Double-input transmission system of new energy locomotive

Abstract

The invention belongs to the technical field of new energy locomotive transmission, and particularly relates to a double-input transmission system of a new energy locomotive, which comprises a frame, two axles, a speed-changing gear box, two driving motors, two U-shaped frames, two supporting buffer assemblies, a heat dissipation protection assembly, two limiting assemblies and a supporting frame, wheels are rotationally installed at the four corners of the bottom of the frame, the two axles are fixedly installed at the bottom of the frame and connected with the two corresponding wheels respectively, and the speed-changing gear box is detachably installed at the bottom of the frame through a supporting frame and horizontally distributed in the length direction of the frame. According to the invention, the design is reasonable, the design that the dual-drive motor horizontal layout is matched with the middle gearbox is adopted, and the supporting buffer assembly, the U-shaped frame made of aluminum alloy and the telescopic universal joint coupler are combined, so that the spatial layout can be optimized while the heavy load power is ensured, and the arrangement space of the power battery pack is prevented from being extruded.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of new energy locomotive transmission technology, and particularly relates to a double-input transmission system of a new energy locomotive. BACKGROUND

[0002] Under the background of the deepening of the national "double carbon" strategy, energy saving and emission reduction and green transformation have become the core orientation of the development of the industrial field. As the key field of energy consumption, factories and mines urgently need to upgrade and transform traditional high-emission old internal combustion locomotives. Pure electric locomotives have become the mainstream upgrade direction due to the advantages of zero emission and low energy consumption. The pure electric locomotive takes the power battery pack as the core power source, and converts electric energy into mechanical energy through the traction motor to drive the vehicle. However, there is a mismatch between the output speed and torque of the motor and the driving demand of the vehicle, and the transmission mechanism is needed to adjust the speed and amplify the torque. The structure design of the gear box as the core component of the transmission system directly affects the running efficiency and endurance of the locomotive.

[0003] In the existing transformation scheme, the motor direct drive and the single motor with double-output gear box structure are simple, and are only suitable for scenes with light traction load and flat lines. When facing heavy load transportation or complex lines (continuous slopes and curves), the power cannot meet the demand. Some manufacturers use an upper double-input and lower double-output vertical gear box structure. Although the double-motor input can improve the power, the vertical structure occupies a large amount of installation space in the height direction of the locomotive, resulting in cramped layout on the vehicle, squeezing the layout space of the power battery pack, limiting the battery capacity, shortening the endurance mileage of the locomotive, and failing to meet the demand of long-distance heavy load transportation. At the same time, the vertical layout of the gear box also increases the overall height of the center of gravity of the locomotive, which easily affects the stability and controllability of the vehicle during driving, especially when turning or passing through uneven sections, thereby increasing the safety hazard. In addition, the installation of the motor is usually directly connected with the U-shaped frame and the vehicle frame. This connection mode will generate a large vibration transmission during the operation of the locomotive, which not only affects the working stability and service life of the motor, but also may cause the connection between the components of the transmission system to be loose, thereby affecting the transmission precision and overall operation efficiency.

[0004] Therefore, the present application proposes a double-input transmission system of a new energy locomotive to solve the above problems. SUMMARY

[0005] The purpose of the present application is to solve the shortcomings of the prior art and propose a double-input transmission system of a new energy locomotive.

[0006] The above technical purpose of the present application is realized by the following technical scheme: a double-input transmission system of a new energy locomotive, comprising a vehicle frame, two vehicle axles, a gear box, two drive motors, two U-shaped frames, two support and buffer assemblies, a heat dissipation and protection assembly, two limiting assemblies and a support frame.

[0007] The bottom four corners of the frame are rotatably installed with wheels, two axles are fixedly installed at the bottom of the frame and connected with the corresponding two wheels respectively, the gear box is detachably installed at the bottom of the frame through the support frame and horizontally distributed along the length direction of the frame, two output shafts of the gear box are connected with transmission shafts respectively, and the two transmission shafts are connected with the corresponding axles respectively at the ends away from each other, two driving motors are transversely arranged on the two sides of the gear box and coaxially arranged with the gear box, forming a double-input horizontal layout, two U-shaped frames are detachably installed at the bottom of the frame, and the two driving motors are connected with the U-shaped frames through the limiting assembly, a universal joint coupling is connected with the output shaft of each driving motor, the two universal joint couplings are connected with the two input shafts of the gear box respectively, two support and buffer assemblies are arranged on the corresponding U-shaped frames respectively, and the heat dissipation and protection assembly is arranged at the bottom of the two U-shaped frames and abuts against the shells of the two driving motors.

[0008] Preferably, the limiting assembly comprises eight connecting bolts and four limiting blocks, two vertically arranged clamping grooves are formed on the front and rear sides of the U-shaped frame, the four limiting blocks are clamped and fixedly installed in the four clamping grooves, two mounting holes are formed in each of the four limiting blocks, and eight connecting bolts are inserted and installed in the eight mounting holes.

[0009] Preferably, a rubber pad is fixedly installed on the inner side wall of the clamping groove and abuts against the corresponding limiting block.

[0010] Preferably, a dustproof sleeve is movably sleeved on the outer side of each connecting bolt, and the two ends of the dustproof sleeve movably abut against the shell of the driving motor and the support frame.

[0011] Preferably, the support and buffer assembly comprises two T-shaped rods, multiple sliding rods and multiple buffer springs, two T-shaped rods are hingedly installed on the top side inner wall and the bottom side inner wall of the U-shaped frame, multiple sliding rods are slidingly installed on the two T-shaped rods at the lower side and slidingly connected with the corresponding T-shaped rods at the upper side, multiple buffer springs are fixedly installed on the side of the two T-shaped rods at the same side and movably sleeved on the outer sides of the corresponding sliding rods, and the same damping rod is fixedly installed on the end of the two T-shaped rods at the same side.

[0012] Preferably, the heat dissipation and protection assembly comprises two heat dissipation and protection plates, and the bottom sides of the two support frames are fixedly installed with the heat dissipation and protection plates through bolts and abut against the shells of the corresponding driving motors.

[0013] Preferably, the heat dissipation and protection plates are integrally formed of aluminum alloy material and are provided with multiple heat dissipation channels, and the multiple heat dissipation channels are consistent with the driving direction of the wheels.

[0014] Preferably, the support frame and the U-shaped frame are both made of aluminum alloy material.

[0015] Preferably, the universal joint coupling is telescopic.

[0016] Preferably, the support frame and the U-shaped frame are both fixedly connected with the bottom of the vehicle frame through limiting bolts, and a plurality of damping rubber rings are arranged between the support frame, the U-shaped frame and the bottom of the vehicle frame, and each damping rubber ring is movably sleeved outside a corresponding limiting bolt.

[0017] The present application has the following advantages:

[0018] The present application has the following advantages:

[0019] The present application has the following advantages:

[0020] The present application has the following advantages: BRIEF DESCRIPTION OF DRAWINGS

[0021] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following will briefly introduce the drawings needed in the embodiment description. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can also be obtained by those skilled in the art without creative labor.

[0022] Figure 1A perspective structural schematic view of a double-input transmission system of a new energy locomotive is provided in the present application;

[0023] Figure 2 A perspective structural schematic view of a double-input transmission system of a new energy locomotive is provided in the present application; Figure 1 A perspective structural schematic view of a double-input transmission system of a new energy locomotive is provided in the present application;

[0024] Figure 3 A perspective structural schematic view of a double-input transmission system of a new energy locomotive is provided in the present application; Figure 1 A perspective structural schematic view of a double-input transmission system of a new energy locomotive is provided in the present application;

[0025] Figure 4 A perspective structural schematic view of a double-input transmission system of a new energy locomotive is provided in the present application; Figure 1 A perspective structural schematic view of a double-input transmission system of a new energy locomotive is provided in the present application;

[0026] Figure 5 A perspective structural schematic view of a double-input transmission system of a new energy locomotive is provided in the present application;

[0027] Figure 6 A perspective structural schematic view of a double-input transmission system of a new energy locomotive is provided in the present application; Figure 5 A perspective structural schematic view of a double-input transmission system of a new energy locomotive is provided in the present application;

[0028] Figure 7 A perspective structural schematic view of a double-input transmission system of a new energy locomotive is provided in the present application; Figure 5 A perspective structural schematic view of a double-input transmission system of a new energy locomotive is provided in the present application;

[0029] Figure 8 A perspective structural schematic view of a double-input transmission system of a new energy locomotive is provided in the present application; Figure 7 A perspective structural schematic view of a double-input transmission system of a new energy locomotive is provided in the present application;

[0030] Figure 9 A perspective structural schematic view of a double-input transmission system of a new energy locomotive is provided in the present application.

[0031] In the figure: 1, frame; 11, wheel; 12, axle; 13, transmission shaft; 2, gear box; 21, support frame; 3, drive motor; 31, universal joint coupling; 4, U-shaped frame; 41, limiting block; 42, connecting bolt; 421, dust cover; 43, rubber pad; 5, T-shaped rod; 51, sliding rod; 52, buffer spring; 53, damping rod; 6, heat dissipation protection plate. DETAILED DESCRIPTION

[0032] The technical solutions of the present application will be clearly and completely described below with specific embodiments. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments of the present application, all other embodiments obtained by those skilled in the art without creative labor fall within the scope of protection of the present application.

[0033] Referring to Figures 1-9 A double-input transmission system of a new energy locomotive, comprising a frame 1, two axles 12, a gear box 2, two drive motors 3, two U-shaped frames 4 and a support frame 21;

[0034] The bottom four corners of the frame 1 are rotatably installed with wheels 11, two axles 12 are fixedly installed on the bottom of the frame 1 and connected with the corresponding two wheels 11 respectively, the gear box 2 is detachably installed on the bottom of the frame 1 through a support frame 21 and horizontally distributed along the length direction of the frame 1, two output shafts of the gear box 2 are connected with transmission shafts 13 respectively, and the two transmission shafts 13 are away from each other and connected with the corresponding axles 12 respectively, two driving motors 3 are transversely arranged on the two sides of the gear box 2 and coaxially arranged with the gear box 2, forming a double-input horizontal layout;

[0035] Two U-shaped frames 4 are detachably installed on the bottom of the frame 1, two vertical clamping grooves are formed on the front and rear sides of the U-shaped frame 4, four limiting blocks 41 are clamped and fixedly installed in the four clamping grooves, two mounting holes are formed on each of the four limiting blocks 41, eight connecting bolts 42 are inserted and installed in the eight mounting holes and screwed with the shells of the driving motors 3, so as to support and limit the driving motors 3, thereby stably connecting the driving motors 3 with the U-shaped frame 4, wherein in order to further improve the stable clamping of the limiting block 41 in the clamping groove, reduce the friction noise between the limiting block 41 and the U-shaped frame 4 during driving, and enhance the friction between the limiting block 41 and the inner wall of the clamping groove, the rubber pad 43 is fixedly installed on the inner wall of the clamping groove and abuts against the corresponding limiting block 41;

[0036] Universal joint couplings 31 are connected with the output shafts of the two driving motors 3 respectively, and the two universal joint couplings 31 are connected with the two input shafts of the gear box 2 respectively, in order to automatically adjust the length to compensate for the axial distance deviation between the output shaft of the driving motor 3 and the input shaft of the gear box 2 when the frame 1 relatively displaces due to uneven road surface or load change during locomotive driving, avoid the stress concentration or jamming phenomenon of the transmission components caused by rigid connection, thereby ensuring the continuity and stability of power transmission, and also adapting to the thermal expansion and contraction effect of the driving motor 3 during operation due to temperature change, preventing the transmission system from being additionally burdened due to the change of shaft length, further improving the reliability and service life of the transmission system, the universal joint coupling 31 is arranged in an extendable manner;

[0037] The top side inner wall and the bottom side inner wall of the U-shaped frame 4 are both hingedly installed with two T-shaped rods 5, the lower two T-shaped rods 5 are both slidingly installed with a plurality of slide rods 51 slidingly connected with the corresponding T-shaped rods 5 above, the two T-shaped rods 5 on the same side are fixedly installed with a plurality of buffer springs 52 arranged in parallel with each other and movably sleeved outside the corresponding slide rods 51, and the two T-shaped rods 5 on the same side are fixedly installed with the same damping rod 53 at the end close to each other, which can cooperate with the U-shaped frame 4 to provide elastic support for the driving motor 3, so as to effectively absorb the vibration generated by the driving motor 3 during operation, wherein the top side opening diameter of the convex hole is greater than the diameter of the T-shaped rod 5, which can ensure that the T-shaped rod 5 can move horizontally within a certain range in the convex hole when the U-shaped frame 4 is elastically deformed, avoiding stress concentration caused by rigid limiting, and the four T-shaped rods 5 can swing left and right after being hingedly connected with the U-shaped frame 4, thereby adapting to the deformation change of the U-shaped frame 4 caused by vibration;

[0038] The bottom side of the two support frames 21 is fixedly installed with a heat dissipation protection plate 6 abutting against the corresponding driving motor 3 shell through bolts, which can provide effective physical protection for the driving motor 3, avoiding damage caused by stones, sand and other debris splashed by the ground during driving directly impacting the motor shell;

[0039] Among them, in order to be able to ensure the structural strength while significantly reducing the overall weight, so as to improve the power response speed and energy utilization efficiency of the vehicle to a certain extent, and at the same time through its excellent corrosion resistance, it can effectively resist the erosion of water vapor, dust and other in the locomotive operating environment, prolong the service life of the support frame 21 and the U-shaped frame 4, and reduce the maintenance cost, the support frame 21 and the U-shaped frame 4 are made of aluminum alloy material, which can also assist the heat dissipation of the driving motor 3 and related parts, and form a synergistic effect with the heat dissipation protection plate 6, further optimizing the thermal management performance of the system.

[0040] In this embodiment, in order to provide effective dust protection for the connecting bolts 42, avoid foreign matter such as dust and water vapor from entering the threaded connection part to cause rust or jam, thereby prolonging the service life of the connecting bolts 42 and ensuring the connection stability, the outer side of the plurality of connecting bolts 42 is movably sleeved with a dust cover 421, and the two ends of the dust cover 421 are movably abutted with the driving motor 3 shell and the support frame 21 respectively.

[0041] In this embodiment, in order to provide heat dissipation effect for the driving motor 3, and at the same time, utilize the airflow generated during driving to enhance the convection heat dissipation effect, and further improve the heat dissipation efficiency, the heat dissipation protection plate 6 is made of aluminum alloy material and is integrally formed and provided with a plurality of heat dissipation channels. The plurality of heat dissipation channels are arranged in a through manner and are consistent with the driving direction of the wheel 11. The heat dissipation channels arranged in a through manner are used to avoid blocking the self-heat dissipation effect of the driving motor 3, and at the same time, do not affect the heat dissipation protection plate 6 to dissipate heat to the driving motor 3 through heat conduction.

[0042] In this embodiment, in order to further attenuate the vibration of the frame 1 transmitted to the driving motor 3 and the gear transmission box 2, reduce the resonance phenomenon between different components, at the same time, utilize the elastic deformation characteristics of the shock absorbing rubber ring, compensate for the positional deviation between the frame 1 and the U-shaped frame 4 and the support frame 21 due to manufacturing errors or assembly gaps, ensure the tightness and stability of the connection of each component, avoid the problem of bolt loosening or structural deformation caused by vibration after long-term operation, and thus improve the installation accuracy and operation reliability of the entire transmission system. The support frame 21 and the U-shaped frame 4 are fixedly connected to the bottom of the frame 1 through limiting bolts, and a plurality of shock absorbing rubber rings are arranged between the support frame 21 and the U-shaped frame 4 and the bottom of the frame 1, and each shock absorbing rubber ring is movably sleeved outside the corresponding limiting bolt.

[0043] Among them, the protection and installation of the universal joint coupling 31 can be performed based on the existing known technology, which will not be expanded here.

[0044] Working principle: in use, first, the limiting block 41 is slid into the clamping groove of the U-shaped frame 4, and then the driving motor 3 shell and the limiting block 41 are fixed through the connecting bolt 42. At this time, the dust cover 421 is sleeved outside the connecting bolt 42 and abuts against the driving motor 3 shell and the U-shaped frame 4, and the rubber pad 43 in the clamping groove is in contact with the limiting block 41 to form an abutting state and avoid the friction noise that may occur between the U-shaped frame 4 and the limiting block 41 during driving. Then, the T-shaped rod 5, the damping rod 53, the buffer spring 52 and the slide rod 51 are cooperated to provide stable support and buffer for the driving motor 3 under the action of the deformation of the U-shaped frame 4 made of aluminum alloy material when vibrating. Subsequently, the gear transmission box 2 is fixed at the bottom of the frame 1 through the support frame 21, and the driving motor 3 output shaft and the gear transmission box 2 input shaft are connected through the universal joint coupling 31. Then, the heat dissipation protection plate 6 is installed at the bottom of the U-shaped frame 4 and is tightly attached to the driving motor 3 shell. Finally, the U-shaped frame 4 and the support frame 21 are fixed at the bottom of the frame 1 through the limiting bolts, so as to ensure that the shock absorbing rubber ring is in a compressed state to provide shock absorption effect, and the assembly of the entire transmission system is completed.

[0045] During the operation of the locomotive, when encountering a bumpy road, the driving motor 3 transmits the vibration force to the U-shaped frame 4 through the limiting block 41. Since the U-shaped frame 4 is made of aluminum alloy material, it has a certain toughness, and the vibration force will cause it to elastically deform. At the same time, the buffer spring 52 and the damping rod 53 and the T-shaped rod 5 are matched to realize buffer energy dissipation, which can not only avoid rigid impact, but also avoid the situation that the U-shaped frame 4 is broken due to too large amplitude. During the driving process, the airflow passes through the heat dissipation channel of the heat dissipation protection plate 6 to take away the heat generated by the driving motor 3, and the aluminum alloy material of the U-shaped frame 4 and the support frame 21 further assists heat dissipation and reduces the overall weight. The telescopic property of the universal joint coupling 31 compensates for the possible axial displacement deviation during driving, ensuring stable power transmission.

[0046] The above describes in detail the double-input transmission system of the new energy locomotive provided by the application. The principles and implementation modes of the application are described by applying specific embodiments. The above embodiment is only used to help understand the method of the application and its core idea. It should be pointed out that for those skilled in the art, without departing from the principles of the application, the application can be improved and modified in several ways, and these improvements and modifications also fall within the protection scope of the claims of the application.

Claims

1. A dual input drive system for a new energy locomotive, characterized in that, The utility model provides a kind of electric vehicle, including frame (1), two axles (12), gear box (2), two drive motors (3), two U-shaped frames (4), two support buffer components, heat dissipation protection component, two limiting components and support frame (21); The bottom four corners of the frame (1) are rotatably installed with wheels (11), the two axles (12) are fixedly installed on the bottom of the frame (1) and connected with the corresponding two wheels (11) respectively, the gear box (2) is detachably installed on the bottom of the frame (1) by the support frame (21) and horizontally distributed along the length direction of the frame (1), the two output shafts of the gear box (2) are connected with transmission shafts (13) respectively, and the two transmission shafts (13) are away from each other and connected with the corresponding axle (12) respectively, the two drive motors (3) are transversely arranged on the two sides of the gear box (2) and coaxially arranged with the gear box (2), forming a double-input horizontal layout, the two U-shaped frames (4) are detachably installed on the bottom of the frame (1), and the two drive motors (3) are connected with the U-shaped frames (4) through the limiting components respectively, the output shafts of the two drive motors (3) are connected with universal joint couplings (31) respectively, the two universal joint couplings (31) are connected with the two input shafts of the gear box (2) respectively, the two support buffer components are arranged on the corresponding U-shaped frames (4) respectively, and the heat dissipation protection component is arranged on the bottom of the two U-shaped frames (4) and abuts with the housings of the two drive motors (3).

2. A dual input drive system for a new energy locomotive according to claim 1, characterized in that: The limiting component comprises eight connecting bolts (42) and four limiting blocks (41), the front and rear sides of the U-shaped frame (4) are provided with two vertically arranged clamping grooves, the four clamping grooves are clamped and fixedly installed with the limiting blocks (41), the four limiting blocks (41) are provided with two installation holes, and the eight installation holes are inserted and installed with the connecting bolts (42) which are threadedly connected with the housings of the drive motors (3).

3. A dual input drive system for a new energy vehicle as claimed in claim 2, wherein: The inner side wall of the clamping groove is fixedly installed with the rubber pad (43) which abuts with the corresponding limiting block (41).

4. A dual input drive system for a new energy vehicle as claimed in claim 1, wherein: The outer sides of the multiple connecting bolts (42) are movably sleeved with dust covers (421), and the two ends of the dust cover (421) movably abut with the housings of the drive motors (3) and the support frame (21) respectively.

5. A dual input drive system for a new energy vehicle as claimed in claim 1, wherein: The support buffer component comprises two T-shaped rods (5), multiple slide rods (51) and multiple buffer springs (52), the top inner wall and the bottom inner wall of the U-shaped frame (4) are hingedly installed with two T-shaped rods (5), the lower two T-shaped rods (5) are slidably installed with multiple slide rods (51) which are slidably connected with the corresponding T-shaped rods (5) above, the two T-shaped rods (5) on the same side are fixedly installed with multiple buffer springs (52) which are arranged in parallel and movably sleeved on the outer sides of the corresponding slide rods (51) on the side close to each other, and the two T-shaped rods (5) on the same side are fixedly installed with the same damping rod (53) on the side close to each other.

6. A dual input drive system for a new energy vehicle as claimed in claim 1, wherein: The heat dissipation protection assembly comprises two heat dissipation protection plates (6), and the bottom side of each of the two support frames (21) is fixedly installed with the heat dissipation protection plate (6) abutting against the shell of the corresponding driving motor (3) through bolts.

7. A dual input drive system for a new energy vehicle as claimed in claim 6, wherein: The heat dissipation protection plate (6) is integrally formed by aluminum alloy material and is provided with a plurality of heat dissipation channels, and the plurality of heat dissipation channels are consistent with the driving direction of the wheels (11).

8. A dual input drive system for a new energy vehicle as claimed in claim 1, wherein: The support frame (21) and the U-shaped frame (4) are both made of aluminum alloy material.

9. A dual input drive system for a new energy vehicle as claimed in claim 1, wherein: The universal joint coupling (31) is provided with a telescopic structure.

10. A dual input drive system for a new energy vehicle as claimed in claim 1, wherein: The support frame (21) and the U-shaped frame (4) are fixedly connected with the bottom of the vehicle frame (1) through limiting bolts, and a plurality of damping rubber rings are arranged between the support frame (21), the U-shaped frame (4) and the bottom of the vehicle frame (1), and each damping rubber ring is movably sleeved outside the corresponding limiting bolt.

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