New energy locomotive wheel pair driving device

Abstract

The utility model belongs to locomotive transmission system technical field provides a new energy locomotive wheel pair drive arrangement, include: motor, hoist in the car body bogie below, speed reducer, its input end is through the shaft coupling with motor phase transmission connection, and wheel pair mechanism is connected with the transmission of speed reducer's output, is used for bearing locomotive weight, wherein, the speed reducer includes the box and is located in the input shaft subassembly of box inside, intermediate axle subassembly, output shaft subassembly, input shaft subassembly, intermediate axle subassembly and output shaft subassembly are gear transmission connection in proper order to constitute two stage gear transmission pair. The speed reducer set up of utility model adopts two stage gear transmission, compares with primary transmission, transmission ratio is big, can be matched with the smaller motor of using volume and drive wheel pair mechanism to pull, thereby lightens the weight of motor, reduces the cost.

Description

Technical Field

[0001] This utility model relates to the field of locomotive transmission system technology, specifically to a new energy locomotive wheelset drive device. Background Technology

[0002] New energy locomotives refer to locomotives that use clean energy or new energy technologies (such as pure electric, hydrogen fuel cell, and hybrid power) as their power source. They are mainly used for shunting operations in marshalling yards or for traction operations within factories and mines. These locomotives typically feature environmental friendliness, energy efficiency, and low or zero emissions, representing an important direction for the green and low-carbon transformation of the rail transit sector.

[0003] New energy locomotives operate at lower speeds (generally ≤60km / h) but carry heavy loads. The reducer in the locomotive's wheel drive system will reduce speed and increase torque.

[0004] Currently, the reducer of the existing new energy locomotive wheelset drive device has a small single-stage transmission ratio. The motor equipped with it has a large torque, but the motor with a large torque has the problems of large size and heavy weight. At the same time, the large size of the motor is also more expensive. In addition, the wheels of the existing new energy locomotive wheelset drive device are integral rolled steel structures. After long-term use and wear, they need to be replaced as a whole, which is costly. Moreover, the process of wheel removal and pressing during replacement may cause abrasion on the mating surfaces of the axle and the wheel seat. Utility Model Content

[0005] To address the shortcomings of existing technologies, this utility model provides a new energy locomotive wheelset drive device to solve the problems of small transmission ratio of existing reducers leading to large motor size and high replacement costs due to the integral rolled steel structure of the wheels.

[0006] To achieve the above objectives, the present invention provides the following technical solution:

[0007] A new energy locomotive wheelset drive device includes:

[0008] The motor is suspended below the bogie of the car body.

[0009] The reducer, the input end of which is connected to the motor via a coupling; and

[0010] The wheelset mechanism is connected to the output end of the reducer and is used to support the weight of the locomotive;

[0011] The reducer includes a housing and an input shaft assembly, an intermediate shaft assembly, and an output shaft assembly disposed inside the housing. The input shaft assembly, intermediate shaft assembly, and output shaft assembly are sequentially connected by gear transmission to form a two-stage gear transmission pair.

[0012] In one embodiment disclosed in this application, the input shaft assembly includes an input gear shaft with a first driving tooth and a ball bearing, a spacer, a first cylindrical roller bearing, a second cylindrical roller bearing, and a first oil seal sequentially sleeved on the input gear shaft;

[0013] The ball bearing, spacer ring, and first cylindrical roller bearing are located on one side of the first driving gear. The outer rings of the ball bearing and the first cylindrical roller bearing are embedded in the first bearing sleeve. One end of the first bearing sleeve extends into the housing and the other end is fixedly connected to an outer side of the housing. The other end is covered with a first cap to press down the outer ring of the ball bearing. The inner ring of the ball bearing is pressed by a pressure plate fixedly connected to the end face of the input gear shaft.

[0014] The second cylindrical roller bearing and the first oil seal are located on the other side of the first driving tooth portion. The outer ring of the second cylindrical roller bearing is embedded in the second bearing sleeve. One end of the second bearing sleeve extends into the housing and the other end is fixedly connected to the other side of the housing. The end is covered with a first through cover to press down the first oil seal and make it abut against the inner ring of the second cylindrical roller bearing. The first oil seal is covered with a first oil baffle plate. The first oil baffle plate is embedded in the second bearing sleeve and pressed by the first through cover to abut against the outer ring of the second cylindrical roller bearing.

[0015] The end of the input gear shaft away from the pressure plate passes through the first through cover and is connected to the conical surface of one end of the coupling with an interference fit. The other end of the coupling is connected to the conical surface of the motor output shaft with an interference fit.

[0016] In one embodiment disclosed in this application, the intermediate shaft assembly includes an intermediate gear shaft with a second driving tooth and a first tapered roller bearing, a first driven gear, and a second tapered roller bearing sequentially sleeved on the intermediate gear shaft;

[0017] The first tapered roller bearing and the first driven gear are located on one side of the second driving gear. The inner ring of the first tapered roller bearing abuts against the side of the first driven gear, and the outer ring is embedded in the housing and abuts against the second end cap. The second end cap is fixedly connected to one outer side of the housing.

[0018] The first driven gear is interference-fitted with the conical surface of the intermediate gear shaft and meshes with the first driving gear.

[0019] The second tapered roller bearing is located on the other side of the second driving gear and has the same model as the first tapered roller bearing. The inner ring of the second tapered roller bearing abuts against the shoulder of the intermediate gear shaft, and the outer ring is embedded in the housing and abuts against a third end cap. The third end cap is fixedly connected to the other outer side of the housing and has the same structure as the second end cap.

[0020] In one embodiment disclosed in this application, the output shaft assembly includes a second through cover, a second oil seal, a third tapered roller bearing, a spacer ring, a second driven gear, a fourth tapered roller bearing, a third oil seal, and a third through cover, which are sequentially sleeved on the axle of the wheelset mechanism.

[0021] The outer ring of the third tapered roller bearing is embedded in the housing and abuts against the second oil baffle plate. The second oil baffle plate is embedded in the housing and sleeved on the outside of the second oil seal. The second through cover is fixedly connected to one outside of the housing to press down the second oil seal and the second oil baffle plate.

[0022] The outer ring of the fourth tapered roller bearing is embedded in the housing and abuts against the third oil baffle plate. The third oil baffle plate is embedded in the housing and sleeved on the outside of the third oil seal. The third through cover is fixedly connected to the other outside of the housing to press down the third oil seal and the third oil baffle plate.

[0023] The second driven gear is interference-fitted with the cylindrical surface of the axle and meshes with the second driving gear.

[0024] In one embodiment disclosed in this application, the wheelset mechanism includes an axle and wheels arranged at both ends of the axle;

[0025] The axle rotates through the housing at the output end of the reducer to place the reducer inside the wheel;

[0026] The axle on the outer side of the wheel is connected to the bogie of the vehicle body to support the locomotive.

[0027] In one embodiment disclosed in this application, the wheel includes a wheel center, a wheel hub, and a buckle;

[0028] The inner hole of the wheel center is interference-fitted with the cylindrical surface of the axle;

[0029] The outer circle of the wheel center is interference-fitted with the inner cylindrical surface of the wheel hub to form a split structure;

[0030] The buckle is fitted into the slot reserved in the inner hole of the wheel hub so as to abut against the retaining ring provided on the wheel hub on both sides of the wheel center;

[0031] The tread of the wheel hub is connected to the track in a rolling fit.

[0032] In one embodiment disclosed in this application, the housing includes an upper housing and a lower housing connected by bolts, the input shaft assembly is mounted on the upper housing, and the width of the upper housing at that location is smaller than the width at other locations;

[0033] The intermediate shaft assembly and the output shaft assembly are respectively installed between the upper housing and the lower housing, and their axes are both located within the interface between the upper housing and the lower housing.

[0034] In one embodiment disclosed in this application, a threaded interface is provided on each side of the upper housing at a position corresponding to the first bearing sleeve and the second bearing sleeve, for installing a temperature sensor to detect the temperature of the first cylindrical roller bearing and the second cylindrical roller bearing.

[0035] In one embodiment disclosed in this application, the reducer further includes a boom;

[0036] One end of the boom is hinged to the upper housing, and the other end is connected to the bogie of the vehicle body.

[0037] In one embodiment disclosed in this application, the boom includes a rod body, a rubber component, and a rotating shaft, with both ends of the rod body elastically connected to the rotating shaft via the rubber component;

[0038] The shaft at one end of the rod is connected to the upper housing by screws, and the shaft at the other end of the rod is connected to the bogie of the vehicle body by screws.

[0039] An adjusting shim is provided between the shaft and the screw connected to the bogie of the vehicle body to adjust the height of the input gear shaft so as to facilitate the alignment of the coupling.

[0040] Compared with the prior art, the beneficial effects of this utility model are:

[0041] 1. The reducer adopts a two-stage gear transmission. Compared with a single-stage transmission, the transmission ratio is larger, which allows for the use of a smaller motor to drive the traction drive wheel mechanism, thereby reducing the weight of the motor and lowering costs.

[0042] 2. The wheels adopt a split structure, and the wheel hub can be replaced separately after long-term use and wear. This is economical and can avoid scratching the mating surfaces of the axle and wheel center during replacement, thus protecting the axle and extending its service life. Attached Figure Description

[0043] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0044] Figure 1 This is a three-dimensional structural diagram of the present invention;

[0045] Figure 2This is a schematic diagram of the main structure of the speed reducer;

[0046] Figure 3 This is a three-dimensional structural diagram of the internal components of the reducer;

[0047] Figure 4 This is a cross-sectional view of the input shaft assembly.

[0048] Figure 5 This is a cross-sectional view of the intermediate shaft assembly.

[0049] Figure 6 This is a cross-sectional view of the output shaft assembly.

[0050] Figure 7 This is a cross-sectional structural diagram of the wheelset mechanism;

[0051] Figure 8 This is a three-dimensional structural diagram of the suspension rod. Detailed Implementation

[0052] In the following description, only certain exemplary embodiments are briefly described. As those skilled in the art will recognize, the described embodiments can be modified in various ways without departing from the spirit or scope of this invention. Therefore, the drawings and description are considered exemplary in nature and not restrictive.

[0053] In the description of this utility model, it should be understood that the terms "center", "longitudinal", "lateral", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model.

[0054] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, "a plurality of" means two or more, unless otherwise explicitly specified.

[0055] In this utility model, unless otherwise explicitly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. For those skilled in the art, the specific meaning of the above terms in this utility model can be understood according to the specific circumstances.

[0056] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0057] The following disclosure provides many different embodiments or examples for implementing various structures of this invention. To simplify the disclosure, specific examples of components and arrangements are described below. Of course, these are merely examples and are not intended to limit the scope of this invention.

[0058] The embodiments of this utility model will now be described in detail with reference to the accompanying drawings.

[0059] See Figures 1 to 8 As shown, this utility model provides a new energy locomotive wheelset drive device, comprising:

[0060] Motor 100 is suspended below the bogie of the car body (not shown in the figure);

[0061] The reducer 200 has its input end connected to the motor 100 via a coupling; and

[0062] The wheelset mechanism 300 is connected to the output end of the reducer 200 and is used to support the weight of the locomotive (i.e., the bogie of the car body is supported above the wheelset mechanism 300).

[0063] The reducer 200 includes a housing 210 and an input shaft assembly 220, an intermediate shaft assembly 230, and an output shaft assembly 240 disposed inside the housing 210. The input shaft assembly 220, the intermediate shaft assembly 230, and the output shaft assembly 240 are connected in sequence by gear transmission to form a two-stage gear transmission pair.

[0064] The reducer 200 adopts a two-stage gear transmission. Compared with the single-stage transmission, the transmission ratio is larger, and it can be matched with a smaller motor 100 to drive the traction drive wheel mechanism 300, thereby reducing the weight of the motor 100 and reducing costs.

[0065] See Figure 3 and Figure 4 As shown, the input shaft assembly 220 includes an input gear shaft 221 with a first driving tooth and a ball bearing 222, a spacer, a first cylindrical roller bearing 223A, a second cylindrical roller bearing 223B, and a first oil seal 224 sequentially sleeved on the input gear shaft 221. The ball bearing 222, spacer, and first cylindrical roller bearing 223A are located on one side of the first driving tooth. The outer rings of the ball bearing 222 and the first cylindrical roller bearing 223A are embedded in a first bearing sleeve 225A. One end of the first bearing sleeve 225A extends into the housing 210, and the other end is fixedly connected to an outer side of the housing 210, with a first cap 226 covering this end to press down the outer ring of the ball bearing 222. The inner ring of the ball bearing 222 is pressed by a pressure plate 227 fixedly connected to the end face of the input gear shaft 221. The second cylindrical roller bearing 223B and the first cylindrical roller bearing 223A are connected to the input gear shaft 221. An oil seal 224 is located on the other side of the first driving gear. The outer ring of the second cylindrical roller bearing 223B is embedded in the second bearing sleeve 225B. One end of the second bearing sleeve 225B extends into the housing 210, and the other end is fixedly connected to the other outer side of the housing 210. The end is covered by a first through cover 228 to press the first oil seal 224 and make it abut against the inner ring of the second cylindrical roller bearing 223B. The first oil seal 224 is covered with a first oil baffle 229. The first oil baffle 229 is embedded in the second bearing sleeve 225B and is pressed by the first through cover 228 to abut against the outer ring of the second cylindrical roller bearing 223B. The end of the input gear shaft 221 away from the pressure plate 227 passes through the first through cover 228 and is connected to the conical surface of one end of the coupling with an interference fit. The other end of the coupling is connected to the output shaft of the motor 100 with an interference fit. When motor 100 starts, its output shaft drives the input gear shaft 221 to rotate via a coupling, and the first driving gear follows suit. The input gear shaft 221 is connected to motor 100 via a coupling, which can compensate for alignment errors and reduce impact.

[0066] See Figure 3 and Figure 5As shown, the intermediate shaft assembly 230 includes an intermediate gear shaft 231 with a second driving tooth and a first tapered roller bearing 232, a first driven gear 233, and a second tapered roller bearing 234 sequentially sleeved on the intermediate gear shaft 231. The first tapered roller bearing 232 and the first driven gear 233 are located on one side of the second driving tooth. The inner ring of the first tapered roller bearing 232 abuts against the side of the first driven gear 233, and the outer ring is embedded in the housing 210 and abuts against a second end cap 235. The second end cap 235 is an outer ring of the housing 210. The gear shaft 231 is fixedly connected to the first driven gear 233 via an interference fit with the conical surface of the intermediate gear shaft 231, and meshes with the first driving gear. A second tapered roller bearing 234 is located on the other side of the second driving gear and is the same type as the first tapered roller bearing 232. The inner ring of the second tapered roller bearing 234 rests against the shoulder of the intermediate gear shaft 231, and the outer ring is embedded in the housing 210 and abuts against a third end cap 236. The third end cap 236 is fixedly connected to the other outer side of the housing 210 and has the same structure as the second end cap 235. When the input gear shaft 221 rotates, it drives the first driven gear 233 to rotate in the opposite direction via the first driving gear, and the intermediate gear shaft 231 and the second driving gear follow suit.

[0067] See Figure 3 and Figure 6 As shown, the output shaft assembly 240 includes a second through cover 241, a second oil seal 242, a third tapered roller bearing 243A, a spacer ring 244, a second driven gear 245, a fourth tapered roller bearing 243B, a third oil seal 246, and a third through cover 247, which are sequentially sleeved on the axle 310 of the wheelset mechanism 300. The outer ring of the third tapered roller bearing 243A is embedded in the housing 210 and abuts against a second oil baffle 248. The second oil baffle 248 is embedded in the housing 210 and sleeved on the outside of the second oil seal 242. The second through cover 245... 1. A third through cover 247 is fixedly connected to one outer side of the housing 210 to press down the second oil seal 242 and the second oil baffle 248; the outer ring of the fourth tapered roller bearing 243B is embedded in the housing 210 and abuts against the third oil baffle 249, the third oil baffle 249 is embedded in the housing 210 and sleeved on the outside of the third oil seal 246; the third through cover 247 is fixedly connected to the other outer side of the housing 210 to press down the third oil seal 246 and the third oil baffle 249; the second driven gear 245 is interference-fitted with the cylindrical surface of the axle 310 and meshes with the second driving gear. When the second driving gear rotates, it drives the second driven gear 245 to rotate in the opposite direction, and the axle 310 rotates accordingly.

[0068] See Figure 7As shown, the wheelset mechanism 300 includes an axle 310 and wheels 320 arranged at both ends of the axle 310. The axle 310 rotates through the housing 210 at the output end of the reducer 200 to place the reducer 200 inside the wheel 320. The axle 310 outside the wheel 320 is connected to the bogie to support the locomotive. The rotation of the axle 310 drives the wheel 320 to roll on the track, thereby propelling the new energy locomotive forward.

[0069] The wheel 320 includes a wheel center 321, a wheel hub 322, and a retaining ring 323. The inner hole of the wheel center 321 is interference-fitted with the cylindrical surface of the axle 310, and the outer circle of the wheel center 321 is interference-fitted with the cylindrical surface of the inner hole of the wheel hub 322 to form a split structure. The retaining ring 323 is embedded in a pre-reserved groove in the inner hole of the wheel hub 322 to abut against the two sides of the wheel center 321, respectively, along with a retaining ring provided on the wheel hub 322. The tread of the wheel hub 322 is in rolling contact with a track (not shown in the figure). The wheel 320 adopts a split structure, and after long-term use and wear, only the wheel hub 322 needs to be replaced, which is economical and avoids the problem of scratching the mating surfaces of the axle 310 and the wheel center 321 during replacement, thereby protecting the axle 310 and extending its service life.

[0070] See Figure 2 As shown, the housing 210 includes an upper housing 211 and a lower housing 212 connected by bolts. The input shaft assembly 220 is installed on the upper housing 211, and the width of the upper housing 211 at this location is smaller than the width at other locations. The intermediate shaft assembly 230 and the output shaft assembly 240 are respectively installed between the upper housing 211 and the lower housing 212, and their axes are all located within the interface between the upper housing 211 and the lower housing 212. The upper housing 211 adopts an unequal width design, which reduces the overall length of the input shaft assembly 200, thereby ensuring the installation and maintenance space for the coupling and the motor 100.

[0071] The upper housing 211 has a threaded interface on each side corresponding to the first bearing sleeve 225A and the second bearing sleeve 225B, for installing temperature sensors to detect the temperature of the first cylindrical roller bearing 223A and the second cylindrical roller bearing 223B.

[0072] In addition, a vent cap 213 is installed on the upper housing 211 to allow air to escape from the inside of the housing 210, reducing or minimizing air bubbles in the lubricating oil. An inclined filler plug 214 is installed on the rear side of the lower housing 212 to block the lubricating oil filling port on the lower housing 212. An oil drain plug 215 is installed on the side of the lower housing 212 adjacent to its rear side to block the lubricating oil drain port on the lower housing 212. An oil level indicator 216 is also installed on the side of the lower housing 212 where the oil drain plug 215 is located. The oil level indicator 216 is positioned diagonally above the oil drain plug 215 and is used to observe the lubricating oil level in the housing 210. Simultaneously, multiple oil collection grooves are respectively formed on the inner walls of the upper housing 211 and the lower housing 212. These grooves correspond one-to-one with the bearing positions of each shaft assembly and are used to store lubricating oil to ensure the lubrication performance of each bearing.

[0073] See Figure 1 and Figure 8 As shown, the reducer 200 also includes a suspension rod 250, one end of which is hinged to the upper housing 211 and the other end is connected to the bogie. Specifically, the suspension rod 250 includes a rod body 251, a rubber component 252, and a rotating shaft 253. Both ends of the rod body 251 are elastically connected to the rotating shaft 253 via the rubber component 252. The rotating shaft 253 at one end of the rod body 251 is connected to the upper housing 211 by screws, and the rotating shaft 253 at the other end of the rod body 251 is connected to the bogie by screws. An adjusting shim 254 is provided between the rotating shaft 253 connected to the bogie and the screws to adjust the height of the input gear shaft 221 to facilitate the alignment of the coupling.

[0074] The above embodiments are merely preferred embodiments of this utility model and are not intended to limit the technical solutions of this utility model. Any technical solution that can be implemented based on the above embodiments without creative effort should be considered to fall within the scope of protection of this utility model patent.

Claims

1. A new energy locomotive wheelset drive device, characterized in that, include: The motor is suspended below the bogie of the car body. The speed reducer has its input end connected to the motor via a coupling. and The wheelset mechanism is connected to the output end of the reducer and is used to support the weight of the locomotive; The reducer includes a housing and an input shaft assembly, an intermediate shaft assembly, and an output shaft assembly disposed inside the housing. The input shaft assembly, intermediate shaft assembly, and output shaft assembly are sequentially connected by gear transmission to form a two-stage gear transmission pair.

2. The new energy locomotive wheelset drive device according to claim 1, characterized in that: The input shaft assembly includes an input gear shaft with a first driving tooth and a ball bearing, a spacer, a first cylindrical roller bearing, a second cylindrical roller bearing, and a first oil seal sequentially sleeved on the input gear shaft. The ball bearing, spacer ring, and first cylindrical roller bearing are located on one side of the first driving gear. The outer rings of the ball bearing and the first cylindrical roller bearing are embedded in the first bearing sleeve. One end of the first bearing sleeve extends into the housing and the other end is fixedly connected to an outer side of the housing. The other end is covered with a first cap to press down the outer ring of the ball bearing. The inner ring of the ball bearing is pressed by a pressure plate fixedly connected to the end face of the input gear shaft. The second cylindrical roller bearing and the first oil seal are located on the other side of the first driving tooth portion. The outer ring of the second cylindrical roller bearing is embedded in the second bearing sleeve. One end of the second bearing sleeve extends into the housing and the other end is fixedly connected to the other side of the housing. The end is covered with a first through cover to press down the first oil seal and make it abut against the inner ring of the second cylindrical roller bearing. The first oil seal is covered with a first oil baffle plate. The first oil baffle plate is embedded in the second bearing sleeve and pressed by the first through cover to abut against the outer ring of the second cylindrical roller bearing. The end of the input gear shaft away from the pressure plate passes through the first through cover and is connected to the conical surface of one end of the coupling with an interference fit. The other end of the coupling is connected to the conical surface of the motor output shaft with an interference fit.

3. The new energy locomotive wheelset drive device according to claim 2, characterized in that: The intermediate shaft assembly includes an intermediate gear shaft with a second driving tooth and a first tapered roller bearing, a first driven gear, and a second tapered roller bearing sequentially sleeved on the intermediate gear shaft. The first tapered roller bearing and the first driven gear are located on one side of the second driving gear. The inner ring of the first tapered roller bearing abuts against the side of the first driven gear, and the outer ring is embedded in the housing and abuts against the second end cap. The second end cap is fixedly connected to one outer side of the housing. The first driven gear is interference-fitted with the conical surface of the intermediate gear shaft and meshes with the first driving gear. The second tapered roller bearing is located on the other side of the second driving gear and has the same model as the first tapered roller bearing. The inner ring of the second tapered roller bearing abuts against the shoulder of the intermediate gear shaft, and the outer ring is embedded in the housing and abuts against a third end cap. The third end cap is fixedly connected to the other outer side of the housing and has the same structure as the second end cap.

4. The new energy locomotive wheelset drive device according to claim 3, characterized in that: The output shaft assembly includes a second through cover, a second oil seal, a third tapered roller bearing, a spacer ring, a second driven gear, a fourth tapered roller bearing, a third oil seal, and a third through cover, which are sequentially sleeved on the axle of the wheelset mechanism. The outer ring of the third tapered roller bearing is embedded in the housing and abuts against the second oil baffle plate. The second oil baffle plate is embedded in the housing and sleeved on the outside of the second oil seal. The second through cover is fixedly connected to one outside of the housing to press down the second oil seal and the second oil baffle plate. The outer ring of the fourth tapered roller bearing is embedded in the housing and abuts against the third oil baffle plate. The third oil baffle plate is embedded in the housing and sleeved on the outside of the third oil seal. The third through cover is fixedly connected to the other outside of the housing to press down the third oil seal and the third oil baffle plate. The second driven gear is interference-fitted with the cylindrical surface of the axle and meshes with the second driving gear.

5. The new energy locomotive wheelset drive device according to any one of claims 2 to 4, characterized in that: The wheelset mechanism includes an axle and wheels arranged at both ends of the axle; The axle rotates through the housing at the output end of the reducer to place the reducer inside the wheel; The axle on the outer side of the wheel is connected to the bogie of the vehicle body to support the locomotive.

6. The new energy locomotive wheelset drive device according to claim 5, characterized in that: The wheel includes a wheel center, a wheel hub, and a retaining ring; The inner hole of the wheel center is interference-fitted with the cylindrical surface of the axle; The outer circle of the wheel center is interference-fitted with the inner cylindrical surface of the wheel hub to form a split structure; The buckle is fitted into the slot reserved in the inner hole of the wheel hub so as to abut against the retaining ring provided on the wheel hub on both sides of the wheel center; The tread of the wheel hub is connected to the track in a rolling fit.

7. The new energy locomotive wheelset drive device according to claim 6, characterized in that: The housing includes an upper housing and a lower housing connected by bolts. The input shaft assembly is installed on the upper housing, and the width of the upper housing at that location is smaller than the width at other locations. The intermediate shaft assembly and the output shaft assembly are respectively installed between the upper housing and the lower housing, and their axes are both located within the interface between the upper housing and the lower housing.

8. The new energy locomotive wheelset drive device according to claim 7, characterized in that, Each side of the upper housing is provided with a threaded interface corresponding to the first bearing sleeve and the second bearing sleeve, for installing temperature sensors to detect the temperature of the first cylindrical roller bearing and the second cylindrical roller bearing.

9. The new energy locomotive wheelset drive device according to claim 7 or 8, characterized in that: The reducer also includes a boom; One end of the boom is hinged to the upper housing, and the other end is connected to the bogie of the vehicle body.

10. The new energy locomotive wheelset drive device according to claim 9, characterized in that: The boom includes a rod body, a rubber component, and a rotating shaft, with both ends of the rod body being elastically connected to the rotating shaft via the rubber component. The shaft at one end of the rod is connected to the upper housing by screws, and the shaft at the other end of the rod is connected to the bogie of the vehicle body by screws. An adjusting shim is provided between the shaft and the screw connected to the bogie of the vehicle body to adjust the height of the input gear shaft so as to facilitate the alignment of the coupling.

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