Railway vehicle permanent magnet direct drive traction transmission device

Abstract

The invention relates to the technical field of railway vehicle traction devices, and discloses a railway vehicle permanent magnet direct drive traction transmission device which comprises a travelling crane frame, a connecting shaft is arranged in the travelling crane frame, the outer surface of the connecting shaft is fixedly sleeved with a positioning clamping seat, a clamping groove is formed in the outer surface of the positioning clamping seat, and a linkage protrusion is movably connected to the clamping groove. And the end part of the linkage bulge is in transmission connection with an electromagnetic device fixedly mounted at the inner side end of the positioning clamping seat. A permanent-magnet direct-drive traction transmission device for railway vehicles is characterized in that linkage protrusions and linkage structures on the linkage protrusions are arranged, the track of the outer edge of a steel wheel can be changed through the telescopic state of the three sets of linkage protrusions, and then part of inertia force of the traction transmission device can be converted into driving force overcoming the self weight of the traction transmission device to move upwards; the self weight of the traction transmission device is used for carrying out auxiliary braking action, so that the load pressure of a braking system on the traction transmission device is effectively reduced, and the braking distance of the traction transmission device is greatly shortened.

Description

Technical Field

[0001] This application relates to the technical field of rail vehicle traction devices, and in particular, to a permanent magnet direct drive traction transmission device for rail vehicles. Background Art

[0002] A rail vehicle is a means of transportation for carrying passengers and goods along a dedicated track. Since a rail vehicle is not equipped with a power device, several groups of rail vehicles need to be formed into a train and driven by a dedicated traction device. Due to its characteristics of high-load transportation, self-guidance, and low running resistance, in long-distance land transportation operations, rail vehicles are an important choice direction; However, due to the characteristic of low running resistance, the running speed of rail vehicles is fast and the inertia is large, which leads to a relatively long braking distance for rail vehicles. At present, the braking of rail vehicles mostly reduces the rotation speed of the steel wheels thereon through friction, thereby reducing the running speed of the entire train of rail vehicles. However, this method places a large load pressure on the braking system of rail vehicles with high speed and large inertia, and causes extremely serious wear of the corresponding friction parts thereon. It is necessary to regularly overhaul and replace them, resulting in high maintenance costs. Moreover, as the friction parts on the braking system wear, the braking distance of the rail vehicle will be further extended, posing a large safety hazard and having poor stability and reliability.

[0003] Therefore, there is an urgent need for an auxiliary braking mechanism for rail vehicle traction transmission devices to solve the defects existing in the braking system of existing rail vehicles during operation. Summary of the Invention

[0004] This application provides a permanent magnet direct drive traction transmission device for rail vehicles, which has the advantages of being able to use the self-weight of the traction transmission device to reduce its running speed, effectively reducing the friction required for the rail vehicle during braking, and at the same time, effectively reducing the braking distance of the rail vehicle. It is used to solve the problem that the braking of existing rail vehicles mostly reduces the rotation speed of the steel wheels thereon through friction, thereby reducing the running speed of the entire train of rail vehicles. However, this method places a large load pressure on the braking system of rail vehicles with high speed and large inertia, and causes extremely serious wear of the corresponding friction parts thereon. It is necessary to regularly overhaul and replace them, resulting in high maintenance costs. Moreover, as the friction parts on the braking system wear, the braking distance of the rail vehicle will be further extended, posing a large safety hazard.

[0005] To achieve the above-mentioned purpose, the present application adopts the following technical solution: a permanent magnet direct-drive traction transmission device for a rail vehicle, comprising a carriage frame for supporting the rail vehicle traction transmission device, and a group of coupling shafts are respectively provided on the left and right sides of the interior of the carriage frame, and a group of steel wheels whose outer surfaces are in contact with a preset track are respectively provided at both ends of the coupling shaft, and a gear set that is transmission-connected to a power output device is fixedly sleeved in the middle of the outer surface of the coupling shaft on the right side, so that under the transmission action of the gear set, the carriage frame can be forced to move and drive the rail vehicle to travel along the preset large track, and a group of positioning brackets are respectively fixedly sleeved on both sides of the outer surface of the coupling shaft and located in the inner cavity of the carriage frame, and three groups of left and right through-grooves arranged in a circular array are opened on the outer surface of the positioning bracket, and a linkage protrusion is movably connected to the groove, and the end of the linkage protrusion is transmission-connected to an electromagnetic device fixedly installed on the inner end of the positioning bracket, so that under the driving action of the electromagnetic device, the linkage protrusion can be driven to move outward along the track of the groove, and a connecting groove corresponding to the position of the groove and accommodating the linkage protrusion is opened on the outer periphery of the steel wheel.

[0006] Furthermore, the highest point of the triangular arc trajectory formed by the three groups of linkage protrusions is smaller than the rim of the inner end of the steel wheel, thereby ensuring that the traction transmission device is not prone to derailment during the braking action.

[0007] Furthermore, the linkage protrusion is initially flush with the rim of the inner end of the steel wheel, and when performing auxiliary braking, it moves outward under the driving action of the electromagnetic device until it is flush with the end face of the outer edge of the steel wheel.

[0008] Furthermore, an induction block is provided in the middle of the outer surface of the linkage protrusion, which forms a feedback connection with the electromagnetic device at the corresponding position, and a support plate is fixedly installed on one side of the top of the traveling frame. The end of the support plate is fixedly installed with an induction coil corresponding to the position of the induction block. Therefore, when the traction transmission device performs a braking action, only when the induction block moved to the uppermost position senses the signal transmitted by the induction coil can the electromagnetic device at the corresponding position be triggered, so as to effectively avoid the mutual interference between the triggered linkage protrusion and the preset track when the traction transmission device performs a braking action.

[0009] Furthermore, the outer surface of the sensing block is configured as an arc-shaped structure and is recessed inside the outer surface of the linkage protrusion, thereby effectively preventing the linkage protrusion from causing extrusion damage to the sensing block due to wear of the outer surface during operation.

[0010] Furthermore, a limit waist hole corresponding to the position of the card slot is provided inside the steel wheel, and a limit plate fixedly connected to the end of the linkage protrusion is movably connected inside the limit waist hole. Thus, through the arrangement of the limit waist hole and the limit plate, the circumferential pressure load that the linkage protrusion can bear can be effectively increased, so that it will not rotate relatively during the process of supporting and forcing the traction drive device to move upward.

[0011] Furthermore, the inner wall of the linkage protrusion is set as an arc structure, and the radius of the locus circle formed by the inner walls of the three linkage protrusions is the same as the radius of the outer edge of the steel wheel. Thus, when the linkage protrusion extends under the driving action of the electromagnetic device, the outer edge of the steel wheel can form an effective support for the linkage protrusion, and it is not easy to deform during the process of forcing the traction drive device to move upward.

[0012] The beneficial effects of the present invention are as follows: A permanent magnet direct drive traction drive device for a rail vehicle provided by the present application, for the setting of the linkage protrusion and its upper linkage structure, can change the locus of the outer edge of the steel wheel through the telescopic states of the three linkage protrusions. Thus, a part of the inertial force of the traction drive device can be converted into the driving force to overcome its own weight and move upward, and the self-weight of the traction drive device is used to perform an auxiliary braking action, effectively reducing the load pressure on the braking system of the traction drive device, reducing the wear of the friction parts thereon, and greatly shortening the braking distance of the traction drive device, effectively improving its safety and reliability during operation. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] In order to more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the drawings in the following description are only the embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained according to the provided drawings: Figure 1 It is a schematic structural diagram of the present invention; Figure 2 It is a schematic installation structure diagram of the positioning card seat of the present invention; Figure 3 It is a schematic installation structure diagram of the linkage protrusion of the present invention; Figure 4 It is a partial schematic diagram of the structure of the present invention; Figure 5 It is the structure of the present invention Figure 4 right side view; Figure 6 It is the structure of the present invention Figure 4 left side view.

[0014] In the figure: 1-travel frame, 2-connecting shaft, 3-steel wheel, 4-limit waist hole, 5-connecting groove, 6-positioning card seat, 7-card slot, 8-electromagnetic device, 9-linkage protrusion, 10-limiting plate, 11-induction block, 12-support plate, 13-induction coil. DETAILED DESCRIPTION

[0015] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0016] like Figure 1 As shown, a permanent magnet direct drive traction transmission device for a rail vehicle includes a traveling frame 1 for supporting the rail vehicle traction transmission device, and a set of connecting shafts 2 are respectively provided on the left and right sides of the traveling frame 1. The two ends of the connecting shaft 2 are respectively provided with a set of steel wheels 3 whose outer surfaces are in contact with a preset track. A gear set connected to a power output device is fixedly sleeved on the middle part of the outer surface of the right connecting shaft 2. Then, under the transmission action of the gear set, the traveling frame 1 can be forced to move and drive the rail vehicle to travel along the preset large track. Figure 2 、 Figure 3 As shown, a group of positioning card seats 6 are fixedly sleeved on both sides of the outer surface of the coupling 2 and located in the inner cavity of the traveling frame 1, and three groups of left and right through card slots 7 arranged in a circular array are opened on the outer surface of the positioning card seat 6. The card slot 7 is movably connected with a linkage protrusion 9, and the end of the linkage protrusion 9 is transmission-connected to the electromagnetic device 8 fixedly installed on the inner end of the positioning card seat 6, and then under the driving action of the electromagnetic device 8, the linkage protrusion 9 can be driven to move outward along the trajectory of the card slot 7, as shown in FIG. Figure 5 As shown, a connecting groove 5 is provided on the periphery of the inner portion of the steel wheel 3, which corresponds to the position of the clamping groove 7 and accommodates the linkage protrusion 9 to pass through; When the traction transmission device is braked, the linkage protrusion 9 can be forced to move outward and pass through the connecting groove 5, so as to change the circular trajectory of the outer edge of the steel wheel 3 through the linkage protrusion 9, and then the inertial force of a part of the traction transmission device moving forward is converted into a driving force to overcome its own weight and move upward, and the own weight of the traction transmission device is used to perform auxiliary braking action, which effectively reduces the load pressure of the braking system on the traction transmission device and greatly shortens the braking distance of the traction transmission device.

[0017] like Figure 5 、 Figure 6As shown in the figure, in this technical solution, the highest point of the approximately triangular arc trajectory formed by the three groups of linkage protrusions 9 is lower than the rim at the inner end of the steel wheel 3, thereby ensuring that the traction drive device is not prone to derailment during the braking operation.

[0018] In this technical solution, the linkage protrusion 9 is flush with the rim at the inner end of the steel wheel 3 initially, and during the auxiliary braking operation, it moves outward to be flush with the end face of the outer edge of the steel wheel 3 under the driving action of the electromagnetic device 8.

[0019] As Figure 1 , Figure 3 and Figure 4 shown, in this technical solution, an induction block 11 for forming a feedback connection with the electromagnetic device 8 at the corresponding position is provided in the middle of the outer surface of the linkage protrusion 9, and a support plate 12 is fixedly installed on one side of the top end of the vehicle frame 1. An induction coil 13 corresponding to the position of the induction block 11 is fixedly installed at the end of the support plate 12. Then, when the traction drive device performs the braking operation, only the induction block 11 that moves to the uppermost position can sense the signal transmitted by the induction coil 13 to trigger the electromagnetic device 8 at the corresponding position, so as to effectively avoid the phenomenon of mutual interference between the triggered linkage protrusion 9 and the preset track when the traction drive device performs the braking operation.

[0020] As Figure 3 , Figure 4 shown, in this technical solution, the outer surface of the induction block 11 is set as an arc structure and recessed inside the outer surface of the linkage protrusion 9, thereby effectively avoiding the extrusion damage to the induction block 11 caused by the wear of the outer surface when the linkage protrusion 9 moves.

[0021] As Figure 5 shown, in this technical solution, a limit waist hole 4 corresponding to the position of the card slot 7 is opened inside the steel wheel 3, and a limit plate 10 fixedly connected to the end of the linkage protrusion 9 is movably connected inside the limit waist hole 4. Then, through the setting of the limit waist hole 4 and the limit plate 10, the circumferential pressure load that the linkage protrusion 9 can bear can be effectively improved, so that it will not rotate relatively during the process of supporting and forcing the traction drive device to move upward.

[0022] As Figure 5 , Figure 6 shown, in this technical solution, the inner wall of the linkage protrusion 9 is set as an arc structure, and the radius of the trajectory circle formed by the inner walls of the three groups of linkage protrusions 9 is the same as the radius of the outer edge of the steel wheel 3. Then, when the linkage protrusion 9 extends under the driving action of the electromagnetic device 8, the outer edge of the steel wheel 3 can form an effective support for the linkage protrusion 9, and it is not prone to deformation during the process of forcing the traction drive device to move upward.

[0023] The foregoing description of the disclosed embodiments enables those skilled in the art to practice or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A permanent magnet direct drive traction transmission device for a rail vehicle, comprising a carriage frame (1), wherein a set of coupling shafts (2) are respectively provided on the left and right sides of the carriage frame (1), and a set of steel wheels (3) are respectively provided at both ends of the coupling shaft (2), characterized in that: A group of positioning bases (6) are fixedly sleeved on both sides of the outer surface of the connecting shaft (2) and located in the inner cavity of the traveling frame (1), and a card slot (7) is opened on the outer surface of the positioning base (6). A linkage protrusion (9) is movably connected to the card slot (7), and the end of the linkage protrusion (9) is transmission-connected to an electromagnetic device (8) fixedly installed on the inner end of the positioning base (6). A connecting groove (5) corresponding to the position of the card slot (7) and accommodating the linkage protrusion (9) is opened on the outer periphery of the inner part of the steel wheel (3) 2. The permanent magnet direct drive traction transmission device for rail vehicles according to claim 1, characterized in that, The highest point of the triangular arc trajectory formed by the three groups of linkage protrusions (9) is smaller than the rim of the inner end of the steel wheel (3).

3. The permanent magnet direct drive traction transmission device for rail vehicles according to claim 2, characterized in that, The linkage protrusion (9) is initially flush with the rim of the inner end of the steel wheel (3), and when performing an auxiliary braking action, it moves outward under the driving action of the electromagnetic device (8) until it is flush with the end surface of the outer edge of the steel wheel (3).

4. The permanent magnet direct drive traction transmission device for rail vehicles according to claim 1, characterized in that, An induction block (11) is provided in the middle of the outer surface of the linkage protrusion (9) and forms a feedback connection with the electromagnetic device (8) at the corresponding position, and a support plate (12) is fixedly installed on one side of the top of the traveling frame (1), and an induction coil (13) corresponding to the position of the induction block (11) is fixedly installed at the end of the support plate (12).

5. The permanent magnet direct drive traction transmission device for rail vehicles according to claim 4, characterized in that The outer surface of the sensing block (11) is configured as an arc-shaped structure and is recessed inside the outer surface of the linkage protrusion (9).

6. The permanent magnet direct drive traction transmission device for rail vehicles according to claim 1, characterized in that, A limiting waist hole (4) corresponding to the position of the clamping slot (7) is provided on the inner side of the steel wheel (3), and a limiting plate (10) fixedly connected to the end of the linkage protrusion (9) is movably connected inside the limiting waist hole (4).

7. The permanent magnet direct drive traction transmission device for rail vehicles according to claim 1, characterized in that, The inner wall of the linkage protrusion (9) is configured as an arc-shaped structure, and the radius of the trajectory circle formed by the inner walls of the three groups of linkage protrusions (9) is the same as the radius of the outer edge of the steel wheel (3).

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