear 516 rotates, it drives the meshed output gear 5131 to rotate. When the output gear 5131 rotates, it drives the output shaft 513 to drive the two universal transmission shafts 520 to rotate.

[0097] In this way, two gears, namely the first input gear 5111 and the second input gear 5121, are used to simultaneously drive the output gear 5131 to rotate, so that the input gear can drive the two universal transmission shafts 520 to rotate through the output shaft 513, thereby increasing traction. At the same time, the transmission combination of the four-stage gear can also play a role in deceleration, thereby ensuring the overall transmission stability and efficiency, thereby ensuring the driving stability of the electric heavy-duty rail vehicle 10.

[0098] Referring to Figures 4 and 5, in one embodiment, the radius of the first input gear 5111 is greater than the radius of the first transmission gear 5141, the radius of the second input gear 5121 is greater than the radius of the second transmission gear 5142, the radius of the first transmission gear 5141 and the third transmission gear 5151 is greater than the radius of the second transmission gear 5142 and the fourth transmission gear 5152, the radius of the second transmission gear 5142 and the fourth transmission gear 5152 is greater than the radius of the transfer gear 516, and the radius of the transfer gear 516 is smaller than the radius of the output gear 5131.

[0099] In this way, by changing the radius size of each group of gears, the transmission box 510 can achieve step-by-step deceleration transmission, ensuring that the entire transmission process is efficient and stable, making the drive of the electric heavy-duty rail vehicle 10 more stable, thereby ensuring the driving stability of the electric heavy-duty rail vehicle 10 and extending the service life of the electric heavy-duty rail vehicle 10.

[0100] In one embodiment, the first input gear 5111 , the second input gear 5121 , the first transmission gear 5141 , the second transmission gear 5142 , the third transmission gear 5151 , the fourth transmission gear 5152 , the transfer gear 516 , and the output gear 5131 are spur gears or helical gears.

[0101] In one embodiment, the transmission box 510 also includes a box body, and the first input shaft 511, the second input shaft 512, the first transmission shaft 514, the second transmission shaft 515, the transfer gear 516 and the output shaft 513 are all arranged in the box body, and both ends of the output shaft 513 extend through the box body and are connected to the universal joint transmission shaft 520. The first input shaft 511 and the second output shaft 513 extend through the transmission box 510 to be connected to the traction motor 300 respectively.

[0102] Referring to Fig. 3, in one embodiment, the transmission box 510 further includes couplings, which are arranged at both ends of the universal transmission shaft 520. The universal transmission shaft 520 is connected to the output shaft 513 through the coupling, and the universal transmission shaft 520 is also connected to the first wheel pair 210 through the coupling. In this way, the transmission connection of the two shafts can be realized, which is convenient for power transmission.

[0103] 3, 6 to 8, in one embodiment, the bogie 200 includes a frame 230, a transmission adapter shaft 240 and a brake 250, the first wheel pair 210 and the second wheel pair 220 are symmetrically arranged on the frame 230 along the travel direction, the output end of the universal transmission shaft 520 is transmission-connected to the first wheel pair 210, the transmission adapter shaft 240 is transmission-connected to the universal transmission shaft 520 and the second wheel pair 220, and the brake 250 is arranged on the frame 230 and corresponds to at least one of the first wheel pair 210 and the second wheel pair 220. FIG6 is a front view of the bogie 200 in the electric heavy-duty rail vehicle 10 shown in FIG1, FIG7 is a side view of the bogie 200 shown in FIG6, and FIG8 is a top view of the bogie 200 shown in FIG6.

[0104] The frame 230 is a support frame of the bogie 200, and the top of the frame 230 is connected to the bottom of the frame 100 to support the frame 100. The first wheel pair 210 and the second wheel pair 220 are symmetrically arranged at the bottom of the frame 230 to stably support the frame 230. At the same time, when the first wheel pair 210 and the second wheel pair 220 rotate, they can drive the frame 230 and the frame 100 to move along the travel direction, thereby realizing the electric heavy-duty rail vehicle 10 to transport materials.

[0105] In Figures 1 and 3, the two bogies 200 are symmetrically arranged, the first wheel pair 210 in the bogie 200 is the two wheel pairs on the inner side of the bogie 200, and the second wheel pair 220 is the two wheel pairs on the outer side of the bogie 200, that is, the first wheel pair 210 is close to the transmission box 510, and the second wheel pair 220 is far away from the transmission box 510. The universal joint shaft 520 can be directly connected to the first wheel pair 210, and the universal joint shaft 520 is connected to the second wheel pair 220 through the transmission adapter shaft 240.

[0106] One end of the universal transmission shaft 520 away from the transmission box 510 is rotatably connected to the first wheel pair 210, and the transmission adapter shaft 240 is transmission-connected to the universal transmission shaft 520 and the second wheel pair 220. In this way, when the universal transmission shaft 520 rotates, the universal transmission shaft 520 can drive the first wheel pair 210 to rotate, and at the same time, the universal transmission shaft 520 can also drive the second wheel pair 220 to rotate through the transmission adapter shaft 240. In this way, the first wheel pair 210 and the second wheel pair 220 can rotate relative to the frame 230 at the same time.

[0107] The brake 250 is arranged on the frame 230 and corresponds to the first wheel pair 210 and the second wheel pair 220. The brake 250 is electrically connected to the electrical control system 700. The electrical control system 700 can control the brake 250 to brake the first wheel pair 210 and the second wheel pair 220. In this way, during braking, the brake 250 can accurately brake the first wheel pair 210 and the second wheel pair 220 to accurately stop the electric heavy-duty rail vehicle 10. Of course, the brake 250 can also be arranged corresponding to the first wheel pair 210 or the second wheel pair 220. Moreover, the internal space of the frame 230 is large, which is convenient for repairing the first wheel pair 210 and the second wheel pair 220 and adjusting the brake shoe position of the brake 250.

[0108] Referring to FIGS. 3 and 6 to 8 , in one embodiment, the bogie 200 further includes a first reduction box 260 and a second reduction box 270 , wherein the first reduction box 260 is disposed between the universal joint shaft 520 and the first wheelset 210 , and the second reduction box 270 is disposed between the transmission adapter shaft 240 and the second wheelset 220 .

[0109] After the universal transmission shaft 520 transmits the power to the first reduction box 260, the first reduction box 260 transmits the power to the first wheel pair 210 after deceleration. At the same time, the universal transmission shaft 520 can also transmit the power to the transmission adapter shaft 240, and the transmission adapter shaft 240 transmits the power to the second wheel pair 220 after deceleration through the second reduction box 270. In this way, the first reduction box 260 and the second reduction box 270 can reduce the speed of the first wheel pair 210 and the second wheel pair 220 while ensuring the high efficiency and stability of the overall transmission.

[0110] In one embodiment, the first reduction box 260 and the second reduction box 270 are gear reduction boxes, which can reduce the power transmitted by the universal joint shaft 520 and transmit it to the first wheel pair 210 and the second wheel pair 220 .

[0111] Optionally, the first reduction box 260 and the second reduction box 270 are bevel gear reduction boxes. The bevel gear reduction box has a simple structure and stable power. Optionally, two sets of bevel gears connected in series are provided in the first reduction box 260 and the second reduction box 270 to achieve the purpose of speed reduction. The two-stage bevel gear transmission is easy to process and convenient to apply.

[0112] 3, 6 to 8, in one embodiment, the bogie 200 further includes a rubber pile 281, a shock-absorbing elastic member 282 and a pull-arm shock-absorbing member 283, the rubber pile 281 is arranged between the frame 100 and the frame 230, the shock-absorbing elastic member 282 and the pull-arm shock-absorbing member 283 respectively connect the frame 230 and the first wheel pair 210 and the second wheel pair 220.

[0113] The rubber pile 281 is disposed between the vehicle frame 100 and the frame 230, and connects the vehicle frame 100 and the frame 230 to reduce vibration, avoid rigid impact between the vehicle frame 100 and the bogie 200, and ensure the stability of the electric heavy-duty rail vehicle 10. Optionally, there are multiple rubber piles 281, and the multiple rubber piles 281 are evenly distributed between the frame 230 and the vehicle frame 100.

[0114] The vibration-damping elastic member 282 is disposed between the first wheel pair 210, the second wheel pair 220 and the vehicle frame 100. The vibration-damping elastic member 282 damps the connection frame 230 and the first wheel pair 210, the second wheel pair 220, and avoids rigid impact between the first wheel pair 210, the second wheel pair 220 and the frame 230, thereby ensuring the stability of the bogie 200. Optionally, the vibration-damping elastic member 282 is a vibration-damping spring or a vibration-damping rubber column, etc.

[0115] The tie arm vibration damper 283 is arranged between the first wheel pair 210, the second wheel pair 220 and the frame 100. The tie arm vibration damper 283 can reduce the vibration of the connecting frame 230 and the first wheel pair 210, the second wheel pair 220, avoid the rigid impact between the first wheel pair 210, the second wheel pair 220 and the frame 230, and ensure the stability of the bogie 200.

[0116] In one embodiment, the bogie 200 further includes a traction assembly, which includes a traction pin and a traction sleeve, the traction pin is arranged on the traction sleeve, and the traction pin is connected to the frame 230 and the vehicle frame 100 through the traction sleeve. The traction sleeve has a buffering effect, and the traction pin and the traction sleeve are used to connect the frame 230 and the vehicle frame 100, so that the reliability of the connection between the bogie 200 and the vehicle frame 100 can be ensured. When the electric heavy-duty rail vehicle 10 is towing, the cooperation between the traction pin and the traction shaft can also avoid the rigid impact between the vehicle frame 100 and the bogie 200.

[0117] The electric heavy-duty rail vehicle 10 uses lithium batteries as the battery pack 400, and the energy consumption of the electric heavy-duty rail vehicle in partial load and no-load states is greatly reduced. During braking, the traction motor 300 automatically turns into a generator to achieve energy reuse during braking and deceleration. The performance of the electric heavy-duty rail vehicle 10 is improved, and the main transmission efficiency is increased by nearly 15%. The whole vehicle operation process does not generate pollution, is more green and environmentally friendly, and reduces carbon dioxide emissions by about 70 tons per year.

[0118] At the same time, the driver and passengers do not need to inspect, preheat or keep warm before starting, and there is no need to cool the diesel engine oil and hydraulic transmission oil. The electric heavy-duty railcar 10 can automatically detect the key once it is turned on, complete the one-button start within ten seconds, and start and go. The electric heavy-duty railcar 10 uses a traction motor 300 for braking, and the air brake is only a backup. The brake shoe consumption is reduced by more than 90%, greatly reducing auxiliary consumption.

[0119] Moreover, the electric heavy-duty rail vehicle 10 has a high degree of intelligence and is easy to operate, which reduces the workload of drivers and passengers, allows them to focus on the operation of the vehicle, and improves work efficiency. When the electric heavy-duty rail vehicle 10 is in operation and the battery pack 400 is charging, only the sound of the cooling fan is heard in the cab 110. After testing, the noise next to the battery pack 400 is only 40 decibels, and the noise is only 35 decibels one meter away from the electric heavy-duty rail vehicle 10. It has no effect on the operation and internal and external communication of drivers and passengers in the cab 110, reduces the labor intensity and working time of drivers and passengers, and improves the comfort of the working environment of drivers and passengers.

[0120] In addition, the inspection and maintenance of the electric heavy-duty railcar 10 is reduced. Since there is no diesel engine, hydraulic transmission box 510, preheating system, cooling system and control air duct system, it has self-inspection and fault diagnosis functions, locomotive failures are significantly reduced, and the inspection and maintenance workload is reduced by more than 85%. In addition, the energy utilization rate of the internal combustion railcar is 35-45%, and coupled with the loss of the hydraulic transmission box 510, universal shaft, etc., the total efficiency of the whole vehicle is less than 33%, while the energy utilization rate of the traction motor 300 is as high as about 89%, and its transmission method is directly output to the transmission box 510, the transmission stroke is short, the loss is small, and the total efficiency of the whole vehicle is above 85%. Compared with the two, the energy utilization rate of the four-axle electric heavy-duty railcar 10 is more than 2.58 times that of the internal combustion railcar.

[0121] The electric heavy-duty rail vehicle 10 of the present application uses two traction motors 300 to simultaneously connect to the input end of the transmission structure 500, thereby increasing the traction force of the electric heavy-duty rail vehicle 10, making the electric heavy-duty rail vehicle 10 powerful and more stable to drive. At the same time, the transmission structure 500 ensures that the power is stably transmitted to the bogie 200, so that the bogie 200 can travel stably and reliably, thereby ensuring the overall performance of the electric heavy-duty rail vehicle 10 and extending its service life. At the same time, each bogie 200 supports the electric heavy-duty rail vehicle 10 on the track through the first wheel pair 210 and the second wheel pair 220 to ensure that the electric heavy-duty rail vehicle 10 has sufficient carrying capacity to meet the heavy-duty requirements. Moreover, the electric heavy-duty rail vehicle 10 uses a battery pack 400 to provide drive for the traction motor 300, which can effectively avoid the problem of pollution and has the characteristics of low noise and high travel speed.

[0122] The technical features of the above-described embodiments may be arbitrarily combined. To make the description concise, not all possible combinations of the technical features in the above-described embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0123] The above-described embodiments only express several implementation methods of the present application, and the descriptions thereof are relatively specific and detailed, but they cannot be construed as limiting the scope of the patent application. It should be pointed out that, for a person of ordinary skill in the art, several variations and improvements can be made without departing from the concept of the present application, and these all belong to the protection scope of the present application. Therefore, the protection scope of the patent application shall be subject to the attached claims.

Claims

1. An electric heavy-load rail car, characterized in that: include: Frame; Two bogies are spaced apart and arranged at the bottom of the frame along the travel direction of the electric heavy-load rail vehicle, each bogie having a first wheel pair and a second wheel pair; Two traction motors are arranged in parallel on the vehicle frame; a battery pack, disposed on the vehicle frame and electrically connected to the two traction motors respectively; and The transmission structure is arranged on the frame, passes through the frame and extends between the two bogies. The input end of the transmission structure is connected to the two traction motors, and the output ends of the two transmission structures are connected to the two bogies.

2. The electric heavy-load rail vehicle according to claim 1, characterized in that: The transmission structure includes a transmission box and two universal joints. The output ends of the transmission box are respectively connected to the two traction motors. The two universal joints are arranged on both sides of the transmission box along the length direction of the frame and are transmission-connected to the output ends of the transmission box. The two universal joints are also transmission-connected to the corresponding bogies.

3. The electric heavy-load rail vehicle according to claim 2, characterized in that: The transmission box includes a first input shaft, a second input shaft, and an output shaft. The first input shaft and the second input shaft are arranged in parallel and are respectively connected to the two traction motors. The output shaft is located below and between the first input shaft and the second input shaft. Both ends of the output shaft are respectively connected to the two universal joint transmission shafts. The first input shaft has a first input gear, the second input shaft has a second input gear, the output shaft has an output gear, and the first input gear is meshed with the second input gear to connect to the output gear.

4. The electric heavy-load rail vehicle according to claim 3, characterized in that: The transmission box further includes a first transmission shaft, a second transmission shaft, and a transfer gear, wherein the first transmission shaft is located below the first input shaft, the second transmission shaft is located below the second input shaft, and the transfer gear is located below the first transmission shaft and the second transmission shaft and above the output gear; The first transmission shaft has a coaxial first transmission gear and a second transmission gear, the second transmission shaft has a coaxial third transmission gear and a fourth transmission gear, the first transmission gear meshes with the first input gear, the third transmission gear meshes with the second input gear, the second transmission gear and the fourth transmission gear simultaneously mesh with the transfer gear, and the transfer gear also meshes with the output gear.

5. The electric heavy-load rail vehicle according to any one of claims 1 to 4, characterized in that: The traction motor is a permanent magnet synchronous motor; And / or, the two bogies are centrally symmetrically arranged relative to the vehicle frame; And / or, the battery pack is a lithium battery pack.

6. The electric heavy-load rail vehicle according to any one of claims 1 to 4, characterized in that: The transmission structure and the two traction motors are located in the middle area of ​​the frame; And / or, the electric heavy-load rail vehicle further includes two backup generator sets, and the two backup generator sets are arranged at the rear of the vehicle frame.

7. The electric heavy-load rail vehicle according to any one of claims 1 to 4, characterized in that: The electric heavy-load rail vehicle further includes an electrical control system, which is disposed on the vehicle frame, electrically connected to the two traction motors, and located on a side of the battery pack; And / or, the electric heavy-duty rail vehicle also includes a brake air cylinder and an air compressor, the brake air cylinder and the air compressor are arranged on the frame, the output end of the air compressor is connected to the brake air cylinder, the battery pack is located in the middle area of ​​the frame, and the brake air cylinder and the air compressor are located behind the battery pack.

8. The electric heavy-load rail vehicle according to any one of claims 2 to 4, characterized in that: The bogie includes a frame, a transmission adapter shaft and a brake. The first wheelset and the second wheelset are symmetrically arranged on the frame along the travel direction. The output end of the universal joint shaft is transmission-connected to the first wheelset. The transmission adapter shaft is transmission-connected to the universal joint shaft and the second wheelset. The brake is arranged on the frame and corresponds to at least one of the first wheelset and the second wheelset.

9. The electric heavy-load rail vehicle according to claim 8, characterized in that: The bogie further includes a first reduction box and a second reduction box, wherein the first reduction box is arranged between the universal joint shaft and the first wheelset, and the second reduction box is arranged between the transmission adapter shaft and the second wheelset; The first reduction box and the second reduction box are gear reduction boxes.

10. The electric heavy-load rail vehicle according to claim 8, characterized in that: The bogie further includes a rubber pile, a vibration-damping elastic member, and a pull-arm vibration-damping member, wherein the rubber pile is arranged between the vehicle frame and the structure, and the vibration-damping elastic member and the pull-arm vibration-damping member are respectively connected to the structure and the first wheelset and the second wheelset; And / or, the bogie further includes a traction assembly, the traction assembly includes a traction pin and a traction shaft sleeve, the traction pin is arranged on the traction shaft sleeve, and the traction pin is connected to the frame and the vehicle frame through the traction shaft sleeve.

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