Trunk railway locomotive driving device

Abstract

The invention relates to the technical field of railway vehicles, and discloses a railway trunk locomotive driving device which comprises an axle suspension box, a driving motor, a gearbox and an isolation assembly, an air outlet is formed in the tail of a machine shell, an air inlet is formed in the gearbox, and a first isolation piece is arranged in the machine shell, covers a rotor and is arranged in the circumferential direction of a stator; a cooling channel is arranged between the first isolation piece and the machine shell, the two ends of the cooling channel are communicated with the air inlet and the air outlet respectively, the second isolation piece is arranged on the gear box, the second isolation piece and the first isolation piece are connected in a sealed mode to isolate the rotor and the stator, cooling air enters through the air inlet and cools the stator through the cooling channel, and the cooling channel is communicated with the cooling channel. Under the action of the isolation assembly, cooling air does not enter the rotor with the permanent magnet, so that the rotor does not adsorb dust and magnetic substances in the cooling air while ventilation cooling of the driving motor is realized, and the reliability of the driving motor in a long life cycle is ensured.

Description

Technical Field

[0001] This invention relates to the field of rail vehicle technology, and more particularly to a locomotive drive system for mainline railways. Background Technology

[0002] The bogie drive system is a key component of railway mainline locomotives, and its performance and reliability directly affect the locomotive's operational safety and efficiency. Currently, high-power AC drive locomotives generally use permanent magnet synchronous motors as the core power source for their drive systems. Compared with traditional AC asynchronous motors, permanent magnet synchronous motors, with their superior characteristics such as high power density and high efficiency, have become the mainstream development direction in this technology field.

[0003] However, permanent magnet synchronous motors have a large number of permanent magnets embedded in their rotors, which still generate a strong magnetic field even when the power is off. Cooling airflow enters the rotor air gap, and magnetic impurities such as iron filings are attracted to the rotor's permanent magnets, posing a risk of internal motor failure. To address this issue, existing technologies typically employ a fully sealed motor housing and rely on external heat sinks for natural cooling. However, this is insufficient to meet continuous heat dissipation demands, leading to significant temperature rises and impacting the motor's performance and long-term operational reliability. Summary of the Invention

[0004] The purpose of this invention is to provide a locomotive drive device for railway mainline lines to solve the aforementioned problems existing in locomotive drive devices in related technologies.

[0005] To address the aforementioned problems in the existing technology, the present invention adopts the following technical solution:

[0006] The locomotive drive system for railway mainline lines includes:

[0007] Axle box;

[0008] A drive motor includes a housing, a rotor, and a stator. The stator is disposed inside the housing, the rotor is rotatably supported at the rear of the housing, and the rotor is connected to the axle of the axle housing via a drive transmission. An air outlet is provided at the rear of the housing.

[0009] A gearbox is disposed between the drive motor and the bearing housing, and the gearbox is connected to the rotor in a transmission manner. The gearbox is provided with an air inlet.

[0010] An isolation assembly includes a first isolation member and a second isolation member. The first isolation member is disposed on the housing and covers the rotor along the circumferential direction of the stator. A cooling channel is provided between the first isolation member and the housing. The two ends of the cooling channel are respectively connected to the air inlet and the air outlet. The second isolation member is disposed on the gearbox and is sealed to the first isolation member to isolate the air communication between the rotor and the stator.

[0011] As an optional technical solution, the first isolation member has a first sealing end face, the second isolation member has a second sealing end face, and the first sealing end face and the second sealing end face are sealed together.

[0012] As an optional technical solution, the isolation component further includes a seal, wherein the first sealing end face or the second sealing end face is provided with a groove, and the seal is embedded in the groove.

[0013] As an optional technical solution, the sealing element is set as an O-ring.

[0014] As an optional technical solution, a coupling is also included, the two ends of which are rigidly connected to the drive shaft of the gearbox and the rotor, respectively. Along the circumferential direction of the stator, the inner side of the isolation assembly has a sealed chamber, and the coupling and the rotor are located in the sealed chamber.

[0015] As an optional technical solution, a connector is also included, wherein the second isolation member has an installation port, and the connector fixes the coupling to the rotor through the installation port.

[0016] As an optional technical solution, a baffle is also included, which is installed on the second isolation member and used to seal the installation port.

[0017] As an optional technical solution, the gearbox is an integrated load-bearing gearbox, and the first isolation component and the second isolation component are statically sealed.

[0018] As an optional technical solution, the first isolation component and the second isolation component are configured as an isolation cover.

[0019] As an optional technical solution, the drive motor is configured as a permanent magnet synchronous traction motor.

[0020] The railway mainline locomotive drive device provided by the present invention has at least the following beneficial effects:

[0021] This railway mainline locomotive drive system includes an axle box, a drive motor, a gearbox, and an isolation assembly. The stator is housed within the locomotive housing, and the rotor is rotatably supported at the rear of the housing, with the rotor and axle drive connection to the axle box. An air outlet is located at the rear of the housing. The gearbox is positioned between the drive motor and the axle box, and is drive-connected to the rotor. An air inlet is located within the gearbox. A first isolation component is located within the housing and covers the rotor. A cooling channel exists between the first isolation component and the housing along the circumference of the stator, with both ends connected to the air inlet and outlet, respectively. A second isolation component is located within the gearbox and is sealed to the first isolation component to prevent air communication between the rotor and stator. Cooling air enters through the air inlet and dissipates heat from the stator via the cooling channel, meeting the cooling requirements of the drive motor. Furthermore, thanks to the isolation assembly, cooling air does not enter the rotor containing permanent magnets, achieving ventilation and cooling of the drive motor while preventing the rotor from adsorbing dust and magnetic materials from the cooling air, thus ensuring the reliability of the drive motor over its long lifespan. Attached Figure Description

[0022] Figure 1 This is a schematic diagram of the structure of the railway mainline locomotive drive device in an embodiment of the present invention;

[0023] Figure 2 This is a schematic diagram of the drive motor in an embodiment of the present invention;

[0024] Figure 3 This is a cross-sectional view of the drive motor in an embodiment of the present invention;

[0025] Figure 4 This is a schematic diagram of the structure of the second isolation member in an embodiment of the present invention;

[0026] Figure 5 This is a schematic diagram of the rotor centerline cross-section in an embodiment of the present invention.

[0027] In the picture:

[0028] 1. Axle box;

[0029] 2. Drive motor; 21. Housing; 22. Rotor; 23. Stator;

[0030] 3. Gearbox; 31. Air inlet;

[0031] 4. First isolation element;

[0032] 5. Second isolation component; 51. Mounting port;

[0033] 6. Cooling passage;

[0034] 7. Seals;

[0035] 8. Couplings;

[0036] 9. Baffle;

[0037] 10. Connectors. Detailed Implementation

[0038] The technical solution of the present invention will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0039] In the description of this invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., 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 the invention and for simplifying the description, and do not 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 the invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance. The terms "first position" and "second position" refer to two different positions. Furthermore, "above," "on top of," and "over" the first feature in relation to the second feature includes the first feature directly above and diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "under," and "below" the first feature in relation to the second feature includes the first feature directly below and diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0040] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0041] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0042] like Figures 1 to 5As shown, this embodiment provides a railway mainline locomotive drive device, which includes an axle housing 1, a drive motor 2, a gearbox 3, and an isolation assembly. The drive motor 2 includes a housing 21, a rotor 22, and a stator 23. The stator 23 is disposed within the housing 21, and the rotor is rotatably supported at the rear of the housing. The rotor 22 is connected to the axle of the axle housing 1 via a transmission connection. An air outlet is provided at the rear of the housing 21. The gearbox 3 is disposed between the drive motor 2 and the axle housing 1, and is connected to the rotor 22 via a transmission connection. An air inlet 31 is provided in the gearbox 3. The isolation assembly includes a first isolation member 4 and a second isolation member 5. The first isolation member 4 is disposed on the housing 21 and covers the rotor 22. Along the circumferential direction of the stator 23, there is a cooling channel 6 between the first isolation member 4 and the housing 21. The two ends of the cooling channel 6 are respectively connected to the air inlet 31 and the motor air outlet. The second isolation member 5 is disposed on the gearbox 3, and the second isolation member 5 is sealed to the first isolation member 4 to isolate the air communication between the rotor 22 and the stator 23.

[0043] The axle housing 1, the housing 21 of the drive motor 2, and the gearbox 3 are all rigidly connected by bolts. The drive motor 2 is a permanent magnet synchronous traction motor, whose interface can be directly matched with other AC asynchronous traction motors, realizing the modular application of the drive unit. The drive motor 2 only has a bearing supporting the rotor 22 at its tail end. The other end of the drive motor 2, the rotor 22, is connected to the gearbox 3, transmitting the rotational motion of the rotor 22 into the gearbox 3. The axle is rotatably supported within the axle housing 1 and the gearbox 3. The gearbox 3 is an integrated load-bearing gearbox, and the gearbox 3 is connected to the axle through a single-stage gear, allowing the torque of the drive motor 2 to be transmitted to the axle. The top of the gearbox 3 has an air inlet 31, which allows cooling air to enter the interior of the gearbox 3.

[0044] The first isolation component 4 is a motor isolation cover. The first isolation component 4 is disposed inside the drive motor 2 along the axial direction of the drive motor 2 and forms a cooling channel 6 between it and the housing 21. The direction of the cooling channel 6 is as follows: Figure 3 As indicated by the arrow, cooling air from the air inlet 31 enters the cooling channel 6. The second isolating element 5 is a gearbox 3 isolation cover, positioned along the axis of the input shaft at the input shaft location of the gearbox 3. After the gearbox 3 and drive motor 2 are assembled, the first isolating element 4 and the second isolating element 5 are sealed together, ensuring complete isolation between the rotor 22 and the cooling channel 6 along the circumferential direction of the stator 23, preventing any interference between them.

[0045] When the drive unit is operating, the cooling air generated by the fan enters through the air inlet 31 and dissipates heat from the stator 23 via the cooling channel 6, meeting the heat dissipation requirements of the drive motor 2. Furthermore, thanks to the isolation components, the cooling air does not enter the rotor 22 containing permanent magnets. This ensures that while providing ventilation and cooling to the drive motor 2, the rotor 22 does not attract dust or magnetic materials from the cooling air, thus guaranteeing the reliability of the drive motor 2 over its long lifespan. Finally, the cooling air is discharged from the air outlet. Compared to liquid cooling solutions, this significantly improves the reliability of the drive unit while saving on the cost of liquid cooling equipment piping.

[0046] Furthermore, referring to Figures 1-5 The first isolation member 4 has a first sealing end face, and the second isolation member 5 has a second sealing end face, and the first sealing end face and the second sealing end face are sealed together.

[0047] Along the axial direction of the stator 23, the first isolator 4 has a first sealing end face and a first mounting surface, and the first isolator 4 is mounted inside the drive motor 2 via the first mounting surface. Along the axial direction of the input shaft, the second isolator 5 has a second sealing end face and a second mounting surface, and the second isolator 5 is mounted at the input shaft of the gearbox 3 via the second mounting surface. The first sealing end face of the first isolator 4 and the second sealing end face of the second isolator 5 are sealed together with a small gap to prevent interference. The first isolator 4 and the second isolator 5 form a static seal to ensure sealing reliability during maintenance cycles.

[0048] Furthermore, referring to Figures 1-5 The isolation assembly also includes a seal 7, with a groove provided on the first sealing end face or the second sealing end face, and the seal 7 is embedded in the groove.

[0049] The sealing element 7 is configured as an O-ring. In this embodiment, a groove is formed on the first sealing end face, and the sealing element 7 is disposed within the groove, with the first sealing end face and the second sealing end face forming a sealing connection. When the drive motor 2 is assembled and connected to the gearbox 3, the sealing element 7 is compressed and deformed to fill the gap between the first isolation element 4 and the second isolation element 5, thereby further sealing the connection between the gearbox 3 and the drive motor 2, resulting in a good sealing effect. Optionally, a groove is formed on the second sealing end face, and the sealing element 7 is disposed within the groove, with the first sealing end face and the second sealing end face forming a sealing connection.

[0050] Furthermore, referring to Figures 1-5 It also includes a coupling 8, the two ends of which are rigidly connected to the drive shaft of the gearbox 3 and the rotor 22, respectively. Along the circumferential direction of the stator 23, the inner side of the isolation assembly has a sealed chamber, and the coupling 8 and the rotor 22 are located in the sealed chamber.

[0051] After the drive motor 2 and gearbox 3 are assembled, the rotor 22 is connected to the drive gear of the gearbox 3 via a split flexible coupling 8, allowing the rotor 22 to be supported between the gearbox 3 and the drive motor 2. With the help of the isolation assembly, the coupling 8 and the rotor 22 are enclosed together in a sealed chamber, isolating the rotor 22 and the coupling 8 from the cooling channel 6. This ensures that cooling air does not enter the rotor 22, achieving ventilation and cooling for the rotor 23 while preventing the rotor 22, which contains permanent magnets, from attracting dust and magnetic materials from the cooling air, thus ensuring the reliability of the drive motor 2 throughout its long lifespan.

[0052] Furthermore, referring to Figures 1-5 The system also includes a connector 10 and a baffle 9. The second isolator 5 has an installation port 51. The connector 10 securely connects the coupling 8 to the rotor 22 through the installation port 51. The baffle 9 is installed on the second isolator 5 and seals the installation port 51. The connector 10 is configured as a connecting bolt. The top of the second isolator 5 has an installation port 51 through which the connector 10 passes, thus enabling the coupling 8 of the rotor 22 and the input shaft of the gearbox 3 to be connected via the connector. This solves the problem that the connecting bolt of the coupling 8 could not be installed after the drive motor 2 and gearbox 3 were assembled and separated by an isolation assembly. The baffle 9 is installed at the position of the installation port 51 to seal it.

[0053] Obviously, the above embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the implementation of the present invention. Those skilled in the art can make other variations or modifications based on the above description. It is neither necessary nor possible to exhaustively describe all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the claims of the present invention.

Claims

1. A railway mainline locomotive drive apparatus, characterized by, The utility model relates to a drive motor and bearing box, and specifically relates to a drive motor and bearing box. The utility model discloses a drive motor and bearing box, which comprises a bearing box (1), a drive motor (2) comprising a shell (21), a rotor (22) and a stator (23), the stator (23) is arranged in the shell (21), the rotor (22) is rotatably supported at the tail of the shell (21), and the rotor (22) is in transmission connection with the axle of the bearing box (1), a tail of the shell (21) is provided with an air outlet, A gear box (3) is arranged between the drive motor (2) and the bearing box (1), and the gear box (3) is in transmission connection with the rotor (22), and the gear box (3) is provided with an air inlet (31). An isolation assembly comprises a first isolation piece (4) and a second isolation piece (5), the first isolation piece (4) is arranged in the shell (21) and covers the rotor (22), and along the circumferential direction of the stator (23), a cooling channel (6) is formed between the first isolation piece (4) and the shell (21), and the two ends of the cooling channel (6) are communicated with the air inlet (31) and the air outlet respectively, the second isolation piece (5) is arranged in the gear box (3), and the second isolation piece (5) is in sealed connection with the first isolation piece (4) to separate the air communication between the rotor (22) and the stator (23). The first isolation piece (4) has a first sealing end face, the second isolation piece (5) has a second sealing end face, and the first sealing end face is in sealed connection with the second sealing end face.

2. The railway mainline locomotive drive apparatus of claim 1, wherein, The isolation assembly further comprises a sealing piece (7), the first sealing end face or the second sealing end face is provided with a groove, and the sealing piece (7) is embedded in the groove.

3. The railway mainline locomotive drive apparatus of claim 2, wherein, The sealing piece (7) is arranged as an O-shaped sealing ring.

4. The railway mainline locomotive drive apparatus of claim 3, wherein, Further comprising a shaft coupling (8), the two ends of the shaft coupling (8) are rigidly connected with the drive shaft of the gear box (3) and the rotor (22) respectively, along the circumferential direction of the stator (23), the inner side of the isolation assembly has a closed chamber, and the shaft coupling (8) and the rotor (22) are located in the closed chamber.

5. The railway mainline locomotive drive apparatus as defined in claim 1, wherein, Further comprising a connecting piece (10), the second isolation piece (5) is provided with a mounting port (51), and the connecting piece (10) fixes the shaft coupling (8) to the rotor (22) through the mounting port (51).

6. The railway mainline locomotive drive apparatus as defined in claim 5, wherein, Further comprising a baffle (9), the baffle (9) is mounted on the second isolation piece (5) and is used for sealing the mounting port (51).

7. The railway mainline locomotive drive apparatus as defined in claim 6, wherein, The gear box (3) is an integrated bearing gear box (3), and the first isolation piece (4) and the second isolation piece (5) are in static sealing.

8. The railway mainline locomotive drive apparatus as defined in claim 1, wherein, The first isolation piece (4) and the second isolation piece (5) are arranged as isolation covers.

9. The railway mainline locomotive drive apparatus as defined in claim 1, wherein, The drive motor (2) is arranged as a permanent magnet synchronous traction motor.

10. The railway mainline locomotive drive apparatus as defined in claim 1, wherein, ​

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