Shaft penetrating type coupler for rail train

Abstract

The shaft penetrating type coupler for the rail train comprises a motor side half coupler, a wheel pair side half coupler, a transmission shaft and a driving gear shaft, the motor end of the transmission shaft is connected with a flange of the motor side half coupler, and the wheel pair side end of the transmission shaft is fixedly connected with the end face of a wheel pair side outer gear; the driving gear shaft is of a hollow structure and is arranged on the transmission shaft in a sleeving mode. The driving gear shaft is fixedly connected with the wheel pair side inner gear ring through a bolt. The motor side half coupling and the wheel pair side half coupling are arranged at the two ends of the driving gear shaft respectively and connected through the transmission shaft, the space distance between the motor and the driving gear box can be obviously reduced, and the coupling can be stably and stably driven while high-speed rotation of the coupling is guaranteed and motor loads are transmitted. The technical requirements for large displacement and large swing angle of the coupler can be effectively met, the space structure of a train bogie is more compact, and the space utilization rate of the train bogie is increased. And in addition, the overload protection capacity is achieved, and a transmission system can be protected against damage of overload impact.

Description

Technical Field

[0001] The present invention relates to the field of rail train transmission, in particular to a through-axle double-drum gear coupling for rail trains. Background Art

[0002] In rail transit applications such as subways, EMUs, and high-speed trains, couplings are key transmission components in the bogie drive system, connecting the traction motor and drive gearbox. During train operation, the traction motor's output torque is transmitted to the drive shaft via the motor-side half-coupling, which has an interference fit with the bogie. The drive shaft then transmits the torque to the wheelset-side half-coupling, which in turn transmits the torque to the gearbox's drive pinion shaft, ultimately delivering power to the wheels, driving the train forward. However, during high-speed travel, due to varying road conditions such as speed fluctuations, stops and starts at stations, and turns, the primary suspension system can cause relative axial and radial displacement between the traction motor and the drive gearbox. This can cause the motor shaft center and the gearbox's drive pinion shaft center to be misaligned. This requires that rail train couplings not only transmit motor power and torque but also compensate for the relative axial and radial displacement between the motor shaft and the gearbox's input pinion shaft.

[0003] Currently, most couplings used in my country's rail transit sector are imported from abroad, such as Germany's KWD and FLEBDER, Belgium's ESCO, and Japan's Mitsubishi. Most train couplings reported in China are drum gear and diaphragm coupling types. A drum gear coupling consists of two identical half-couplings bolted together, with their ends connected to the motor shaft and the gearbox's driving gear shaft, respectively. For example, CN2018116268507 discloses a drum gear coupling and a gear transmission system incorporating the same. However, this type of coupling requires a high level of space in the bogie. The distance between the traction motor and the drive gearbox must simultaneously meet the installation and displacement requirements of the two half-couplings, which can restrict installation. Diaphragm couplings achieve torque transmission through the elastic deformation of a metal diaphragm. However, after long-term operation, the diaphragm is prone to fatigue damage or plastic deformation. Furthermore, under harsh operating conditions such as emergency braking or motor short circuits, the diaphragm is at risk of fracture. Its relatively weak overload protection capability compromises the safe operation of rail trains.

[0004] In summary, the development of new forms of couplings for rail trains will not only help solve the technical defects of existing couplings, such as large space occupation, limited installation space and weak overload protection capabilities, but will also help break the foreign technology monopoly and achieve independent control of key components in the rail transit field, which has important practical significance. Summary of the Invention

[0005] In view of this, an object of the present invention is to provide a through-axle coupling for rail vehicles, which has a compact structure, occupies a small space, and has overload protection capability.

[0006] To achieve the above object, the present invention adopts the following technical solutions: The through-axle coupling for a railway train of the present invention comprises a motor-side half coupling and a wheelset-side half coupling, both of which are drum-shaped gear couplings, and further comprises a transmission shaft and a driving gear shaft with a hollow structure; The motor-side half coupling comprises a motor-side inner gear ring and a motor-side outer gear, wherein the motor-side outer gear is interference-connected with the motor shaft of the motor, the tooth portion of the motor-side outer gear is a drum-shaped tooth, and the inner teeth of the motor-side inner gear ring are straight teeth, and the drum-shaped teeth of the motor-side outer gear mesh with the inner teeth of the motor-side inner gear ring; The wheelset side half coupling comprises a wheelset side inner gear ring and a wheelset side outer gear located within the wheelset side inner gear ring, wherein the drum teeth of the wheelset side outer gear mesh with the straight teeth of the wheelset side inner gear ring; The transmission shaft is composed of a cylindrical section and a tapered section from its motor end to its wheelset side end. The diameter of the tapered section gradually increases toward the wheelset side end. The motor end of the transmission shaft is connected to the motor side half coupling flange, and the wheelset side end of the transmission shaft is fixedly connected to the end face of the wheelset side external gear. The driving gear shaft sleeve is arranged on the transmission shaft, and the aperture of its center hole is larger than the maximum diameter of the transmission shaft. The driving gear shaft is fixedly connected to the wheelset side inner gear ring by bolts.

[0007] The beneficial effect is that the present invention places the motor-side half coupling and the wheelset-side half coupling at both ends of the driving gear shaft and connects them through a transmission shaft, which can significantly reduce the spatial distance between the motor and the driving gear box. While ensuring the high-speed rotation of the coupling itself and transmitting the motor load, it can effectively meet the technical requirements of large displacement and large swing angle of the coupling, making the spatial structure of the train bogie more compact and improving the space utilization of the train bogie.

[0008] The two half-couplings of the present invention are both drum-shaped gear couplings connected by a drive shaft. When relative axial and radial displacement occurs between the motor and the gearbox, causing the center of the motor shaft and the center of the gearbox driving gear shaft to be non-aligned, the present invention can ensure high-speed rotation of the coupling and normal transmission of the traction motor load, while also compensating for the large displacement and large swing angle caused by misalignment of the shaft heads between the motor shaft and the driving gear shaft (hollow), thereby meeting the displacement requirements of large swing angles and large displacements between the traction motor and the gearbox driving shaft. The present invention has an overload protection capability, which can protect the transmission system from damage caused by overload shock, thereby improving the safety and reliability of the train. In addition, the coupling of the present invention is specifically designed for rail trains, which helps to break the monopoly of foreign technology.

[0009] The transmission shaft of the present invention is designed as a cylindrical section with equal diameter and a tapered section with gradually increasing diameter, which significantly improves the strength and end face bearing capacity of the transmission shaft and ensures the sealing performance between the transmission shaft and the inner gear ring on the wheel opposite side.

[0010] Preferably, the motor-side external gear includes a tooth portion and a hub, the tooth portion has drum-shaped teeth; the hub has a mounting hole, a first countersunk hole located on one side of the mounting hole and a second countersunk hole located on the other side of the mounting hole; the motor-side half-coupling also includes a pressure cover and a sliding bushing, the pressure cover is located in the first countersunk hole, the sliding bushing is sealed and installed in the mounting hole, and the annular boss at the outer end of the sliding bushing is located in the second countersunk hole; the motor shaft of the traction motor is interference-mounted in the sliding bushing, and its end face is fixedly connected to the pressure cover, and the interference between the motor shaft and the sliding bushing is greater than the interference between the sliding bushing and the hub mounting hole.

[0011] The beneficial effect is that because the interference fit between the motor shaft and the slip bushing is greater than the interference fit between the slip bushing and the wheel hub mounting hole, when the motor torque reaches the coupling's maximum design input torque (i.e., the limited-slip torque), the slip bushing and the motor-side external gear will slide relative to each other, thereby protecting the train's transmission system from damage caused by overload shocks and enhancing safety. Furthermore, the gland, while firmly attached to the bottom surface of the first countersunk hole in the wheel hub and the end face of the slip bushing, is securely connected to the motor shaft via screws, effectively preventing the motor shaft from dislodging from the motor-side external gear, further improving train safety and minimizing potential safety hazards.

[0012] Preferably, the inner bore of the sliding bushing is a tapered structure that matches the taper of the motor shaft. The gland and motor shaft are secured together by a set screw and a locating pin. The set screw is coaxial with the motor shaft, and the gland has a tapered countersunk hole that mates with the set screw. The gland also includes a first tapered relief section with a diameter that gradually decreases from the motor shaft toward the drive shaft, minimizing collision and interference. The beneficial effect is that the end face of the motor shaft is secured to the gland within the first countersunk hole by the set screw and locating pin, preventing the motor shaft and motor-side external gear from loosening during relative sliding, effectively reducing the probability of safety hazards during train operation.

[0013] Preferably, the hub and the tooth portion are spaced apart to form a mounting groove, and the mounting groove gradually becomes larger from the bottom notch thereof; the motor-side half coupling also includes a bellows arranged in the mounting groove, one end of the bellows is sealed and fixedly connected to the bottom end face of the mounting groove, the other end of the bellows is sealed and fixedly connected to the front ring plate of the motor-side inner gear ring, and the sliding bushing extends outward from the front ring plate. The beneficial effect is that the present invention installs the bellows in the mounting groove between the hub and the tooth portion, which not only ensures the sealing performance between the motor-side inner gear ring and the motor-side outer gear; but also the bellows has a certain elasticity, so that the motor-side half coupling has a self-resetting function, which can avoid the motor-side outer gear and the motor-side inner gear ring from violent collision during assembly and transportation; the groove wall of the mounting groove of the present invention is arranged obliquely to meet the space requirements of the metal bellows when the axial displacement and radial displacement between the motor shaft and the gearbox input shaft occur during the train running.

[0014] Preferably, both ends of the bellows have flanges. The flange at one end of the bellows is sealed and fixedly connected to the bottom end surface of the mounting groove via bolts and a sealing ring, while the flange at the other end is sealed and fixedly connected to the front ring plate of the motor-side inner gear ring via bolts and a sealing ring, and the inner end surface of the front ring plate has a limiting protrusion. During actual installation, the limiting protrusion can limit the flange, facilitating installation of the bellows.

[0015] Preferably, the motor-side coupling includes a retaining ring mounted within the connection end of the motor-side internal gear ring, the inner contour of the retaining ring being a spherical arc structure; the outer contour of the corner of the hub being a spherical arc structure that mates with the inner wall of the retaining ring. This advantageously results in: the corner of the motor-side external gear and the inner contour of the retaining ring both being spherical arc structures; when extreme displacement or extreme deflection occurs, the two remain in contact without affecting the high-speed rotation of the coupling; and when the movement of the motor-side external gear on the motor-side internal gear ring exceeds its designed travel, the retaining ring limits its position, providing a stop and protective function.

[0016] Preferably, the transmission shaft further comprises a flange at the end of the cylindrical section, the connecting end face of the motor-side inner gear ring is a flange face that cooperates with the flange, the connecting end face of the motor-side inner gear ring is sealed and fixedly connected to the flange of the transmission shaft by bolts and a sealing ring, and one end face of the retaining ring is in close contact with the end face of the flange of the transmission shaft; wherein the diameter of the flange is greater than the diameter of the cylindrical section, and a reinforced connection portion is provided between the flange and the cylindrical section, which is designed as an inclined surface with a certain inclination angle and a smooth transition treatment, thereby effectively avoiding stress concentration; A lip seal is provided in the mounting opening of the wheelset-side inner gear ring, and the tapered section of the transmission shaft is sealedly connected to the wheelset-side inner gear ring via the lip seal. The tapered section, with its gradually increasing diameter, helps ensure the sealing effect of the lip seal between it and the wheelset-side inner gear ring, and can also significantly improve the strength of the transmission shaft and the bearing capacity of the end teeth. The transmission shaft also includes a mounting section integrally formed at the end face of the tapered section. The mounting section is a cylindrical structure and is located in the inner gear ring on the wheelset side. The mounting section has a third end face tooth. The connecting end face of the wheelset side external gear has a fourth end face tooth meshing with the third end face tooth. The wheelset side external gear is fixedly connected to the mounting section by a stud bolt and a fastening nut. The fastening nut has a tapered portion that cooperates with the mounting hole of the wheelset side external gear.

[0017] The beneficial effects are as follows: one end of the transmission shaft of the present invention has a flange and a reinforced connection portion, which can effectively avoid stress concentration; the tapered section with a gradually increasing diameter at the other end helps to ensure the contact and sealing effect with the lip seal ring in the installation opening of the inner gear ring on the wheelset side during displacement and deflection; the flange of the transmission shaft can not only realize its connection with the half-coupling on the motor side, but also has a supporting and limiting function, which can support and limit the retaining ring, thereby helping to realize the limit stop and overload protection function; the installation section at the end of the transmission shaft is a large diameter section, which increases the installation and connection area of ​​the end face teeth, and can significantly improve the self-strength of the transmission shaft and the end face teeth bearing capacity. The end face teeth + stud bolt connection between the wheelset side external gear and the transmission shaft, and the nut adopts a tapered + cylindrical structure, which ensures the reliable installation of the transmission shaft and the wheelset side external gear, and avoids the wheelset side external gear from contacting other components due to the protrusion of the nut during the displacement and deflection of the wheelset side external gear.

[0018] Preferably, the driving gear shaft is sleeved on the transmission shaft and has a clearance fit with the transmission shaft, and the inner hole diameter of the second end portion of the driving gear shaft gradually increases from the inside to its second end port; the first end face of the driving gear shaft has a first end face tooth, and the connecting end face of the wheel-to-wheel side inner gear ring has a second end face tooth meshing with the first end face tooth, and the first end face tooth of the driving gear shaft and the connecting end face of the wheel-to-wheel side inner gear ring are fixedly connected by bolts.

[0019] The beneficial effects are as follows: the second port of the driving gear shaft of the present invention (i.e., the port at the non-connecting end) adopts a flared design and the driving gear shaft and the transmission shaft are clearance-matched (the maximum diameter of the transmission shaft is smaller than the inner diameter of the driving gear shaft), which not only ensures that the transmission shaft passes through smoothly, but also ensures that the two do not touch each other when large-angle deflection or displacement occurs, thereby ensuring the independent rotation of the driving gear shaft and the transmission shaft; the end face of the driving gear shaft and the inner gear ring on the opposite side are engaged with each other by end face teeth and are fixed with bolts, thereby ensuring the reliable installation of the driving gear shaft.

[0020] Preferably, the wheelset side external gear includes an integrally formed connecting section and a spoke plate, the connecting section is a cylindrical structure, and its connecting end face has the fourth end face tooth; the outer periphery of the spoke plate has drum-shaped teeth meshing with the straight teeth of the wheelset side internal gear ring, and one side of the spoke plate has a circumferentially arranged weight-reducing groove 1, the inner contours between the weight-reducing groove 1 and the connecting section are a bevel structure and an arc structure in sequence, and the outer contours between the weight-reducing groove 1 and the connecting section are a bevel structure and an arc structure in sequence; the other side of the spoke plate has a circumferentially arranged weight-reducing groove 2, and the bottom of the weight-reducing groove 2 is provided with a conical avoidance section 2 whose diameter gradually decreases from the transmission shaft to the end cover direction of the wheelset side half coupling, and the outer contours between the weight-reducing groove 2 and the spoke plate are a bevel structure and an arc structure in sequence, which facilitates the installation of the conical part of the fastening nut while avoiding collision interference as much as possible. In addition, the wheelset side external gear of the present invention not only has high structural strength, but also avoids stress concentration and improves stability. It can also be installed in a limited space, meeting the displacement and deflection requirements of the drive shaft and the wheelset side external gear in a small space, and the structure is compact and ingenious.

[0021] Preferably, the end cover of the wheelset side half coupling is fixedly connected to the outer port of the wheelset side inner gear ring by a retaining spring, the outer peripheral surface of the end cover and the wheelset side inner gear ring are sealed by a sealing ring, and the middle part of the outer end surface of the end cover has an outwardly protruding external boss, the middle of which is equipped with a disassembly bolt; the end cover is also connected to an oiling nozzle.

[0022] Compared with the prior art, the present invention has the following advantages: The present invention locates the motor-side half coupling and the wheelset-side half coupling at both ends of the driving gear shaft and connects them through a transmission shaft, which can significantly reduce the distance between the motor and the driving gear box. While ensuring the high-speed rotation of the coupling itself and transmitting the motor load, it effectively meets the technical requirements of large displacement and large swing angle of the coupling, making the spatial structure of the train bogie more compact and improving the space utilization of the train bogie.

[0023] The two half-couplings of the present invention are both drum-shaped gear couplings connected by a drive shaft. When relative axial and radial displacement occurs between the motor and the gearbox, causing the center of the motor shaft and the center of the gearbox driving gear shaft to be non-aligned, the present invention can ensure high-speed rotation of the coupling and normal transmission of the traction motor load, while also compensating for the large displacement and large swing angle caused by misalignment of the shaft heads between the motor shaft and the driving gear shaft (hollow), thereby meeting the displacement requirements of large swing angles and large displacements between the traction motor and the gearbox driving shaft. The present invention has an overload protection capability, which can protect the transmission system from damage caused by overload shock, thereby improving the safety and reliability of the train. In addition, the coupling of the present invention is specifically designed for rail trains, which helps to break the monopoly of foreign technology.

[0024] The transmission shaft of the present invention is designed as a cylindrical section with equal diameter and a tapered section with gradually increasing diameter, which significantly improves the strength and end face bearing capacity of the transmission shaft and ensures the sealing performance between the transmission shaft and the inner gear ring on the wheel opposite side. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Figure 1 It is a schematic diagram of the connection between the present invention, the gear box and the motor.

[0026] Figure 2 It is a structural schematic diagram of the present invention.

[0027] Figure 3 Schematic diagram of the transmission shaft of the present invention.

[0028] Figure 4 yes Figure 2 Enlarged schematic diagram of the motor-side coupling half.

[0029] Figure 5 It is a schematic diagram of the meshing of the motor-side inner gear ring and the motor-side outer gear in the present invention.

[0030] Figure 6 yes Figure 2 Enlarged schematic diagram of the half coupling on the opposite side of the middle wheel.

[0031] Figure 7 This is a schematic diagram of the limit stop when the coupling in the present invention undergoes positive displacement (in the figure, relative offset and angular runout occur between the drive shaft and the motor-side inner gear ring and the wheel-side outer gear fixed at both ends, and the motor-side outer gear and the wheel-side inner gear ring).

[0032] Figure 8 This is a schematic diagram of the limit stop when the coupling in the present invention undergoes negative displacement (in the figure, relative offset and angular runout occur between the drive shaft and the motor-side inner gear ring and the wheel-side outer gear fixed at both ends, and the motor-side outer gear and the wheel-side inner gear ring).

[0033] Figure 9 It is a structural schematic diagram of the retaining ring of the present invention.

[0034] Figure 10 It is an axonometric schematic diagram of the present invention. DETAILED DESCRIPTION

[0035] The following describes an embodiment of the present invention in detail with reference to the accompanying drawings. This embodiment is implemented based on the technical solution of the present invention, and provides a detailed implementation method and specific operation process. However, the protection scope of the present invention is not limited to the following embodiment.

[0036] It should be noted that, in the description of the present invention, relational terms such as "first" and "second" are merely used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations.

[0037] In the description of the present invention, unless otherwise expressly specified or limited, the terms "mounted," "connected," and "connected" should be understood broadly. For example, they may refer to fixed, detachable, or integral connections; mechanical or electrical connections; direct or indirect connections through an intermediate medium; or internal communication between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on specific circumstances.

[0038] Combine Figure 1-6 and Figure 10 As can be seen, the present invention proposes a through-shaft coupling for rail trains, comprising a motor-side half coupling 100, a wheelset-side half coupling 200, a transmission shaft 300, and a driving gear shaft 400 with a hollow structure. The motor-side half coupling 100 is fixedly connected to the motor shaft of the motor, the motor-side half coupling 100 is connected to the wheelset-side half coupling 200 via the transmission shaft 300, the wheelset-side half coupling 200 is fixedly connected to the driving gear shaft 400 with a hollow structure, an input gear 402 is integrally formed in the middle of the shaft body 401 of the driving gear shaft 400, the shaft bodies 401 located on both sides of the input gear 402 are rotatably connected to the gear box 600 on the steering axle of the rail train through bearings, and the driving gear shaft 400 can serve as the power and torque input of the gear box 600; Among them, the motor-side half coupling 100 includes a motor-side inner gear ring 101 and a motor-side outer gear 102 with a tooth portion located inside the motor-side inner gear ring 101. The motor-side outer gear 102 is transmission-connected to the motor shaft 502 of the motor 501. The inner teeth of the motor-side inner gear ring 101 are straight teeth, and the outer teeth of the motor-side outer gear 102 are drum-shaped teeth. The outer teeth of the motor-side outer gear 102 are meshed with the inner teeth of the motor-side inner gear ring 101. The axial length of the inner teeth of the motor-side inner gear ring 101 is greater than the axial length of the drum-shaped teeth of the motor-side outer gear 102, which meets the requirement that the motor-side outer gear 102 can be offset relative to the motor-side inner gear ring 101. Figure 6 ; The wheelset-side half coupling 200 includes a wheelset-side inner gear ring 201 and a wheelset-side outer gear 202 located within the wheelset-side inner gear ring 201. The drum teeth of the wheelset-side outer gear 202 mesh with the spur teeth of the wheelset-side inner gear ring 201. Similarly, the axial length of the spur teeth of the wheelset-side inner gear ring 201 is greater than the axial length of the drum teeth of the wheelset-side outer gear 202. The wheelset-side outer gear 202 can move within the wheelset-side inner gear ring 201 under load, meeting the offset requirement. From the motor end to the wheelset end, the drive shaft 300 comprises, in order, a flange 304, a cylindrical section 301, a tapered section 302, and a mounting section 303 (the diameter of which is consistent with the maximum diameter of the tapered section). The diameter of the tapered section 302 gradually increases toward the wheelset end (the drive shaft 300 is designed with a cylindrical section 301 of equal diameter and a tapered section 302 of gradually increasing diameter, significantly improving the strength and end-face bearing capacity of the drive shaft 300 and ensuring sealing performance between it and the wheelset-side inner gear ring 201). The connecting end face of the motor-side inner gear ring is sealed and fixedly connected to the flange 304, the mounting section 303 is fixedly connected to the wheelset-side outer gear 202, and the tapered section 302 is sealed against the wheelset-side outer gear. The driving gear shaft 400 is sleeved on the transmission shaft 300 and has a clearance fit with the transmission shaft 300 , that is, the diameter of its center hole is larger than the maximum diameter of the transmission shaft 300 . The driving gear shaft 400 is fixedly connected to the inner gear ring 201 on the wheel opposite side.

[0039] During operation, the motor shaft 502 realizes the rotation of the motor side inner ring gear 101 through the motor side outer gear 102. The motor side inner ring gear 101 is fixedly connected to the transmission shaft 300, and then the torque is transmitted to the wheelset side outer gear 202 through the rotating shaft 300. The wheelset side outer gear 202 is meshed with the wheelset side inner ring gear 201, and the wheelset side inner ring gear 201 is fixedly connected to the rotating gear shaft 400, thereby transmitting the torque to the driving gear shaft 400.

[0040] In the present invention, both half-couplings are drum-type gear couplings and are connected by a transmission shaft 300, so that the motor 501 and the gearbox have the ability to compensate for large displacements and large swing angles in the case of relative lateral, longitudinal, and vertical displacements caused by vibration or impact during high-speed operation of the train. This can meet the spatial displacement requirements in the axial and radial directions between the motor shaft and the driving gear shaft 400 of the railway train (axial displacement and radial displacement are superimposed at the same time, resulting in angular deflection (i.e., angular displacement or large swing angle)).

[0041] During actual installation, the connecting end face of the motor-side inner gear ring 101 is a flange face that cooperates with the flange 304. The connecting end face of the motor-side inner gear ring 101 is sealed and fixedly connected to the flange 304 by bolts and a sealing ring. The diameter of the flange 304 is larger than the diameter of the cylindrical section 301. A reinforced connecting portion 305 is provided between the flange 304 and the cylindrical section 301. The reinforced connecting portion is designed as an inclined surface with a certain inclination angle and a smooth transition treatment, which can effectively avoid stress concentration, improve the structural strength of the transmission shaft 300, and thus improve the load-bearing performance of the present invention. A lip seal 206 is provided in the mounting opening of the wheelset-side inner gear ring 201. The tapered section 302 of the transmission shaft 300 is sealedly connected to the wheelset-side inner gear ring 201 via the lip seal 206. The tapered section 302, with its gradually increasing diameter, helps ensure contact and sealing with the lip seal in the mounting opening of the wheelset-side inner gear ring during displacement and yaw, and also increases the contact area between the transmission shaft and the wheelset-side external gear, ensuring secure installation. The mounting section 303 is a cylindrical structure and is located inside the inner gear ring 201 on the wheelset side. The mounting section 303 has a third end face tooth. The connecting end face of the wheelset side outer gear 202 has a fourth end face tooth meshing with the third end face tooth. The wheelset side outer gear 202 is fixedly connected to the mounting section 303 by a stud bolt 306 and a fastening nut 307. The fastening nut 307 has a tapered portion that matches the mounting hole of the wheelset side outer gear 202 to ensure a reliable connection between the transmission shaft 300 and the wheelset side outer gear 202. In the present invention, the flange 304 of the transmission shaft 300 not only realizes its connection with the motor-side half coupling 100, but also has a supporting and limiting function, which can provide support and limiting for the retaining ring 103 described later, thereby realizing overload protection; the other end face of the transmission shaft 300 and the wheelset-side external gear 202 are connected by end face tooth meshing + stud bolts, and the fastening nut adopts a conical + cylindrical structure. On the basis of ensuring the reliable installation of the transmission shaft 300 and the wheelset-side external gear 202, it prevents the fastening nut 307 from convexly jutting outward and causing contact with other components during the displacement and deflection of the wheelset-side external gear 202; Combine Figure 2 It can be seen that the inner diameter of the second end portion of the driving gear shaft 400 gradually increases from the inside toward the second end portion thereof, that is, the second end portion (i.e., the non-connecting end portion) of the driving gear shaft 400 adopts a flared design (i.e., a chamfer with a certain tilt angle), and the driving gear shaft 400 and the transmission shaft 300 are clearance-fitted (the maximum diameter of the transmission shaft 300 is smaller than the inner diameter of the driving gear shaft 400). This not only ensures that the transmission shaft 300 can smoothly pass through the driving gear shaft 400, but also ensures that the two do not touch each other when large-angle deflection or displacement occurs, thereby ensuring that the driving gear shaft 400 and the transmission shaft 300 can rotate independently. The first end face of the driving gear shaft 400 (i.e., the end face close to the inner gear ring on the wheelset side) has a first end face tooth, and the connecting end face of the inner gear ring 201 on the wheelset side has a second end face tooth that meshes with the first end face tooth. The first end face of the driving gear shaft 400 and the connecting end face of the inner gear ring 201 on the wheelset side are fixedly connected by bolts (the bolts pass through the through holes of the inner gear ring 201 on the wheelset side and are screwed into the threaded holes of the driving gear shaft 400, and there are multiple bolts to ensure the fixing effect). The end face tooth meshing + bolt fixing can efficiently transmit power and large torque, and improve stability and reliability.

[0042] Combine Figure 4-5It can be seen that the motor-side external gear 102 includes a tooth portion 102b and a hub 102a, and the drum-shaped teeth are evenly distributed on the tooth portion 102b along the circumferential direction of the tooth portion. The hub 102a and the tooth portion 102b are spaced apart to form a mounting groove 102c, and the mounting groove 102c gradually becomes larger from its bottom notch; the motor-side half coupling 100 also includes a bellows 105 (a metal bellows) arranged in the mounting groove 102c, one end of the bellows 105 is sealed and fixedly connected to the bottom end surface of the mounting groove 102c, and the other end of the bellows 105 is sealed and fixedly connected to the front ring plate of the motor-side inner gear ring 101. In the present invention, one end of the bellows 105 is sealedly connected to the wheel hub 102a, and the other end is sealedly connected to the motor side inner ring gear 101, thereby ensuring the sealing performance between the motor side inner ring gear 101 and the motor side outer gear 102; in addition, the bellows 105 has a certain elasticity, so that the motor side half coupling 100 has a self-resetting function, which can avoid violent collision between the motor side outer gear 102 and the motor side inner ring gear 101 during assembly and transportation; furthermore, the groove wall of the installation groove 102c corresponding to the bellows 105 is tilted, and the inclination angle is greater than the designed yaw angle of the coupling of the present invention, which meets the space requirements for the stretching and compression of the metal bellows caused by the axial displacement and radial displacement between the motor shaft and the gearbox input shaft during the train running.

[0043] One end of the metal bellows of the present invention is sealed to the inner gear ring on the motor side, and the other end is sealed to the outer gear on the motor side. While realizing the sealing function of the motor side half coupling, due to the rigidity characteristics of the metal bellows itself, the motor side half coupling has a certain automatic resetting function. For example, during the transportation and installation of the coupling, violent collision between the outer gear and the inner gear ring of the motor side half coupling can be avoided.

[0044] During actual installation, both ends of the bellows 105 have flanges. The flange at one end of the bellows 105 is fixedly connected to the bottom end surface of the mounting groove 102c (the bottom end surface is provided with a bolt countersunk hole) by bolts and a sealing ring, and the bolts pass through the bottom end surface of the mounting groove and are fixedly connected to the flange of the bellows; the flange at the other end of the bellows 105 is sealed and fixedly connected by bolts, a sealing ring and the front ring plate of the motor-side inner gear ring 101 (the front ring plate is provided with a countersunk hole to facilitate the bolts to pass through and connect with the corresponding flange); in addition, the inner end surface of the front ring plate is provided with a limiting protrusion 101a, and the limiting protrusion 101a is used to limit the flange of the bellows 105 during installation, thereby facilitating the installation of the bellows.

[0045] Combine Figure 4 and Figure 9As can be seen, the motor-side coupling 100 includes a retaining ring 103 installed within the connection end of the motor-side inner gear ring 101. The retaining ring 103 is an open ring with a spherical arc inner contour. The outer contour of the corner of the hub 102a is a spherical arc structure that matches the inner contour of the retaining ring 103. The corners of the motor-side external gear 102 and the inner contour of the retaining ring 103 are both spherical arc structures. When displacement or deflection occurs, the motor-side external gear 102 deviates along the motor-side inner gear ring 101. The spherical arc structure of the retaining ring 103 contacts the spherical arc chamfer of the motor-side external gear 102 without affecting the high-speed rotation of the coupling. When the movement stroke of the motor-side external gear 102 on the motor-side inner gear ring 101 exceeds its designed stroke, the retaining ring can limit the motor-side external gear 102, providing a stop and protection function. That is, the motor-side external gear 202 and the retaining ring 103 of the present invention both adopt a spherical arc structure design, so that the present invention can not only meet the requirements of high-speed rotation and large displacement and large swing angle spatial displacement between the motor shaft 502 and the gearbox driving gear shaft, but also have an over-travel limit stop function, greatly improving the safety and reliability of train operation.

[0046] Combine Figure 4 It can be seen that the wheel hub 102a has a mounting hole, a first countersunk hole located on one side of the mounting hole and a second countersunk hole located on the other side of the mounting hole; the motor side half coupling 100 also includes a pressure cover 106 and a sliding bushing 104, the pressure cover 106 is located in the first countersunk hole, the sliding bushing 104 is sealed and installed in the mounting hole (both ends of the sliding bushing 104 are sealed with the wheel hub 102a through a sealing ring), and the annular boss 104a at the outer end of the sliding bushing 104 is located in the second countersunk hole; the motor shaft 502 of the motor 501 is interference mounted in the sliding bushing 104, and its end face is fixedly connected to the pressure cover; wherein, the interference between the motor shaft 502 and the sliding bushing 104 is greater than the sliding bushing The interference fit between the motor shaft 502 and the hub 104 and the hub 102a is such that when the maximum designed output torque (i.e., the limited slip torque) of the motor is reached, the sliding bushing 104 slides relative to the motor-side external gear 102, thereby protecting the train transmission system from damage caused by overload impact and improving safety. In addition, the motor shaft 502 is interference-fitted in the sliding bushing 104, and the sliding bushing 104 and the hub 102a of the motor-side external gear are interference-fitted. The end face of the motor shaft 502 is fixedly connected to the gland 106 located in the first countersunk hole, effectively preventing the motor shaft 502 and the motor-side external gear 202 from loosening in the event of relative sliding, thereby effectively reducing the probability of safety accidents and improving safety. The inner hole of the sliding bushing 104 is a conical structure that matches the taper of the motor shaft 502. The gland 106 and the motor shaft 502 are fixedly connected by a set screw 107 and a positioning pin 108. The set screw 107 is coaxial with the motor shaft 502, and the gland 106 has a conical countersunk hole that matches the set screw 107, so that the conical head of the set screw 107 is located within the conical countersunk hole. The gland 106 has a conical avoidance section 1 with a diameter that gradually decreases from the motor axis toward the transmission shaft, thereby minimizing collision and interference. In the present invention, the gland 106 is fixedly connected to the motor shaft 502 by screws while being in close contact with the bottom surface of the first countersunk hole of the wheel hub 102a and the end face of the sliding bushing. This effectively prevents the motor shaft 502 from dislodging from the motor-side external gear, further improving the safety of the train and minimizing safety hazards.

[0047] The motor-side external gear 102 of the present invention is a double-layer structure, and its inner hole provides installation space for the sliding bushing 104 and the motor shaft 502, effectively ensuring the transmission installation of the motor-side half coupling 100 and the motor 501; the bellows 105 is installed in the interlayer to achieve sealing between the motor-side external gear 102 and the motor-side internal gear ring 101, and when the motor-side half coupling 100 is shifted to the left, it can avoid lubricating oil leakage and ensure the sealing effect; when the input torque of the motor shaft 502 exceeds the slip-limiting torque, the sliding bushing 104 and the motor-side external gear 102 slip relative to each other to protect the entire transmission system from damage caused by overload impact.

[0048] Combine Figure 4 As can be seen, threaded through-holes (three, four, or five, etc.) are uniformly distributed on the motor-side internal gear ring 101 near flange 204. These through-holes are located between the motor-side internal gear ring 101 and the retaining ring 103. Lubricant is injected into the motor-side coupling half 100 or excess lubricant is drained through these through-holes. These through-holes are countersunk and sealed with plug bolts 109 and sealing gaskets. They are opened for oil filling or draining.

[0049] Combine Figure 6It can be seen that the wheelset side outer gear 202 includes an integrally formed connecting section 202a and a spoke plate 202b. The connecting section 202a is a cylindrical structure. The outer periphery of the spoke plate 202b has drum-shaped teeth that mesh with the straight teeth of the wheelset side inner gear ring 201. One side surface of the spoke plate 202b has a circumferentially arranged weight-reducing groove 202c. The inner contour between the weight-reducing groove 202c and the connecting section 202a is a slope structure and an arc structure in sequence to ensure structural strength. The weight-reducing groove 202c is a circular structure. The inner corner of 202c is an arc-shaped structure; the other side of the spoke 202b features a circumferentially arranged weight-reducing groove 202d. The bottom of this groove 202d features a tapered relief section 2, whose diameter gradually decreases from the drive shaft 300 toward the end cap 203 of the wheelset-side coupling half. The outer contours between this groove 202d and the spoke 202b are successively inclined and arc-shaped, facilitating installation of the tapered portion of the fastening nut while minimizing collision and interference. Furthermore, the wheelset-side external gear 202 not only possesses high structural strength, but also avoids stress concentration, improving stability. It can also be installed within confined spaces, meeting the displacement and deflection requirements of the drive shaft 300 and wheelset-side external gear 202 within this confined space, resulting in a compact and ingenious structure.

[0050] Combine Figure 6 It can be seen that the end cover 203 of the wheelset side half coupling 200 is installed in the outer port of the wheelset side inner gear ring 201 through the retaining spring 204, and a sealing ring is arranged between the outer peripheral surface of the end cover 203 and the wheelset side half coupling 200, and the transmission shaft 300 is sealedly connected to the inner port of the wheelset side inner gear ring 201, thereby forming a sealed space; an oiling nozzle 205 is provided on the end cover 203, and lubricating oil can be injected into the sealed space through the oiling nozzle 205 to ensure lubrication between the wheelset side inner gear ring and the wheelset side outer gear.

[0051] During actual installation, the middle portion of the outer end surface of the end cover 203 has an outwardly protruding outer boss, the middle portion of which is installed with a disassembly bolt 207 ; the end cover 203 is also connected to an oiling nozzle 205 .

[0052] During actual assembly, assemble the motor-side half coupling 100 and fit it together with the motor shaft 502 by interference fit, and then use the set screws 107 and locating pins 108 to fix the motor shaft 502 and the pressure cover 106 together; put the driving gear shaft 400 on the transmission shaft 300, and seal and fix the flange 304 of the transmission shaft 300 and the motor-side inner gear ring 101; seal the tapered section 302 of the transmission shaft 300 with the wheelset-side inner gear ring 201 through the lip sealing ring 206, place the mounting section 302 of the transmission shaft 300 in the wheelset-side inner gear ring 201, and then use bolts to fix the shaft body of the driving gear shaft and the wheelset-side inner gear ring 201; then assemble the wheelset-side external gear 202 and fix it to the transmission shaft 300; finally, assemble the end cover 203 and the retaining ring 204 to complete the assembly. It should be pointed out that, except for the lip seal ring used between the transmission shaft 300 and the inner gear ring 101 on the wheel-to-wheel side, the other seal rings are all O-rings.

[0053] During assembly, the driving gear shaft 400 is mounted on the gearbox via bearings, with the two half-couplings located outside the gearbox. Alternatively, the driving gear shaft 400 can be sleeved onto the transmission shaft 300, which is then mounted on the gearbox. The ends of the transmission shaft are then assembled with the motor-side half-coupling 100 and the wheelset-side half-coupling 200, respectively, to ensure a secure transmission connection between the motor and gearbox.

[0054] During operation, the motor transmits power and torque to the transmission shaft 300 through the motor-side half coupling 100. Since the transmission shaft 300 is fixedly connected to the wheelset-side outer gear 202, and the wheelset-side inner gear ring 201 is fixedly connected to the driving gear shaft 400, the power and torque are transmitted to the driving gear shaft 400. The power and torque are then transmitted to the gearbox through the driving gear shaft 400, realizing transmission and ensuring high-speed travel of the rail train.

[0055] In the present invention, the external teeth of the motor-side external gear 102 and the external teeth of the wheelset-side external gear 202 are both drum-shaped teeth, and the internal teeth of the motor-side internal gear ring 101 and the wheelset-side internal gear ring 201 are both straight teeth. When there is a height difference (misalignment) between the motor shaft head and the gearbox shaft head due to vibration or installation error during train operation, due to the unique structural characteristics of the drum-shaped teeth, the coupling can not only meet the high-speed transmission requirements, but also compensate for the large displacement and large swing angle between the motor shaft and the gearbox input shaft. For details, see Figure 7 and Figure 8 .

[0056] Finally, it should be emphasized that the above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art can still modify the technical solutions described in the aforementioned embodiments without inventive effort, or replace some of the technical features therein with equivalents. Therefore, any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of the present invention shall be included within the scope of protection of the present invention.

Claims

1. A through-axle coupling for a rail vehicle, comprising a motor-side half coupling and a wheelset-side half coupling, wherein both the motor-side half coupling and the wheelset-side half coupling are drum-type gear couplings, characterized in that: It also includes a transmission shaft and a driving gear shaft with a hollow structure; The motor-side half coupling comprises a motor-side inner gear ring and a motor-side outer gear, wherein the motor-side outer gear is interference-connected with the motor shaft of the motor, the tooth portion of the motor-side outer gear is a drum-shaped tooth, and the inner teeth of the motor-side inner gear ring are straight teeth, and the drum-shaped teeth of the motor-side outer gear mesh with the inner teeth of the motor-side inner gear ring; The wheelset side half coupling comprises a wheelset side inner gear ring and a wheelset side outer gear located within the wheelset side inner gear ring, wherein the drum teeth of the wheelset side outer gear mesh with the straight teeth of the wheelset side inner gear ring; The transmission shaft is composed of a cylindrical section and a tapered section from its motor end to its wheelset side end, and the diameter of the tapered section gradually increases toward the wheelset side end. The motor end of the transmission shaft is flange-connected to the motor side half-coupling, and the wheelset side end of the transmission shaft is sealed and fixedly connected to the wheelset side external gear. The driving gear shaft sleeve is provided on the transmission shaft, and the aperture of its center hole is larger than the maximum diameter of the transmission shaft. The driving gear shaft is fixedly connected to the wheelset side inner gear ring by bolts.

2. The through-axle coupling for railway train according to claim 1, characterized in that: The motor-side external gear includes a tooth portion and a hub, wherein the tooth portion has drum-shaped teeth; the hub has a mounting hole, a first countersunk hole located on one side of the mounting hole, and a second countersunk hole located on the other side of the mounting hole; The motor-side half coupling also includes a pressure cover and a sliding bushing. The pressure cover is located in the first countersunk hole, the sliding bushing is sealed and installed in the mounting hole, and the annular boss at the outer end of the sliding bushing is located in the second countersunk hole; the motor shaft of the traction motor is interference-mounted in the sliding bushing, and its end face is fixedly connected to the pressure cover. The interference between the motor shaft and the sliding bushing is greater than the interference between the sliding bushing and the wheel hub.

3. The through-axle coupling for railway train according to claim 2, characterized in that: The inner hole of the sliding bushing is a conical structure consistent with the taper of the motor shaft; the pressure cover and the motor shaft are fixedly connected by a set screw and a positioning pin, the set screw is coaxial with the motor shaft, and the pressure cover has a conical countersunk hole that cooperates with the set screw; the pressure cover has a conical avoidance section 1 whose diameter gradually decreases from the motor shaft to the transmission shaft.

4. The through-axle coupling for railway train according to claim 2, characterized in that: The hub and the teeth are spaced apart to form a mounting groove, and the mounting groove gradually becomes larger from the bottom notch thereof; The motor side half coupling also includes a bellows arranged in the mounting groove, one end of the bellows is sealed and fixedly connected to the bottom end surface of the mounting groove, the other end of the bellows is sealed and fixedly connected to the front ring plate of the motor side inner gear ring, and the sliding bushing extends outward from the front ring plate.

5. The through-axle coupling for railway train according to claim 4, characterized in that: Both ends of the bellows are provided with flanges. The flange at one end of the bellows is sealed and fixedly connected to the bottom end face of the mounting groove by bolts and a sealing ring, and the flange at the other end is sealed and fixedly connected to the front ring plate of the inner gear ring on the motor side by bolts, a sealing ring, and the inner end face of the front ring plate is provided with a limiting protrusion.

6. The through-axle coupling for railway train according to claim 4, characterized in that: The motor-side coupling includes a retaining ring installed in the connecting end of the motor-side inner gear ring, and the inner contour of the retaining ring is a spherical arc surface structure; the outer contour of the corner of the wheel hub is a spherical arc surface structure that cooperates with the retaining ring.

7. The through-axle coupling for railway train according to claim 6, characterized in that: The transmission shaft further includes a flange fixedly connected to the end of the cylindrical section, the connecting end face of the motor-side inner gear ring is a flange surface that cooperates with the flange, the connecting end face of the motor-side inner gear ring is sealed and fixedly connected to the flange by bolts and a sealing ring, and one end face of the retaining ring is in close contact with the flange surface of the flange; wherein the diameter of the flange is greater than the diameter of the cylindrical section, and a reinforced connection portion is provided between the flange and the cylindrical section; A lip seal is provided in the mounting opening of the wheel-side inner gear ring, and the tapered section of the transmission shaft is sealedly connected to the wheel-side inner gear ring via the lip seal; The transmission shaft also includes a mounting section integrally formed at the end face of the tapered section. The mounting section is a cylindrical structure and is located in the inner gear ring on the wheelset side. The mounting section has a third end face tooth. The connecting end face of the wheelset side external gear has a fourth end face tooth meshing with the third end face tooth. The wheelset side external gear is fixedly connected to the mounting section by a stud bolt and a fastening nut. The fastening nut has a tapered portion that cooperates with the mounting hole of the wheelset side external gear.

8. The through-axle coupling for railway train according to claim 1, characterized in that: The driving gear shaft is sleeved on the transmission shaft and has a clearance fit with the transmission shaft. The inner diameter of the second end portion of the driving gear shaft gradually increases from the inside to the second end portion thereof. The first end face of the driving gear shaft has a first end face tooth, and the connecting end face of the wheel-to-wheel side inner gear ring has a second end face tooth meshing with the first end face tooth, and the first end face of the driving gear shaft and the connecting end face of the wheel-to-wheel side inner gear ring are fixedly connected by bolts.

9. The through-axle coupling for railway train according to claim 7, characterized in that: The external gear on the wheelset side includes an integrally formed connecting section and a spoke plate, the connecting section is a cylindrical structure, and its connecting end face has the fourth end face tooth; the outer periphery of the spoke plate has drum-shaped teeth that mesh with the straight teeth of the internal gear ring on the wheelset side, and one side of the spoke plate has a circumferentially arranged weight-reducing groove 1, and the inner contours between the weight-reducing groove 1 and the connecting section are a bevel structure and an arc structure in sequence, and the inner corner between the weight-reducing groove 1 and the drum-shaped teeth is an arc structure; the other side of the spoke plate has a circumferentially arranged weight-reducing groove 2, and the bottom of the weight-reducing groove 2 is provided with a conical avoidance section 2 whose diameter gradually decreases from the transmission shaft to the end cover direction of the wheelset side half coupling, and the outer contours between the weight-reducing groove 2 and the connecting section are a bevel structure and an arc structure in sequence.

10. The through-axle coupling for railway train according to claim 7, characterized in that: The end cover of the wheelset side half coupling is fixedly connected to the outer port of the wheelset side inner gear ring by a retaining spring, the outer peripheral surface of the end cover and the wheelset side inner gear ring are sealed by a sealing ring, the middle part of the outer end surface of the end cover has an outwardly protruding outer boss, the middle part of which is equipped with a disassembly bolt; the end cover is also connected to an oiling nozzle.

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