Transverse coupling differential for a rail vehicle

Abstract

The application relates to a coupling differential device, in particular to a transverse coupling differential device for a rail vehicle, and belongs to the technical field of rail transportation. The differential device is designed as a same-side output according to the structural features of a low-floor tram, so that the transverse coupling differential device can be arranged on one side of the vehicle, the structure is avoided from being arranged in the middle of the vehicle, the middle space of the bogie is saved, and the vehicle floor is realized as 100% low floor. The independent wheel pair obtains a semi-rigid coupling performance, that is, the independent wheel pair has a snake-shaped movement similar to a rigid wheel pair on a flat track, the center of the independent wheel pair can dynamically return to the track center, and the wheel flange is prevented from being in long-term contact with the track, meanwhile, when the wheel stroke difference is large when passing through a small curve, the transverse coupling differential device is forced to generate a differential speed, so that the inner and outer wheels generate a speed difference, the small curve is smoothly passed through in a pure rolling mode, and the problem of recoupling after decoupling of the independent wheels is solved.

Description

Technical Field

[0001] This invention relates to a coupling differential device, and more particularly to a lateral coupling differential device for rail vehicles, belonging to the field of rail transit technology. Background Technology

[0002] As far as the applicant knows, the differential device in conventional rail vehicle transmissions outputs from both sides. When decoupled independent wheels run on straight tracks, there are problems such as wheel flanges sticking to the track and the independent wheelsets failing to return to their center relative to the track. However, when rigidly coupled wheelsets pass over curved tracks with small radii of curvature, the travel difference between the inner and outer wheels is large, causing longitudinal creep. This forces the wheels to press their flanges together to compensate for the travel difference, resulting in accelerated flange wear, uneven tread wear forming polygons, and ultimately abnormal vibration and noise, affecting vehicle performance. A search revealed that Chinese patent document publication number 201210574697.4 discloses a 100% low-floor tram with independent wheel coupling drive. This 100% low-floor tram uses curved axles instead of traditional axles, arranging bogie components on both sides, with the car floor located in the middle of the bogie space, achieving a low-floor floor for the entire vehicle. This technical solution of changing the axle to a curved axle not only complicates the manufacturing and assembly process, but also, in practice, shows that it is not very effective in solving the problems of track center return of independent wheelsets when running on straight tracks and severe wear when the track has a small radius of curvature. Summary of the Invention

[0003] The purpose of this invention is to address the shortcomings of existing technologies by proposing a lateral coupling differential device for rail vehicles, which effectively ensures that independent wheelsets return to the track center when running on straight tracks and suppresses wear when running on tracks with small curvature radii.

[0004] This invention solves the technical problem through the following technical solution: a lateral coupling differential device for rail vehicles, the device being integrated inside a gearbox and transmitting power to the wheels via the gearbox drive. The lateral coupling differential device includes a differential device and a coupling device. The differential device is integrally arranged on the outside of the vehicle via bolts to the coupling device. The differential device contains an input gear, an output gear, and a drum-shaped gear drive shaft. The input gear and output gear are mounted on the drum-shaped gear drive shaft along the transmission direction. A cylindrical gear for power transmission is provided on the outer diameter of the input gear. The input gear is internally hollow and spherical, with a hollow cross pin at its center that is fitted onto the drum-shaped gear drive shaft. The hollow cross pin... At least two planetary gears close to the spherical surface are mounted on the shaft. The end of the planetary gear near the hollow cross pin is a planetary bevel gear. A half-shaft gear is placed inside the sphere near the end of the drum-shaped gear drive shaft. A half-shaft gear bevel gear is provided on the side of the half-shaft gear near the center of the sphere. The half-shaft gear bevel gear meshes with all the planetary bevel gears simultaneously. The half-shaft gear contains two half-shaft gears. One half-shaft gear is a hollow drive half-shaft with external splines that transmits power to the output gear through the external splines. The other half-shaft gear is connected to the drum-shaped gear drive shaft through splines. The drum-shaped gear drive shaft passes through the hollow cross pin, the hollow drive half-shaft, and the output gear in sequence to transmit power to the gears of the gearbox on the other side.

[0005] The coupling device includes a coupling housing, a friction plate assembly, and a disc spring assembly. The friction plate assembly is housed within the coupling housing, and one end of the friction plate assembly is fitted with an axially compressed disc spring assembly. The friction plate assembly connects to the hollow drive half-shaft, transmitting power to the output gear. The hollow drive half-shaft is coupled to the coupling housing via the friction plate assembly. The coupling device uses a friction plate assembly with internal and external splines to couple the drive half-shaft to the coupling housing. The compression of the disc spring assembly is adjusted by using shims to adjust the thickness, thereby regulating the pressure of the friction plates and adjusting the coupling torque. By adjusting the coupling torque, the coupler achieves decoupling differential speed on curve radii smaller than a set radius and achieves coupling speed uniformity on curve radii larger than a set radius.

[0006] The aforementioned lateral coupling differential device, integrated inside the drive gearbox, transmits power to the input gear of the lateral coupling differential device through the gearbox. The lateral coupling differential device then transmits power to the output gears on both the inner and outer sides via planetary gears and half-shaft gears, which in turn transmit the power to the left and right wheels respectively.

[0007] The present invention further achieves its objective through the following technical solutions:

[0008] The input gear has a pin hole corresponding to the pin shaft of the hollow cross pin, and a connecting pin is installed in the pin hole. The other end of the connecting pin is connected to the hollow cross pin.

[0009] The contact points between the half-shaft gear, the planetary gear, and the spherical surface are respectively provided with spherical pads for adjusting the gear installation distance.

[0010] A transmission half-shaft bevel gear is provided at the end of the transmission half-shaft near the planetary gears, and the transmission half-shaft bevel gear meshes with all the planetary gear bevel gears simultaneously.

[0011] The front end of the drum-shaped gear drive shaft is fixed to the input gear via a ball bearing, and the rear end is fixed to the output gear via a sliding bearing. The end of the drum-shaped gear drive shaft is provided with angle-compensated drum-shaped teeth. The drum-shaped gear drive shaft has a central oil hole and two oil inlets for lubricating the drive half shaft and the sliding bearing respectively. The axes of the two oil inlets are intersecting each other. The input gear has at least two symmetrical oil grooves on the inner spherical surface near the inner hole.

[0012] The friction plate assembly consists of at least three outer friction plates, inner friction plates arranged between the outer friction plates and sliding relative to them, and alloy friction blocks sintered on both sides of the outer friction plates. Adjusting shims are provided at both ends of the friction plate assembly. One adjusting shim is located at the disc spring pressure block containing the disc spring assembly, and the other adjusting shim is provided with an axially positioned elastic retaining ring. The elastic retaining ring is installed on the coupling housing, forming a cavity with the coupling housing to house the friction plate assembly, adjusting shims, disc spring pressure block, and disc spring assembly. A hollow transmission half-shaft is installed inside the friction plate assembly, and the hollow transmission half-shaft meshes with the output gear.

[0013] The coupling housing is provided with an internal spline, the outer diameter of the outer friction plate is provided with an external spline that mates with the internal spline, the inner hole of the inner friction plate is provided with an internal spline, one end of the transmission half shaft is provided with a transmission shaft external spline that mates with the internal spline, and the other end mates with the internal spline of the output gear.

[0014] The disc spring pressure block is provided with an inner hole for positioning the disc spring assembly.

[0015] Based on the structural characteristics of low-floor trams, the differential device of the present invention is designed with the output on the same side, so that the lateral coupling differential device can be arranged on the outside of the vehicle, avoiding the structure being arranged in the middle of the vehicle, saving the space in the middle of the bogie, and achieving 100% low floor of the vehicle floor.

[0016] The lateral coupling differential device of this invention enables independent wheelsets to achieve semi-rigid coupling performance, that is, to have the motion characteristics of a near-rigid wheelset on a straight track. The independent wheelsets acquire longitudinal creep force, thereby generating lateral creep force and creep torque, which can cause the axle to form a swing angle, thereby enabling the independent wheelsets to dynamically return to the track center and preventing the wheel flanges from running in close contact for a long time. At the same time, when passing through small curves, if the wheel travel difference is large, the lateral coupling differential is forced to generate differential speed, causing the inner and outer wheels to generate a speed difference, so as to smoothly pass through small curves in a pure rolling manner. This solves the problem of recoupling after the decoupling of independent wheels, and has the advantages of reducing wheel flange wear, reducing wheel tread abrasion, reducing running noise and vibration, and improving the overall operating performance of the vehicle. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of a structure according to an embodiment of the present invention.

[0018] Figure 2 yes Figure 1 AA sectional view.

[0019] Figure 3 yes Figure 1 BB cross-sectional view.

[0020] Figure 4 yes Figure 3 A magnified view of a portion of the image.

[0021] Figure 5 This is a schematic diagram illustrating the operation of one embodiment of the present invention.

[0022] In the diagram: 100—Differential gear, 101—Input gear, 101.1—Input gear spherical surface one, 101.2—Input gear pin hole, 101.3—Input gear cylindrical gear, 101.4—Input gear oil groove, 102—Connecting pin, 103—Hollow cross pin, 104—Planetary gear, 104.1—Planetary gear bevel gear, 104.2—Planetary gear spherical surface two, 105—Spherical pad one, 106—Half-shaft gear, 106.1—Half-shaft gear bevel gear, 106.2—Half-shaft gear spherical surface three, 106.3—Half-shaft gear internal spline one, 107—Spherical pad two, 108—Drum-shaped gear drive shaft, 108.1—Drum-shaped gear drive shaft external spline one, 108.2—Drum-shaped gear drive shaft drum gear, 108.3—Drum-shaped gear drive shaft drum gear. 108.4—Drum-shaped gear drive shaft oil inlet, 108.5—Drum-shaped gear drive shaft oil inlet, 109—Ball bearing, 110—Sliding bearing, 200—Coupling device, 201—Coupling housing, 201.1—Coupling housing inner spline, 202—Friction plate assembly, 203—Outer friction plate, 203.1—Outer friction plate outer spline, 203.2—Outer friction plate alloy friction block, 204—Inner friction plate, 204.1—Inner friction plate inner spline, 205—Adjusting shim, 206—Disc spring assembly, 207—Disc spring pressure block, 208—Elastic retaining ring, 209—Drive half shaft, 209.1—Drive half shaft outer spline, 209.2—Drive half shaft bevel gear, 300—Bolt assembly, 400—Output gear. Detailed Implementation

[0023] Example

[0024] [1] The lateral coupling differential device in this embodiment is as follows: Figure 1 As shown, it includes a differential device 100 and a coupling device 200, which are connected as one unit by a bolt group 300.

[0025] [2] For example Figure 1 , Figure 2 As shown, the differential gear 100 includes an input gear 101. The input gear 101 has a spherical surface 101.1 inside. Four pin holes 101.2 are provided radially through the center of the sphere. A cylindrical gear 101.3 for transmitting input power is located on the outer diameter of the input gear. Four connecting pins 102 are installed in the pin holes 101.2 of the input gear. The other end of each connecting pin 102 is connected to a hollow cross pin 103. A threaded hole is provided at the center of the end of each connecting pin 102 for easy disassembly. A retaining ring is used for axial positioning of the end of each connecting pin 102.

[0026] [3] At least two planetary gears 104 are mounted on the shaft of the hollow cross pin 103; the end of the planetary gear 104 near the hollow cross pin is a bevel gear 104.1, which is not limited to a straight bevel gear or a spiral bevel gear; the end of the planetary gear 104 near the input gear 101 is a spherical surface 104.2; a spherical pad 105 is provided between the spherical surface 104.2 and the spherical surface 101.1 of the input gear. The spherical pad 105 has two spherical surfaces, one of which mates with the spherical surface 101.1 of the input gear, and the other mates with the spherical surface 104.2 of the planetary gear. The spherical pad 105 has different thicknesses to adjust the mounting distance of the bevel gear 104.1.

[0027] [4] such as Figure 3 As shown, a half-shaft gear 106 is mounted on one spherical end of the input gear 101. A bevel gear 106.1 is located on the side of the half-shaft gear 106 near the center of the sphere of the input gear 101. The bevel gear 106.1 is not limited to a straight bevel gear or a spiral bevel gear. A spherical surface 106.2 is located on the side of the half-shaft gear 106 near the first spherical surface 101.1 of the input gear. The bevel gear 106.1 meshes simultaneously with all the planetary bevel gears 104.1. A spherical pad 107 is provided between the third spherical surface 106.2 of the half-shaft gear and the first spherical surface 101.1 of the input gear. The second spherical pad 107 has two spherical surfaces; one surface mates with the first spherical surface 101.1 of the input gear, and the other surface mates with the third spherical surface 106.2 of the half-shaft gear. The second spherical pad 107 has different thicknesses to adjust the mounting distance of the bevel gear 106.1.

[0028] [5] The center of the half-shaft gear 106 is provided with an internal spline 106.3, which meshes with the drum-shaped gear transmission shaft 108. The drum-shaped gear transmission shaft 108 is provided with an external spline 108.1 that meshes with the internal spline 106.3 of the half-shaft gear.

[0029] [6] such as Figure 3 , Figure 4 As shown, the coupling device includes a coupling housing 201, within which a friction plate assembly 202 is installed. Adjusting shims 205 are provided at both ends of the friction plate assembly 202. One adjusting shim 205 has an axially pressing disc spring assembly 206 and a disc spring pressure block 207 installed on one side; the other adjusting shim 205 has an axially limiting elastic retaining ring 208. The elastic retaining ring 208 is mounted on the coupling housing 201, pressing the friction plate assembly 202, adjusting shims 205, disc spring pressure block 207, and disc spring assembly 206 into the coupling housing 201. A hollow transmission half-shaft 209 is installed in the inner hole of the friction plate assembly 202. The transmission half-shaft 209 meshes with an output gear 400, transmitting power to the output gear 400 on that side.

[0030] [7] The friction plate assembly 202 includes no less than three outer friction plates 203, with an inner friction plate 204 separating each two outer friction plates 203. Alloy friction blocks 203.2 are sintered on both sides of the outer friction plates 203. When the outer friction plates 203 and the inner friction plates 204 slide relative to each other, the alloy friction blocks 203.2 wear down, protecting the friction surface of the inner friction plates 204.

[0031] [8] The coupling housing 201 has an inner spline 201.1 inside, and the outer friction plate 203 has an outer spline 203.1 on its outer diameter that mates with the inner spline 201.1 inside the coupling housing. The inner hole of the inner friction plate 204 has an inner spline 204.1, and one end of the transmission half shaft 209 has an outer spline 209.1 that mates with the inner spline 204.1 inside the inner friction plate. One end of the outer spline 209.1 of the transmission half shaft meshes with the inner spline 204.1 of the inner friction plate; the other end meshes with the inner spline of the output gear 400, transmitting power to the output gear 400, and then transmitting it to the wheel through the meshing of the gears.

[0032] [9] The disc spring pressure block 207 is provided with an inner hole for positioning and installing the disc spring assembly.

[0033]

[10] The thickness of the adjusting shim 205 is adjustable. Its thickness dimension a is related to the compression amount f of the disc spring assembly 206, the free height H0 of the disc spring assembly, the cavity depth b of the related components of the mounting friction plate group 202 inside the coupling housing 201, the thickness c of the friction plate group, the thickness d of the mounting surface of the disc spring pressure block 207, and the thickness e of the elastic retaining ring 208, i.e., a=b+fcde-H0; the compression amount of the disc spring assembly 206 is calculated based on the size characteristics of the disc spring, the number of disc springs, the coupling torque, the friction coefficient of the friction plate and the number of friction pairs. The specific calculation process can refer to the national standard GB / T1972 "Butterfly Spring". The axial pressing amount of the disc spring assembly 206 is adjusted by adjusting the thickness of the adjusting shim 205, so that the friction plate group 202 obtains a suitable pressing force, thereby generating a coupling torque between the transmission half shaft 209 and the coupling housing 201.

[0034]

[11] A bevel gear 209.2 is provided at one end of the transmission half-shaft 209. The transmission half-shaft bevel gear 209.2 meshes with the bevel gears 104.1 of all planetary gears simultaneously. After the power of the gearbox is transmitted to the input gear 101 of the transverse coupling differential device, it is transmitted to the hollow cross pin 103 via the connecting pin 102, and then distributed to the half-shaft gear 106 and the transmission half-shaft 209 via the planetary gear 104, respectively meshing with the gears on both sides of the gearbox, and finally driving the wheels on both sides. When the wheels travel on a straight track or a track with a curve radius greater than the set value, the travel of the wheels on both sides is the same, and the resistance is basically the same. The difference in output torque between the half-shaft gear 106 and the transmission half-shaft 209 is less than the coupling torque of the friction plate group 202. The outer friction plate 203 and the inner friction plate 204 are relatively stationary, so the half-shaft gear 106 and the transmission half-shaft 209 rotate synchronously. When the wheels travel on a track with a curve radius less than the set value, the travel difference between the wheels on both sides is large. Affected by the longitudinal creep force, the difference in output torque between the half-shaft gear 106 and the transmission half-shaft 209 is greater than the coupling torque of the friction plate group 202. The outer friction plate 203 and the inner friction plate 204 rotate relative to each other, so the half-shaft gear 106 and the transmission half-shaft 209 decouple and differentially speed.

[0035]

[12] The drum-shaped gear drive shaft 108 is fixedly installed by ball bearing 109 and sliding bearing 110. The ball bearing 109 is installed at the end of the inner hole of the input gear 101. One end of the inner ring of the ball bearing 109 is in contact with the drum-shaped gear drive shaft 108 and the input gear 101 respectively, and the other end is positioned by retaining rings. The floating sliding bearing 110 is installed at the end of the output gear 400. The other end of the drum-shaped gear drive shaft 108 is provided with an angle-compensated drum-shaped tooth 108.2, which can compensate for the displacement difference between the drive gearboxes of the two wheels.

[0036]

[13] The drum-shaped gear drive shaft 108 is provided with a central oil hole 108.3 for guiding oil. Lubricating oil is introduced from a hole near the end of the ball bearing 109. The end of the drum-shaped gear drive shaft 108 is provided with a step or a snap ring stop, so that the lubricating oil flows along the central oil hole 108.3 toward the drum-shaped gear 108.2 side of the drum-shaped gear drive shaft. The middle part of the drum-shaped gear drive shaft 108 is provided with an oil inlet hole 108.4 for lubricating the external spline 209.1 of the transmission half shaft and an oil inlet hole 208.5 for lubricating the sliding bearing 110, and the axes of the oil inlet hole 108.4 and the oil inlet hole 208.5 are intersecting each other. The lubricating oil entering the central oil hole 108.3 of the drum-shaped gear drive shaft can simultaneously lubricate the spline pair of the transmission half shaft 209, the sliding bearing 110 and the drum-shaped gear 108.2 of the drum-shaped gear drive shaft.

[0037]

[14] The input gear 101 has at least two symmetrical oil grooves 101.4 on the inner spherical surface. The ball bearing 109 rotates and squeezes into the spherical surface of the input gear 101. The lubricating oil is introduced into the differential device 100 through the oil grooves 101.4 to lubricate the various components.

[0038]

[15] In use, the structure of the system in this embodiment is as follows: Figure 5 As shown. The gearbox is connected to the drive motor via coupling 1-5. The gearbox is divided into a driving gearbox 1 and a driven gearbox 2. The driving gearbox 1 contains a three-stage gear transmission, while the driven gearbox 2 is driven by a single-stage gear 2-1. The parameters of the first-stage gear 2-1 in the driven gearbox are exactly the same as those of the third-stage gear 1-4 in the driving gearbox. In this embodiment, the lateral coupling differential 1-1 is integrated into the second-stage gear 1-3 transmission of the driving gearbox 1. Power is transmitted to the third-stage gear 1-4 of the driving gearbox and the first-stage gear 2-1 of the driven gearbox through the lateral coupling differential 1-1.

[0039]

[16] The drive motor transmits power to the first gear 1-2 of the gearbox through the coupling 1-5, and then to the lateral coupling differential device 1-1 through the first gear 1-2 and the second gear 1-3. The power is split through the lateral coupling differential device. The transmission half shaft 209 transmits power to the third gear 1-4 of the drive gearbox. The half shaft gear 106 transmits power to the first gear 2-1 of the driven gearbox through the coupling drive shaft 4. The output end of the third gear 1-4 of the drive gearbox and the output end of the first gear 2-1 of the driven gearbox are connected to the two wheels respectively, driving the wheels on both sides forward.

[0040]

[17] The specific work process is as follows: Figure 3 The input gear 101, planetary gear 104, half-shaft gear 106, and transmission half-shaft 209 on the differential device 100 rotate at speeds n0, np, n1, and n2, respectively, with the following relationships: n1 = n0 + np; n2 = n0 - np. The friction plate group 202 of the coupling device 200 couples the coupling housing 201 and the transmission half-shaft 209 to rotate synchronously with a certain torque, i.e., n2 = n0. At this time, np = 0, resulting in n1 = n2 = n0. That is, the input gear 101, half-shaft gear 106, and transmission half-shaft 209 rotate at the same speed. The half-shaft gear 106 and transmission half-shaft 209 transmit power to the driven gearbox gear and the third stage gear of the driving gearbox, respectively. After gear meshing, the power is transmitted to the left and right wheels, causing the left and right wheels to rotate at the same speed.

[0041]

[18] When the vehicle is running on a straight track and a track with a large curve radius, the difference in travel between the left and right wheels is very small, which can be compensated by the difference in the rolling circle diameter of the wheel cone tread. When the vehicle is running on a track with a small curve radius, the difference in travel between the left and right wheels is very large, and the left and right wheels will generate a speed difference trend, which forces the friction plate group 202 of the coupling device 200 to slide relative to each other, so that the transmission half shaft 209 and the half shaft gear 106 rotate at different speeds. After the meshing transmission of the third stage gear of the active gearbox and the gear of the passive gearbox, the wheels obtain different speeds, and the vehicle passes smoothly through the track with a small curve radius.

[0042]

[19] In addition to the above-described embodiments, the present invention may have other embodiments. All technical solutions formed by equivalent substitution or equivalent transformation fall within the protection scope claimed by the present invention.

Claims

1. A lateral coupling differential device for rail vehicles, said device being integrated inside a gearbox and transmitting power to the wheels via the gearbox, characterized in that: The lateral coupling differential device includes a differential device and a coupling device. The differential device is connected to the coupling device by a bolt group to form an integral arrangement on the outside of the vehicle. The differential device includes an input gear, an output gear, and a drum-shaped gear drive shaft. The input gear and output gear pass through the drum-shaped gear drive shaft along the transmission direction. A cylindrical gear for transmitting power is mounted on the outer diameter of the input gear. The input gear is internally hollow and spherical, with a hollow cross pin at its center that fits onto the drum-shaped gear drive shaft. At least two planetary gears close to the spherical surface are mounted on the pin shaft of the hollow cross pin. The end of each planetary gear near the hollow cross pin is a planetary bevel gear, and the end near the drum-shaped gear drive shaft... A half-shaft gear is installed inside the sphere. A bevel gear is provided on the side of the half-shaft gear near the center of the sphere. The bevel gear meshes with all the planetary bevel gears simultaneously. The half-shaft gear contains two half-shaft gears. One half-shaft gear is a hollow transmission half-shaft with an external spline that transmits power to the output gear through the external spline. The other half-shaft gear is connected to a drum-shaped gear transmission shaft via a spline. The drum-shaped gear transmission shaft passes through a hollow cross pin, a hollow transmission half-shaft, and an output gear in sequence to transmit power to the gears of the gearbox on the other side. The coupling device includes a coupling housing, a friction plate assembly, and a disc spring assembly. The friction plate assembly is installed inside the coupling housing. One end of the friction plate assembly is equipped with an axially compressed disc spring assembly. The friction plate assembly is connected to the hollow transmission half-shaft to transmit power to the output gear. The hollow transmission half-shaft is coupled to the coupling housing via the friction plate assembly.

2. The lateral coupling differential device for rail vehicles according to claim 1, characterized in that: The input gear has a pin hole corresponding to the pin shaft of the hollow cross pin, and a connecting pin is installed in the pin hole. The other end of the connecting pin is connected to the hollow cross pin.

3. The lateral coupling differential device for rail vehicles according to claim 1, characterized in that: The contact points between the half-shaft gear, the planetary gear, and the spherical surface are respectively provided with spherical pads for adjusting the gear installation distance.

4. The lateral coupling differential device for rail vehicles according to claim 1, characterized in that: A transmission half-shaft bevel gear is provided at the end of the transmission half-shaft near the planetary gears, and the transmission half-shaft bevel gear meshes with all the planetary gear bevel gears simultaneously.

5. The lateral coupling differential device for rail vehicles according to claim 1, characterized in that: The front end of the drum-shaped gear drive shaft is fixed to the input gear via a ball bearing, and the rear end is fixed to the output gear via a sliding bearing. The end of the drum-shaped gear drive shaft is provided with angle-compensated drum-shaped teeth. The drum-shaped gear drive shaft has a central oil hole and two oil inlets for lubricating the drive half shaft and the sliding bearing respectively. The axes of the two oil inlets are intersecting each other. The input gear has at least two symmetrical oil grooves on the inner spherical surface near the inner hole.

6. The lateral coupling differential device for rail vehicles according to claim 1, characterized in that: The friction plate assembly consists of at least three outer friction plates, inner friction plates arranged between the outer friction plates and sliding relative to them, and alloy friction blocks sintered on both sides of the outer friction plates. Adjusting shims are provided at both ends of the friction plate assembly. One adjusting shim is located at the disc spring pressure block containing the disc spring assembly, and the other adjusting shim is provided with an axially positioned elastic retaining ring. The elastic retaining ring is installed on the coupling housing, forming a cavity with the coupling housing to house the friction plate assembly, adjusting shims, disc spring pressure block, and disc spring assembly. A hollow transmission half-shaft is installed inside the friction plate assembly, and the hollow transmission half-shaft meshes with the output gear.

7. The lateral coupling differential device for rail vehicles according to claim 6, characterized in that: The coupling housing is provided with an internal spline, the outer diameter of the outer friction plate is provided with an external spline that mates with the internal spline, the inner hole of the inner friction plate is provided with an internal spline, one end of the transmission half shaft is provided with a transmission shaft external spline that mates with the internal spline, and the other end mates with the internal spline of the output gear.

8. The lateral coupling differential device for rail vehicles according to claim 7, characterized in that: The disc spring pressure block is provided with an inner hole for positioning the disc spring assembly.

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