Diesel locomotive gearbox

Abstract

The utility model provides a gearbox of a diesel locomotive, and relates to the technical field of transmission devices. The driving shaft assembly, the first connecting shaft assembly and the second connecting shaft assembly are arranged in the box body, the driving shaft assembly comprises a driving shaft which is rotationally arranged and is in transmission connection with an internal combustion engine of the locomotive, and a first gear and a second gear are coaxially arranged on the driving shaft; the first connecting shaft assembly comprises a first connecting shaft which is rotationally arranged and is in transmission connection with a hydrostatic pump of the locomotive, a third gear meshed with the first gear is coaxially arranged on the first connecting shaft, and the second connecting shaft assembly comprises a second connecting shaft which is rotationally arranged and is in transmission connection with a ventilator of the locomotive; and a fourth gear meshed with the second gear is coaxially arranged on the second connecting shaft. The device is respectively in transmission connection with a hydrostatic pump and a ventilator of a locomotive and realizes transfer speed change.

Description

Technical Field

[0001] The utility model relates to the technical field of transmission devices, in particular to a gearbox for an internal combustion locomotive. Background Art

[0002] A diesel locomotive is a locomotive that uses an internal combustion engine (mainly a diesel engine) as the motive force and drives the wheels through a transmission device. This type of locomotive is equipped with a hydrostatic pump and a cooling fan. The high-pressure oil generated by the hydrostatic pump drives the cooling fan to rotate, and the operation and stop of the cooling fan are automatically controlled by the control of the hydrostatic system temperature control valve, safety valve and other components. This type of locomotive is also equipped with a ventilator for discharging the oil and gas fumes from the diesel engine power room out of the vehicle or for cooling the traction motor. When the hydrostatic pump and ventilator are in operation, the required speed cannot be directly matched with the output end of the diesel engine, which requires a transfer transmission device to achieve this.

[0003] In the prior art, the output end of the gearbox of a diesel locomotive is two hydrostatic pump connecting shafts, and the interior is a one-to-two type spur gear transmission, that is, the driving gear is meshed with two output gears at the same time, and the lubrication method is traditional splash lubrication. Therefore, the transmission ratio of the existing gearbox does not match the above locomotive, and the split speed change cannot be achieved. In addition, its two hydrostatic pump connecting shafts cannot be connected to the ventilator, and the installation structure does not match the above locomotive. There are also disadvantages such as high noise and vibration and low transmission efficiency. Utility Model Content

[0004] The utility model aims to develop a gearbox for an internal combustion locomotive which is respectively connected with a hydrostatic pump and a ventilator of the locomotive in a transmission manner and realizes a split speed change.

[0005] The utility model is achieved through the following technical solutions:

[0006] A gearbox for an internal combustion locomotive, comprising:

[0007] Box; and

[0008] A driving shaft assembly, a first connecting shaft assembly and a second connecting shaft assembly are arranged in the box;

[0009] Wherein, the driving shaft assembly comprises a driving shaft which is rotatably arranged and transmission-connected to the internal combustion engine of the locomotive, and a first gear and a second gear are coaxially arranged on the driving shaft;

[0010] The first connecting shaft assembly includes a first connecting shaft that is rotatably arranged and drivingly connected to the hydrostatic pump of the locomotive, and a third gear that meshes with the first gear is coaxially arranged on the first connecting shaft;

[0011] The second connecting shaft assembly includes a second connecting shaft that is rotatably arranged and drivingly connected to the ventilator of the locomotive, and a fourth gear that meshes with the second gear is coaxially arranged on the second connecting shaft.

[0012] Optionally, a first ball bearing, a first oil seal and a first flange are sequentially arranged on the driving shaft of the first gear away from the second gear, and a first roller bearing is arranged on the driving shaft of the second gear away from the first gear.

[0013] Optionally, a first retaining ring is provided on the side of the first ball bearing close to the first gear, a first end cover is provided on the outside of the first oil seal, a first oil retaining plate is provided on the side close to the first ball bearing, and a second retaining ring is provided on the side of the first roller bearing close to the second gear.

[0014] Optionally, a second ball bearing and a second roller bearing are respectively provided on the first connecting shaft on both sides of the third gear, a third retaining ring is provided on the side of the second ball bearing close to the third gear, a fourth retaining ring is provided on the side of the second roller bearing close to the third gear, a second oil baffle is provided on the first connecting shaft on the side of the second roller bearing away from the third gear, and a fifth retaining ring is provided between the second oil baffle and the second roller bearing.

[0015] Optionally, a first baffle and a first blind cover are provided at the end of the first connecting shaft on the second ball bearing side, and the first blind cover covers the first baffle inside. An internal spline is provided at the end of the first connecting shaft on the second roller bearing side, and the internal spline is connected to the spline of the hydrostatic pump of the locomotive.

[0016] Optionally, a third ball bearing and a third roller bearing are respectively provided on the second connecting shafts on both sides of the fourth gear, a sixth retaining ring is provided on the side of the third ball bearing close to the fourth gear, and a seventh retaining ring is provided on the side of the third roller bearing close to the fourth gear.

[0017] Optionally, a second baffle and a second blind cover are provided at the end of the second connecting shaft on the third ball bearing side, and the second blind cover covers the second baffle inside. A second oil seal and a second flange assembly are also sequentially provided on the second connecting shaft on the side of the third roller bearing away from the fourth gear. The second oil seal is provided with a third oil baffle on the side close to the third roller bearing and a second end cover on the side close to the second flange assembly. The second flange assembly is connected to the locomotive fan flange.

[0018] Optionally, the gearbox further includes a lubrication assembly, which includes a gear oil pump disposed on the housing, and the housing is provided with a circulating oil passage connected to the gear oil pump.

[0019] Optionally, a transmission cover is provided at the end of the driving shaft that is not connected to the internal combustion engine, and a flat groove is provided at the outer end of the transmission cover. The gear oil pump is arranged on a box body on the side of the transmission cover, and the input end of the gear oil pump is a flat head and is inserted into the groove.

[0020] Optionally, the circulating oil channel includes an oil inlet channel and an oil outlet channel arranged on the lower and upper casings of the gear oil pump, the oil inlet channel is provided with an oil filter unit, the oil outlet channel is provided with an oil pipe connecting the oil channels of various components inside the gearbox, and the oil pipe is provided with an oil pressure regulating unit.

[0021] The beneficial effects of the utility model are:

[0022] The first connecting shaft assembly and the second connecting shaft assembly are respectively connected to the hydrostatic pump and the ventilator in a transmission manner, and the input speed requirements of the hydrostatic pump and the ventilator of the locomotive can be met at the same time by configuring different transmission ratios;

[0023] The driving shaft assembly is provided with two gears, which are respectively meshed with the gears on the two connecting shaft assemblies, so as to facilitate the speed adjustment and gear matching according to the speed change of the diesel engine of different models in the later stage. The speed adjustment range is wide, the gears are helical teeth, the transmission between the gears is stable, the transmission efficiency is high, and the noise and vibration generated are small;

[0024] The gear oil pump running with the driving shaft is set to pump oil, which can fully lubricate the bearings and gears inside the gearbox and increase the service life of the whole machine. The oil filter unit can ensure the cleanliness of the lubricating oil and increase the life of the bearings. The oil pressure regulating unit can adjust and maintain the oil pressure in the lubrication pipeline, thereby ensuring that the lubricating oil pressure is within the normal working range and protecting the gear oil pump;

[0025] The first flange component and the second flange component are both connected by interference fit, which is convenient for installation and disassembly. The second connecting shaft component can be connected to different fans by replacing the corresponding connecting flanges, and has a wide range of applications. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0027] Figure 1 This is the structural diagram of the utility model;

[0028] Figure 2 This is the structural diagram of the driving shaft assembly;

[0029] Figure 3 is a structural diagram of the first connecting shaft assembly;

[0030] Figure 4 is a structural diagram of the second connecting shaft assembly;

[0031] Figure 5 This is a structural diagram of the lubrication component.

[0032] Figure numerals: 100, housing; 101, upper housing; 102, lower housing; 200, driving shaft assembly; 201, driving shaft; 202, first gear; 203, second gear; 204, first ball bearing; 205, first retaining ring; 206, first oil baffle plate; 207, first oil seal; 208, first end cover; 209, first flange assembly; 210, first roller bearing; 211, second retaining ring; 300, first connecting shaft assembly; 301, first connecting shaft; 302, third gear; 303, first baffle plate; 304, first cover; 305, second oil baffle plate; 306, second ball bearing; 307, third retaining ring; 308, second roller bearing; 309, fourth gear ring; 310, the fifth retaining ring; 400, the second connecting shaft assembly; 401, the second connecting shaft; 402, the fourth gear; 403, the sixth retaining ring; 404, the third ball bearing; 405, the second baffle; 406, the second cover; 407, the third roller bearing; 408, the third oil baffle plate; 409, the second oil seal; 410, the second end cover; 411, the second flange assembly; 412, the seventh retaining ring; 500, the lubrication assembly; 501, the gear oil pump; 502, the oil filter unit; 503, the oil pressure regulating unit; 504, the oil pipe; 505, the oil inlet channel; 506, the oil outlet channel; 507, the oil drain plug; 508, the oil mark; 509, the breather cap; 510, the transmission cover; 511, the oil pump seat. DETAILED DESCRIPTION

[0033] In the following, only some exemplary embodiments are briefly described. As those skilled in the art will appreciate, the described embodiments may be modified in various ways without departing from the spirit or scope of the invention. Therefore, the drawings and descriptions are considered to be exemplary and non-restrictive in nature.

[0034] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation to the present invention.

[0035] The embodiments of the present utility model are described in detail below with reference to the accompanying drawings.

[0036] like Figures 1 to 5As shown, the utility model discloses a diesel locomotive gearbox, including a box body 100, in which a driving shaft assembly 200 and a first connecting shaft assembly 300 and a second connecting shaft assembly 400 which are transmission-connected thereto are arranged. The first connecting shaft assembly 300 and the second connecting shaft assembly 400 can be transmission-connected to a hydrostatic pump and a ventilator, respectively.

[0037] The housing 100 includes an upper housing 101 and a lower housing 102 which are detachably connected. The upper housing 101 and the lower housing 102 are connected as a whole by bolts. A mounting seat 103 is provided at the bottom of the lower housing 102. The mounting seat 103 is connected to the locomotive body by bolts to realize the installation of the gearbox.

[0038] The driving shaft assembly 200 includes a driving shaft 201 rotatably disposed in the housing 100, a first gear 202 and a second gear 203 are coaxially disposed on the driving shaft 201 and connected thereto by interference fit, a first ball bearing 204, a first oil seal 207 and a first flange assembly 209 are sequentially disposed on the driving shaft 201 on the side of the first gear 202 away from the second gear 203, the first flange assembly 209 is connected to the driving shaft 201 by interference fit, and the first flange assembly 209 is connected to the free end flange of the locomotive internal combustion engine. A first retaining ring 205 is disposed on the side of the first ball bearing 204 close to the first gear 202, a first end cover 208 is disposed on the outer side of the first oil seal 207, and a first oil baffle plate 206 is disposed on the side of the first oil seal 207 close to the first ball bearing 204.

[0039] A first roller bearing 210 is disposed on the driving shaft 201 at a side of the second gear 203 away from the first gear 202 , and a second retaining ring 211 is disposed at a side of the first roller bearing 210 close to the second gear 203 .

[0040] The first connecting shaft assembly 300 is arranged on one side of the driving shaft assembly 200, including a first connecting shaft 301 rotatably arranged in the housing 100 and parallel to the driving shaft 201, a third gear 302 is coaxially provided on the first connecting shaft 301 and connected thereto by interference fit, the position of the third gear 302 corresponds to the first gear 202 and the two are meshed, and a second ball bearing 306 and a second roller bearing 308 are respectively provided on the first connecting shaft 301 on both sides of the third gear 302.

[0041] In the axial direction of the first connecting shaft 301, the second ball bearing 306 is located on the side of the third gear 302 close to the first flange assembly 209, and a third retaining ring 307 is provided on the side of the second ball bearing 306 close to the third gear 302. A first baffle 303 and a first cover 304 are provided at the end of the first connecting shaft 301 on the side of the second ball bearing 306, and the first cover 304 covers the first baffle 303 inside.

[0042] A fourth retaining ring 309 is provided on the side of the second roller bearing 308 close to the third gear 302, a second oil baffle plate 305 is also provided on the first connecting shaft 301 on the side of the second roller bearing 308 away from the third gear 302, a fifth retaining ring 310 is provided between the second oil baffle plate 305 and the second roller bearing 308, and an internal spline is provided on the end of the first connecting shaft 301 on the side of the second roller bearing 308, and the internal spline can be connected to the spline of the locomotive static hydraulic pump.

[0043] The second connecting shaft assembly 400 is arranged on the side of the driving shaft assembly 200 away from the first connecting shaft assembly 300. The second connecting shaft assembly 400 includes a second connecting shaft 401 rotatably arranged in the housing 100. The second connecting shaft 401 is coaxially provided with a fourth gear 402 connected thereto by interference fit. The position of the fourth gear 402 corresponds to the second gear 203 and the two are meshed. A third ball bearing 404 and a third roller bearing 407 are respectively provided on the second connecting shaft 401 on both sides of the fourth gear 402.

[0044] In the axial direction of the second connecting shaft 401, the third ball bearing 404 is located on the side of the fourth gear 402 close to the first flange assembly 209, and a sixth retaining ring 403 is provided on the side of the third ball bearing 404 close to the fourth gear 402. A second baffle 405 and a second blind cover 406 are provided at the end of the second connecting shaft 401 on the side of the third ball bearing 404, and the second blind cover 406 covers the second baffle 405 inside.

[0045] A seventh retaining ring 412 is provided on the side of the third roller bearing 407 close to the fourth gear 402, and a second oil seal 409 and a second flange assembly 411 are sequentially provided on the second connecting shaft 401 on the side of the third roller bearing 407 away from the fourth gear 402. The second flange assembly 411 is connected to the second connecting shaft 401 by interference fit, and a third oil baffle plate 408 is provided on the side of the second oil seal 409 close to the third roller bearing 407, and a second end cover 410 is provided on the side of the second oil seal 409 close to the second flange assembly 411, and the second flange assembly 411 is flange-connected to the locomotive fan.

[0046] The first gear 202 , the second gear 203 , the third gear 302 and the fourth gear 402 are all helical gears. A bearing seat matching with the bearing is provided at a corresponding position in the housing 100 , and a lubrication component 500 is also provided on the gearbox.

[0047] The lubrication assembly 500 includes a transmission cover 510 disposed on the end of the driving shaft 201 away from the first flange component 209, and a strip-shaped flat groove is disposed on the outer end of the transmission cover 510. An oil pump seat 511 is disposed on the housing 100 on the side of the transmission cover 510, and a gear oil pump 501 is disposed on the oil pump seat 511. The input end of the gear oil pump 501 is a rectangular flat head, and the input end is inserted into the groove of the transmission cover 510, so that the driving shaft 201 rotates and drives the gear oil pump 501. The lower housing 102 and the upper housing 101 are respectively provided with an oil inlet 505 and an oil outlet 506, and the oil inlet 505 is communicated with the lower part of the lower housing 102, and an oil filter unit 502 is disposed on the oil inlet 505, and the oil inlet 505 is communicated with the oil inlet of the gear oil pump 501, and the oil outlet 506 is communicated with the oil outlet of the gear oil pump 501, and the oil outlet 506 extends to the upper part of the upper housing 101. The upper box 101 is provided with an oil pipe 504 connected to the oil outlet 506, and an oil pressure regulating unit 503 is provided on the oil pipe 504. The oil pipe 504 is connected to the oil passages of other components such as the bearing seats in the gearbox. The lower box 102 is provided with an oil drain plug 507 for draining the lubricating oil in the gearbox and an oil gauge 508 for observing the lubricating oil level in the gearbox on both sides, and a breathable cap 509 is provided on both sides of the top of the upper box 101 for breathing and oiling the gearbox.

[0048] The driving shaft 201 rotates with the operation of the internal combustion engine. Through the meshing transmission of the first gear 202 and the third gear 302, and the meshing transmission of the second gear 203 and the fourth gear 402, the first connecting shaft 301 and the second connecting shaft 401 rotate accordingly. The first connecting shaft 301 drives the static hydraulic pump to operate and drives the cooling fan to operate through the spline connection, and the second connecting shaft 401 drives the ventilator to operate through the flange connection. The gear oil pump 501 operates under the drive of the driving shaft 201, so that the lubricating oil circulates in the gear oil pump 501. The oil inlet 505 sucks the lubricating oil at the lower part of the housing 100, and is drawn into the gear oil pump 501 after being filtered by the oil filter unit 502. The lubricating oil enters the oil pipe 504 from the oil outlet 506, and is then sent to each bearing seat in the gearbox by the oil pipe 504. The lubricating oil flows to the lower part in the gearbox and then circulates into the oil inlet 505. The oil pressure in the lubrication pipeline can be adjusted and maintained by the oil pressure regulating unit 503 , thereby ensuring that the lubrication oil pressure is within a normal working range and protecting the gear oil pump 501 .

[0049] The beneficial effects of the utility model are as follows:

[0050] The first connecting shaft assembly 300 and the second connecting shaft assembly 400 are respectively connected to the hydrostatic pump and the ventilator in transmission, and can simultaneously meet the input speed requirements of the hydrostatic pump and the ventilator of the locomotive by configuring different transmission ratios;

[0051] The driving shaft assembly 200 is provided with two gears, which are respectively meshed and connected with the gears on the two connecting shaft assemblies, so as to facilitate the speed adjustment and gear matching according to the speed change of the diesel engine of different models in the later stage. The speed adjustment range is wide, the gears are helical teeth, the transmission between the gears is stable, the transmission efficiency is high, and the noise and vibration generated are small;

[0052] The gear oil pump 501 running with the driving shaft 201 is provided to pump oil, which can fully lubricate the bearings and gears inside the gearbox and improve the service life of the whole machine. The oil filter unit 502 can ensure the cleanliness of the lubricating oil and improve the service life of the bearings. The oil pressure in the lubrication pipeline can be adjusted and maintained by the oil pressure regulating unit 503, thereby ensuring that the lubricating oil pressure is within the normal working range and protecting the gear oil pump 501.

[0053] The first flange assembly 209 and the second flange assembly 411 are both connected by interference fit, which is convenient for installation and disassembly. The second connecting shaft assembly 400 can be connected to different fans by replacing the corresponding connecting flanges, and has a wide range of applications.

[0054] The above embodiments are only preferred embodiments of the present utility model and are not limitations on the technical solutions of the present utility model. Any technical solution that can be implemented on the basis of the above embodiments without creative work should be deemed to fall within the scope of protection of the patent of the present utility model.

Claims

1. A gearbox for a diesel locomotive, characterized in that: include: Box; and A driving shaft assembly, a first connecting shaft assembly and a second connecting shaft assembly are arranged in the box; Wherein, the driving shaft assembly comprises a driving shaft which is rotatably arranged and transmission-connected to the internal combustion engine of the locomotive, and a first gear and a second gear are coaxially arranged on the driving shaft; The first connecting shaft assembly includes a first connecting shaft that is rotatably arranged and drivingly connected to the hydrostatic pump of the locomotive, and a third gear that meshes with the first gear is coaxially arranged on the first connecting shaft; The second connecting shaft assembly includes a second connecting shaft that is rotatably arranged and drivingly connected to the ventilator of the locomotive, and a fourth gear that meshes with the second gear is coaxially arranged on the second connecting shaft.

2. The internal combustion engine transmission according to claim 1, characterized in that: A first ball bearing, a first oil seal and a first flange are arranged in sequence on the driving shaft of the first gear away from the second gear, and a first roller bearing is arranged on the driving shaft of the second gear away from the first gear.

3. The diesel locomotive gearbox according to claim 2, characterized in that: A first retaining ring is provided on the side of the first ball bearing close to the first gear, a first end cover is provided on the outside of the first oil seal, a first oil retaining plate is provided on the side close to the first ball bearing, and a second retaining ring is provided on the side of the first roller bearing close to the second gear.

4. The diesel locomotive gearbox according to claim 1, characterized in that: A second ball bearing and a second roller bearing are respectively provided on the first connecting shaft on both sides of the third gear, a third retaining ring is provided on the side of the second ball bearing close to the third gear, a fourth retaining ring is provided on the side of the second roller bearing close to the third gear, a second oil baffle is provided on the first connecting shaft on the side of the second roller bearing away from the third gear, and a fifth retaining ring is provided between the second oil baffle and the second roller bearing.

5. The diesel locomotive gearbox according to claim 4, characterized in that: The first connecting shaft end on the second ball bearing side is provided with a first baffle and a first blind cover, the first blind cover covers the first baffle inside, and the first connecting shaft end on the second roller bearing side is provided with an internal spline, and the internal spline is connected to the static hydraulic pump spline of the locomotive.

6. The diesel locomotive gearbox according to claim 1, characterized in that: A third ball bearing and a third roller bearing are respectively provided on the second connecting shafts on both sides of the fourth gear. A sixth retaining ring is provided on the side of the third ball bearing close to the fourth gear. A seventh retaining ring is provided on the side of the third roller bearing close to the fourth gear.

7. The diesel locomotive gearbox according to claim 6, characterized in that: A second baffle and a second blind cover are provided at the end of the second connecting shaft on the third ball bearing side, and the second blind cover covers the second baffle inside. A second oil seal and a second flange assembly are also sequentially provided on the second connecting shaft on the side of the third roller bearing away from the fourth gear. The second oil seal is provided with a third oil baffle on the side close to the third roller bearing and a second end cover on the side close to the second flange assembly. The second flange assembly is connected to the locomotive fan flange.

8. The internal combustion locomotive gearbox according to any one of claims 1 to 7, characterized in that: The gearbox also includes a lubrication assembly, which includes a gear oil pump arranged on the box body, and a circulating oil channel connected to the gear oil pump is provided on the box body.

9. The diesel locomotive gearbox according to claim 8, characterized in that: The end of the driving shaft that is not connected to the internal combustion engine is provided with a transmission cover, and the outer end of the transmission cover is provided with a flat groove. The gear oil pump is arranged on the box body on the side of the transmission cover, and the input end of the gear oil pump is a flat head and inserted into the groove.

10. The diesel locomotive gearbox according to claim 8, characterized in that: The circulating oil passage includes an oil inlet passage and an oil outlet passage arranged on the lower and upper casings of the gear oil pump, an oil filter unit is arranged on the oil inlet passage, an oil pipe connecting the oil passages of various components inside the gearbox is arranged on the oil outlet passage, and an oil pressure regulating unit is arranged on the oil pipe.

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