Driving structure of rack rail train bogie

Abstract

The driving structure of the rack rail train bogie comprises a driving shaft fixedly assembled with an axle, and a rack rail gear used for being meshed with a rack rail is arranged in the middle of the outer circumference of the driving shaft. An eccentric adjusting assembly used for supporting the rack rail gear to achieve the eccentric effect of the rack rail gear and enabling the rack rail gear to rotate around the circle center of an eccentric circle to achieve the height change of the circle center of the rack rail gear so as to achieve height adjustment of the rack rail gear is arranged between the rack rail gear and the driving shaft. The outer circumference of the driving shaft is further connected with a bevel gear transmission assembly used for transmitting driving force to the driving shaft and a braking assembly used for achieving braking. The bevel gear transmission assembly and the braking assembly are located on the two sides of the eccentric adjusting assembly respectively. Height adjustment can be achieved, the problem of toothed rail meshing caused by wheel abrasion is solved, the device is suitable for a mountain toothed rail train, the gradeability and operation efficiency of the train are improved, the gear diameter is reduced, the limit requirement is met, the structure is compact, and occupied space is reduced.

Description

Technical Field

[0001] The present invention relates to the technical field of gear-rack train bogies, and particularly to a driving structure of a gear-rack train bogie. Background Art

[0002] During the operation of a train, it mainly relies on the adhesion between the wheels and the rails to obtain forward power, which enables the vehicle to move forward smoothly on a flat road. However, for the passing route in a mountainous area, the slope of the mountain limits the limit of climbing solely by adhesion.

[0003] Compared with ordinary railways, a special gear-rack is laid in the middle of the track of a gear-rack railway, which greatly increases its climbing ability. When passing through a large slope, it relies on the meshing of gears and the gear-rack for auxiliary traction, and has extremely excellent climbing ability. At the same time, due to the increase in altitude during climbing, the influence of temperature and ice and snow is also brought, which makes the additional power provided by the gear-rack more meaningful and can well improve the overall operation efficiency of the vehicle. However, its bogie needs to cope with the problem of gear-rack meshing failure caused by wheel wear. In the prior art, a single-structured driving device is difficult to take into account the coordinated functions of power transmission, height adjustment and braking, and the gearbox has a complex structure and a large volume, which affects the train operation efficiency. Therefore, there is an urgent need for an integrated and highly reliable driving structure to solve the above problems. Summary of the Invention

[0004] The technical problem to be solved by the present invention is to provide a driving structure of a gear-rack train bogie to solve the gear-rack meshing problem caused by wheel wear and improve the climbing ability and operation efficiency of the vehicle.

[0005] To solve the above technical problems, the following technical solutions are adopted by the present invention.

[0006] A driving structure of a gear-rack train bogie includes a driving shaft fixedly assembled with an axle. A gear-rack gear for meshing with the gear-rack is arranged in the middle of the outer circumference of the driving shaft. An eccentric adjustment assembly is arranged between the gear-rack gear and the driving shaft for supporting the gear-rack gear to achieve the eccentric effect of the gear-rack gear and enabling the gear-rack gear to rotate around the center of the eccentric circle to change the height of the center of the gear-rack gear so as to achieve the height adjustment of the gear-rack gear; a helical gear transmission assembly for transmitting driving force to the driving shaft and a braking assembly for realizing braking are further connected to the outer circumference of the driving shaft, and the helical gear transmission assembly and the braking assembly are respectively located on both sides of the eccentric adjustment assembly.

[0007] Preferably, an inner hole for passing through the axle and having an interference fit with the axle is axially penetrated and concentrically provided inside the driving shaft.

[0008] Preferably, an external gear is provided in the middle of the outer circumference of the drive shaft; the toothed rail gear is a spur gear, including a support ring. In the middle of the outer circumference of the support ring, external gear teeth for meshing with the toothed rail are circumferentially provided. In the middle of the inner circumference of the support ring, internal meshing teeth for meshing with the external gear are circumferentially provided.

[0009] Preferably, the eccentric adjustment assembly includes a drive-end eccentric ring sleeve and a brake-end eccentric ring sleeve with an inner ring concentric with the drive shaft and an outer ring eccentric. The drive-end eccentric ring sleeve is located between the helical gear transmission assembly and the toothed rail gear, and the brake-end eccentric ring sleeve is located between the toothed rail gear and the brake assembly; tapered bearings are respectively provided between the drive-end eccentric ring sleeve and the support ring and between the brake-end eccentric ring sleeve and the support ring; the brake-end eccentric ring sleeve is connected with a grading positioning sub-assembly for realizing grading positioning of the center height of the toothed rail gear.

[0010] Preferably, the grading positioning sub-assembly includes an arc-shaped ring connected with the brake-end eccentric ring sleeve. A plurality of non-equally spaced height positioning holes are circumferentially formed in the arc-shaped ring, and hinge seats fixedly arranged on the helical gear transmission assembly are hinged to the height positioning holes.

[0011] Preferably, the drive-end eccentric ring sleeve includes two drive-end semi-eccentric rings buckled on the drive shaft. The wide-diameter sides of the two drive-end semi-eccentric rings are provided with openings and are connected through drive-end connecting locks arranged in the openings. On the outer rings of the two drive-end semi-eccentric rings and on the side far from the toothed rail gear, a drive-end locking ring for buckling the two drive-end semi-eccentric rings is provided, and the inner ring of the drive-end locking ring and the outer rings of the two drive-end semi-eccentric rings are in spline fit; the brake-end eccentric ring sleeve includes two brake-end semi-eccentric rings buckled on the drive shaft. The wide-diameter sides of the two brake-end semi-eccentric rings are provided with openings and are connected through brake-end connecting locks arranged in the openings. On the outer rings of the two brake-end semi-eccentric rings and on the side far from the toothed rail gear, a brake-end locking ring for buckling the two brake-end semi-eccentric rings is provided, and the inner ring of the brake-end locking ring and the outer rings of the two brake-end semi-eccentric rings are in spline fit. The outer ring of the brake-end locking ring is integrally formed with the arc-shaped ring.

[0012] Preferably, the helical gear transmission assembly includes a support frame fixedly connected to the hinge seat, and a gear box is fixedly connected to one end of the support frame; a first helical gear, a second helical gear, a third helical gear and a fourth helical gear are rotatably arranged in the gear box. The first helical gear is arranged away from the support frame, and the fourth helical gear is arranged close to the support frame. The third helical gear and the fourth helical gear are coaxially arranged and located between the first helical gear and the fourth helical gear. The second helical gear is meshed with the first helical gear, and the third helical gear is meshed with the fourth helical gear; the first helical gear is connected with a coupling arranged outside the gear box for externally connecting a driving motor. The fourth helical gear is rotatably assembled with the driving shaft through a mounting bearing. A driving internal spline is arranged along the circumferential direction on the inner ring of the fourth helical gear, and a driving end spline meshed with the driving internal spline is arranged along the circumferential direction on the outer circle of the driving shaft. One end of the driving shaft away from the fourth helical gear penetrates out of the gear box.

[0013] Preferably, the gear box includes a lower half gear box fixedly connected to the support frame, an upper half gear box connected to the lower half gear box is buckled on the top of the lower half gear box, and a bearing end cover for fixing bearings is arranged at the connection between the lower half gear box and the upper half gear box to realize the rotation setting of the first helical gear, the second helical gear, the third helical gear and the fourth helical gear in the gear box.

[0014] Preferably, the braking assembly is a band brake, including a brake drum and a brake band surrounding the brake drum; a braking internal spline is arranged along the circumferential direction on the inner ring of the brake drum, and a braking end spline meshed with the braking internal spline is arranged along the circumferential direction on the outer circle of the driving shaft.

[0015] Due to the adoption of the above technical solutions, the technical progress obtained by the present invention is as follows.

[0016] By setting the eccentric adjustment assembly, the present invention can realize height adjustment, thereby solving the problem of tooth-rail meshing caused by wheel wear; by setting the driving shaft, the tooth-rail gear and the helical gear transmission assembly, it is not only applicable to mountain tooth-rail trains, improving the climbing ability and operation efficiency of the vehicle, but also reducing the gear diameter, which not only meets the requirements of the clearance limit, but also makes the structure more compact and reduces the space occupation. Description of the Drawings

[0017] Figure 1 is a structural schematic diagram of the present invention; Figure 2 is a sectional view of the present invention; Figure 3 is a structural schematic diagram of the helical gear transmission assembly of the present invention; Figure 4 is an internal structural schematic diagram of the helical gear transmission assembly of the present invention; Figure 5 is a structural schematic diagram of the driving shaft of the present invention; Figure 6 Schematic diagram of the tooth-rail gear structure of the present invention; Figure 7 Schematic diagram of the eccentric adjustment component structure of the present invention; Figure 8 Schematic diagram of the driving-end eccentric ring sleeve of the present invention; Figure 9 First perspective schematic diagram of the braking-end eccentric ring sleeve of the present invention; Figure 10 Second perspective schematic diagram of the braking-end eccentric ring sleeve of the present invention; Figure 11 Schematic diagram of the distribution principle of the height positioning holes of the present invention; Figure 12 Schematic diagram of the setting of the height positioning holes of the present invention; Figure 13 Schematic diagram of the new wheel gear position of the present invention, wherein, Figure 13 (a) is a three-dimensional view and (b) is a side view; Figure 14 Schematic diagram of the semi-worn wheel gear position of the present invention, wherein, Figure 14 (a) is a three-dimensional view and (b) is a side view; Figure 15 Schematic diagram of the fully worn wheel gear position of the present invention, wherein, Figure 14 (a) is a three-dimensional view and (b) is a side view.

[0018] Wherein: 1. drive shaft, 11. inner hole, 12. external gear, 13. driving-end spline, 14. braking-end spline, 2. tooth-rail gear, 21. support ring, 22. external gear teeth, 23. internal meshing teeth, 3. eccentric adjustment component, 31. driving-end eccentric ring sleeve, 311. driving-end semi-eccentric ring, 312. driving-end connection lock, 313. driving-end locking ring, 32. braking-end eccentric ring sleeve, 321. braking-end semi-eccentric ring, 322. braking-end connection lock, 323. braking-end locking ring, 324. arc ring, 3241. height positioning hole, 33. tapered bearing, 34. hinge seat, 4. helical gear transmission component, 41. first helical gear, 42. second helical gear, 43. third helical gear, 44. fourth helical gear, 441. driving internal spline, 45. support frame, 46. lower half gear box, 47. upper half gear box, 48. coupling, 49. assembly bearing, 410. bearing end cover, 5. braking component, 51. brake drum, 511. braking internal spline, 6. axle, 7. wheel. Detailed implementation manners

[0019] The present invention will be further described in detail below in conjunction with the accompanying drawings and specific implementation manners.

[0020] A driving structure of a tooth-rail train bogie, in combination withFigures 1 to 2 As shown in the figure, it includes a drive shaft 1, the drive shaft 1 is fixedly assembled with an axle 6, and wheels 7 are arranged at both ends of the axle 6; a rack gear 2 is arranged in the middle of the outer circumference of the drive shaft 1, and the rack gear 2 is used to mesh with a rack; an eccentric adjustment assembly 3 is arranged between the drive shaft 1 and the rack gear 2, and the eccentric adjustment assembly 3 is used to support the rack gear 2, achieve the eccentric effect of the rack gear 2 and enable the rack gear 2 to rotate around the center of the eccentric circle to realize the change of the center height of the rack gear 2, so as to achieve the height adjustment of the rack gear 2; a helical gear transmission assembly 4 and a braking assembly 5 are also connected to the outer circumference of the drive shaft 1, the helical gear transmission assembly 4 and the braking assembly 5 are respectively located on both sides of the eccentric adjustment assembly 3, the helical gear transmission assembly 4 is used to transmit driving force to the drive shaft 1, thereby driving the drive shaft 1 to rotate, and the rotation of the drive shaft 1 realizes the axle 6 driving the wheels 7 to rotate, and the braking assembly 5 is used to realize braking.

[0021] As Figure 5 shown in the figure, the drive shaft 1 is a hollow shaft, and an inner hole 11 is axially penetrated and concentrically opened inside it, and the inner hole 11 is used to pass through the axle 6 and is in interference fit with the axle 6. An external gear 12, a driving end spline 13 and a braking end spline 14 are arranged on the outer circumference of the drive shaft 1, the external gear 12 is arranged in the middle of the outer circumference of the drive shaft 1, and the driving end spline 13 and the braking end spline 14 are respectively located on both sides of the external gear 12. Among them, the external gear 12 is used to connect the rack gear 2; the driving end spline 13 and the braking end spline 14 are respectively arranged circumferentially along the outer circle of the drive shaft 1, the driving end spline 13 is used to connect the helical gear transmission assembly 4, and the braking end spline 14 is used to connect the braking assembly 5.

[0022] As Figure 6 shown in the figure, the rack gear 2 is a spur gear, including a support ring 21, external gear teeth 22 are arranged circumferentially in the middle of the outer circumference of the support ring 21, and the external gear teeth 22 are used to mesh with a rack; internal meshing teeth 23 are arranged circumferentially in the middle of the inner circumference of the support ring 21, and the internal meshing teeth 23 are used to mesh with the external gear 12. When the drive shaft 1 rotates, the driving force is transmitted to the rack gear 2 through the external gear 12, and the external gear teeth 22 of the rack gear 2 are directly meshed with the rack, simplifying the transmission chain and reducing energy loss.

[0023] As Figure 7 shown in the figure, the eccentric adjustment assembly 3 includes a driving end eccentric ring sleeve 31 and a braking end eccentric ring sleeve 32 arranged left and right, the driving end eccentric ring sleeve 31 is located between the helical gear transmission assembly 4 and the rack gear 2, and the braking end eccentric ring sleeve 32 is located between the rack gear 2 and the braking assembly 5; tapered bearings 33 are respectively arranged between the driving end eccentric ring sleeve 31 and the support ring 21 and between the braking end eccentric ring sleeve 32 and the support ring 21. As Figure 2As shown, it is worth noting that the inner rings of the driving-end eccentric ring sleeve 31 and the braking-end eccentric ring sleeve 32 are concentric with the driving shaft 1, while the supporting outer circles of the driving-end eccentric ring sleeve 31 and the braking-end eccentric ring sleeve 32 are eccentric and are fitted with the tooth-rail gear 2 by means of tapered bearings 33. Therefore, not only the support of the tooth-rail gear 2 is realized, but also due to the eccentric characteristics of the driving-end eccentric ring sleeve 31 and the braking-end eccentric ring sleeve 32, when the tooth-rail gear 2 is supported by them, it will present an eccentric state. At the same time, when the tooth-rail gear 2 rotates around the center of the eccentric circle (i.e., the circular center positions of the driving-end eccentric ring sleeve 31 and the braking-end eccentric ring sleeve 32, and the two circular center positions are the same), the center height of the tooth-rail gear 2 itself will change, thus achieving the effect of adjusting the height by eccentricity. The braking-end eccentric ring sleeve 32 is connected with a grading positioning sub-assembly, and through the grading positioning sub-assembly, the grading positioning of the center height of the tooth-rail gear 2 can be realized.

[0024] As Figure 8 shown, the driving-end eccentric ring sleeve 31 includes two driving-end semi-eccentric rings 311, and the two driving-end semi-eccentric rings 311 are buckled on the driving shaft 1, which is convenient for assembly. The wide-diameter sides of the two driving-end semi-eccentric rings 311 are provided with openings, and driving-end connecting locks 312 are arranged in the openings, and the two driving-end semi-eccentric rings 311 are connected through the driving-end connecting locks 312. On the outer circles of the two driving-end semi-eccentric rings 311 and on the side far from the tooth-rail gear 2, there is a driving-end locking ring 313. The driving-end locking ring 313 is used to fasten the two driving-end semi-eccentric rings 311, and the inner circle of the driving-end locking ring 313 and the outer circles of the two driving-end semi-eccentric rings 311 are in spline fit, so as to ensure the relative static state of rotation and facilitate the subsequent height adjustment.

[0025] As Figures 9 to 10As shown, the eccentric ring sleeve 32 at the braking end is similar in structure to the eccentric ring sleeve 31 at the driving end, and only a hierarchical positioning sub-assembly is connected to the eccentric ring sleeve 32 at the braking end. Specifically, the eccentric ring sleeve 32 at the braking end includes two semi-eccentric rings 321 at the braking end. The two semi-eccentric rings 321 at the braking end are buckled on the driving shaft 1, which facilitates assembly. The wide-diameter sides of the two semi-eccentric rings 321 at the braking end are provided with openings, and a connecting lock 322 at the braking end is arranged in the openings. The connection of the two semi-eccentric rings 321 at the braking end is realized through the connecting lock 322 at the braking end. A locking ring 323 at the braking end is arranged on the outer ring of the two semi-eccentric rings 321 at the braking end and on the side far from the tooth-rail gear 2. The locking ring 323 at the braking end is used to fasten the two semi-eccentric rings 321 at the braking end, and the inner ring of the locking ring 323 at the braking end is in spline fit with the outer rings of the two semi-eccentric rings 321 at the braking end, so as to ensure the relative static state of rotation and facilitate the subsequent height adjustment. The hierarchical positioning sub-assembly includes an arc ring 324 connected to the eccentric ring sleeve 32 at the braking end. Specifically, the arc ring 324 is integrally formed with the outer ring of the locking ring 323 at the braking end and is a part of the locking ring 323 at the braking end. A number of non-equally spaced height positioning holes 3241 are circumferentially arranged on the arc ring 324. A hinge seat 34 is hinged to the height positioning holes 3241. The other end of the hinge seat 34 is fixedly arranged on the helical gear transmission assembly 4. By hinging the hinge seat 34 to different height positioning holes 3241, the center height adjustment and positioning of the tooth-rail gear 2 are realized.

[0026] As Figures 3 to 4As shown, the helical gear transmission assembly 4 includes a support frame 45. One end of the hinge seat 34 away from the height positioning hole 3241 is fixedly connected to the support frame 45, and a gearbox is fixedly connected to one end of the support frame 45. A first helical gear 41, a second helical gear 42, a third helical gear 43, and a fourth helical gear 44 are rotatably arranged in the gearbox. The first helical gear 41 is arranged away from the support frame 45, the fourth helical gear 44 is arranged close to the support frame 45, the third helical gear 43 and the fourth helical gear 44 are coaxially arranged and located between the first helical gear 41 and the fourth helical gear 44, and the second helical gear 42 is meshed with the first helical gear 41, and the third helical gear 43 is meshed with the fourth helical gear 44 to achieve two-stage transmission. It should be noted that the first helical gear 41, the second helical gear 42, the third helical gear 43, and the fourth helical gear 44 all adopt helical gear designs. There are many advantages of helical gears applied to the power bogie of a rack railway vehicle. For example, the meshing performance is better. The helical gears are in progressive meshing. The tooth contact line of the helical gear is an inclined straight line. The meshing process gradually expands from a single point to the full tooth width, reducing impact and vibration. At the same time, the transmission is stable and quiet, and the contact ratio is large. The contact ratio of helical gears is usually higher than that of spur gears. Multiple teeth are meshed simultaneously to disperse the load, reduce the stress on a single tooth, and extend the service life. The progressive meshing method effectively reduces the noise and vibration in the transmission and is suitable for high-speed operation scenarios. It also has high load-carrying capacity and efficiency. Its stress distribution is uniform, the contact line is long, and the meshing time is long, making the load distribution more uniform and improving the load-carrying capacity.

[0027] The first helical gear 41 is connected with a coupling 48. The coupling 48 is arranged outside the gearbox and is used to externally connect a driving motor. The fourth helical gear 44 is rotatably assembled with the driving shaft 1 through a mounting bearing 49. A driving internal spline 441 is arranged along the circumferential direction on the inner ring of the fourth helical gear 44, and the driving internal spline 441 is meshed with the driving spline 13 at the driving end of the driving shaft 1. During the driving process, the torque generated by the driving motor is transmitted to the fourth helical gear 44 through the first helical gear 41, the second helical gear 42, and the third helical gear 43. The fourth helical gear 44 and the driving shaft 1 are meshed with each other by the driving internal spline 441 and the driving spline 13 at the driving end and transmit the torque, so that the torque is transmitted to the driving shaft 1, realizing the rotation of the driving shaft 1. The external gear 12 of the driving shaft 1 then meshes internally with the internal meshing teeth 23 on the inner ring of the rack gear 2, thereby transmitting the torque to the rack gear 2 and realizing the transmission of the driving torque. And one end of the driving shaft 1 away from the fourth helical gear 44 passes through the gearbox, so as to facilitate the connection of the rack gear 2, the eccentric adjustment assembly 3, and the braking assembly 5.

[0028] The gearbox is designed with an upper and lower split structure, including a lower half gearbox 46. The lower half gearbox 46 is fixedly connected to the support frame 45. The upper half gearbox 47 is buckled on the top of the lower half gearbox 46. The upper half gearbox 47 is connected to the lower half gearbox 46 by bolts, and a bearing end cover 410 is arranged at the connection between the lower half gearbox 46 and the upper half gearbox 47. The bearing end cover 410 is used to fix the bearing, so as to realize the rotational setting of the first helical gear 41, the second helical gear 42, the third helical gear 43 and the fourth helical gear 44 in the gearbox. With such a designed gearbox, it is convenient to replace components.

[0029] The braking component 5 is a band brake. As Figure 2 shown, it includes a brake drum 51 and a brake band surrounding the brake drum. Among them, a brake internal spline 511 is arranged along the circumferential direction on the inner ring of the brake drum 51, and the brake internal spline 511 meshes with the brake end spline 14 of the drive shaft 1. During braking, the transmission path of the braking torque is similar to that of driving, that is, the resistance torque generated in the band brake is transmitted to the drive shaft 1 through the meshing of the brake internal spline 511 of the brake drum 51 and the brake end spline 14 of the drive shaft 1, preventing the rotation of the drive shaft 1, reducing the torque transmission by internal meshing, and thus realizing braking. And during the normal driving of the vehicle, the rotational speeds of the brake drum 51 in the braking component 5, the four helical gears of the helical gear transmission component 4 and the drive shaft 1 are the same, that is, they rotate together. When braking is not required, the brake band does not contact the brake drum 51. When braking is required, the brake band will press against the brake drum 51 for frictional braking, which is similar to the traditional disc brake. In this process, the limit of the torsional moment that the drive shaft 1 can withstand is much greater than the torque caused by the frictional force generated by braking, so as to ensure that there is no risk of torsional failure. Embodiment

[0030] Taking the new wheel diameter of the wheel 7 as 840 mm, the fully worn wheel diameter as 770 mm, and the unilateral wear as 35 mm as an example. The change in the height between the axle 6 and the track caused by the continuously increasing unilateral wear during use is the fundamental influence on the tooth-rail meshing that needs to be overcome in the present invention.

[0031] The basic gear parameters of the first helical gear 41, the second helical gear 42, the third helical gear 43 and the fourth helical gear 44 are as shown in Table 1 below, and their respective special parameters are as shown in Tables 2 to 5: Table 1 Basic Gear Parameter Table of the First Helical Gear, the Second Helical Gear, the Third Helical Gear and the Fourth Helical Gear

[0032] Table 2 Basic Gear Parameter Table of the Fourth Helical Gear

[0033] Table 3 Basic Gear Parameter Table of the Third Helical Gear

[0034] Table 4 Basic Gear Parameters Table of the Second Helical Gear

[0035] Table 5 Basic Gear Parameters Table of the First Helical Gear

[0036] As can be seen from the above, the transmission ratio formed by this gearbox is as shown in Table 6 below: Table 6 Gearbox Transmission Ratio Table

[0037] Because the addendum coefficient and clearance coefficient exist in the design of the tooth-rail gear 2, the center distance between the tooth-rail gear 2 and the tooth-rail can vary within a small range without affecting the transmission effect. Therefore, the best value for height adjustment should be 840 / 2 - 770 / 2 = 35mm.

[0038] If the von roll type vertical tooth-rail is selected, the module of the gear in the tooth-rail system should preferably be 31.831 (pitch is 100mm), that is , and the pressure angle should preferably be 14.0362° (tooth surface slope 1 / 4), that is arctan(1 / 4). The parameters of the tooth-rail gear 2, the tooth-rail, and the internal meshing tooth 23 of the tooth-rail gear 2 are as shown in Table 1 below: Table 1 Tooth-rail Gear, Tooth-rail and Internal Meshing Tooth Parameter Table

[0039] The inner diameter of the drive shaft 1 is 200mm and it is fitted with the axle 6; the outer diameter of the drive shaft 1 is 240mm, and there is an external gear 12 for internal meshing drive in the center of it, and its parameters are as shown in Table 2 below: Table 2 External Gear Parameter Table on the Drive Shaft

[0040] For the design of the height positioning hole 3241, for the height adjustment requirement of 35mm, the adjustment step is 5mm, with a total of seven gears and seven height positioning holes 3241. When the wheel 7 is a brand-new wheel, it is at the position of the first height positioning hole 3241. Whenever the wheel wears 5mm on one side, the center of the eccentric wheel is raised by 5mm, and then it is positioned through the grading positioning sub-assembly. Since it is an eccentric design and the object of adjustment is height, the arrangement of the height positioning holes 3241 is not equally divided. It is necessary to calculate the angular distance between the height positioning holes 3241 obtained theoretically and then carry out the design.

[0041] Specifically, taking the example where the centers of the height positioning holes 3241 are distributed on a circumference with a diameter of 590 mm and there is a certain interval between them. What the hierarchical positioning sub-component needs to change is the height of the height positioning holes 3241 in the vertical direction. If the point rotating around the center during the rotational movement wants to move the same displacement component in the vertical direction each time, then the angles at which the point rotates around the center must be different, and its pattern is a trigonometric function. This is why the angles formed between the height positioning holes and the rotation center are inconsistent (i.e., the reason for the non-uniform arrangement). It can be explained by Figure 11 as follows.

[0042] Its calculation formula is:

[0043] Since the eccentric radius is 35, then ; Then the specific formula is:

[0044] Then it is transformed into the polar coordinate formula:

[0045] In the formula: —— Represents the serial number of the point, and its value ranges from 0 to 6; —— Represents the ordinate of the point in the rectangular coordinate system; —— Represents the abscissa of the point in the rectangular coordinate system; it should be noted that the origin of the rectangular coordinate system is the center point of the axle.

[0046] The design formula principle of the height positioning holes is the same as this, only need to change the value of

[0047] In the formula: —— Represents the angle between the line connecting the center of the positioning hole and the center origin and the positive x-axis direction, and its range is ; —— Represents the serial number of the point, and its value ranges from 0 to 6, representing the process from the new wheel to the full wear.

[0048] As Figure 12 shown, at the center of the locking ring 323 at the braking end, there is a quarter circle with a radius of 35 mm, and there are 7 marked points on it, which is equivalent to the center of the circle with an eccentricity of 35 mm, that is, the center position of the rack gear 2. Changing the heights of these 7 marked points is to change the height of the rack gear 2, so as to achieve the effect of eccentric height adjustment. The seven points in the clockwise order correspond to the seven height positioning holes 3241 in the counterclockwise order respectively. Whenever height adjustment is required, only byFigure 11 The viewing angle is rotated counterclockwise to the next positioning hole, which causes the originally low-positioned marking point (i.e., the center of the eccentric circle) to rotate clockwise upward to the next higher marking position, that is, the absolute height of the eccentricity is decreased, achieving the effect of eccentricity height adjustment. In addition, schematic diagrams of different gears corresponding to different wear degrees of the wheel are attached. Specifically, the gear position of a brand-new wheel is as Figure 13 shown, where Figure 13 (a) in it is a three-dimensional view, and (b) is a side view; the gear position of a semi-worn wheel is as Figure 14 shown, where Figure 14 (a) in it is a three-dimensional view, and (b) is a side view; the gear position of a fully worn wheel is as Figure 15 shown, where Figure 15 (a) in it is a three-dimensional view, and (b) is a side view.

[0049] For the height adjustment operation, since the inspection of the wear of the wheel 7 is generally carried out during the regular maintenance of the vehicle, the gear shift is not frequent and is carried out in the workshop of the vehicle depot. The device support and relay can be borrowed for auxiliary switching.

[0050] When the present invention is in use, through the provided eccentric adjustment component, the height adjustment can be realized, thereby solving the problem of tooth-rail meshing caused by wheel wear; through the provided drive shaft, tooth-rail gear and helical gear transmission component, it is not only applicable to mountain tooth-rail trains, improving the climbing ability and operation efficiency of the vehicle, but also reducing the gear diameter, which not only meets the clearance requirements but also makes the structure more compact and reduces the space occupation.

Claims

1. A drive structure of a rack train bogie, characterized in that: The invention comprises a driving shaft (1) fixedly assembled with an axle (6); a rack gear (2) for meshing with a rack is arranged in the middle of the outer circumference of the driving shaft (1); an eccentric adjustment component (3) for supporting the rack gear (2) to achieve an eccentric effect of the rack gear (2) and enabling the rack gear (2) to rotate around the center of an eccentric circle to achieve a height change of the center of the rack gear (2) to achieve height adjustment of the rack gear (2); the outer circumference of the driving shaft (1) is also connected to a helical gear transmission component (4) for transmitting driving force to the driving shaft (1) and a brake component (5) for achieving braking; the helical gear transmission component (4) and the brake component (5) are respectively located on both sides of the eccentric adjustment component (3).

2. The driving structure of a rack railway train bogie according to claim 1, characterized in that: The interior of the drive shaft (1) is axially penetrated and concentrically provided with an inner hole (11) for passing through the axle (6) and having an interference fit with the axle (6).

3. The driving structure of a rack railway train bogie according to claim 1, characterized in that: An external gear (12) is arranged in the middle of the outer circumference of the drive shaft (1); the rack gear (2) is a spur gear, comprising a support ring (21), external gear teeth (22) for meshing with the rack are arranged in the middle of the outer circumference of the support ring (21) along the circumferential direction, and internal meshing teeth (23) for meshing with the external gear (12) are arranged in the middle of the inner circumference of the support ring (21) along the circumferential direction.

4. The driving structure of a rack railway train bogie according to claim 3, characterized in that: The eccentric adjustment assembly (3) comprises an eccentric ring sleeve (31) at the driving end and an eccentric ring sleeve (32) at the braking end, the inner ring of which is concentric with the driving shaft (1) and the outer ring of which is eccentric. The eccentric ring sleeve (31) at the driving end is located between the helical gear transmission assembly (4) and the rack gear (2), and the eccentric ring sleeve (32) at the braking end is located between the rack gear (2) and the braking assembly (5). Conical bearings (33) are provided between the eccentric ring sleeve (31) at the driving end and the support ring (21) and between the eccentric ring sleeve (32) at the braking end and the support ring (21). The eccentric ring sleeve (32) at the braking end is connected to a graded positioning subassembly for achieving graded positioning of the center height of the rack gear (2).

5. The driving structure of a rack railway train bogie according to claim 4, characterized in that: The graded positioning subassembly comprises an arcuate ring (324) connected to the brake end eccentric ring sleeve (32), the arcuate ring (324) being provided with a plurality of unequally spaced height positioning holes (3241) along the circumferential direction, the height positioning holes (3241) being hingedly connected to an articulated seat (34) fixedly disposed on the helical gear transmission assembly (4).

6. The driving structure of a rack railway train bogie according to claim 5, characterized in that: The driving end eccentric ring sleeve (31) comprises two driving end semi-eccentric rings (311) buckled on the driving shaft (1); the wide-diameter side openings of the two driving end semi-eccentric rings (311) are connected via driving end connecting locks (312) arranged in the openings; the outer rings of the two driving end semi-eccentric rings (311) and the side away from the rack gear (2) are provided with a driving end locking ring (313) for buckling the two driving end semi-eccentric rings (311); and the inner ring of the driving end locking ring (313) is matched with the outer rings of the two driving end semi-eccentric rings (311) via splines; the braking end eccentric ring sleeve (32) comprises Two braking end semi-eccentric rings (321) are buckled on the drive shaft (1); the wide-diameter side openings of the two braking end semi-eccentric rings (321) are connected via braking end connecting locks (322) arranged in the openings; a braking end locking ring (323) for buckling the two braking end semi-eccentric rings (321) is arranged on the outer rings of the two braking end semi-eccentric rings (321) and on the side away from the rack gear (2); the inner ring of the braking end locking ring (323) is splined with the outer rings of the two braking end semi-eccentric rings (321); and the outer ring of the braking end locking ring (323) is integrally formed with the arc ring (324).

7. The driving structure of a rack railway train bogie according to claim 5, characterized in that: The helical gear transmission assembly (4) comprises a support frame (45) fixedly connected to the hinge seat (34), one end of the support frame (45) being fixedly connected to a gear box; a first helical gear (41), a second helical gear (42), a third helical gear (43) and a fourth helical gear (44) are rotatably arranged in the gear box, the first helical gear (41) being arranged away from the support frame (45), the fourth helical gear (44) being arranged close to the support frame (45), the third helical gear (43) and the fourth helical gear (44) being coaxially arranged and located between the first helical gear (41) and the fourth helical gear (44), and the second helical gear (42) being arranged The third bevel gear (43) is meshed with the first bevel gear (41), and the third bevel gear (43) is meshed with the fourth bevel gear (44); the first bevel gear (41) is connected to a coupling (48) arranged on the outside of the gear box for an external drive motor; the fourth bevel gear (44) is rotatably assembled with the drive shaft (1) via an assembly bearing (49); the inner ring of the fourth bevel gear (44) is provided with a drive internal spline (441) along the circumferential direction; the outer ring of the drive shaft (1) is provided with a drive end spline (13) meshed with the drive internal spline (441) along the circumferential direction; and the end of the drive shaft (1) away from the fourth bevel gear (44) passes through the gear box.

8. The driving structure of a rack railway train bogie according to claim 7, characterized in that: The gearbox comprises a lower gearbox (46) fixedly connected to a support frame (45); an upper gearbox (47) connected to the lower gearbox (46) is buckled on the top of the lower gearbox (46); a bearing end cover (410) arranged in the gearbox for fixing bearings to realize rotation of the first bevel gear (41), the second bevel gear (42), the third bevel gear (43) and the fourth bevel gear (44) is provided at the connection between the lower gearbox (46) and the upper gearbox (47).

9. The driving structure of a rack railway train bogie according to claim 1, characterized in that: The brake assembly (5) is a band brake, comprising a brake drum (51) and a brake band surrounding the brake drum (51); the inner ring of the brake drum (51) is circumferentially provided with a brake internal spline (511), and the outer ring of the drive shaft (1) is circumferentially provided with a brake end spline (14) meshing with the brake internal spline (511).

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