A frame-suspended locomotive drive system and its suspension structure

Abstract

The present invention discloses a frame-suspended locomotive drive system and its suspension structure. In the drive system, two traction motors are installed on both sides of the axle, and the output ends of the two traction motors are respectively connected to a driving gear, and the two driving gears are respectively externally meshed with the same driven gear for transmission. The driving gear and the driven gear are respectively supported on the gear box through bearings, and a hollow shaft coupling is installed on the axle, and one end of the hollow shaft coupling is fixedly connected to the driven gear, and the other end is fixedly connected to the wheelset. Brake discs are respectively installed on the rotors of the two traction motors, and brakes are installed on the brake discs. The drive system is suspended on the frame through vertical hangers, longitudinal connecting rods and transverse connecting rods. The present invention can not only realize the frame-suspended drive of a high-power heavy-load freight locomotive, but also significantly reduce the total weight and unsprung weight of the bogie.

Description

Technical Field

[0001] The invention relates to a rail vehicle, in particular to a frame-suspended locomotive drive system and a suspension structure thereof. Background Art

[0002] Heavy load and high speed are important ways to improve the economic benefits of railway transportation. For locomotives and vehicles, heavy load and high speed mean that the single-axle traction and traction power need to be improved, which will inevitably lead to an increase in the volume of the traction motor (usually the diameter of the traction motor). When the volume of the traction motor is limited, in order to increase the power of the traction motor, its output speed will be increased as much as possible, which requires the gear transmission device to have a larger transmission ratio. Under the condition of meeting the bottom limit requirements, a large transmission ratio will lead to a small center distance for the gear transmission device. In this case, if the frame suspension structure of the locomotive drive system is to be realized, it will cause contradictions in the spatial layout, that is, the traction motor will interfere with the hollow shaft coupling, which makes the design of the frame suspension drive system of the heavy-loaded freight locomotive difficult to realize. However, the drive system frame suspension is the main measure to reduce the unsprung weight of the locomotive bogie, reduce the wheel-rail action force, and thus solve a series of problems such as rapid rail wear, line deformation, and abnormal wheel wear.

[0003] For the drive system of a suspended locomotive, during the operation of the locomotive, the various loads borne by the drive system act on the frame through its suspension mounting structure. The load form of the suspension points of the drive system on the frame has a significant impact on the structural strength and weld life of the frame. The complex (multi-directional) suspension point load form places higher requirements on the structural strength of the frame and the design of the welds, which in turn leads to an increase in the weight and cost of the frame. Summary of the invention

[0004] The technical problem to be solved by the present invention is that the frame-suspended drive system of a heavy-loaded freight locomotive is difficult to realize. The present invention provides a frame-suspended locomotive drive system and its suspension structure, which can maximize the use of the space of the bogie, improve the single-axle traction and traction power, and at the same time can adapt to the transmission ratio of a larger gear transmission device, avoiding the problem of interference with the hollow shaft coupling due to the excessive diameter of the traction motor. It can not only realize the frame-suspended drive of a high-power heavy-loaded freight locomotive, but also significantly reduce the total weight and unsprung weight of the bogie.

[0005] In order to solve the above technical problems, the present invention adopts the following technical solutions:

[0006] A frame-suspended locomotive drive system comprises a traction motor, a wheelset, a hollow shaft coupling, an input coupling, a gear transmission device, a brake and a brake disc, wherein the traction motor comprises a housing and a rotor, the wheelset comprises an axle and wheels mounted at both ends of the axle, and one traction motor is arranged on each side of the axle, wherein:

[0007] The gear transmission device includes two driving gears and one driven gear, and the driving gear and the driven gear are supported on the gear box through bearings respectively, the driving gear and the driven gear are externally meshed and driven, and the driven gear is a hollow structure;

[0008] The output ends of the rotors of the two traction motors are respectively connected to one of the driving gears through an input coupling;

[0009] The hollow shaft coupling is sleeved on the axle, and one end of the hollow shaft coupling passes through the driven gear and is fixedly connected to the driven gear, and the other end is fixedly connected to the wheelset;

[0010] The brake discs are respectively installed at the output ends of the rotors of the two traction motors, and the brakes are installed on the brake discs.

[0011] Thus, the frame-suspended locomotive drive system of the present invention includes two traction motors respectively arranged on both sides of the axle, and the gear transmission device is composed of two driving gears respectively meshing with a driven gear. This structural feature enables the frame-suspended locomotive drive system of the present invention to maximize the use of the space of the bogie to increase the total volume of the traction motor, thereby improving the total power of the traction motor, while at the same time the diameter of a single traction motor is not too large, thereby being able to meet the design conditions of a smaller center distance of the gear transmission device (that is, a larger transmission ratio), avoiding interference between the traction motor and the hollow shaft coupling.

[0012] In addition, the brake device (brake disc and brake) of the frame-suspended locomotive drive system of the present invention is arranged at the high-speed end (the braking force acts on the motor rotor or the driving gear). According to the characteristics of the gear transmission device, its braking force is much smaller than that of the brake device arranged at the low-speed end (the braking force acts on the wheel pair or the driven gear). Therefore, the structural size of the brake device can be designed to be smaller, reducing the total weight of the bogie. On the other hand, since the frame-suspended locomotive drive system of the present invention is a frame-suspended structure, the brake device is all sprung weight. That is, the brake device of the frame-suspended locomotive drive system of the present invention can reduce the unsprung weight and the total weight of the bogie.

[0013] In a specific embodiment, two ends of the rotor of the traction motor are respectively configured as output ends, one output end is connected to the gear transmission device, and the other output end is connected to the brake disc.

[0014] In another specific embodiment, one end of the rotor of the traction motor is set as an output end, the output end is connected to the driving gear of the gear transmission device, and the rotating shaft of the driving gear is connected to the brake disc.

[0015] Based on the same inventive concept, the present invention provides a suspension structure of the frame-suspended locomotive drive system, which comprises:

[0016] The two traction motors and the gear transmission device are connected into a rigid whole;

[0017] The two ends of the rigid body are respectively hung on the frame through vertical suspension rods, and at least one end of the rigid body is connected to the frame through a horizontally arranged longitudinal connecting rod, and at least one side of the rigid body is connected to the frame through a horizontally arranged transverse connecting rod.

[0018] It can be seen that the frame-suspended locomotive drive system of the present invention has a hollow structure with the driven gear of the gear transmission device, and the gear transmission device transmits power to the wheelset through a hollow shaft coupling; the housings of the two traction motors and the gear transmission device (gear box) are rigidly connected together to form a whole; the whole formed by the two traction motors and the gear transmission device is connected to the frame through a suspension structure, so that the drive system of the present invention is formed into a frame-suspended structure, thereby reducing the unsprung weight of the locomotive bogie, reducing the wheel-rail action force, and solving a series of problems such as rapid wear of rails, line deformation, abnormal wheel wear, etc.

[0019] In a specific embodiment, the gear box is fixedly connected to the housings of the two traction motors, and the housings of the two traction motors are fixedly connected via a connecting beam.

[0020] Preferably, one end of the transverse connecting rod is connected to the frame, and the other end is connected to the housing of the traction motor.

[0021] Preferably, the two ends of the vertical suspender rod, the longitudinal connecting rod, and the transverse connecting rod are respectively hinged to the connecting component through a rubber joint structure with large radial stiffness and small torsion and deflection stiffness. Since the rubber joint structure has the characteristics of large radial stiffness and small torsion and deflection stiffness, the two ends of the vertical suspender rod, the longitudinal connecting rod, and the transverse connecting rod form a nearly ideal revolute pair, that is, the force of the vertical suspender rod, the longitudinal connecting rod, and the transverse connecting rod is close to the force of a two-force rod, and only bears the force in the length direction of the rod (that is, its load is a load in a single direction), so that the loads of each suspension point of the vertical suspender rod, the longitudinal connecting rod, and the transverse connecting rod are decoupled, that is, the loads of each suspension point of the vertical suspender rod, the longitudinal connecting rod, and the transverse connecting rod are loads in a single direction, thereby improving the stress state of the frame, facilitating the design of the frame structure and welds, and reducing the manufacturing cost of the frame.

[0022] Based on the same inventive concept, in the suspension structure of the frame-suspended locomotive drive system of the present invention, the longitudinal connecting rod and the transverse connecting rod are replaced by shock absorbers with rubber joint structures at both ends. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0024] Figure 1 A is a schematic diagram of a first embodiment of a locomotive frame suspension drive system and a suspension structure thereof according to the present invention;

[0025] Figure 2 Schematic diagram b of the first embodiment of the locomotive frame suspension drive system and its suspension structure of the present invention;

[0026] Figure 3 for Figure 1 AA section view;

[0027] Figure 4 for Figure 1 BB cross-sectional view;

[0028] Figure 5 It is a schematic diagram of a second embodiment of a locomotive frame suspension drive system and its suspension structure according to the present invention.

[0029] In the figure: 1. traction motor; 2. wheelset; 3. hollow shaft coupling; 4. input coupling; 5. gear transmission device; 6. vertical boom; 7. longitudinal connecting rod; 8. connecting beam; 9. transverse connecting rod; 10. brake; 11. brake disc; 12. frame; 1-1. housing; 1-2. rotor; 2-1. axle; 2-2. wheel; 5-1. driving gear; 5-2. bearing one; 5-3. driven gear; 5-4. bearing two; 5-5. gear box. DETAILED DESCRIPTION

[0030] The present invention is further described below in conjunction with specific preferred embodiments, but the protection scope of the present invention is not limited thereby.

[0031] For the convenience of description, the relative position relationship of each component, such as up, down, left, right, etc., is described according to the layout direction of the drawings in the specification, and does not limit the structure of this patent.

[0032] Reference Figure 1The frame-suspended locomotive drive system and its suspension structure of the present invention include a traction motor 1, a wheelset 2, a hollow shaft coupling 3, an input coupling 4, a gear transmission device 5, a vertical hanger 6, a longitudinal connecting rod 7, a connecting beam 8, a transverse connecting rod 9, a brake 10 and a brake disc 11.

[0033] Reference Figure 2 The traction motor 1 includes a housing 1-1 and a rotor 1-2; the wheelset 2 includes an axle 2-1 and wheels 2-2.

[0034] Reference Figure 2 and Figure 3 , the gear transmission device 5 includes a driving gear 5-1, a bearing 1 5-2, a driven gear 5-3, a bearing 2 5-4, and a gear box 5-5. The gear transmission device 5 includes two driving gears 5-1, and the two driving gears 5-1 are supported on the gear box 5-5 through bearing 1 5-2 respectively, that is, the driving pinion 5-1 in the present invention is a non-cantilever installation structure, and its two ends are supported and installed on the gear box 5-5 through bearing 1. It is a supporting installation structure, so that the driving pinion 5-1 is better stressed and deformed symmetrically, which is beneficial to avoid eccentric wear of the tooth surface and reduce transmission noise. The driven gear 5-3 is a hollow structure, which is supported on the gear box 5-5 through bearing 2 5-4. The two driving gears 5-1 are meshed with the driven gear 5-3 for transmission.

[0035] Reference Figure 1 and Figure 2 The locomotive drive system of the present invention comprises two traction motors 1, which are arranged on both sides of the axle 2-1. The output ends of the rotors 1-2 of the two traction motors 1 are connected to two driving gears 5-1 through input couplings 4 respectively.

[0036] Reference Figure 1 , Figure 2 and Figure 3 The hollow shaft coupling 3 is mounted on the axle 2 - 1 , one end of which passes through the driven gear 5 - 3 and is connected to the driven gear 5 - 3 , and the other end of which is connected to the wheelset 2 .

[0037] Reference Figure 1 , Figure 2 and Figure 3 The power transmission process of the locomotive drive system of the present invention is as follows: the two traction motors 1 transmit power to the two driving gears 5-1 through the input coupling 4 respectively, the two driving gears 5-1 are respectively meshed with the driven gears 5-3 for transmission, and the driven gears 5-3 then transmit power to the wheelset 2 through the hollow shaft coupling 3.

[0038] Reference Figure 1 and Figure 2The brake 10 is fixedly connected to the frame 12 and arranged at the tail of the traction motor 1; the brake disc 11 is fixedly connected to the part of the rotor 1-2 of the traction motor 1 that extends out of the housing 1-1. The brake 10 and the brake disc 11 form a braking device to realize the braking function of the locomotive drive system.

[0039] Reference Figure 1 , Figure 2 and Figure 4 The gear box 5-5 is fixedly connected to the housings 1-1 of the two traction motors, and the housings 1-1 of the two traction motors are connected by a connecting beam 8. Thus, the two traction motors 1 and the gear transmission device 5 form a rigid whole.

[0040] Reference Figure 1 and Figure 4 The frame-suspended locomotive drive system of the present invention is connected to the frame 12 through the vertical suspension rod 6, the longitudinal connecting rod 7, and the transverse connecting rod 9. Both ends of the vertical suspension rod 6, the longitudinal connecting rod 7, and the transverse connecting rod 9 are hinged to the connecting parts through a rubber joint structure with large radial stiffness and small torsion and deflection stiffness.

[0041] Note: In this article, "vertical" refers to the direction perpendicular to the track plane, "longitudinal" refers to the track direction, and "transverse" refers to the axle direction.

[0042] Reference Figure 5 In the frame-suspended locomotive drive system of the present invention, the brake device can also be arranged on one side of the gear transmission device 5. That is, the brake 10 is fixedly connected to the frame 12 and arranged in front of the gear transmission device 5; the brake disc 11 is fixedly connected to the part of the driving gear 5-1 extending out of the gear box 5-5. The brake 10 and the brake disc 11 form a brake device to realize the braking function of the frame-suspended locomotive drive system.

[0043] In the above embodiment, the longitudinal connecting rod 7 and the transverse connecting rod 9 can be replaced by shock absorbers with rubber joint structures at both ends.

[0044] The above is only a specific implementation scheme of the present invention, but the protection scope of the present invention is not limited thereto. Any technician familiar with the art can make many possible changes and modifications to the technical scheme of the present invention by using the technical content disclosed above without departing from the scope of the technical scheme of the present invention, or modify it into an equivalent embodiment of equivalent changes. Therefore, any simple modification, equivalent change and modification made to the above embodiments according to the technical essence of the present invention without departing from the content of the technical scheme of the present invention should fall within the protection scope of the technical scheme of the present invention.

Claims

1. A drive system for a frame-suspended locomotive, comprising a traction motor (1), a wheelset (2), a hollow shaft coupling (3), an input coupling (4), a gear transmission device (5), a brake (10) and a brake disc (11), wherein the traction motor (1) comprises a housing (1-1) and a rotor (1-2), the wheelset (2) comprises an axle (2-1) and wheels (2-2) mounted at both ends of the axle, and one traction motor is arranged on each side of the axle (2-1), characterized in that: The gear transmission device (5) comprises two driving gears (5-1) and a driven gear (5-3), and the driving gears (5-1) and the driven gear (5-3) are respectively supported on a gear box (5-5) through bearings, the driving gear (5-1) and the driven gear (5-3) are externally meshed for transmission, and the driven gear (5-3) is a hollow structure; The output ends of the rotors (1-2) of the two traction motors (1) are respectively connected to one of the driving gears (5-1) via an input coupling (4); The hollow shaft coupling (3) is sleeved on the axle (2-1), and one end of the hollow shaft coupling (3) passes through the driven gear (5-3) and is fixedly connected to the driven gear (5-3), and the other end is fixedly connected to the wheelset (2); The brake discs (11) are respectively installed at the output ends of the rotors (1-2) of the two traction motors (1), and the brake is installed on the brake discs (11).

2. The drive system of a suspended locomotive according to claim 1, characterized in that: Both ends of the rotor (1-2) of the traction motor (1) are respectively arranged as output ends, one output end is connected to the gear transmission device (5), and the other output end is connected to the brake disc (11).

3. The drive system of a suspended locomotive according to claim 1, characterized in that: One end of the rotor (1-2) of the traction motor (1) is arranged as an output end, the output end is connected to a driving gear (5-1) of the gear transmission device (5), and the rotating shaft of the driving gear (5-1) is connected to the brake disc (11).

4. A suspension structure of a frame-suspended locomotive drive system as claimed in any one of claims 1 to 3, characterized in that: The two traction motors (1) and the gear transmission device (5) are connected to form a rigid whole; The two ends of the rigid whole are respectively suspended on the frame (12) through vertical suspension rods (6), and at least one end of the rigid whole is connected to the frame (12) through a horizontally arranged longitudinal connecting rod (7), and at least one side of the rigid whole is connected to the frame (12) through a horizontally arranged transverse connecting rod (9).

5. The suspension structure of the frame-suspended locomotive drive system according to claim 4, characterized in that: The gear box body (5-5) is fixedly connected to the housings (1-1) of the two traction motors (1), and the housings (1-1) of the two traction motors are fixedly connected via a connecting beam (8).

6. The suspension structure of the frame-suspended locomotive drive system according to claim 4, characterized in that: One end of the transverse connecting rod (9) is connected to the frame (12), and the other end is connected to the housing (1-1) of the traction motor (1).

7. The suspension structure of the frame-suspended locomotive drive system according to claim 4, characterized in that: Both ends of the vertical suspension rod (6), the longitudinal connecting rod (7) and the transverse connecting rod (9) are respectively hinged to the connecting components via rubber joint structures with large radial rigidity and small torsional and deflection rigidity.

8. The suspension structure of the frame-suspended locomotive drive system according to claim 4, characterized in that: The longitudinal connecting rod (7) and the transverse connecting rod (9) are replaced by shock absorbers with rubber joint structures at both ends.

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