Traction motor transport protection structure, traction motor and railway vehicle

Abstract

This invention discloses a traction motor transport protection structure, a traction motor, and a rail vehicle, relating to the field of motor technology. The traction motor transport protection structure includes a motor shaft, a transmission end bearing assembly, a non-transmission end bearing assembly, and an adjustment structure. The transmission end bearing assembly is located at the transmission end of the motor shaft, and the non-transmission end bearing assembly is located at the non-transmission end of the motor shaft. The non-transmission end bearing assembly includes a non-transmission end cover, a non-transmission end bearing, and a bushing. The adjustment structure is connected between the bushing and the motor shaft. A shaft shoulder is provided on the motor shaft. The adjustment structure adjusts and locks the axial position of the motor shaft relative to the bushing, causing the motor shaft to move axially towards the transmission side until the shaft shoulder abuts against the transmission end cover, or causing the motor shaft to move axially towards the non-transmission side until a preset distance is formed between the shaft shoulder and the transmission end cover. This allows for more convenient protection of the traction motor bearings.

Description

Technical Field

[0001] This invention relates to the field of electric motor technology, and in particular to a traction motor transport protection structure, a traction motor, and a rail vehicle. Background Technology

[0002] In a traction motor, the stator and rotor are connected together by bearings. Due to the bearing clearance, if no protective measures are taken, the rolling elements and inner ring of the bearing can undergo axial relative displacement during transportation. External factors such as vibration, acceleration and deceleration during transportation can cause axial and radial impact loads on the bearing, resulting in damage to the rolling elements or raceway surface of the bearing, which affects the safety of rail transit.

[0003] The most commonly used protection solution currently is to add additional protective equipment during transportation to limit the relative displacement of the traction motor rotor, thereby protecting the bearing and preventing bearing damage during transportation.

[0004] There are three methods for transporting track traction motors: transporting the motor alone, transporting it assembled onto a bogie, and transporting the entire vehicle. On the bogie or the entire vehicle, the traction motor shaft is connected to the gearbox input shaft via a coupling to transmit power. When the traction motor is transported alone, the installation and removal of transport protective equipment is not limited by size. However, when transporting the bogie or the entire vehicle, because the motor is connected to the gearbox and there are wheels on both sides, the transport protective equipment cannot be directly installed and used, and decoupling of the transmission structure is often required.

[0005] Regarding the above-mentioned transportation protection devices, the transportation protection devices require sufficient operating space. When transporting the whole vehicle, not only is it required that the transmission structure of the whole vehicle be in a decoupled state (the coupling must be split into two halves), but other auxiliary materials also need to be added. The operability and feasibility under the vehicle are poor.

[0006] Therefore, how to more conveniently perform bearing protection after the motor is assembled into the bogie is a technical problem that needs to be solved by those skilled in the art. Summary of the Invention

[0007] In view of this, the object of the present invention is to provide a traction motor transport protection structure that enables more convenient bearing protection. Another object of the present invention is to provide a traction motor and rail vehicle including the above-mentioned traction motor transport protection structure, which enables more convenient bearing protection of the traction motor after the motor is assembled into the bogie.

[0008] To achieve the above objectives, the present invention provides the following technical solution:

[0009] A traction motor transport protection structure includes a motor shaft, a transmission end bearing assembly, a non-transmission end bearing assembly, and an adjustment structure;

[0010] The transmission end bearing assembly is located at the transmission end of the motor shaft. The transmission end bearing assembly includes a transmission end cover and a transmission end bearing. The inner ring of the transmission end bearing is connected to the motor shaft and the outer ring is connected to the transmission end cover. The transmission end cover and the transmission end bearing are connected at an upper limit in the axial direction to move synchronously in the axial direction. The motor shaft can move axially relative to the transmission end cover.

[0011] The non-drive end bearing assembly is located at the non-drive end of the motor shaft. The non-drive end bearing assembly includes a non-drive end cover, a non-drive end bearing, and a bushing. The bushing is sleeved on the motor shaft. The inner ring of the non-drive end bearing is connected to the bushing, and the outer ring is connected to the non-drive end cover. The non-drive end cover, the non-drive end bearing, and the bushing are connected at an upper limit in the axial direction to move synchronously in the axial direction. The bushing is connected at an upper limit in the circumferential direction to rotate synchronously. The motor shaft can move axially relative to the bushing.

[0012] The adjustment structure is connected between the bushing and the motor shaft. The motor shaft is provided with a shaft shoulder. The adjustment structure adjusts and locks the axial position of the motor shaft relative to the bushing so that the motor shaft moves toward the transmission side in the axial direction until the shaft shoulder abuts against the transmission end cover, or moves the motor shaft toward the non-transmission side in the axial direction until a preset distance is formed between the shaft shoulder and the transmission end cover.

[0013] Preferably, the bushing includes an annular sleeve and an end plate fixed to one end of the sleeve; the sleeve is sleeved on the outside of the motor shaft, the inner ring of the non-transmission end bearing is connected to the sleeve, and the end plate and the motor shaft are arranged side by side in the axial direction; the adjusting structure is connected to the end plate and the non-transmission end face of the motor shaft, and the non-transmission end cap is provided with a through hole to expose the end plate.

[0014] Preferably, at least two end face grooves are provided on the non-transmission end face, and end plate grooves are provided on the end plate to correspond to each of the end face grooves and respectively form rotation limiting holes; rotation limiting pins are provided in each of the rotation limiting holes to circumferentially limit the bushing and the motor shaft through the cooperation of each rotation limiting pin and the rotation limiting hole; the rotation limiting pins are axially movable relative to the end face groove and / or the end plate groove in which they are located.

[0015] Preferably, the adjustment structure includes a first bolt; a first end plate hole is provided axially through the end plate, the first end plate hole is a threaded hole, the first bolt is threadedly engaged with the first end plate hole, the first bolt passes through the first end plate hole and abuts against the non-transmission end face, so that the first bolt rotates relative to the first end plate hole, pushing the motor shaft to move axially toward the transmission side until the shaft shoulder abuts against the transmission end cover.

[0016] Preferably, the adjustment structure includes a second bolt; a second end plate hole is provided through the end plate along the axial direction, the second end plate hole is a smooth hole, a second shaft hole is provided on the non-transmission end face, the second bolt passes through the second end plate hole and connects to the second shaft hole, the second shaft hole is a threaded hole that is threaded to engage with the second bolt, so that the motor shaft is driven to move axially toward the non-transmission side by the second bolt until the preset distance is formed between the shaft shoulder and the transmission end cover.

[0017] Preferably, when the shaft shoulder abuts against the transmission end cover, the transmission end cover abuts against the shaft shoulder through its upper abutment portion; in the radially upward and outward direction, the abutment portion and the shaft shoulder are simultaneously deflected towards the axially upward transmission side or simultaneously deflected towards the axially upward non-transmission side.

[0018] Preferably, the abutting portion is an elastic support ring.

[0019] Preferably, the abutting portion and the rotating shaft shoulder are located on a conical surface with the axis of the motor rotating shaft as the center.

[0020] A traction motor includes the traction motor transport protection structure as described above, wherein a rotor is fixedly mounted on the motor shaft.

[0021] A rail vehicle includes a traction motor as described above, a coupling, and a gearbox, wherein the drive end of the motor shaft is connected to the gearbox via the coupling.

[0022] The traction motor transport protection structure provided by the present invention includes a motor shaft, a transmission end bearing assembly, a non-transmission end bearing assembly, and an adjustment structure.

[0023] The transmission end bearing assembly is located at the transmission end of the motor shaft. The transmission end bearing assembly includes a transmission end cover and a transmission end bearing. The inner ring of the transmission end bearing is connected to the motor shaft and the outer ring is connected to the transmission end cover. The transmission end cover and the transmission end bearing are connected at the upper limit in the axial direction to move synchronously in the axial direction. The motor shaft can move axially relative to the transmission end cover.

[0024] The non-drive end bearing assembly is located at the non-drive end of the motor shaft. The non-drive end bearing assembly includes a non-drive end cover, a non-drive end bearing, and a bushing. The bushing is fitted onto the motor shaft. The inner ring of the non-drive end bearing is connected to the bushing, and the outer ring is connected to the non-drive end cover. The non-drive end cover, the non-drive end bearing, and the bushing are connected at the upper limit in the axial direction to move synchronously in the axial direction. The bushing and the motor shaft are connected at the upper limit in the circumferential direction to rotate synchronously. The motor shaft can move axially relative to the bushing.

[0025] The adjustment structure is connected between the bushing and the motor shaft. The motor shaft is provided with a shaft shoulder. The adjustment structure adjusts and locks the axial position of the motor shaft relative to the bushing so that the motor shaft moves toward the transmission side in the axial direction until the shaft shoulder abuts against the transmission end cover, or moves the motor shaft toward the non-transmission side in the axial direction until a preset distance is formed between the shaft shoulder and the transmission end cover.

[0026] The traction motor transport protection structure has at least a portion of its structure directly mounted on the traction motor. Within the traction motor, the rotor is fixed to the motor shaft, thus defining the shaft and consequently the rotor. Under normal operating conditions, the adjustment structure locks the axial relative positions of the motor shaft, the transmission end bearing assembly, and the non-transmission end bearing assembly, creating a predetermined gap between the shaft shoulder and the transmission end cover, without affecting the traction motor's intended function. In the transport locked state, decoupling at the coupling is unnecessary. The adjustment structure locks the axial relative positions of the motor shaft, the transmission end bearing assembly, and the non-transmission end bearing assembly, ensuring the shaft shoulder abuts against the transmission end cover. In this state, the motor shaft, the transmission end bearing assembly, and the non-transmission end bearing assembly will not move relative to each other axially, preventing impact between the motor shaft and the transmission end bearings and providing more convenient protection for the traction motor's bearings. Attached Figure Description

[0027] To more clearly illustrate the technical solutions in the embodiments of the present invention 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 embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0028] Figure 1 A schematic diagram of the whole vehicle transportation of a specific embodiment of the traction motor transportation protection structure provided by the present invention;

[0029] Figure 2 for Figure 1 Enlarged view of the coupling;

[0030] Figure 3 for Figure 1 Enlarged view of point A;

[0031] Figure 4 for Figure 1 Enlarged view of point B;

[0032] Figure 5 A side view of the bushing of a specific embodiment of the traction motor transport protection structure provided by the present invention;

[0033] Figure 6 for Figure 5 AA section view;

[0034] Figure 7 This is a schematic diagram of the non-transmission end face of the motor shaft, which is a specific embodiment of the traction motor transportation protection structure provided by the present invention.

[0035] Figure 8 This is a schematic diagram of the non-transmission end portion of a specific embodiment of the traction motor transport protection structure provided by the present invention in normal working condition;

[0036] Figure 9 This is a schematic diagram of the non-transmission end portion of a specific embodiment of the traction motor transport protection structure provided by the present invention in the transport locking state;

[0037] Figure 10 This is a schematic diagram of the transmission end portion in the transport locking state of a specific embodiment of the traction motor transport protection structure provided by the present invention;

[0038] Figure 11 This is a schematic diagram of the non-transmission end portion of a specific embodiment of the traction motor transport protection structure provided by the present invention in its reset and normal operating states;

[0039] Figure 12 This is a schematic diagram of the transmission end portion in the reset and normal operation states of a specific embodiment of the traction motor transport protection structure provided by the present invention.

[0040] Figure label:

[0041] Bogie 1;

[0042] Gearbox 2;

[0043] Coupling 3;

[0044] Motor shaft 4, shaft shoulder 4-1, second shaft hole 4-2, end face groove 4-3, non-transmission end face 4-4;

[0045] Traction motor 5;

[0046] Wheel 6;

[0047] Transmission end cap 7, elastic support ring 7-1;

[0048] Bushing 8, first end plate hole 8-1, second end plate hole 8-2, end plate groove 8-3, end plate 8-4, sleeve 8-5;

[0049] Bearing retainer ring 9;

[0050] Non-transmission end cap 10;

[0051] Limited to 11 resale units;

[0052] First bolt 12;

[0053] Second bolt 13. Detailed Implementation

[0054] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0055] The core of this invention is to provide a traction motor transport protection structure that facilitates bearing protection. Another core aspect of this invention is to provide a traction motor and rail vehicle incorporating the aforementioned traction motor transport protection structure, which facilitates bearing protection of the traction motor after it has been assembled onto the bogie.

[0056] The traction motor transport protection structure provided by this invention is applicable to various types of traction motors. For details, please refer to... Figures 1 to 12 In Embodiment 1, the traction motor transport protection structure includes a motor shaft 4, a transmission end bearing assembly, a non-transmission end bearing assembly, and an adjustment structure. The two axial directions are respectively the transmission side (corresponding to...). Figure 1 (left side) and non-drive side (corresponding) Figure 1 On the right side of the motor shaft 4, the end on the axial direction of the shaft is the transmission end, which is used to connect the coupling, and the end on the non-transmission side is the non-transmission end.

[0057] The transmission end bearing assembly is located at the transmission end of the motor shaft 4. The transmission end bearing assembly includes a transmission end cover 7 and a transmission end bearing. The inner ring of the transmission end bearing is connected to the motor shaft 4, and the outer ring is connected to the transmission end cover 7. The transmission end cover 7 and the transmission end bearing are connected at an upper limit in the axial direction to move synchronously in the axial direction. The motor shaft 4 can move axially relative to the transmission end cover 7.

[0058] The non-drive end bearing assembly is located at the non-drive end of the motor shaft 4. The non-drive end bearing assembly includes a non-drive end cover 10, a non-drive end bearing, and a bushing 8. The bushing 8 is fitted onto the motor shaft 4. The inner ring of the non-drive end bearing is connected to the bushing 8, and the outer ring is connected to the non-drive end cover 10. The non-drive end cover 10, the non-drive end bearing, and the bushing 8 are connected at an upper limit in the axial direction to move synchronously in the axial direction. The bushing 8 and the motor shaft 4 are connected at an upper limit in the circumferential direction to rotate synchronously. The motor shaft 4 can move axially relative to the bushing 8.

[0059] An adjusting structure is connected between the bushing 8 and the motor shaft 4. A shaft shoulder 4-1 is provided on the motor shaft 4. The adjusting structure adjusts and locks the axial position of the motor shaft 4 relative to the bushing 8, causing the motor shaft 4 to move axially toward the transmission side until the shaft shoulder 4-1 abuts against the transmission end cover 7; or, causing the motor shaft 4 to move axially toward the non-transmission side until a preset distance is formed between the shaft shoulder 4-1 and the transmission end cover 7.

[0060] In this embodiment, at least part of the traction motor transport protection structure is directly mounted on the traction motor 5. Within the traction motor, the rotor is fixed to the motor shaft 4, thus defining the motor shaft 4 and consequently the rotor. Under normal operating conditions, the adjustment structure locks the axial relative positions of the motor shaft 4, the transmission end bearing assembly, and the non-transmission end bearing assembly, creating a preset distance between the shaft shoulder 4-1 and the transmission end cover 7, without affecting the intended function of the traction motor 5. In the transport locking state, decoupling is not required at the coupling 3. The adjustment structure locks the axial relative positions of the motor shaft 4, the transmission end bearing assembly, and the non-transmission end bearing assembly, causing the shaft shoulder 4-1 to abut against the transmission end cover 7. At this time, the motor shaft 4, the transmission end bearing assembly, and the non-transmission end bearing assembly will not move relative to each other axially, preventing the motor shaft 4 from impacting the transmission end bearings and non-transmission end bearings, thus providing more convenient protection for the bearings of the traction motor 5.

[0061] Specifically, during the adjustment operation of the adjustment structure, the operation can be performed on the non-drive end of the traction motor 5 while the motor shaft 4 is connected to the gearbox 2 via the coupling 3. In the bogie 1 or the entire vehicle, such as... Figure 1 As shown, the traction motor 5 is mounted on the bogie 1, and the transmission end of the motor shaft 4 is connected to the coupling 3. The coupling 3 is connected to the gearbox 2 to drive the wheel 6 to rotate. Therefore, the operating space on both sides of the traction motor 5 is very narrow due to the constraints of the bogie 1's wheel 6, coupling 3, and gearbox 2. Figure 2As shown, at the drive end of the traction motor 5, since the motor shaft 4 and the coupling 3 are in a coupled state, the gap L1 between the coupling 3 and the traction motor 5 is very small, leaving no room for operation. However, there is some space at the non-drive end of the traction motor 5. In this embodiment, for the requirements of whole-vehicle transportation, decoupling is not required at the coupling 3. By operating the adjustment structure in the traction motor transportation protection structure located on the traction motor 5 at the non-drive end, the transportation locking of the motor shaft 4 and the rotor on the motor shaft 4 of the traction motor 5 can be achieved.

[0062] Furthermore, such as Figure 4 As shown, the bushing 8 includes an annular sleeve 8-5 and an end plate 8-4 fixed to one end of the sleeve 8-5. The sleeve 8-5 is fitted onto the outside of the motor shaft 4, and the inner ring of the non-drive end bearing is connected to the sleeve 8-5. The end plate 8-4 and the motor shaft 4 are arranged side by side axially. An adjustment structure is connected to the end plate 8-4 and the non-drive end face 4-4 of the motor shaft 4. The non-drive end cover 10 has a through hole to expose the end plate 8-4, facilitating adjustment operations and making better use of the space on the non-drive side of the traction motor 5. Specifically, the non-drive end cover 10 has a circular hole in its center, which cooperates with the bushing 8, allowing the end plate 8-4 of the bushing 8 to be exposed above the non-drive end cover 10 and the traction motor 5. Of course, in other embodiments, the bushing 8 can also be exposed through a radially extending through hole provided on the non-drive end cover 10.

[0063] Furthermore, such as Figures 4 to 7 As shown, at least two end face grooves 4-3 are provided on the non-transmission end face 4-4, such as... Figure 7 Two such arrangements are shown. End plate 8-4 has end plate grooves 8-3 corresponding to the end face grooves 4-3 to form rotation-limiting holes. Each rotation-limiting hole contains a rotation-limiting pin 11, which, through the engagement of the rotation-limiting pin 11 with the rotation-limiting hole, provides circumferential positioning of the bushing 8 and the motor shaft 4. The rotation-limiting pin 11 is axially movable relative to its corresponding end face groove 4-3 and / or end plate groove 8-3 to avoid affecting the axial movement of the bushing 8. Specifically, the end face groove 4-3 and end plate groove 8-3 are blind hole structures. The rotation-limiting pin 11 has an interference fit with the end face groove 4-3 and a transition fit with the end plate groove 8-3 of the bushing 8, allowing the rotation-limiting pin 11 to slide horizontally axially relative to the end plate groove 8-3 of the bushing 8.

[0064] In this embodiment, the bushing 8 and the motor shaft 4 are fitted with an intermediate fit, allowing the motor shaft 4 to slide axially horizontally relative to the bushing 8. Simultaneously, the rotation limit pin 11 prevents relative circumferential rotation between the inner cylindrical surface of the bushing 8 and the outer cylindrical surface of the motor shaft 4. Using the rotation limit pin 11 for connection ensures that the bushing 8 and the motor shaft 4 do not rotate relative to each other, while also ensuring the alignment of the holes during assembly. This eliminates the need for manual alignment during operation, making it suitable for use in confined spaces or when visibility is limited, reducing operational difficulty and requirements. During assembly, by adjusting the angle of the bushing 8 and pressing it axially toward the motor shaft 4, the angle of the bushing 8 is adjusted when the two rotation limit pins 11 are inserted into the corresponding end plate grooves 8-3. Continuing to move the bushing 8 axially allows it to be assembled onto the motor shaft 4. Of course, in other embodiments, other fitting methods such as sliding key connections can also be used to achieve a similar function to the rotation limit pin 11.

[0065] Furthermore, such as Figure 5 , Figure 6 and Figure 9 As shown, the adjustment structure includes a first bolt 12. A first end plate hole 8-1 is axially through-hole on the end plate 8-4; specifically, four holes can be provided, evenly distributed circumferentially around the axis of the motor shaft 4. The first end plate hole 8-1 is a threaded hole, and the first bolt 12 is threaded into the first end plate hole 8-1. The first bolt 12 passes through the first end plate hole 8-1 and abuts against the non-transmission end face 4-4. During the rotation and helical movement of the first bolt 12 relative to the first end plate hole 8-1, it pushes the motor shaft 4 towards the axial transmission side until the shaft shoulder 4-1 abuts against the transmission end cover 7.

[0066] The motor shaft 4 is pushed axially towards the transmission side using the first bolt 12, which is convenient to operate. Specifically, the limit position of the first bolt 12's movement in this direction can be determined by the nut of the first bolt 12. When the first bolt 12 moves to the point where its nut abuts against the end plate 8-4, the shaft shoulder 4-1 abuts against the transmission end cover 7, and the transmission end cover 7 provides stable support for the motor shaft 4 and the rotor on the motor shaft 4, achieving the purpose of transportation locking. Figure 9 As shown, the motor shaft 4 moves axially by L3 from the normal operating position to the transport locking position. Additionally, in the normal operating state, or in the reset state after releasing the transport locking, the first bolt 12 can be removed from the end plate 8-4.

[0067] Furthermore, such as Figure 5 , Figure 7 and Figure 11As shown, the adjustment structure includes a second bolt 13. A second end plate hole 8-2 is axially through-hole on the end plate 8-4. The second end plate hole 8-2 is a smooth hole. A second shaft hole 4-2 is provided on the non-transmission end face 4-4. The second shaft hole 4-2 and the second end plate hole 8-2 can be specifically set on the axis of the motor shaft 4. The same type of holes can be evenly distributed on the end plate 8-4 and the non-transmission end face 4-4, and all holes should not interfere with each other. The number and angle can be set as needed. The second bolt 13 passes through the second end plate hole 8-2 and connects to the second shaft hole 4-2. The second shaft hole 4-2 is a threaded hole that engages with the second bolt 13. Rotation of the second bolt 13 relative to the second end plate hole 8-2 causes the motor shaft 4 to move axially toward the non-transmission side until a preset distance is formed between the shaft shoulder 4-1 and the transmission end cover 7, facilitating operation.

[0068] In this embodiment, since the motor shaft 4 and the bushing 8 can only move axially relative to each other but cannot rotate relative to each other, after removing the first bolt 12, the motor shaft 4 can be reset. The second bolt 13 is inserted into the second shaft hole 4-2 through the second end plate hole 8-2 and threaded. Then, pulling the second bolt 13 axially can drive the motor shaft 4 to move axially toward the end plate 8-4, so that the motor shaft 4 is reset. The distance between the shaft shoulder 4-1 and the transmission end cover 7 is reset to the preset distance, and the reset state is the original normal working state. In addition, in the normal working state, the second bolt 13 can be removed, or the second bolt 13 can be left in place without affecting the travel of the first bolt 12.

[0069] Furthermore, with the shaft shoulder 4-1 abutting against the transmission end cover 7, the transmission end cover 7 abuts against the shaft shoulder 4-1 via its upper abutment portion. Along the radially upward and outward direction, both the abutment portion and the shaft shoulder 4-1 are simultaneously biased towards the axially upward transmission side or simultaneously biased towards the axially upward non-transmission side. For example... Figure 12 As shown, the inclined surface abutment allows for bidirectional axial and radial limiting of the motor shaft 4. Of course, in other embodiments, the shaft shoulder 4-1 and the transmission end cover 7 can also abut against a plane perpendicular to the axial direction to achieve axial limiting only.

[0070] Furthermore, the abutment part is an elastic support ring 7-1, which allows the abutment part to elastically abut against the shaft shoulder 4-1, reducing poor contact caused by assembly precision and improving the contact state (line-surface contact). Specifically, a gap L2 is left between the elastic support ring 7-1 and the inclined surface of the shaft shoulder 4-1 to ensure that the distance L2 is less than the axial gap of the oil seal structure at both ends of the motor.

[0071] Preferably, the elastic support ring 7-1 is made of a high-rigidity, non-wear-resistant material. Even if the motor is accidentally left unlocked and put directly into operation, it will not cause the motor rotor to lock up. The easily worn elastic support ring 7-1 will wear down under the high torque of the motor and lose its supporting function. At this time, the bearing takes over the rotor support function and can start the fault to ensure safety.

[0072] Specifically, in the transport locked state, there is no need to decouple at coupling 3. The axial relative positions of the motor shaft 4, the transmission end bearing assembly, and the non-transmission end bearing assembly are adjusted to make the shaft shoulder 4-1 abut against the elastic support ring 7-1 on the transmission end cover 7. At this time, the elastic support ring 7-1 replaces the bearing to bear the force and unloads the bearing. At the same time, the motor shaft 4, the transmission end bearing assembly, and the non-transmission end bearing assembly will not move relative to each other in the axial direction, which can avoid the motor shaft 4 from impacting the transmission end bearing and the non-transmission end bearing, and can more conveniently protect the bearing of the traction motor 5.

[0073] Furthermore, the abutment portion and the shaft shoulder 4-1 are respectively located on a conical surface centered on the axis of the motor shaft 4, thereby ensuring locking and anti-loosening effects. Specifically, the angle of the conical surface opens towards the non-transmission side in the axial direction. The inclination angle of the shaft shoulder 4-1 and the elastic support ring 7-1 relative to the axis of the motor shaft 4 can be set as needed. For example, both inclination angles can be 8° or both can be 10°, or one inclination angle can be 8° and the other can be 10°.

[0074] The working principle of the protective structure in this embodiment includes:

[0075] Transport locking state: Through the first end plate hole 8-1 on the bushing 8, the first bolt 12 pushes the end face 4-4 of the motor shaft 4 to move axially a distance L3 until the shaft shoulder 4-1 contacts the elastic support ring 7-1 on the inclined surface of the transmission end cover 7, forming a stable support for the motor shaft 4 and the rotor, thus achieving the purpose of transport locking for bearing unloading.

[0076] Reset / Operating Status: After transportation is completed, the motor shaft 4 and the rotor fixed on the motor shaft 4 are reset axially through the second end plate hole 8-2 on the bushing 8, the threaded hole 4-2 on the shaft end, and the bolt 13. At this time, the elastic support ring 7-1 and the shaft shoulder 4-1 are pulled apart, restoring the clearance L2. After the reset is completed, the traction motor 5 can operate normally.

[0077] The transition between the product's working state and the transportation locking state is independent of the installation form, installation state, and transmission structure of the traction motor 5, and is only strongly related to the structure of the traction motor 5 itself. Therefore, the locking structure of this invention can be used for both whole vehicle transportation and single motor transportation.

[0078] The protective structure in this embodiment is implemented by modifying the non-transmission end structure of the traction motor 5 and cooperating with the inclined surface structure of the transmission end, ensuring that the bearing of the traction motor 5 is in a fixed, immovable state during transportation. The bearing's transportation protection function is achieved using the structural components of the traction motor 5 itself, without replacing any parts or adding additional tooling. The transportation locking structure is simple, compact, highly versatile, easy to manufacture, and widely applicable, saving on additional transportation protection tooling costs and offering significant cost advantages. It is also easy to modify and upgrade existing traction motor 5 structures, making it highly feasible. It allows for non-decoupling transportation protection of the entire vehicle's coupling 3, simplifying the traction motor's transportation protection method. The product's working state and transportation locking state can be flexibly switched, improving operational efficiency, saving on additional transportation tooling costs, reducing material and management costs, and is applicable to both single-motor and whole-vehicle transportation. The transportation protection structure applies transportation locking force through the contact of a conical surface and annular surface, resulting in uniform and stable force distribution and reliable unloading of the bearing. It can simultaneously lock and position the axial and radial bearings of traction motor 5, providing excellent locking performance and not limiting the bearing configuration type of traction motor 5. This protective structure is not limited to any particular motor type and is applicable to almost all motors. It is strongly related to the motor bearings and has high versatility for platform products used in large-scale applications.

[0079] In addition to the aforementioned traction motor transport protection structure, this invention also provides a traction motor, which includes a traction motor transport protection structure. Specifically, the traction motor transport protection structure can be any of the traction motor transport protection structures provided in the above embodiments, and the beneficial effects can be referred to the respective embodiments above. A rotor is fixedly mounted on the motor shaft 4. The structures of other parts of this traction motor are described in the prior art and will not be repeated here.

[0080] In addition to the aforementioned traction motor transport protection structure and traction motor, this invention also provides a rail vehicle, which includes a traction motor transport protection structure. Specifically, the traction motor transport protection structure can be any of the traction motor transport protection structures provided in the above embodiments, and the beneficial effects can be referred to the respective embodiments above. The rail vehicle also includes a coupling 3 and a gearbox 2, with the transmission end of the motor shaft 4 connected to the gearbox 2 via the coupling 3. The structures of other parts of this rail vehicle are described in the prior art and will not be repeated here.

[0081] It should be noted that when an element is referred to as "fixing" another element, it can be directly attached to the other element or there may be an intervening element. When an element is referred to as "connecting" another element, it can be directly connected to the other element or there may be an intervening element. Furthermore, in the description of this invention, unless otherwise stated, "multiple," "multiple roots," and "multiple groups" mean two or more.

[0082] The terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the invention and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limiting the invention. Furthermore, the terms "first," "second," and "third" 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.

[0083] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used herein in the description of the invention is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention.

[0084] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0085] The traction motor transport protection structure, traction motor, and rail vehicle provided by this invention have been described in detail above. Specific examples have been used to illustrate the principles and implementation methods of this invention. The descriptions of the embodiments above are only for the purpose of helping to understand the method and core ideas of this invention. It should be noted that those skilled in the art can make several improvements and modifications to this invention without departing from the principles of this invention, and these improvements and modifications also fall within the protection scope of the claims of this invention.

Claims

1. A protective structure for transporting a traction motor, characterized in that, Includes a motor shaft (4), a transmission end bearing assembly, a non-transmission end bearing assembly, and an adjustment structure; The transmission end bearing assembly is located at the transmission end of the motor shaft (4). The transmission end bearing assembly includes a transmission end cover (7) and a transmission end bearing. The inner ring of the transmission end bearing is connected to the motor shaft (4) and the outer ring is connected to the transmission end cover (7). The transmission end cover (7) and the transmission end bearing are connected at an upper limit in the axial direction to move synchronously in the axial direction. The motor shaft (4) can move axially relative to the transmission end cover (7). The non-transmission end bearing assembly is located at the non-transmission end of the motor shaft (4). The non-transmission end bearing assembly includes a non-transmission end cover (10), a non-transmission end bearing, and a bushing (8). The bushing (8) is sleeved on the motor shaft (4). The inner ring of the non-transmission end bearing is connected to the bushing (8), and the outer ring is connected to the non-transmission end cover (10). The non-transmission end cover (10), the non-transmission end bearing, and the bushing (8) are connected at an upper limit in the axial direction to move synchronously in the axial direction. The bushing (8) is connected at an upper limit in the circumferential direction to rotate synchronously. The motor shaft (4) can move axially relative to the bushing (8). The adjustment structure is connected between the bushing (8) and the motor shaft (4). The motor shaft (4) is provided with a shaft shoulder (4-1). The adjustment structure adjusts and locks the axial position of the motor shaft (4) relative to the bushing (8) so that the motor shaft (4) moves toward the transmission side in the axial direction until the shaft shoulder (4-1) abuts against the transmission end cover (7), or moves the motor shaft (4) toward the non-transmission side in the axial direction until a preset distance is formed between the shaft shoulder (4-1) and the transmission end cover (7).

2. The traction motor transport protection structure according to claim 1, characterized in that, The bushing (8) includes an annular sleeve (8-5) and an end plate (8-4) fixed to one end of the sleeve (8-5); the sleeve (8-5) is sleeved on the outside of the motor shaft (4), the inner ring of the non-transmission end bearing is connected to the sleeve (8-5), and the end plate (8-4) and the motor shaft (4) are arranged side by side in the axial direction; the adjustment structure is connected to the end plate (8-4) and the non-transmission end face (4-4) of the motor shaft (4), and the non-transmission end cap (10) is provided with a through hole to expose the end plate (8-4).

3. The traction motor transport protection structure according to claim 2, characterized in that, At least two end face grooves (4-3) are provided on the non-transmission end face (4-4), and end plate grooves (8-3) are provided on the end plate (8-4) corresponding to each of the end face grooves (4-3) to form rotation limiting holes respectively; rotation limiting pins (11) are provided in each of the rotation limiting holes to circumferentially limit the bushing (8) and the motor shaft (4) through the cooperation of each rotation limiting pin (11) and the rotation limiting hole; the rotation limiting pin (11) can move axially relative to the end face groove (4-3) and / or the end plate groove (8-3) where it is located.

4. The traction motor transport protection structure according to claim 2, characterized in that, The adjustment structure includes a first bolt (12); a first end plate hole (8-1) is provided axially through the end plate (8-4), the first end plate hole (8-1) is a threaded hole, the first bolt (12) is threadedly engaged with the first end plate hole (8-1), the first bolt (12) passes through the first end plate hole (8-1) and abuts against the non-transmission end face (4-4), so that the first bolt (12) rotates relative to the first end plate hole (8-1) and pushes the motor shaft (4) to move axially toward the transmission side until the shaft shoulder (4-1) abuts against the transmission end cover (7).

5. The traction motor transport protection structure according to claim 2, characterized in that, The adjustment structure includes a second bolt (13); a second end plate hole (8-2) is provided axially through the end plate (8-4), the second end plate hole (8-2) is a smooth hole, a second shaft hole (4-2) is provided on the non-transmission end face (4-4), the second bolt (13) passes through the second end plate hole (8-2) and is connected to the second shaft hole (4-2), the second shaft hole (4-2) is a threaded hole that is threaded to engage with the second bolt (13), so that the motor shaft (4) is driven to move axially toward the non-transmission side by the second bolt (13) until the preset distance is formed between the shaft shoulder (4-1) and the transmission end cover (7).

6. The traction motor transport protection structure according to any one of claims 1 to 5, characterized in that, With the shaft shoulder (4-1) abutting against the transmission end cap (7), the transmission end cap (7) abuts against the shaft shoulder (4-1) through its upper abutting part; along the radially upward and outward direction, the abutting part and the shaft shoulder (4-1) are simultaneously deflected towards the axially upward transmission side or simultaneously deflected towards the axially upward non-transmission side.

7. The traction motor transport protection structure according to claim 6, characterized in that, The abutting part is an elastic support ring (7-1).

8. The traction motor transport protection structure according to claim 6, characterized in that, The abutting part and the shaft shoulder (4-1) are respectively located on a conical surface with the axis of the motor shaft (4) as the axis.

9. A traction motor, characterized in that, The traction motor transport protection structure includes any one of claims 1 to 8, wherein a rotor is fixedly mounted on the motor shaft (4).

10. A rail vehicle, characterized in that, The traction motor according to claim 9 is further comprising a coupling (3) and a gearbox (2), wherein the transmission end of the motor shaft (4) is connected to the gearbox (2) via the coupling (3).

Images