A new energy locomotive wheel drive device

Abstract

This invention belongs to the technical field of locomotive transmission systems, and provides a new energy locomotive wheelset drive device, including: a motor, suspended below the bogie of the car body; a reducer, the input end of which is connected to the motor via a coupling; and a wheelset mechanism, having an axle connected to the output end of the reducer and wheels arranged at both ends of the axle; wherein, the wheel has a wheel center and a wheel hub, the wheel hub is detachably fitted onto the outer circle of the wheel center and its two sides are clamped by embedded first and second positioning members to achieve bidirectional positioning in the axial and circumferential directions. The wheel adopts a split structure, and is clamped by the first and second positioning members to prevent axial relative sliding and circumferential relative rotation between the wheel hub and the wheel center, thus achieving bidirectional positioning in the axial and circumferential directions; the split wheel only requires replacement of the wheel hub after long-term wear, which is economical and avoids the problem of abrasion on the mating surfaces of the axle and the wheel center during replacement, thereby protecting the axle and extending its service life.

Description

Technical Field

[0001] This invention relates to the field of locomotive transmission system technology, and more specifically to a new energy locomotive wheelset drive device. Background Technology

[0002] New energy locomotives refer to locomotives that use clean energy or new energy technologies (such as pure electric, hydrogen fuel cell, and hybrid power) as their power source. They are mainly used for shunting operations in marshalling yards or for traction operations within factories and mines. These locomotives typically feature environmental friendliness, energy efficiency, and low or zero emissions, representing an important direction for the green and low-carbon transformation of the rail transit sector.

[0003] New energy locomotives operate at lower speeds (generally ≤60km / h) but carry heavy loads. The reducer in the locomotive's wheel drive system will reduce speed and increase torque.

[0004] Currently, the wheels of existing new energy locomotive wheelset drive devices are integral rolled steel structures, which need to be replaced as a whole after long-term use and wear, resulting in high costs. Furthermore, the wheel removal and pressing process during replacement may cause abrasion on the mating surfaces of the axle and wheel seat. In addition, the reducer of existing new energy locomotive wheelset drive devices has a small primary transmission ratio, and the motor equipped with it has a large torque. Motors with large torque have the problems of large size and heavy weight, and the cost of large motors is also high. Summary of the Invention

[0005] To address the shortcomings of existing technologies, this invention provides a new energy locomotive wheelset drive device, which solves the problems of high replacement costs due to the integral rolled steel structure of existing wheels and the excessively large size of the motor due to the small transmission ratio of the reducer.

[0006] To achieve the above objectives, the present invention provides the following technical solution:

[0007] A new energy locomotive wheelset drive device includes:

[0008] The motor is suspended below the bogie of the car body.

[0009] The reducer, the input end of which is connected to the motor via a coupling; and

[0010] A wheelset mechanism having an axle that is connected to the output end of a reducer and wheels arranged at both ends of the axle;

[0011] The wheel has a wheel center and a wheel hub. The wheel hub is detachably mounted on the outer circle of the wheel center and its two sides are clamped by an embedded first positioning member and a second positioning member to achieve bidirectional positioning in the axial and circumferential directions.

[0012] In one embodiment disclosed in this application, the axle rotates through the housing at the output end of the reducer to place the reducer inside the wheel, and the axle on the outer side of the wheel is connected to the bogie to support the locomotive.

[0013] The inner hole of the wheel center is interference-fitted with the cylindrical surface of the axle, and the outer circle of the wheel center is interference-fitted with the cylindrical surface of the inner hole of the wheel hub to form a split structure.

[0014] The first positioning member and the second positioning member are respectively embedded in the inner hole of the wheel hub and are connected through the pre-reserved tube hole on the wheel center to abut against both sides of the wheel center to complete the clamping;

[0015] The tread of the wheel hub is connected to the track in a rolling fit.

[0016] In one embodiment disclosed in this application, the first positioning member and the second positioning member have the same structure, both including a positioning ring, a positioning block and a threaded tube. The outer diameter of the positioning ring is equal to the inner diameter of the hub. The positioning blocks are connected to the positioning ring and are evenly distributed along the outer circumference of the positioning ring. The threaded tubes are vertically connected to the positioning ring and are evenly distributed along the inner circumference of the positioning ring. The threaded tubes and the positioning blocks are located on the same side of the positioning ring in a one-to-one correspondence.

[0017] The outer circular sidewall of the wheel center is provided with a first notch and a second notch, which are the same number as the positioning block. The first notch and the second notch are located on different sides of the wheel center and are staggered from each other.

[0018] The tube holes are evenly distributed around the circumference, and their number is twice the number of the threaded tubes.

[0019] The inner wall of the hub has a third notch and a fourth notch, which are the same number as the positioning block. The third notch and the fourth notch are located on different sides of the hub and are staggered from each other.

[0020] The first notch and the third notch are paired to form a first positioning groove to engage with the positioning block of the first positioning member; the second notch and the fourth notch are paired to form a second positioning groove to engage with the positioning block of the second positioning member.

[0021] After the threaded tube of the first positioning member passes through the corresponding tube hole, it is threadedly connected to the threaded hole on the positioning ring of the second positioning member by a screw. After the threaded tube of the second positioning member passes through the corresponding tube hole, it is threadedly connected to the threaded hole on the positioning ring of the first positioning member by a screw.

[0022] In one embodiment disclosed in this application, the longitudinal section of the positioning block is trapezoidal, with its two radial sides inclined to the axial direction of the positioning ring and its two circumferential sides parallel to the axial direction of the positioning ring.

[0023] The first positioning groove and the second positioning groove are respectively adapted to the positioning block.

[0024] In one embodiment disclosed in this application, three positioning blocks are evenly distributed along the outer circumference of the positioning ring;

[0025] The first positioning groove and the second positioning groove are each circumferentially distributed with 3 grooves, and they are staggered by 60° from each other.

[0026] In one embodiment disclosed in this application, the reducer includes a housing and an input shaft assembly, an intermediate shaft assembly, and an output shaft assembly disposed inside the housing;

[0027] The housing is connected to the bogie via a hinged rod.

[0028] The input shaft assembly, intermediate shaft assembly, and output shaft assembly are sequentially connected by gear transmission to form a two-stage gear transmission pair.

[0029] In one embodiment disclosed in this application, the input shaft assembly includes an input gear shaft with a first driving tooth and a ball bearing, a spacer, a first cylindrical roller bearing, a second cylindrical roller bearing, and a first oil seal sequentially sleeved on the input gear shaft;

[0030] The ball bearing, spacer ring, and first cylindrical roller bearing are located on one side of the first driving gear. The outer rings of the ball bearing and the first cylindrical roller bearing are embedded in the first bearing sleeve. One end of the first bearing sleeve extends into the housing and the other end is fixedly connected to an outer side of the housing. The other end is covered with a first cap to press down the outer ring of the ball bearing. The inner ring of the ball bearing is pressed by a pressure plate fixedly connected to the end face of the input gear shaft.

[0031] The second cylindrical roller bearing and the first oil seal are located on the other side of the first driving tooth portion. The outer ring of the second cylindrical roller bearing is embedded in the second bearing sleeve. One end of the second bearing sleeve extends into the housing and the other end is fixedly connected to the other side of the housing. The end is covered with a first through cover to press down the first oil seal and make it abut against the inner ring of the second cylindrical roller bearing. The first oil seal is covered with a first oil baffle plate. The first oil baffle plate is embedded in the second bearing sleeve and pressed by the first through cover to abut against the outer ring of the second cylindrical roller bearing.

[0032] The end of the input gear shaft away from the pressure plate passes through the first through cover and is connected to the conical surface of one end of the coupling with an interference fit. The other end of the coupling is connected to the conical surface of the motor output shaft with an interference fit.

[0033] In one embodiment disclosed in this application, the intermediate shaft assembly includes an intermediate gear shaft with a second driving tooth and a first tapered roller bearing, a first driven gear, and a second tapered roller bearing sequentially sleeved on the intermediate gear shaft;

[0034] The first tapered roller bearing and the first driven gear are located on one side of the second driving gear. The inner ring of the first tapered roller bearing abuts against the side of the first driven gear, and the outer ring is embedded in the housing and abuts against the second end cap. The second end cap is fixedly connected to one outer side of the housing.

[0035] The first driven gear is interference-fitted with the conical surface of the intermediate gear shaft and meshes with the first driving gear.

[0036] The second tapered roller bearing is located on the other side of the second driving gear and has the same model as the first tapered roller bearing. The inner ring of the second tapered roller bearing abuts against the shoulder of the intermediate gear shaft, and the outer ring is embedded in the housing and abuts against a third end cap. The third end cap is fixedly connected to the other outer side of the housing and has the same structure as the second end cap.

[0037] In one embodiment disclosed in this application, the output shaft assembly includes a second through cover, a second oil seal, a third tapered roller bearing, a spacer ring, a second driven gear, a fourth tapered roller bearing, a third oil seal, and a third through cover sequentially sleeved on the axle.

[0038] The outer ring of the third tapered roller bearing is embedded in the housing and abuts against the second oil baffle plate. The second oil baffle plate is embedded in the housing and sleeved on the outside of the second oil seal. The second through cover is fixedly connected to one outside of the housing to press down the second oil seal and the second oil baffle plate.

[0039] The outer ring of the fourth tapered roller bearing is embedded in the housing and abuts against the third oil baffle plate. The third oil baffle plate is embedded in the housing and sleeved on the outside of the third oil seal. The third through cover is fixedly connected to the other outside of the housing to press down the third oil seal and the third oil baffle plate.

[0040] The second driven gear is interference-fitted with the cylindrical surface of the axle and meshes with the second driving gear.

[0041] In one embodiment disclosed in this application, the housing includes an upper housing and a lower housing connected by bolts, the input shaft assembly is mounted on the upper housing, and the width of the upper housing at that location is smaller than the width at other locations;

[0042] The intermediate shaft assembly and the output shaft assembly are respectively installed between the upper housing and the lower housing, and their axes are both located within the interface between the upper housing and the lower housing.

[0043] One end of the boom is hinged to the upper housing, and the other end is connected to the bogie of the vehicle body.

[0044] Compared with the prior art, the beneficial effects of the present invention are:

[0045] 1. The wheel adopts a split structure and is clamped by the first and second positioning parts to prevent axial relative sliding and circumferential relative rotation between the wheel hub and the wheel center, thus achieving bidirectional positioning in both axial and circumferential directions. After long-term use and wear, the wheel hub can be replaced separately, which is economical and avoids the problem of scratching the mating surfaces of the axle and the wheel center during replacement, thereby protecting the axle and extending its service life.

[0046] 2. The first and second positioning grooves, formed by the mutually offset first and second notches, and the third and fourth notches, are also mutually offset, ensuring the structural strength of the wheel hub and the wheel center. In addition, through the engagement of the positioning blocks with the first and second positioning grooves, multiple axial positioning structures are formed at the interface between the wheel hub and the wheel center by the bottom of the first and second positioning grooves, and multiple circumferential positioning structures are formed at the interface between the wheel hub and the wheel center by the groove sides of the first and second positioning grooves along the circumferential direction of the wheel center. This prevents axial relative sliding and circumferential relative rotation between the wheel hub and the wheel center, achieving bidirectional positioning in both axial and circumferential directions. Furthermore, the first and second positioning components with identical structures are respectively embedded in the inner hole of the wheel hub and connected by threaded tubes, threaded holes, and screws, making full use of the side space of the wheel. At the same time, the wheel hub can be clamped on the wheel center to form a misaligned interlocking structure. The structure is simple and easy to assemble and disassemble.

[0047] 3. After the positioning block is engaged with the first positioning groove and the second positioning groove, the two inclined sides of the positioning block cooperate with the bottom of the first positioning groove and the second positioning groove, which can effectively prevent the wheel hub from sliding relative to the wheel center in the axial direction, thereby realizing the axial locking positioning between the wheel hub and the wheel center; at the same time, the two parallel sides of the positioning block cooperate with the threaded pipe passing through the pipe hole, which can effectively prevent the wheel hub from rotating relative to the wheel center in the circumferential direction, thereby realizing the circumferential locking positioning between the wheel hub and the wheel center. Attached Figure Description

[0048] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0049] Figure 1 This is a three-dimensional structural schematic diagram of the present invention (the first and second positioning components on the wheel are not shown).

[0050] Figure 2 This is a schematic diagram of the main structure of the speed reducer;

[0051] Figure 3 This is a three-dimensional structural diagram of the internal components of the reducer;

[0052] Figure 4 This is a cross-sectional view of the input shaft assembly.

[0053] Figure 5 This is a cross-sectional view of the intermediate shaft assembly.

[0054] Figure 6 This is a cross-sectional view of the output shaft assembly.

[0055] Figure 7 This is a cross-sectional structural diagram of the wheelset mechanism;

[0056] Figure 8 This is a three-dimensional structural diagram of a wheel;

[0057] Figure 9 Schematic diagram of the explosive structure of a wheel Figure 1 ;

[0058] Figure 10 Schematic diagram of the explosive structure of a wheel Figure 2 ;

[0059] Figure 11 This is a three-dimensional structural diagram of the wheel center;

[0060] Figure 12 This is a three-dimensional structural diagram of the wheel hub. Detailed Implementation

[0061] In the following description, only certain exemplary embodiments are briefly described. As those skilled in the art will recognize, the described embodiments can be modified in various ways without departing from the spirit or scope of the invention. Therefore, the drawings and description are considered to be exemplary in nature and not restrictive.

[0062] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0063] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, "a plurality of" means two or more, unless otherwise explicitly specified.

[0064] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0065] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0066] The following disclosure provides many different embodiments or examples for implementing different structures of the present invention. To simplify the disclosure of the present invention, the components and arrangements of specific examples are described below. Of course, these are merely examples and are not intended to limit the present invention.

[0067] The embodiments of the present invention will now be described in detail with reference to the accompanying drawings.

[0068] See Figures 1-12As shown, the present invention provides a new energy locomotive wheelset drive device, comprising:

[0069] Motor 100 is suspended below the bogie of the car body (not shown in the figure);

[0070] The reducer 200 has its input end connected to the motor 100 via a coupling; and

[0071] The wheelset mechanism 300 has an axle 310 that is connected to the output end of the reducer 200 and wheels arranged at both ends of the axle 310.

[0072] The wheel has a wheel center 320 and a wheel hub 330. The wheel hub 330 is detachably mounted on the outer circle of the wheel center 320 and its two sides are clamped by the embedded first positioning member 340 and the second positioning member 350 respectively to achieve bidirectional positioning in the axial and circumferential directions (i.e., tangential direction, omitted below).

[0073] Specifically, the axle 310 rotates through the housing 210 at the output end of the reducer 200 to place the reducer 200 inside the wheel. The axle 310 on the outer side of the wheel is connected to the bogie to support the locomotive. The inner hole of the wheel center 320 is interference-fitted with the cylindrical surface of the axle 310, and the outer circle of the wheel center 320 is interference-fitted with the cylindrical surface of the inner hole of the hub 330 to form a split structure. The first positioning member 340 and the second positioning member 350 are respectively embedded in the inner hole of the hub 330 and are connected through the pre-reserved pipe hole 323 on the wheel center 320 to abut against both sides of the wheel center 320 to complete the clamping. The tread of the hub 330 is rollingly fitted with the track (not shown in the figure). When the motor 100 starts, it drives the axle 310 to rotate through the reducer 200, causing the wheel to roll on the track, thereby propelling the new energy locomotive forward. The wheel adopts a split structure and is clamped by the first positioning component 340 and the second positioning component 350 to prevent axial relative sliding and circumferential relative rotation between the wheel hub 330 and the wheel center 320, thus achieving bidirectional positioning in both axial and circumferential directions. After long-term use and wear, the wheel hub 330 can be replaced separately, which is economical and can avoid the problem of scratching the mating surfaces of the axle 310 and the wheel center 320 during replacement, thereby protecting the axle 310 and extending its service life.

[0074] See Figure 9 and Figure 10As shown, the first positioning component 340 and the second positioning component 350 have identical structures, both including a positioning ring 341, a positioning block 342, and a threaded tube 343. The outer diameter of the positioning ring 341 is equal to the inner diameter of the hub 330. Multiple positioning blocks 342 are connected to the positioning ring 341 and are evenly distributed along the outer circumference of the positioning ring 341. Multiple threaded tubes 343 are perpendicularly connected to the positioning ring 341 and are evenly distributed along the inner circumference of the positioning ring 341. The threaded tubes 343 and positioning blocks 342 are located on the same side of the positioning ring 341, corresponding one-to-one. (See also...) Figure 11 As shown, the outer circular sidewall of the wheel center 320 has a number of first notches 321 and second notches 322 equal to the number of positioning blocks 342. The first notches 321 and second notches 322 are located on different sides of the wheel center 320 and are staggered from each other. Multiple pipe holes 323 are evenly distributed around the circumference, and their number is twice the number of threaded pipes 343. (See also...) Figure 12 As shown, the inner wall of the hub 330 has a number of third notches 331 and fourth notches 332 equal to the number of positioning blocks 342. The third notches 331 and fourth notches 332 are located on different sides of the hub 330 and are staggered from each other. The first notch 321 and the third notch 331 are paired to form a first positioning groove to engage with the positioning block 342 of the first positioning member 340. The second notch 322 and the fourth notch 332 are paired to form a second positioning groove to engage with the positioning block 342 of the second positioning member 350. The threaded tube 343 of the first positioning member 340 passes through the corresponding tube hole 323 and is threadedly connected to the threaded hole 344 on the positioning ring 341 of the second positioning member 350 by a screw (not shown in the figure). The threaded tube 343 of the second positioning member 350 passes through the corresponding tube hole 323 and is threadedly connected to the threaded hole 344 on the positioning ring 341 of the first positioning member 340 by a screw. The first and second positioning grooves, formed by the mutually offset first notch 321 and second notch 322, and the third and fourth notches 331 and 332, are also mutually offset, ensuring the structural strength of the hub 330 and the wheel center 320. Furthermore, through the engagement of the positioning block 342 with the first and second positioning grooves respectively, multiple axial positioning structures are formed at the interface between the hub 330 and the wheel center 320 by the bottom of the first and second positioning grooves. The groove sides of the first and second positioning grooves along the circumference of the wheel center 320 are also positioned on the hub 330. Multiple circumferential positioning structures are formed on the interface between the wheel hub 330 and the wheel center 320, thereby preventing axial relative sliding and circumferential relative rotation between the wheel hub 330 and the wheel center 320, and realizing bidirectional positioning in both axial and circumferential directions. Furthermore, the first positioning component 340 and the second positioning component 350, which have the same structure, are respectively embedded in the inner hole of the wheel hub 330 and connected by the threaded tube 343, the threaded hole 344 and the screw, making full use of the side space of the wheel. At the same time, the wheel hub 330 can be clamped on the wheel center 320 to form a misaligned interlock. The structure is simple and easy to disassemble and assemble.

[0075] See Figure 7 As shown, the longitudinal section of the positioning block 342 is trapezoidal. Its two radial sides are inclined to the axial direction of the positioning ring 341 (i.e., intersecting with the axis of the positioning ring 341), while its two circumferential sides are parallel to the axial direction of the positioning ring 341 (i.e., not intersecting with the axis of the positioning ring 341). The first positioning groove and the second positioning groove are respectively adapted to the positioning block 342. Thus, after the positioning block 342 is engaged with the first and second positioning grooves, the inclined sides of the positioning block 342, in conjunction with the bottom of the first and second positioning grooves, can effectively prevent the hub 330 from sliding relative to the wheel center 320 in the axial direction, thereby achieving axial locking positioning between the hub 330 and the wheel center 320. Simultaneously, the parallel sides of the positioning block 342, in conjunction with the threaded pipe 343 passing through the pipe hole 323, can effectively prevent the hub 330 from rotating relative to the wheel center 320 in the circumferential direction, thereby achieving circumferential locking positioning between the hub 330 and the wheel center 320.

[0076] In this embodiment, three positioning blocks 342 are evenly distributed around the outer circumference of the positioning ring 341, and three first positioning grooves and three second positioning grooves are also evenly distributed around the circumference, and they are staggered by 60° from each other.

[0077] The reducer 200 includes a housing 210 and an input shaft assembly 220, an intermediate shaft assembly 230, and an output shaft assembly 240 disposed inside the housing 210. The housing 210 is connected to the bogie of the vehicle body through a hanger 250 hinged thereto. The input shaft assembly 220, the intermediate shaft assembly 230, and the output shaft assembly 240 are sequentially connected by gear transmission to form a two-stage gear transmission pair.

[0078] The reducer 200 adopts a two-stage gear transmission. Compared with the single-stage transmission, the transmission ratio is larger, and it can be matched with a smaller motor 100 to drive the traction drive wheel mechanism 300, thereby reducing the weight of the motor 100 and reducing costs.

[0079] See Figure 3 and Figure 4As shown, the input shaft assembly 220 includes an input gear shaft 221 with a first driving tooth and a ball bearing 222, a spacer, a first cylindrical roller bearing 223A, a second cylindrical roller bearing 223B, and a first oil seal 224 sequentially sleeved on the input gear shaft 221. The ball bearing 222, spacer, and first cylindrical roller bearing 223A are located on one side of the first driving tooth. The outer rings of the ball bearing 222 and the first cylindrical roller bearing 223A are embedded in a first bearing sleeve 225A. One end of the first bearing sleeve 225A extends into the housing 210, and the other end is fixedly connected to an outer side of the housing 210, with a first cap 226 covering this end to press down the outer ring of the ball bearing 222. The inner ring of the ball bearing 222 is pressed by a pressure plate 227 fixedly connected to the end face of the input gear shaft 221. The second cylindrical roller bearing 223B and the first cylindrical roller bearing 223A are connected to the input gear shaft 221. An oil seal 224 is located on the other side of the first driving gear. The outer ring of the second cylindrical roller bearing 223B is embedded in the second bearing sleeve 225B. One end of the second bearing sleeve 225B extends into the housing 210, and the other end is fixedly connected to the other outer side of the housing 210. The end is covered by a first through cover 228 to press the first oil seal 224 and make it abut against the inner ring of the second cylindrical roller bearing 223B. The first oil seal 224 is covered with a first oil baffle 229. The first oil baffle 229 is embedded in the second bearing sleeve 225B and is pressed by the first through cover 228 to abut against the outer ring of the second cylindrical roller bearing 223B. The end of the input gear shaft 221 away from the pressure plate 227 passes through the first through cover 228 and is connected to the conical surface of one end of the coupling with an interference fit. The other end of the coupling is connected to the output shaft of the motor 100 with an interference fit. When motor 100 starts, its output shaft drives the input gear shaft 221 to rotate via a coupling, and the first driving gear follows suit. The input gear shaft 221 is connected to motor 100 via a coupling, which can compensate for alignment errors and reduce impact.

[0080] See Figure 3 and Figure 5As shown, the intermediate shaft assembly 230 includes an intermediate gear shaft 231 with a second driving tooth and a first tapered roller bearing 232, a first driven gear 233, and a second tapered roller bearing 234 sequentially sleeved on the intermediate gear shaft 231. The first tapered roller bearing 232 and the first driven gear 233 are located on one side of the second driving tooth. The inner ring of the first tapered roller bearing 232 abuts against the side of the first driven gear 233, and the outer ring is embedded in the housing 210 and abuts against a second end cap 235. The second end cap 235 is an outer ring of the housing 210. The gear shaft 231 is fixedly connected to the first driven gear 233 via an interference fit with the conical surface of the intermediate gear shaft 231, and meshes with the first driving gear. A second tapered roller bearing 234 is located on the other side of the second driving gear and is the same type as the first tapered roller bearing 232. The inner ring of the second tapered roller bearing 234 rests against the shoulder of the intermediate gear shaft 231, and the outer ring is embedded in the housing 210 and abuts against a third end cap 236. The third end cap 236 is fixedly connected to the other outer side of the housing 210 and has the same structure as the second end cap 235. When the input gear shaft 221 rotates, it drives the first driven gear 233 to rotate in the opposite direction via the first driving gear, and the intermediate gear shaft 231 and the second driving gear follow suit.

[0081] See Figure 3 and Figure 6 As shown, the output shaft assembly 240 includes a second through cover 241, a second oil seal 242, a third tapered roller bearing 243A, a spacer ring 244, a second driven gear 245, a fourth tapered roller bearing 243B, a third oil seal 246, and a third through cover 247, which are sequentially sleeved on the axle 310. The outer ring of the third tapered roller bearing 243A is embedded in the housing 210 and abuts against a second oil baffle 248. The second oil baffle 248 is embedded in the housing 210 and sleeved on the outside of the second oil seal 242. The second through cover 241 and the housing... A third oil seal 246 is fixedly connected to the outer side of housing 210 to press down the second oil seal 242 and the second oil baffle 248; the outer ring of the fourth tapered roller bearing 243B is embedded in housing 210 and abuts against the third oil baffle 249, the third oil baffle 249 is embedded in housing 210 and sleeved on the outside of the third oil seal 246; a third through cover 247 is fixedly connected to the other outer side of housing 210 to press down the third oil seal 246 and the third oil baffle 249; the second driven gear 245 is interference-fitted with the cylindrical surface of axle 310 and meshes with the second driving gear. When the second driving gear rotates, it drives the second driven gear 245 to rotate in the opposite direction, and the axle 310 rotates accordingly.

[0082] See Figure 2As shown, the housing 210 includes an upper housing 211 and a lower housing 212 connected by bolts. The input shaft assembly 220 is installed on the upper housing 211, and the width of the upper housing 211 at this location is smaller than the width at other locations. The intermediate shaft assembly 230 and the output shaft assembly 240 are respectively installed between the upper housing 211 and the lower housing 212, and their axes are all located within the interface between the upper housing 211 and the lower housing 212. One end of the hanger 250 is hinged to the upper housing 211, and the other end is connected to the bogie of the vehicle body. The upper housing 211 adopts an unequal width design, which reduces the overall length of the input shaft assembly 220, thereby ensuring the installation and maintenance space for the coupling and the motor 100.

[0083] The upper housing 211 has a threaded interface on each side corresponding to the first bearing sleeve 225A and the second bearing sleeve 225B, for installing temperature sensors to detect the temperature of the first cylindrical roller bearing 223A and the second cylindrical roller bearing 223B.

[0084] In addition, a vent cap 213 is installed on the upper housing 211 to allow air to escape from the inside of the housing 210, reducing or minimizing air bubbles in the lubricating oil. An inclined filler plug 214 is installed on the rear side of the lower housing 212 to block the lubricating oil filling port on the lower housing 212. An oil drain plug 215 is installed on the side of the lower housing 212 adjacent to its rear side to block the lubricating oil drain port on the lower housing 212. An oil level indicator 216 is also installed on the side of the lower housing 212 where the oil drain plug 215 is located. The oil level indicator 216 is positioned diagonally above the oil drain plug 215 and is used to observe the lubricating oil level in the housing 210. Simultaneously, multiple oil collection grooves are respectively formed on the inner walls of the upper housing 211 and the lower housing 212. These grooves correspond one-to-one with the bearing positions of each shaft assembly and are used to store lubricating oil to ensure the lubrication performance of each bearing.

[0085] The above embodiments are merely preferred embodiments of the present invention and are not intended to limit the technical solutions of the present invention. Any technical solution that can be implemented based on the above embodiments without creative effort should be considered to fall within the scope of protection of the patent of the present invention.

Claims

1. A new energy locomotive wheelset drive device, characterized in that, include: The motor is suspended below the bogie of the car body. The speed reducer has its input end connected to the motor via a coupling. and A wheelset mechanism having an axle that is connected to the output end of a reducer and wheels arranged at both ends of the axle; The wheel has a wheel center and a wheel hub. The wheel hub is detachably mounted on the outer circle of the wheel center and its two sides are clamped by an embedded first positioning member and a second positioning member to achieve bidirectional positioning in the axial and circumferential directions. The axle rotates through the housing at the output end of the reducer to place the reducer inside the wheel, and the axle on the outer side of the wheel is connected to the bogie to support the locomotive. The inner hole of the wheel center is interference-fitted with the cylindrical surface of the axle, and the outer circle of the wheel center is interference-fitted with the cylindrical surface of the inner hole of the wheel hub to form a split structure. The first positioning member and the second positioning member are respectively embedded in the inner hole of the wheel hub and are connected through the pre-reserved tube hole on the wheel center to abut against both sides of the wheel center to complete the clamping; The tread of the hub is connected to the track in a rolling fit. The first positioning component and the second positioning component have the same structure, both including a positioning ring, a positioning block and a threaded tube. The outer diameter of the positioning ring is equal to the inner diameter of the hub. The positioning blocks are connected to the positioning ring and are evenly distributed along the outer circumference of the positioning ring. The threaded tubes are vertically connected to the positioning ring and are evenly distributed along the inner circumference of the positioning ring. The threaded tubes and the positioning blocks are located on the same side of the positioning ring in a one-to-one correspondence. The outer circular sidewall of the wheel center is provided with a first notch and a second notch, which are the same number as the positioning block. The first notch and the second notch are located on different sides of the wheel center and are staggered from each other. The tube holes are evenly distributed around the circumference, and their number is twice the number of the threaded tubes. The inner wall of the hub has a third notch and a fourth notch, which are the same number as the positioning block. The third notch and the fourth notch are located on different sides of the hub and are staggered from each other. The first notch and the third notch are paired to form a first positioning groove to engage with the positioning block of the first positioning member; the second notch and the fourth notch are paired to form a second positioning groove to engage with the positioning block of the second positioning member. After the threaded tube of the first positioning member passes through the corresponding tube hole, it is threadedly connected to the threaded hole on the positioning ring of the second positioning member by a screw. After the threaded tube of the second positioning member passes through the corresponding tube hole, it is threadedly connected to the threaded hole on the positioning ring of the first positioning member by a screw.

2. The new energy locomotive wheelset drive device according to claim 1, characterized in that: The longitudinal section of the positioning block is trapezoidal, with its two radial sides inclined to the axial direction of the positioning ring and its two circumferential sides parallel to the axial direction of the positioning ring. The first positioning groove and the second positioning groove are respectively adapted to the positioning block.

3. The new energy locomotive wheelset drive device according to claim 1 or 2, characterized in that: Three positioning blocks are evenly distributed along the outer circumference of the positioning ring. The first positioning groove and the second positioning groove are each circumferentially distributed with 3 grooves, and they are staggered by 60° from each other.

4. The new energy locomotive wheelset drive device according to claim 1 or 2, characterized in that: The reducer includes a housing and an input shaft assembly, an intermediate shaft assembly, and an output shaft assembly disposed inside the housing. The housing is connected to the bogie via a hinged rod. The input shaft assembly, intermediate shaft assembly, and output shaft assembly are sequentially connected by gear transmission to form a two-stage gear transmission pair.

5. The new energy locomotive wheelset drive device according to claim 4, characterized in that: The input shaft assembly includes an input gear shaft with a first driving tooth and a ball bearing, a spacer, a first cylindrical roller bearing, a second cylindrical roller bearing, and a first oil seal sequentially sleeved on the input gear shaft. The ball bearing, spacer ring, and first cylindrical roller bearing are located on one side of the first driving gear. The outer rings of the ball bearing and the first cylindrical roller bearing are embedded in the first bearing sleeve. One end of the first bearing sleeve extends into the housing and the other end is fixedly connected to an outer side of the housing. The other end is covered with a first cap to press down the outer ring of the ball bearing. The inner ring of the ball bearing is pressed by a pressure plate fixedly connected to the end face of the input gear shaft. The second cylindrical roller bearing and the first oil seal are located on the other side of the first driving tooth portion. The outer ring of the second cylindrical roller bearing is embedded in the second bearing sleeve. One end of the second bearing sleeve extends into the housing and the other end is fixedly connected to the other side of the housing. The end is covered with a first through cover to press down the first oil seal and make it abut against the inner ring of the second cylindrical roller bearing. The first oil seal is covered with a first oil baffle plate. The first oil baffle plate is embedded in the second bearing sleeve and pressed by the first through cover to abut against the outer ring of the second cylindrical roller bearing. The end of the input gear shaft away from the pressure plate passes through the first through cover and is connected to the conical surface of one end of the coupling with an interference fit. The other end of the coupling is connected to the conical surface of the motor output shaft with an interference fit.

6. The new energy locomotive wheelset drive device according to claim 5, characterized in that: The intermediate shaft assembly includes an intermediate gear shaft with a second driving tooth and a first tapered roller bearing, a first driven gear, and a second tapered roller bearing sequentially sleeved on the intermediate gear shaft. The first tapered roller bearing and the first driven gear are located on one side of the second driving gear. The inner ring of the first tapered roller bearing abuts against the side of the first driven gear, and the outer ring is embedded in the housing and abuts against the second end cap. The second end cap is fixedly connected to one outer side of the housing. The first driven gear is interference-fitted with the conical surface of the intermediate gear shaft and meshes with the first driving gear. The second tapered roller bearing is located on the other side of the second driving gear and has the same model as the first tapered roller bearing. The inner ring of the second tapered roller bearing abuts against the shoulder of the intermediate gear shaft, and the outer ring is embedded in the housing and abuts against a third end cap. The third end cap is fixedly connected to the other outer side of the housing and has the same structure as the second end cap.

7. The new energy locomotive wheelset drive device according to claim 6, characterized in that: The output shaft assembly includes a second through cover, a second oil seal, a third tapered roller bearing, a spacer ring, a second driven gear, a fourth tapered roller bearing, a third oil seal, and a third through cover, which are sequentially sleeved on the axle. The outer ring of the third tapered roller bearing is embedded in the housing and abuts against the second oil baffle plate. The second oil baffle plate is embedded in the housing and sleeved on the outside of the second oil seal. The second through cover is fixedly connected to one outside of the housing to press down the second oil seal and the second oil baffle plate. The outer ring of the fourth tapered roller bearing is embedded in the housing and abuts against the third oil baffle plate. The third oil baffle plate is embedded in the housing and sleeved on the outside of the third oil seal. The third through cover is fixedly connected to the other outside of the housing to press down the third oil seal and the third oil baffle plate. The second driven gear is interference-fitted with the cylindrical surface of the axle and meshes with the second driving gear.

8. The new energy locomotive wheelset drive device according to claim 4, characterized in that: The housing includes an upper housing and a lower housing connected by bolts. The input shaft assembly is installed on the upper housing, and the width of the upper housing at that location is smaller than the width at other locations. The intermediate shaft assembly and the output shaft assembly are respectively installed between the upper housing and the lower housing, and their axes are both located within the interface between the upper housing and the lower housing. One end of the boom is hinged to the upper housing, and the other end is connected to the bogie of the vehicle body.

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