Novel structure of railway vehicle gear driving device

Abstract

The utility model relates to a novel structure of a railway vehicle gear driving device, which is characterized in that the novel structure comprises a driving shaft, an axle and a gear device, the driving shaft is rotatably connected in a box body through first bearing assemblies, and the driving shaft on the left side and the right side of a driving gear are respectively provided with one first bearing assembly. The axles penetrate through the box body and are rotationally connected to the wheels through second bearing assemblies, the portions, on the left side and the right side of the driven gear, of the axles are each provided with one second bearing assembly, and the driving gear and the driven gear are both double-arc gears. Both the driving gear and the driven gear in the design are double-arc gears, and axial force is offset in the arc gears due to the characteristics of double arcs, so that a driving gear shaft system and an axle do not have axial force any more, the design weight of the gear box can be greatly reduced, the service life of a bearing can be prolonged, the maintenance and replacement period of the whole device is prolonged, and the service life of the device is prolonged. And the effect of improving the practical performance is achieved.

Description

Technical Field

[0001] The utility model relates to the technical field of rail vehicles, and in particular to a new structure of a gear driving device for a rail vehicle. Background Art

[0002] At present, gear drive devices for urban rail transit, including high-speed rail, EMU, and subway drive devices, almost all use cylindrical involute helical gears. Helical gears have inclined tooth surfaces, large overlap, can bear greater torque, and have stable transmission. Therefore, in meshing transmission, vibration and impact are small, noise is low, helical gears are less affected by lateral forces, and transmission efficiency is high. Helical gears have less wear than spur gears due to rolling and sliding of tooth surfaces during transmission. Although the drive device adopts the above advantages, the characteristics of helical gears are: 1. When the gears are meshed, a large component force is generated in the axial direction. 1. Due to the generation of axial force, the strength of the housing needs to be strengthened, resulting in an increase in the weight of the housing; 2. When the helical gears are meshed, an axial force is generated, which requires the use of tapered roller bearings that can bear the axial force. The existence of axial force greatly reduces the life of the bearings; 3. Helical gears are often used in conjunction with tapered bearings. Due to the characteristics of tapered bearings, when the bearings are working, it is necessary to ensure the axial clearance of the bearings. Therefore, it is necessary to use adjusting gaskets to more accurately adjust the clearance of the bearings. However, this structure is very troublesome to assemble and cannot meet the needs. Summary of the invention

[0003] In order to solve the above problems, the utility model designs a new structure of a rail vehicle gear driving device, wherein the driving gear and the driven gear adopt double arc gears. Due to the characteristics of the double arcs, the axial force is offset inside the arc gears, so that there is no axial force on the driving gear shaft and the axle, which can greatly reduce the weight of the gear box and extend the life of the bearing, thereby improving the maintenance and replacement cycle of the entire device and playing a role in increasing practical performance.

[0004] In order to solve the above technical problems, the utility model provides a new structure of a rail vehicle gear drive device, including a driving shaft, an axle and a gear device, wherein the driving shaft is connected to the axle through the gear device and rotationally drives the axle, and the gear device includes a driving gear and a driven gear, the driving gear is sleeved on the driving shaft and rotates with it, and the driven gear is sleeved on the axle and meshes with the driving gear, characterized in that: the driving shaft is rotatably connected in a housing through a first bearing assembly, a first bearing assembly is respectively installed on the driving shaft on the left and right sides of the driving gear, the driving gear is limited on the driving shaft through the first bearing assemblies on the left and right sides, the axle passes through the housing and is rotatably connected to the wheel through the second bearing assembly, a second bearing assembly is respectively installed on the axles on the left and right sides of the driven gear, the driving gear and the driven gear are both double arc gears, and the first bearing assembly and the second bearing assembly are both cylindrical bearing assemblies.

[0005] Further: the driving gear is mounted on the mounting portion of the drive shaft, the two first bearing assemblies are respectively mounted on the mounting portions on the left and right sides of the driving gear, and the left and right sides of the driving gear are provided with protrusions connected thereto.

[0006] Furthermore: the cylindrical bearing assembly includes an annular inner ring, a roller and an annular outer ring, the annular inner ring in the first bearing assembly is fixed on the mounting portion, the raised portions on the left and right sides of the driving gear are in close contact with the annular inner rings on both sides thereof, the annular outer ring is rotatably connected to the outside of the annular inner ring through rollers, a plurality of rollers are arranged between the outer wall of the annular inner ring and the inner wall of the annular outer ring, a mounting groove matching the rollers is provided on the inner wall of the annular outer ring, the annular inner ring is in contact with the rollers through a circular surface arranged on the outer wall, and the distance between the outer wall and the inner wall at the left and right ends of the annular inner ring gradually increases to the distance between the outer wall and the inner wall of the circular surface.

[0007] Furthermore: the axle is respectively provided with a gear mounting portion and a bearing mounting portion for mounting a driven gear and a second bearing assembly, the annular inner ring in the second bearing assembly is fixed on the bearing mounting portion, and a transition degree is provided on the axle between the gear mounting portion and the bearing mounting portions on both sides thereof, and the transition degree gradually thickens from one end close to the bearing mounting portion to the other end.

[0008] After adopting the above structure, the beneficial effects of the utility model are as follows:

[0009] 1. The driving gear and the driven gear in the utility model adopt double arc gears. Due to the characteristics of the double arc, the axial force is offset inside the arc gear, so that there is no axial force on the driving gear shaft and the axle, which can greatly reduce the weight of the gear box and extend the life of the bearing, thereby improving the maintenance and replacement cycle of the entire device and playing a role in increasing practical performance.

[0010] 2. Since there is no axial force in the utility model, the driving gear bearing and the driven gear bearing can adopt cylindrical bearings that only bear radial force. The characteristic of this bearing is that the axial clearance of the bearing does not need to be strictly controlled. Therefore, during production, the tolerance of the matching parts can be guaranteed within the required range through processing, which can ensure the normal operation of the bearing. There is no need to adjust the clearance, making the assembly process simpler. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] The utility model is further described in detail below in conjunction with the accompanying drawings and specific implementation methods.

[0012] Figure 1 It is a structural schematic diagram of the utility model.

[0013] Figure 2 for Figure 1 A is an enlarged view of the middle image. DETAILED DESCRIPTION

[0014] like Figure 1A new structure of a rail vehicle gear drive device shown in the figure includes a driving shaft 1, an axle 2 and a gear device, wherein the driving shaft is connected to the axle through a gear transmission device and is rotationally driven, and the gear driving device includes a driving gear 3 and a driven gear 4, wherein the driving gear is sleeved on the driving shaft and rotates with it, and the driven gear is sleeved on the axle and meshes with the driving gear, and the driving shaft is rotationally connected in the housing through a first bearing assembly 5, and a first bearing assembly is respectively installed on the driving shafts on the left and right sides of the driving gear, and the driving gear is limited on the driving shaft through the first bearing assemblies on the left and right sides, and the axle passes through the housing and is rotationally connected to the wheel through the second bearing assembly 6, and a second bearing assembly is respectively installed on the axles on the left and right sides of the driven gear, and the driving gear and the driven gear are both double arc gears, and the first bearing assembly and the second bearing assembly are both cylindrical bearing assemblies. The driving gear and the driven gear in the utility model both adopt double arc gears. Due to the characteristics of the double arcs, the axial force is offset inside the arc gears, so that there is no axial force on the driving gear shaft and the axle, which can greatly reduce the weight of the gear box and extend the life of the bearing, thereby improving the maintenance and replacement cycle of the entire device, and playing a role in increasing practical performance; and since there is no axial force in the utility model, the driving gear bearing and the driven gear bearing can adopt cylindrical bearings that only bear radial force. The characteristic of the bearing is that the axial clearance of the bearing does not need to be strictly controlled. Therefore, during production, the tolerance of the matching parts is guaranteed to be within the required range through processing, so that the normal operation of the bearing can be guaranteed, and there is no need to adjust the clearance, making the assembly process simpler.

[0015] like Figure 2 The driving gear shown is mounted on the mounting portion 1-1 of the driving shaft, and two first bearing assemblies are respectively mounted on the mounting portions on the left and right sides of the driving gear. The left and right sides of the driving gear are provided with protrusions 3-1 integrally connected thereto.

[0016] like Figure 1 and Figure 2 The cylindrical bearing assembly shown includes an annular inner ring 7, rollers 8 and an annular outer ring 9. The annular inner ring in the first bearing assembly is fixedly mounted on the mounting portion. The protrusions on the left and right sides of the driving gear are in close contact with the annular inner rings on both sides thereof. The annular outer ring is rotatably connected to the outer side of the annular inner ring through rollers. A plurality of rollers are arranged between the outer wall of the annular inner ring and the inner wall of the annular outer ring. The inner wall of the annular outer ring is provided with mounting grooves matching the rollers. The annular inner ring contacts the rollers through a circular surface arranged on the outer wall. The distance between the outer wall and the inner wall at the left and right ends of the annular inner ring and the distance between the outer wall and the inner wall of the circular surface are gradually increased. The utility model adopts the above structure to facilitate the disassembly and assembly of the cylindrical bearing assembly, and is convenient for later maintenance.

[0017] like Figure 1 The axle shown is provided with a gear mounting part and a bearing mounting part 2-2 for mounting a driven gear and a second bearing assembly, respectively. The annular inner ring in the second bearing assembly is fixedly mounted on the bearing mounting part. A transition part 2-1 is provided on the axle between the gear mounting part and the bearing mounting parts on both sides thereof. The transition part is gradually thickened from one end close to the bearing mounting part to the other end. The utility model adopts the above structure to facilitate the disassembly and assembly of the second bearing assembly, and has the advantages of simple structure, easy manufacturing, practicality and high efficiency.

[0018] The above are only preferred implementations of the utility model. The protection scope of the utility model is not limited to the above embodiments. All technical solutions under the idea of ​​the utility model belong to the protection scope of the utility model. It should be pointed out that for ordinary technicians in this technical field, some improvements and modifications without departing from the principle of the utility model should be regarded as the protection scope of the utility model.

Claims

1. A novel structure of a rail vehicle gear drive device, comprising a drive shaft (1), an axle (2) and a gear device, wherein the drive shaft is connected to the axle through a gear transmission device and drives the axle to rotate, the gear device comprises a driving gear (3) and a driven gear (4), the driving gear is sleeved on the drive shaft and rotates with the drive shaft, and the driven gear is sleeved on the axle and meshes with the driving gear, characterized in that: The driving shaft is rotatably connected in the housing through a first bearing assembly (5), a first bearing assembly is respectively installed on the driving shafts on the left and right sides of the driving gear, the driving gear is restricted on the driving shaft through the first bearing assemblies on the left and right sides, the axle passes through the housing and is rotatably connected to the wheel through a second bearing assembly (6), a second bearing assembly is respectively installed on the axles on the left and right sides of the driven gear, the driving gear and the driven gear are both double arc gears, and the first bearing assembly and the second bearing assembly are both cylindrical bearing assemblies.

2. The novel structure of a rail vehicle gear drive device according to claim 1 is characterized in that: The driving gear is mounted on a mounting portion (1-1) of the driving shaft, and two first bearing assemblies are respectively mounted on the mounting portions on the left and right sides of the driving gear. The left and right sides of the driving gear are provided with protrusions (3-1) integrally connected thereto.

3. A novel structure of a rail vehicle gear drive device according to any one of claims 1 or 2, characterized in that: The cylindrical bearing assembly comprises an annular inner ring (7), a roller (8) and an annular outer ring (9). The annular inner ring in the first bearing assembly is fixedly mounted on the mounting portion. The protrusions on the left and right sides of the driving gear are in close contact with the annular inner rings on both sides thereof. The annular outer ring is rotatably connected to the outer side of the annular inner ring through rollers. A plurality of rollers are arranged between the outer wall of the annular inner ring and the inner wall of the annular outer ring. The inner wall of the annular outer ring is provided with mounting grooves matching the rollers. The annular inner ring is in contact with the rollers through a circular surface arranged on the outer wall. The distance between the outer wall and the inner wall at the left and right ends of the annular inner ring gradually increases to the distance between the outer wall and the inner wall of the circular surface.

4. The novel structure of a rail vehicle gear drive device according to claim 1 is characterized in that: The axle is provided with a gear mounting portion and a bearing mounting portion (2-2) for mounting a driven gear and a second bearing assembly, respectively; an annular mounting seat in the second bearing assembly is fixedly sleeved on the bearing mounting portion; a transition portion (2-1) is provided on the axle between the gear mounting portion and the bearing mounting portions on both sides thereof; the transition portion is gradually thickened from one end close to the bearing mounting portion to the other end.

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