Rail car power transmission device for corrosion prevention of wind driven generator structural component

Abstract

The utility model discloses a rail car power transmission device for corrosion prevention of a wind driven generator structural member, and relates to the technical field of wind power generation. The planetary reducer is connected with the driving motor, and an output shaft of the planetary reducer is fixedly provided with a first chain wheel; a second chain wheel is fixedly mounted on the driving shaft, and the second chain wheel is in transmission connection with the first chain wheel through a roller chain; the driving wheel is connected with the driving shaft; the diameter of the second chain wheel is larger than that of the first chain wheel. High rotating speed and low torque output by the driving motor are converted into low rotating speed and high torque through the planetary reducer, driving force is transmitted to the driving shaft through the large chain wheel and the small chain wheel, the transmission ratio of the planetary reducer is effectively increased, and the rail car can obtain larger driving force.

Description

Technical Field

[0001] The utility model relates to the technical field of wind power generation, in particular to a rail vehicle power transmission device for anti-corrosion of wind power generator structural parts. Background Art

[0002] During the coating and anti-corrosion process of wind power generation structural parts, special rail cars are needed to transport the products. The existing rail cars are generally designed according to the stator and rotor brackets of 1.5MW small wind turbines (mass not more than 10T), using 2kw reduction motor + belt transmission mechanism, and the driving wheel and driven wheel shaft diameter are small. As the wind turbine structural parts develop from 1.5MW to 2.5MW, 4MW, 6MW, 8MW high-power motor structural parts (mass up to 30T), the original rail car belt drive is prone to slippage or breakage, the rail car driving force is insufficient, the rail car operation is unstable, and the axle rigidity is insufficient and occasionally breaks. Utility Model Content

[0003] The technical problem to be solved by the utility model is to overcome the disadvantages of the prior art and provide a rail vehicle power transmission device for anti-corrosion of wind turbine structural parts.

[0004] In order to solve the above technical problems, the technical solution of the utility model is as follows:

[0005] A railcar power transmission device for anti-corrosion of wind turbine structural parts, comprising:

[0006] Drive motor;

[0007] A planetary reducer is connected to the driving motor, and a first sprocket is fixedly mounted on the output shaft of the planetary reducer;

[0008] A driving shaft, on which a second sprocket is fixedly mounted, and the second sprocket is connected to the first sprocket through a roller chain transmission;

[0009] A driving wheel connected to the driving shaft;

[0010] Wherein, the diameter of the second sprocket is greater than the diameter of the first sprocket.

[0011] As an optimal solution of the rail car power transmission device for anti-corrosion of wind turbine structural parts of the utility model, the driving wheel includes a bearing seat, a roller bearing arranged in the bearing seat and a wheel body, the wheel body is connected to the driving shaft through a key, and the driving shaft is connected to the bearing seat through a roller bearing.

[0012] As a preferred solution of the rail vehicle power transmission device for anti-corrosion of wind turbine structural parts of the utility model, the roller bearing is a tapered roller bearing.

[0013] As a preferred solution of the railcar power transmission device for anti-corrosion of wind turbine structural parts of the utility model, the roller bearing is arranged in the mounting hole of the bearing seat, and the bearing end covers are detachably mounted on both sides of the mounting hole.

[0014] As a preferred solution of the rail vehicle power transmission device for anti-corrosion of wind turbine structural parts of the utility model, a spacer sleeve is provided on the outer side of the driving shaft, and the spacer sleeve is located between the wheel body and the roller bearing.

[0015] As a preferred solution of the rail vehicle power transmission device for anti-corrosion of wind turbine structural parts of the utility model, the first sprocket and the second sprocket are both three-row tooth sprockets, and the roller chain is a three-row roller chain.

[0016] As a preferred solution of the rail vehicle power transmission device for anti-corrosion of wind turbine structural parts of the utility model, the diameter of the drive shaft is 80 mm.

[0017] The beneficial effects of the utility model are:

[0018] (1) The utility model converts the high speed and low torque output by the driving motor into low speed and high torque through a planetary reducer, and then transmits the driving force to the driving shaft through two sprockets, one large and one small, effectively increasing the transmission ratio of the planetary reducer and enabling the rail vehicle to obtain greater driving force.

[0019] (2) The utility model adopts three-row roller chains instead of traditional V-belts, which ensures the smooth operation of the rail car and avoids the situation that the original rail car belt transmission is prone to slippage or breakage.

[0020] (3) In the utility model, bearing end covers are detachably installed on both sides of each mounting hole in the bearing seat. The bearing end covers can protect the bearings from being contaminated by steel grit and sand particles during the product anti-corrosion sandblasting process, effectively prolonging the bearing life and preventing the bearings from failing prematurely. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] In order to more clearly illustrate the technical solutions of the embodiments of the utility model, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the utility model. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative labor.

[0022] Figure 1 A schematic diagram of the structure of a rail vehicle power transmission device for anti-corrosion of wind turbine structural parts provided by the utility model;

[0023] Among them: 1. Drive motor; 2. Planetary reducer; 3. First sprocket; 4. Drive shaft; 5. Second sprocket; 6. Bearing seat; 7. Roller bearing; 8. Wheel body; 9. Key; 10. Bearing end cover; 11. Spacer; 12. Drive chain; 13. Limit baffle; 14. Fixing bolt. DETAILED DESCRIPTION

[0024] In order to make the content of the utility model more clearly understood, the utility model is further described in detail below according to specific implementation methods and in combination with the accompanying drawings.

[0025] Figure 1 A schematic diagram of the structure of a rail vehicle power transmission device for wind turbine structural parts corrosion protection provided in an embodiment of the present application. The device includes a drive motor 1, a planetary reducer 2, a drive shaft 4, and a drive wheel. The high speed and low torque output by the drive motor 1 is converted into a low speed and high torque by the planetary reducer 2 and transmitted to the drive shaft 4, which then transmits the power to the drive wheel, so that the drive wheel rolls on the floor cabinet, achieving the purpose of transporting products by the rail vehicle.

[0026] For details, see Figure 1 The output shaft of the planetary reducer 2 is fixedly mounted with a first sprocket 3 through a key 9, a limit baffle 13 and a fixing bolt 14. The first sprocket 3 is coaxially arranged with the output shaft of the planetary reducer 2 and rotates synchronously with the output shaft of the planetary reducer 2.

[0027] A second sprocket 5 is coaxially welded on the outer side of the driving shaft 4. The second sprocket 5 is connected to the first sprocket 3 through a transmission chain 12. When the first sprocket 3 rotates synchronously with the output shaft of the planetary reducer 2, the first sprocket 3 can drive the second sprocket 5 to rotate synchronously through the transmission chain 12, thereby driving the driving shaft 4 to rotate synchronously.

[0028] In this embodiment, the first sprocket 3 and the second sprocket 5 are both three-row tooth sprockets, and the transmission chain 12 is a three-row roller chain. By using a three-row roller chain instead of a traditional V-belt, the railcar is ensured to run smoothly, and the original railcar belt transmission is prevented from slipping or breaking.

[0029] It should be noted that the diameter of the second sprocket 5 is greater than that of the first sprocket 3. The high speed and low torque output by the drive motor 1 is converted into low speed and high torque by the planetary reducer 2, and then transmitted by the first sprocket 3 and the second sprocket 5 to achieve further speed reduction and torque increase, so that the torque of the drive shaft 4 is further increased, so that the rail car obtains greater driving force.

[0030] See also Figure 1The driving wheel includes a bearing seat 6, a roller bearing 7 and a wheel body 8. The wheel body 8 is connected to the driving shaft 4 through a key 9. Both sides of the bearing seat 6 are provided with mounting holes for mounting the roller bearing 7. The driving shaft 4 is connected to the bearing seat 6 through the roller bearing 7. A spacer sleeve 11 is also sleeved on the outer side of the driving shaft 4, and the spacer sleeve 11 is located between the wheel body 8 and the roller bearing 7. The axial distance between the two driving wheels is controlled by the spacer sleeve 11 to match the ground rail spacing.

[0031] It should be noted that the roller bearing 7 adjusts and locks the bearing raceway preload through the shoulder of the bearing seat 6, the shaft diameter of the drive shaft 4, the round nut and the round nut locking washer to ensure that the roller bearing 7 obtains the maximum load-bearing capacity.

[0032] Preferably, bearing end covers 10 are detachably mounted on both sides of each mounting hole. By installing the bearing end covers 10, the bearings can be protected from being contaminated by steel sand and sand particles during the product anti-corrosion sandblasting process, effectively increasing the bearing life and preventing the bearing from failing prematurely.

[0033] In addition, according to the high-power motor structural parts, the quality characteristics and requirements of the rail car, on the basis of the stress analysis and calculation of the rail car structure, the diameter of the drive shaft 4 is increased to 80 mm, and a tapered roller bearing 7 with a larger load-bearing capacity is selected as the supporting bearing of the driving wheel and the driven wheel of the rail car to increase the load-bearing capacity of the rail car.

[0034] Therefore, the technical solution of the present application adopts a three-row roller chain instead of a V-belt transmission to ensure the smooth operation of the rail car; under the premise that the motor power remains unchanged at 2 kW, the transmission ratio of the planetary reducer 2 is increased to enable the rail car to obtain greater driving force; the bearing end cover 10 is added to prevent direct damage to the bearing by steel sand during sandblasting, thereby effectively improving the bearing life.

[0035] In addition to the above embodiments, the present invention may also have other implementation modes; any technical solutions formed by equivalent replacement or equivalent transformation shall fall within the protection scope required by the present invention.

Claims

1. A railcar power transmission device for anti-corrosion of wind turbine structural parts, characterized in that: include: A driving motor (1); A planetary reducer (2) connected to the driving motor (1), wherein the output shaft of the planetary reducer (2) is fixedly mounted with a first sprocket (3); A driving shaft (4) on which a second sprocket (5) is fixedly mounted, and the second sprocket (5) is connected to the first sprocket (3) via a roller chain transmission; A driving wheel connected to the driving shaft (4); Wherein, the diameter of the second sprocket (5) is greater than the diameter of the first sprocket (3).

2. The railcar power transmission device for anti-corrosion of wind turbine structural parts according to claim 1 is characterized in that: The driving wheel comprises a bearing seat (6), a roller bearing (7) arranged in the bearing seat (6), and a wheel body (8); the wheel body (8) is connected to the driving shaft (4) via a key (9); and the driving shaft (4) is connected to the bearing seat (6) via the roller bearing (7).

3. The railcar power transmission device for anti-corrosion of wind turbine structural parts according to claim 2 is characterized in that: The roller bearing (7) is a tapered roller bearing (7).

4. The railcar power transmission device for anti-corrosion of wind turbine structural parts according to claim 2 is characterized in that: The roller bearing (7) is arranged in the mounting hole of the bearing seat (6), and bearing end covers (10) are detachably mounted on both sides of the mounting hole.

5. The railcar power transmission device for anti-corrosion of wind turbine structural parts according to claim 2, characterized in that: The outer side of the driving shaft (4) is provided with a spacer sleeve (11), and the spacer sleeve (11) is located between the wheel body (8) and the roller bearing (7).

6. The railcar power transmission device for anti-corrosion of wind turbine structural parts according to claim 1, characterized in that: The first sprocket (3) and the second sprocket (5) are both three-row tooth sprockets, and the roller chain is a three-row roller chain.

7. The railcar power transmission device for anti-corrosion of wind turbine structural parts according to claim 1, characterized in that: The diameter of the driving shaft (4) is 80 mm.

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