Driving device and electric locomotive

Abstract

The invention provides a driving device and an electric locomotive, and relates to the field of mechanical transmission. The driving device comprises a motor, a speed reducer, a connecting assembly and a motor hanging assembly. The speed reducer is connected with the output end of the motor, the output end of the speed reducer is connected with a wheel axle of the electric locomotive, the motor drives the wheel axle to rotate through the speed reducer, and the output end of the motor is parallel to the wheel axle; the connecting assembly is used for being connected with the wheel shaft in a sleeved mode and connected with the motor so that the motor can be connected to the wheel shaft. The motor suspension assembly is connected with the motor and used for being connected with a locomotive body of the electric locomotive. According to the driving device, the speed reducer is directly connected with the motor, use of a transmission shaft is reduced, the output shaft of the motor and the wheel axle are arranged in parallel, the axle distance of the electric locomotive is shortened, and the purpose of reducing the size of the electric locomotive is achieved.

Description

Technical Field

[0001] This application relates to the field of mechanical transmission technology, and in particular to a drive device and an electric locomotive. Background Technology

[0002] Electric locomotives, as core auxiliary transportation equipment in subway, tunnel, and mining construction, are widely used in subway shield tunneling, water diversion tunnels, highway tunnels, and utility tunnel construction. The running gear reduction transmission mechanism of an electric locomotive is its core power transmission component, and its function directly determines the locomotive's operating performance and adaptability.

[0003] The existing locomotive's running gear reduction transmission mechanism includes a motor, a drive shaft, and a two-stage gear reducer. The motor is connected to the locomotive's frame, and the motor's rotational power is input to the two-stage gear reducer through the drive shaft, and then output from the reducer to the wheelsets, thereby driving the locomotive.

[0004] The aforementioned locomotive's running speed reduction transmission mechanism has a structure in which the traction motor is perpendicularly distributed to the wheel axle, and the transmission requires the assistance of a drive shaft, resulting in a large space occupation. Summary of the Invention

[0005] This application provides a drive device and an electric locomotive to solve the problem of the existing technology where the motor and wheel axle are vertically distributed, resulting in a large space occupation of the electric locomotive.

[0006] On one hand, this application provides a driving device, including:

[0007] Electric motor;

[0008] A speed reducer is connected to the output end of the motor. The output end of the speed reducer is used to connect to the wheel axle of the electric locomotive. The motor is used to drive the wheel axle to rotate through the speed reducer. The output end of the motor is arranged parallel to the wheel axle.

[0009] A connecting assembly for engaging with the wheel axle and connecting to the motor to connect the motor to the wheel axle;

[0010] A motor suspension assembly, which is connected to the motor and is used to connect to the vehicle body of the electric locomotive.

[0011] In one possible implementation, the drive device provided in this application includes a connecting assembly comprising a bearing and a sleeve, the bearing being fitted onto the wheel axle, the sleeve being fitted onto the bearing, and the sleeve being connected to the motor.

[0012] In one possible implementation, the drive device provided in this application further includes a housing as the connecting assembly, with the sleeve disposed on the housing and the housing connected to the motor.

[0013] In one possible implementation, the drive device provided in this application has a motor housing, with a first connecting portion and a second connecting portion respectively provided on opposite sides of the motor housing. The first connecting portion is connected to the connecting assembly, and the second connecting portion is connected to the motor suspension assembly.

[0014] In one possible implementation, the drive device provided in this application further includes a first connector, the second connector being a lifting lug, the lifting lug having a mounting hole, and the first connector being connected to the motor suspension assembly via the mounting hole;

[0015] And / or, it also includes a plurality of second connectors, the second connectors connecting the first connecting portion and the connecting assembly;

[0016] And / or, a cable outlet box for cable outlet is provided on the motor housing;

[0017] And / or, the motor is a three-phase asynchronous traction motor.

[0018] In one possible implementation, the drive device provided in this application includes a motor suspension assembly comprising a support member and a damping spring disposed on the support member, the support member being connected to the motor and the support member being used to connect to the vehicle body via the damping spring.

[0019] In one possible implementation, the drive device provided in this application includes a reducer comprising a first gear, a second gear, and a gearbox. The first gear and the second gear are disposed within the gearbox. The first gear meshes with the second gear. The first gear is used to be fitted onto the wheel axle. The second gear is connected to the output shaft of the motor.

[0020] In one possible implementation, the drive device provided in this application includes a first gear for connection with the wheel axle via a flat key;

[0021] The second gear is connected to the output shaft of the motor via a spline;

[0022] And / or, the gearbox is provided with grease.

[0023] On the other hand, this application provides an electric locomotive, including a car body and a drive device connected to the car body.

[0024] In one possible implementation, the drive device provided in this application further includes wheels, wheel axles, and shock absorbers. The wheels are mounted on the wheel axles, and the shock absorbers are mounted on the vehicle body, with the shock absorbers corresponding to the wheel axles.

[0025] This application provides a drive device and an electric locomotive. The drive device includes a motor, a reducer, a connecting assembly, and a motor suspension assembly. The connecting assembly connects one end of the motor to the wheel axle, and the motor suspension assembly suspends the motor on the locomotive. The motor's power is directly transmitted to the reducer, and then output to the wheel axle. By directly connecting the reducer to the motor, the drive device allows the motor's output shaft to directly drive the reducer's input shaft, and the reducer to directly output to the wheel axle. Compared to existing structures where the motor output goes through a drive shaft, then to the reducer, and finally to the wheel axle, the drive device provided in this application reduces the use of a drive shaft. Furthermore, the motor's output shaft is arranged parallel to the wheel axle, which, compared to the perpendicular arrangement of the motor's output shaft in existing technologies, reduces the space occupied by the drive device, thus reducing the size of the locomotive. Simultaneously, by using the connecting assembly and the motor suspension assembly to suspend the motor on the wheel axle and the locomotive body, the space utilization of the locomotive body is increased, making the drive device compact and further reducing the locomotive's size. Attached Figure Description

[0026] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0027] Figure 1 This is a schematic diagram of the structure of the electric locomotive provided in an embodiment of this application;

[0028] Figure 2 for Figure 1 A schematic diagram of the drive unit of the electric locomotive;

[0029] Figure 3 for Figure 2 Top view;

[0030] Figure 4 for Figure 2 A schematic diagram of the motor structure of the drive unit.

[0031] Explanation of reference numerals in the attached figures:

[0032] 100 - Motor;

[0033] 110 - Second connecting part;

[0034] 111 - Mounting hole;

[0035] 120 - Motor outlet box;

[0036] 130 - Motor housing;

[0037] 131 - First connecting part;

[0038] 140 - First connector;

[0039] 150 - Second connector;

[0040] 200-reducer;

[0041] 210 - First Gear;

[0042] 220 - Second gear;

[0043] 230 - Gearbox;

[0044] 300 - Connection Components;

[0045] 310-sleeve;

[0046] 320-Bearing;

[0047] 330 - Housing;

[0048] 400-Motor suspension assembly;

[0049] 410 - Vibration damping spring;

[0050] 420 - Support component;

[0051] 500-Car body;

[0052] 510 - Wheel axle;

[0053] 520 - Wheel;

[0054] 530-Shock Absorption Components

[0055] 540-Power supply battery;

[0056] 550-Inverter;

[0057] 560-Axle box assembly;

[0058] 570 - Air Source Assembly;

[0059] 580 - Driver's Cab.

[0060] The accompanying drawings have illustrated specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to specific embodiments. Detailed Implementation

[0061] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0062] In the embodiments of this application, the terms "upper," "lower," "inner," "middle," "outer," "front," and "rear," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. These terms are primarily for better description of this application and its embodiments, and are not intended to limit the indicated device, element, or component to having a specific orientation, or to be constructed and operated in a specific orientation. Furthermore, some of the above terms may be used to indicate other meanings besides orientation or positional relationship; for example, the term "upper" may also be used in some cases to indicate a certain dependency or connection relationship. Those skilled in the art can understand the specific meaning of these terms in the embodiments of this application according to the specific circumstances.

[0063] Furthermore, the terms "set up," "connect," and "fix" should be interpreted broadly. For example, "connection" can be a fixed connection, a detachable connection, or an integral structure; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, or it can be an internal connection between two devices, components, or parts. Those skilled in the art can understand the specific meaning of the above terms in the embodiments of this disclosure according to the specific circumstances.

[0064] The terms “first,” “second,” “third,” “fourth,” etc. (if present) in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a particular order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented, for example, in a sequence other than those illustrated or described herein.

[0065] In this application, the terms "exemplary" or "for example" are used to indicate examples, illustrations, or descriptions. Any embodiment or design described as "exemplary" or "for example" in this application should not be construed as being more preferred or advantageous than other embodiments or designs. Specifically, the use of terms such as "exemplary" or "for example" is intended to present the relevant concepts in a specific manner.

[0066] Unless otherwise stated, the term "multiple" means two or more.

[0067] Electric locomotives provide continuous and stable traction through electric motor drive, and their core function is to efficiently transport materials or personnel. Their applications are concentrated in enclosed or semi-enclosed environments, including underground transportation in coal mines and metal mines, plant transportation in metallurgical and chemical enterprises, construction transportation at tunnel excavation and infrastructure construction sites, and short-distance transshipment at some ports and wharves. During tunnel boring machine (TBM) construction, electric locomotives are responsible for transporting excavated soil, mortar, tunnel segments, materials, equipment, and personnel. The locomotive's running gear reduction transmission mechanism is a crucial component, determining its operational performance and adaptability.

[0068] The existing locomotive's running speed reduction transmission mechanism transmits power from the motor to the drive shaft, then from the drive shaft to the reducer, and finally from the reducer to the wheel axle. Due to the use of the drive shaft and the fact that the motor's output shaft is arranged perpendicular to the wheel axle, the locomotive's size increases accordingly, which is extremely disadvantageous for use in narrow terrain. Furthermore, the excessive size of the locomotive leads to an increased turning radius, making it difficult to turn in complex terrain.

[0069] Based on this, this application provides a drive device and an electric locomotive. The drive device includes a motor, a reducer, a connecting assembly, and a motor suspension assembly. The connecting assembly connects one end of the motor to the wheel axle, and the motor suspension assembly suspends the motor on the locomotive. The motor's power is directly transmitted to the reducer, and then output to the wheel axle. By directly connecting the reducer to the motor, the drive device allows the motor's output shaft to directly drive the reducer's input shaft, and the reducer to directly output to the wheel axle. Compared to the existing structure where the motor output goes through a drive shaft, then to the reducer, and finally to the wheel axle, the drive device provided in this application reduces the use of a drive shaft. Furthermore, the output shaft of the motor in the drive device provided in this application is arranged parallel to the wheel axle, which, compared to the prior art where the motor output shaft is perpendicular to the wheel axle, reduces the space occupied by the drive device, thus reducing the size of the locomotive. Simultaneously, by using the connecting assembly and the motor suspension assembly to suspend the motor on the wheel axle and the locomotive body, the space utilization rate of the locomotive body is increased, making the drive device structure compact and reducing the size of the locomotive.

[0070] The embodiments of the present invention are described below with reference to the accompanying drawings.

[0071] Reference Figures 1 to 4 As shown, this embodiment provides a driving device, including a motor 100 and a reducer 200. The reducer 200 is connected to the output shaft of the motor 100, and the output end of the reducer 200 is used to connect to the wheel axle 510 of the electric locomotive. The motor 100 is used to drive the wheel axle 510 to rotate through the reducer 200. The output shaft of the motor 100 is arranged parallel to the wheel axle 510.

[0072] A connecting assembly 300 is used to engage with a wheel axle 510 and is connected to a motor 100 to connect the motor 100 to the wheel axle 510.

[0073] The motor suspension assembly 400 is connected to the motor 100 and is used to connect to the car body 500 of the electric locomotive.

[0074] This embodiment provides a drive device for decelerating the movement of an electric locomotive. The drive device directly transmits power to the wheel axle 510, thereby causing the wheel axle 510 to drive the electric locomotive.

[0075] The motor 100 can be a three-phase asynchronous traction motor. When three-phase alternating current is applied to the stator of the motor 100, a rotating magnetic field is generated. The magnetic field induces current in the rotor winding and forms electromagnetic torque, which drives the wheel axle 510 of the locomotive to rotate, thereby driving the locomotive forward. It is the core power source of the locomotive.

[0076] The reducer 200 can be a single-stage spur gear reducer. The motor 100 transmits power to the reducer 200 and then to the wheel axle 510 to achieve the reduction transmission of the locomotive. The reducer 200 can also be a two-stage gear reducer. The two-stage gear reducer has an additional pair of reduction gears compared to the single-stage spur gear reducer. Therefore, the single-stage spur gear reducer is simpler in structure and has higher transmission efficiency than the two-stage gear reducer. Compared to the two-stage gear reducer, using a single-stage spur gear reducer reduces the complexity of the reducer 200 structure, reduces the failure rate of the reducer 200, and enhances the convenience of maintenance.

[0077] The connecting component 300 fixes the motor 100 to the wheel axle 510, and the motor suspension component 400 fixes the motor 100 to the vehicle body 500 of the locomotive. The connecting component 300 and the motor suspension component 400 work together to fix the motor 100 between the wheel axle 510 and the vehicle body 500.

[0078] In this configuration, the output shaft of motor 100 is connected to the input end of reducer 200, the output end of reducer 200 is connected to wheel axle 510, and motor 100 is directly connected to reducer 200, and references... Figure 3As shown, the output shaft of the motor 100 is arranged in the Y direction, and the wheel axle 510 is also arranged in the Y direction, making the output shaft of the motor 100 parallel to the wheel axle 510. By arranging the motor 100 and the wheel axle 510 in parallel and directly connecting them, the redundant links of the traditional drive shaft are eliminated, and the wheelbase of the electric locomotive is shortened. The motor suspension assembly 400 and the connecting assembly 300 are respectively connected to opposite sides of the motor 100. One side is connected to the car body 500 of the electric locomotive via the motor suspension assembly 400, and the other side is connected to the wheel axle 510 via the connecting assembly 300. In this way, the motor 100 is fixed between the wheel axle 510 and the car body 500 of the electric locomotive, which increases the space utilization of the car body 500, makes the structure of the drive device compact, reduces the size of the electric locomotive, and improves the running stability of the electric locomotive on narrow curved tracks.

[0079] Reference Figure 2 and Figure 3 As shown, in some instances, the connecting assembly 300 includes a bearing 320 and a sleeve 310, the bearing 320 being fitted onto the wheel axle 510, the sleeve 310 being fitted onto the bearing 320, and the sleeve 310 being connected to the motor 100.

[0080] Bearing 320 can be a cylindrical roller bearing. The inner ring of bearing 320 is fitted onto wheel axle 510 with an interference fit. The inner ring of sleeve 310 is fitted onto outer ring of bearing 320 with an interference fit. Each bearing 320 is fitted with a sleeve 310, and the outer ring of sleeve 310 is connected to motor 100. The inner ring of bearing 320 rotates with the rotation of wheel axle 510, while the outer ring of bearing 320 and sleeve 310 remain stationary, thus keeping motor 100 stationary as well. In other words, motor 100 is held axled on wheel axle 510 by bearing 320 and does not rotate with wheel axle 510.

[0081] Reference Figure 2 and Figure 4 As shown, in some embodiments, the connecting assembly 300 further includes a housing 330, a sleeve 310 disposed on the housing 330, and the housing 330 is connected to the motor 100.

[0082] The sleeve 310 is directly mounted on the housing 330 of the connecting assembly 300 and is connected to the motor 100 through the housing 330, which increases the structural stability of the connecting assembly 300 and reduces the risk of loosening of the connection.

[0083] Reference Figure 1 and Figure 4As shown, in a specific implementation, the motor 100 has a motor housing 130, and a first connecting part 131 and a second connecting part 110 are respectively provided on opposite sides of the motor housing 130. The first connecting part 131 is connected to the connecting assembly 300, and the second connecting part 110 is connected to the motor suspension assembly 400.

[0084] To prevent interference between the connecting assembly 300 and the motor suspension assembly 400 during installation, this embodiment provides a first connecting portion 131 and a second connecting portion 110 on opposite sides of the motor housing 130. The first connecting portion 131 is connected to the connecting assembly 300, and the second connecting portion 110 is connected to the motor suspension assembly 400. The motor 100 is connected to both the connecting assembly 300 and the motor suspension assembly 400 via the two connecting portions, thus ensuring that the connecting assembly 300 and the motor suspension assembly 400 are staggered on the motor housing 130 and do not interfere with each other.

[0085] Reference Figure 4 As shown, the motor 100 also includes a first connector 140 and a second connector 110, which is a lifting lug with a mounting hole 111. The first connector 140 is connected to the motor suspension assembly 400 through the mounting hole 111.

[0086] The motor 100 also includes a plurality of second connectors 150, which connect the first connector 131 and the connector assembly 300; a motor outlet box 120 for cable outlet is provided on the motor housing 130; the motor 100 is a three-phase asynchronous traction motor.

[0087] In some embodiments, the second connecting portion 110 is a lifting lug, which can be integrally formed with the motor housing 130. The second connecting portion 110 can also be a lifting ring, which can be welded to the motor housing 130. The first connecting member 140 can be a bolt or a rivet. Bolts are easier to disassemble and have lower maintenance costs than rivets. Bolts are used in this embodiment. The second connecting portion 110 is provided with a mounting hole 111. The first connecting member 140 connects the second connecting portion 110 to the motor suspension assembly 400 through the mounting hole 111. The motor 100 is mounted on the vehicle body 500 through the motor suspension assembly 400, with the second connecting portion 110 as the mounting fulcrum.

[0088] The second connector 150 is essentially the same as the first connector 140, and will not be described again. The connecting assembly 300 and the first connecting part 131 are connected together by a plurality of second connectors 150, so that the motor 100 can be connected to the wheel axle 510 through the connecting assembly 300.

[0089] The motor outlet box 120 is located on the motor housing 130, at the point where the motor 100 cable extends. It is used to organize the motor cable and protect the cable root.

[0090] Three-phase asynchronous traction motors have no brushes or commutators, resulting in fewer components, a lower failure rate, and adaptability to complex environments such as vibration and impact during track operation. Through frequency conversion technology, they can achieve smooth speed regulation over a wide range, meeting the power requirements of different operating conditions such as train starting, acceleration, and cruising. Furthermore, their small size and light weight make them suitable for installation in space-constrained locations, while providing strong output power. Therefore, a three-phase asynchronous traction motor is selected for Motor 100.

[0091] Reference Figure 1 and Figure 2 As shown in the embodiment of this application, the motor suspension assembly 400 includes a support member 420 and a damping spring 410 disposed on the support member. The support member 420 is connected to the motor 100 and is used to connect to the vehicle body 500 via the damping spring 410.

[0092] The motor suspension assembly 400 includes a support member 420 and a damping spring 410. The vibration and impact forces generated when the locomotive runs on uneven tracks are transmitted to the car body 500. To prevent damage to the motor 100 from these impact forces, the motor suspension assembly 400 is connected to the car body 500 via the damping spring 410, and the support member 420 is connected to the motor 100. When an impact force is transmitted to the car body 500, the damping spring 410 connected to the car body 500 absorbs the impact force, preventing further transmission of the impact force to the support member 420 and the motor 100, thus avoiding damage to the motor 100 due to the impact force.

[0093] refer to Figure 2 and Figure 3 As shown, in some embodiments, the reducer 200 includes a first gear 210, a second gear 220 and a gearbox 230. The first gear 210 and the second gear 220 are disposed in the gearbox 230. The first gear 210 meshes with the second gear 220. The first gear 210 is used to be sleeved on the wheel axle 510. The second gear 220 is connected to the output shaft of the motor 100.

[0094] The reducer 200 includes a first gear 210, a second gear 220, and a gearbox 230. Both the first gear 210 and the second gear 220 are housed inside the gearbox 230. The first gear 210 meshes with the second gear 220 for transmission. The first gear 210 is mounted on the wheel axle 510, and the second gear 220 is connected to the output shaft of the motor 100. The power of the electric locomotive is transmitted from the output shaft of the motor 100 to the second gear 220, then through the first gear 210, and finally to the wheel axle 510, thus achieving deceleration of the electric locomotive. Therefore, the second gear 220 rotates faster and has fewer teeth than the first gear 210. The second gear 220, with fewer teeth, drives the first gear 210, which has more teeth, to achieve the deceleration process of the electric locomotive.

[0095] The first gear 210 is connected to the wheel axle 510 via a flat key; the second gear 220 is connected to the output shaft of the motor 100 via a spline; and the gearbox 230 is equipped with lubricating grease.

[0096] In the reducer 200, the first gear 210 is used to connect to the wheel axle 510. The first gear 210 has a low rotational speed and is connected by a flat key. The second gear 220 is connected to the output shaft of the motor 100. The second gear 220 has a higher rotational speed than the first gear 210 and is connected by a spline.

[0097] In this embodiment, the locomotive operates at a low speed, and grease lubrication is used for gear lubrication. Therefore, grease, which can be calcium-based grease, is provided in the gearbox 230. A labyrinth seal can be used for sealing. For the calcium-based grease to flow out, it must pass through multiple narrow and tortuous channels, significantly increasing resistance; simultaneously, external impurities are also difficult to enter the interior through these channels. By combining calcium-based grease lubrication with a labyrinth seal structure, the reducer 200 achieves long-term stable operation in dusty environments, reducing the frequency of lubrication maintenance. Compared to the splash lubrication of existing technologies, grease lubrication reduces the number of lubrication oil paths, avoids leakage problems, and improves the economic efficiency of the equipment.

[0098] The electric locomotive provided in this embodiment includes a car body 500 and a drive device connected to the car body 500.

[0099] The structure and working principle of the drive device have been described in detail in the above embodiments, and will not be repeated here.

[0100] Reference Figure 1 As shown, in a specific implementation, the electric locomotive also includes wheels 520, wheel axles 510, and shock absorbers 530. The wheels 520 are mounted on the wheel axles 510, and the shock absorbers 530 are mounted on the car body 500, with the shock absorbers 530 corresponding to the wheel axles 510.

[0101] The locomotive also includes wheels 520, wheel axles 510, and shock absorbers 530. The wheels 520 are mounted on the wheel axles 510, and the shock absorbers 530 are mounted on the car body 500, corresponding to the wheel axles 510. The shock absorbers 530 are used to buffer the vibration of the locomotive car body 500, maintain the stable operation of the car body 500, achieve efficient absorption of vibration energy of the wheel axles 510, and improve the locomotive's operational stability in complex track environments.

[0102] Reference Figure 1 As shown, in specific implementations, the electric locomotive also includes a power supply battery 540, an inverter 550, an axle box assembly 560, a ventilation assembly 570, and a driver's cab 580.

[0103] The power supply battery 540 can be a new energy battery or a storage battery. Both the power supply battery 540 and the inverter 550 are located at the top center of the vehicle body 500, and are bolted to the vehicle body 500. The power supply battery 540 outputs direct current (DC), which is converted into adjustable frequency and voltage alternating current (AC) by the inverter 550 and transmitted to the motor 100, thereby driving the reducer 200, which in turn drives the wheel axle 510 to rotate, ultimately enabling the electric locomotive to run on the track.

[0104] The axle box assembly 560 is located directly below the wheel axle 510 and is connected to the vehicle body 500. It is used to support the wheel axle 510, keep the wheel axle 510 in the correct position on the vehicle body 500, prevent displacement, protect the wheel axle 510, isolate it from dust, sewage and other impurities in the environment, and extend the service life of the wheel axle 510.

[0105] The air supply assembly 570 is located at the top of the rear of the vehicle body 500 and is connected to the vehicle body 500 by bolts. The air supply assembly 570 is used to generate compressed air to meet the power requirements of pneumatic equipment, such as powering the core braking system, including the parking brake, to achieve overall braking of the electric locomotive.

[0106] The driver's cab 580 is located at the front of the car body 500. The driver's cab 580 includes a display interface and an operating interface. The driver can control the direction, gear and speed of the locomotive through the operating interface and monitor the locomotive's operating data through the display interface, thereby realizing the overall control of the locomotive.

[0107] The technical solutions of this application have been described above with reference to the preferred embodiments shown in the accompanying drawings. However, it is readily understood by those skilled in the art that the scope of protection of this application is obviously not limited to these specific embodiments. The above embodiments are only used to illustrate the technical solutions of this application and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. These modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A driving device, characterized in that, include: Motor (100); A speed reducer (200) is connected to the output shaft of the motor (100). The output end of the speed reducer (200) is used to connect to the wheel axle (510) of the electric locomotive. The motor (100) is used to drive the wheel axle (510) to rotate through the speed reducer (200). The output shaft of the motor (100) is arranged parallel to the wheel axle (510). A connecting assembly (300) for engaging with the wheel axle (510) and connecting with the motor (100) to connect the motor (100) to the wheel axle (510); A motor suspension assembly (400) is connected to the motor (100) and is used to connect to the vehicle body (500) of the electric vehicle.

2. The driving device according to claim 1, characterized in that, The connecting assembly (300) includes a bearing (320) and a sleeve (310), the bearing (320) being fitted onto the wheel axle (510), the sleeve (310) being fitted onto the bearing (320), and the sleeve (310) being connected to the motor (100).

3. The driving device according to claim 2, characterized in that, The connecting assembly (300) also includes a housing (330), the sleeve (310) is disposed on the housing (330), and the housing (330) is connected to the motor (100).

4. The driving device according to claim 1, characterized in that, The motor (100) has a motor housing (130), and a first connecting part (131) and a second connecting part (110) are respectively provided on opposite sides of the motor housing (130). The first connecting part (131) is connected to the connecting assembly (300), and the second connecting part (110) is connected to the motor suspension assembly (400).

5. The driving device according to claim 4, characterized in that, It also includes a first connector (140), and the second connector (110) is a lifting lug, which is provided with a mounting hole (111). The first connector (140) is connected to the motor suspension assembly (400) through the mounting hole (111). And / or, it also includes a plurality of second connectors (150) that connect the first connector (131) and the connector assembly (300). And / or, a motor outlet box (120) for outlet wiring is provided on the motor housing (130). And / or, the motor (100) is a three-phase asynchronous traction motor.

6. The driving device according to claim 1, characterized in that, The motor suspension assembly (400) includes a support member (420) and a damping spring (410) disposed on the support member. The support member (420) is connected to the motor (100) and is used to connect to the vehicle body (500) via the damping spring (410).

7. The driving device according to any one of claims 1 to 6, characterized in that, The reducer (200) includes a first gear (210), a second gear (220), and a gearbox (230). The first gear (210) and the second gear (220) are disposed in the gearbox (230). The first gear (210) meshes with the second gear (220). The first gear (210) is used to be sleeved on the wheel axle (510). The second gear (220) is connected to the output shaft of the motor (100).

8. The driving device according to claim 7, characterized in that, The first gear (210) is used to connect with the wheel axle (510) via a flat key; The second gear (220) is connected to the output shaft of the motor (100) via a spline; And / or, the gearbox (230) is provided with grease.

9. An electric locomotive, characterized in that, Includes a vehicle body (500) and a drive unit as described in any one of claims 1 to 8 connected to said vehicle body (500).

10. The electric locomotive according to claim 9, characterized in that, It also includes a wheel (520), a wheel axle (510) and a shock absorber assembly (530), wherein the wheel (520) is disposed on the wheel axle (510), the shock absorber assembly (530) is disposed on the vehicle body (500), and the shock absorber assembly (530) corresponds to the wheel axle (510).

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