Gear clutch device for axle driven by permanent magnet motor of railway vehicle

Abstract

The utility model discloses a gear clutch device for an axle driven by a permanent magnet motor of a railway vehicle, which belongs to the field of rail transit equipment and comprises a three-phase permanent magnet motor, a gear box, an axle, a clutch and a thrust component. The gearbox includes a gear input shaft, an input gear, and an output gear. The axle penetrates through the output gear and then is rotationally connected with the output gear. The driving part of the clutch is fixedly connected with the output gear, and the freedom degree of sliding in the axle direction only exists between the driven part of the clutch and the axle. The thrust assembly is arranged on the periphery of the axle and used for controlling separation and reunion of the driving part and the driven part. According to the scheme, the clutch is arranged between the output gear of the gearbox and the axle, so that a clutch structure with a compact space is formed. And when the three-phase permanent magnet motor is in a fault state, the clutch is separated from a linkage state, so that damage to wheels and steel rails is avoided.

Description

Technical Field

[0001] The utility model belongs to the field of rail transit equipment, and specifically relates to a gear clutch device for an axle driven by a permanent magnet motor of a rail vehicle. Background Technique

[0002] With the application of three-phase permanent magnet motors in rail transit vehicles, the efficiency of the drive motors has been greatly improved (from 90% - 93% of three-phase asynchronous motors to 98% - 99% of three-phase permanent magnet motors). Therefore, the application proportion of three-phase permanent magnet motors in rail transit is also increasing. When the rotor rotates, since there are permanent magnets in the rotor of a three-phase permanent magnet motor, excitation always exists, so the motor always has two states: the motor state and the generator state. While when the rotor of a three-phase asynchronous motor rotates, the motor state and the generator state only exist when there is excitation in the stator winding. If there is no excitation in the stator winding, the three-phase asynchronous motor is neither in the motor state nor in the generator state, but in an idling state.

[0003] Currently, the drive mode of three-phase permanent magnet motors in rail transit vehicles is generally that the three-phase permanent magnet motor is connected to the input shaft of the gearbox through a coupling, and the two ends of the output shaft of the gearbox are directly press-fitted with wheels, and the wheels run on the track. When a three-phase permanent magnet motor has a fault such as a phase loss or the inverter driving the permanent magnet motor has a fault such as a phase loss, if the vehicle is in the traction state, the output driving torque of the three-phase permanent magnet motor is discontinuous, and the impact vibration is very large, which will cause damage to the wheels and rails, and will also generate a very loud noise; if the vehicle is in the braking state and the rail vehicle has not stopped running, the rail will drive the wheels to rotate, and the wheels will drive the three-phase permanent magnet motor to always be in the generator state through the axle and the gearbox transmission. Unlike a three-phase asynchronous motor, it cannot be isolated and not in the generator state. At this time, the three-phase permanent magnet motor will output a phase-loss electric braking power supply to the inverter, which will also cause the braking adhesion between the wheels and the rails to be discontinuous, and the impact vibration is also very large, which will also cause damage to the wheels and rails and generate a very loud noise. Even when the three-phase permanent magnet motor is in the generator state, it will push up the potential of the permanent magnet motor, and then burn out the three-phase permanent magnet motor.

[0004] In view of the great harm caused by faults such as phase loss in three-phase permanent magnet motors or faults such as phase loss in the inverters driving the permanent magnet motors, it is very necessary to set a clutch between the axle and the three-phase permanent magnet motor. However, due to the space limitation of the bogie in rail transit vehicles, it is difficult to set a clutch between the axle and the three-phase permanent magnet motor or the operation of the clutch is very inconvenient. Content of the Utility Model

[0005] The purpose of the utility model is to provide a gear clutch device for an axle driven by a permanent magnet motor of a rail vehicle to solve the problems proposed in the above-mentioned prior art.

[0006] Provided is a gear clutch device for an axle driven by a permanent magnet motor of a rail vehicle, comprising:

[0007] A three-phase permanent magnet motor;

[0008] A gearbox, an output gear is arranged at the output end of the gearbox, and the output gear is in transmission connection with the drive shaft of the three-phase permanent magnet motor through the gearbox;

[0009] An axle, the axle penetrates through the output gear and is rotatably connected with the output gear;

[0010] A clutch, the active part of the clutch is fixedly connected with the output gear, and there is only a degree of freedom of sliding along the axle direction between the driven part of the clutch and the axle;

[0011] A thrust assembly, the thrust assembly is arranged around the axle for controlling the engagement and disengagement of the active part and the driven part.

[0012] As a further solution of the present utility model: It further comprises a plurality of pressing mechanisms, and the plurality of pressing mechanisms are arranged between the axle and the driven part for making the driven part have a tendency to move towards the active part. The function of the pressing mechanism is that when the vehicle is in a normal state, it presses the driven part and the active part of the clutch to be in a fully linked state, ensuring that the clutch continuously transmits the driving torque of the gearbox to the axle and preventing the active part and the driven part from disengaging.

[0013] As a further solution of the present utility model: The pressing mechanism is a compression spring or an air spring, a stop plate extends out from the side wall of the axle, and both ends of the plurality of pressing mechanisms are fixedly connected with the stop plate and the driven part respectively. Through the elastic potential energy of the compression spring or the air spring, a pressing force is continuously provided to the driven part.

[0014] The compression spring is a spiral spring made of metal, with high material strength, capable of withstanding high loads and repeated compression and stretching. The elastic force of the compression spring does not require an additional adjustment mechanism, has stable elastic performance, and a long service life.

[0015] The air spring is made of rubber and fabric materials and is filled with compressed air inside. By adjusting the internal air pressure through the air source assembly, the stiffness and height of the spring can be easily adjusted to adapt to different loads and usage conditions. The air spring has good shock absorption performance and can effectively absorb shocks and vibrations.

[0016] As a further solution of the present utility model: The driven part extends towards the direction away from the active part to form a driven shaft, the driven shaft is connected with the axle through a spline, and the driven shaft can slide along the length direction of the axle. The spline connection method can effectively transmit torque between the driven shaft and the axle without interfering with the sliding degree of freedom of the driven shaft on the axle.

[0017] As a further solution of the present utility model: a baffle is arranged on the periphery of the driven shaft, and the thrust assembly can drive the baffle to drive the driven shaft to slide on the axle. The baffle serves as a transition structure, providing an application surface for the force of the thrust assembly, and transmitting the force of the thrust assembly to the driven shaft to drive the driven shaft to move.

[0018] As a further solution of the present utility model: the pressing assembly and the thrust assembly are arranged in the gearbox at the same time. When the thrust assembly drives the baffle to move, the thrust assembly needs to overcome the pressing force of the pressing assembly so that the baffle can drive the driven part to disengage from the driving part. After the thrust assembly releases the baffle, the driven part is re-linked with the driving part under the pressing of the pressing assembly to achieve automatic control.

[0019] As a further solution of the present utility model: the thrust assembly includes a number of actuating mechanisms arranged along the circumferential direction of the axle. A thrust stop block is arranged on the driving shaft of the actuating mechanism, and the thrust stop block can contact the side of the baffle close to the driven part. The actuating mechanism is fixed on the housing of the gearbox. The actuating mechanism is one of a hydraulic cylinder, a pneumatic cylinder or an electric cylinder. The driving shaft (piston rod) of the actuating mechanism serves as a driving part to drive the thrust stop block to move, and transmits the acting force to the baffle through the thrust stop block.

[0020] As a further solution of the present utility model: the number of the actuating mechanisms is at least 2 and they are evenly arranged along the circumferential direction of the axle to ensure that when the actuating mechanism transmits the acting force to the driven part, eccentric loads are avoided on the driven part, resulting in large local stresses between the driven part and the axle, thus causing phenomena such as sliding jamming between the driven part and the axle and wear of the axle.

[0021] As a further solution of the present utility model: the thrust assembly includes a number of electromagnetic assemblies arranged along the circumferential direction of the axle, and the baffle is made of metal. An electromagnetic coil is arranged in the electromagnetic assembly, and by energizing the electromagnetic assembly to generate a magnetic field, an adsorption effect can be produced on the baffle, thereby driving the driven part to slide.

[0022] As a further solution of the present utility model: the baffle is rotatably connected to the driven shaft through a bearing. When the thrust assembly starts to contact and push the baffle, mutual acting forces will be generated between the thrust assembly and the baffle. At this time, if the baffle is fixedly connected to the driven shaft, rotational friction will be generated between the baffle and the thrust assembly, resulting in rapid wear of the baffle and the thrust assembly and reducing the service life. Therefore, a bearing needs to be arranged between the baffle and the driven shaft. When the baffle and the thrust assembly interact, the frictional force between the baffle and the thrust assembly is greater than the frictional force between the baffle and the driven shaft, so that the baffle and the thrust assembly are in a relatively static state, thus playing a role in protecting the baffle and the thrust assembly.

[0023] As a further solution of the utility model: The bearing between the baffle and the driven shaft is a thrust roller bearing. Since the baffle needs to push the driven shaft to move on the axle, an axial force in the axial direction of the axle will be generated between the baffle and the driven shaft. Ordinary bearings are usually only used to bear the force in the rotational direction and are not conducive to bearing lateral forces. A thrust roller bearing is a rolling bearing used to bear axial loads (thrust). The rollers of this bearing are cylindrical, and the rollers on both sides are arranged symmetrically at a certain angle with the shaft ring and can be used to bear relatively high axial loads.

[0024] As a further solution of the utility model: The output gear and the axle are rotationally connected through a thrust roller bearing. When the driven part presses on the driving part, the driving part will transmit this force to the output gear. Therefore, an axial force in the axial direction of the axle will be generated between the output gear and the axle. Therefore, to overcome this axial force, the output gear and the axle are connected through a thrust roller bearing. The specific structure and function of the thrust roller bearing have been described above and will not be elaborated in detail here. Under the action of the thrust roller bearing, the lateral bearing capacity between the output gear and the axle can be improved, and the running stability and the life of the gear can be enhanced.

[0025] As a further solution of the utility model: The clutch is a jaw clutch. The driving part and the output gear are integrally formed, and the driven part can be mutually engaged with the driving part. The integral formation of the driving part and the output gear can enable the output gear to better transmit torque to the driving part, improve the structural strength of the driving part, enhance the structural compactness of the clutch, save installation space, and reduce the assembly difficulty between the clutch and the output gear.

[0026] Compared with the prior art, the beneficial effects of the utility model are as follows:

[0027] In this solution, a clutch is arranged between the output gear of the gearbox and the axle, forming a spatially compact clutch structure.

[0028] When the three-phase permanent magnet motor is normal or the inverter driving the permanent magnet motor is normal, and the vehicle is in the traction state, the driving torque of the three-phase permanent magnet motor can be transmitted to the wheels through the transmission of the gearbox, the full-linkage state of the clutch, and the axle in sequence, realizing the rolling of the wheels on the track; when the vehicle is in the braking state and the rail vehicle has not stopped running, the braking torque of the vehicle on the track is transmitted to the three-phase permanent magnet motor through the axle, the full-linkage state of the clutch, and the transmission of the gearbox in sequence, driving the three-phase permanent magnet motor to be in the generator state.

[0029] When the three-phase permanent magnet motor is in a fault such as a phase loss or the inverter driving the permanent magnet motor is in a fault such as a phase loss, the thrust assembly can make the clutch on the axle in a non-linkage state. At this time, in the traction state, the driving torque of the three-phase permanent magnet motor cannot be transmitted to the axle and the wheels through the clutch, avoiding damage to the wheels and the rail; when the vehicle is in the braking state and the rail vehicle has not stopped running, the rotational torque of the wheels driving the axle cannot be transmitted to the faulty three-phase permanent magnet motor through the clutch and the gearbox, also avoiding damage to the wheels and the rail. Description of the Drawings

[0030] In order to more clearly illustrate the technical solutions in the embodiments of the present drawings or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the following-described drawings are only some embodiments of the present drawings. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on the structures shown in these drawings.

[0031] Figure 1 It is a schematic diagram of the overall structure of the gear clutch device for the axle provided by the present utility model;

[0032] Figure 2 It is a schematic diagram of a partial structure of the gear clutch device for the axle provided by the present utility model.

[0033] In the figure: 1. Three-phase permanent magnet motor; 2. Gearbox; 21. Gear input shaft; 22. Input gear; 3. Axle; 31. Stop plate; 4. Clutch; 41. Active part; 42. Driven part; 421. Driven shaft; 422. Baffle; 5. Thrust assembly; 51. Actuator; 52. Thrust stop block; 6. Compression mechanism; 7. Output gear. Detailed Embodiments

[0034] In order to make the purpose, technical solutions and advantages of the present application clearer, the following will describe and explain the present application in combination with the drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application. Based on the embodiments provided by the present application, all other embodiments obtained by those of ordinary skill in the art without creative efforts belong to the scope of protection of the present application.

[0035] Obviously, the accompanying drawings in the following description are only some examples or embodiments of the present application. For those of ordinary skill in the art, without creative efforts, the present application can also be applied to other similar scenarios based on these drawings. In addition, it can also be understood that although the efforts made in such a development process may be complex and lengthy, for those of ordinary skill in the art related to the content disclosed in the present application, some design, manufacturing, or production changes based on the technical content disclosed in the present application are only conventional technical means and should not be understood as insufficient disclosure of the content of the present application.

[0036] However, there will be cases where unnecessary details are omitted. For example, there are cases where details of well-known matters are omitted and repeated descriptions of actually identical structures are omitted. This is to avoid the following description from becoming unnecessarily lengthy and to facilitate the understanding of those skilled in the art. In addition, the accompanying drawings and the following description are provided for those skilled in the art to fully understand the present application and are not intended to limit the subject matter recited in the claims.

[0037] Please refer to Figure 1-2 As shown, in an embodiment of the present utility model, a gear clutch device for an axle driven by a permanent magnet motor of a rail vehicle includes a three-phase permanent magnet motor 1, a gearbox 2, an axle 3, a clutch 4, and a thrust assembly 5. An output gear 7 is provided at the output end of the gearbox 2, and the output gear 7 is in transmission connection with the drive shaft of the three-phase permanent magnet motor 1 through the gearbox 2. The axle 3 passes through the output gear 7 and is rotatably connected to the output gear 7. The active part 41 of the clutch 4 is fixedly connected to the output gear 7, and there is only a degree of freedom for sliding along the direction of the axle 3 between the driven part 42 of the clutch 4 and the axle 3. The thrust assembly 5 is arranged around the axle 3 to control the engagement and disengagement of the active part 41 and the driven part 42.

[0038] Specifically, the gearbox 2 includes a gear input shaft 21 and an input gear 22. The drive shaft of the three-phase permanent magnet motor 1 is fixedly connected to the center of the input gear 22 through the gear input shaft 21, and the drive shaft of the three-phase permanent magnet motor 1 drives the output gear 7 to rotate through the meshing action of the input gear 22 with the output gear 7.

[0039] The three-phase permanent magnet motor 1 can be fixedly connected to the gear input shaft 21 of the gearbox 2 through a coupling. After the gear input shaft 21 fixedly passes through the center of the input gear 22, both ends of the gear input shaft 21 are rotatably connected to the housing of the gearbox 2 through bearings. Therefore, when the drive shaft of the three-phase permanent magnet motor 1 rotates, the drive shaft transmits torque to the input gear 22 through the gear input shaft 21, thereby driving the input gear 22 to rotate. Under the meshing action of the input gear 22 and the output gear 7, the input gear 22 drives the output gear 7 to rotate.

[0040] The output gear 7 is rotatably connected to the axle 3 through bearings. The output gear 7 cannot move laterally on the axle 3 but can rotate freely. Therefore, the output gear 7 cannot directly transmit torque to the axle 3. The side wall of the output gear 7 serves as the active part 41 of the clutch 4 or is fixedly connected to the active part 41. When the active part 41 and the driven part 42 are in a fully linked state, the active part 41 transmits torque to the driven part 42, and the driven part 42 then transmits torque to the axle 3. Only then can the output gear 7 transmit torque to the axle 3. When the active part 41 and the driven part 42 are in a non-linked state, torque cannot be transmitted between the active part 41 and the driven part 42. At this time, the output gear 7 and the axle 3 are in a disengaged state and cannot transmit torque.

[0041] When the vehicle is in a fault-free state, there is a certain distance between the thrust assembly 5 and the driven part 42 and they do not come into contact. When the three-phase permanent magnet motor 1 has a fault such as a phase loss or the inverter driving the permanent magnet motor has a fault such as a phase loss, the thrust assembly 5 starts to contact the driven part 42 and drives the driven part 42 to disengage from the active part 41, so that torque cannot be transmitted between the three-phase permanent magnet motor 1 and the axle 3.

[0042] The gearbox 2 is also provided with a pressing mechanism 6. A number of pressing mechanisms 6 are arranged between the axle 3 and the driven part 42 to make the driven part 42 tend to move towards the active part 41. When the three-phase permanent magnet motor 1 is normal or the inverter driving the three-phase permanent magnet motor 1 is normal, the driven part 42 of the clutch 4 is linked with the active part 41 on the output gear 7 through the lateral force generated by the pressing mechanism 6, realizing the fully linked state of the clutch 4, thereby realizing the transmission of torque between the output gear 7 and the axle 3, and also realizing the transmission of torque between the three-phase permanent magnet motor 1 and the axle 3.

[0043] When the three-phase permanent magnet motor 1 has a fault such as a phase loss or the inverter driving the three-phase permanent magnet motor 1 has a fault such as a phase loss, the thrust assembly 5 starts and overcomes the lateral pressing force of the pressing mechanism 6, driving the driven part 42 to move laterally away from the active part 41, realizing the non-linked state of the clutch 4, and disconnecting the transmission of torque between the output gear 7 and the axle 3, as well as disconnecting the transmission of torque between the three-phase permanent magnet motor 1 and the axle 3.

[0044] Furthermore, the pressing mechanism 6 is a compression spring or an air spring. A stop plate 31 extends from the side wall of the axle 3. The two ends of a number of pressing mechanisms 6 are respectively fixedly connected to the stop plate 31 and the driven part 42. There can be multiple pressing mechanisms 6, and the multiple pressing mechanisms 6 are evenly arranged along the circumference of the axle 3. The stop plate 31 and the driven part 42 are provided with a number of positioning holes along the circumference of the axle 3, and the pressing mechanism 6 is clamped in the positioning holes between the stop plate 31 and the driven part 42. There can be one pressing mechanism 6. The compression spring or the air spring surrounds the periphery of the axle 3 as a whole and is clamped between the stop plate 31 and the driven part 42.

[0045] The driven part 42 extends in a direction away from the driving part 41 to form a driven shaft 421, and the driven shaft 421 is connected to the axle 3 through a spline, and the driven shaft 421 can slide along the length direction of the axle 3. The driven shaft 421 can increase the connection area between the driven part 42 and the axle 3, thereby improving the torque transmission effect. The spline connection method ensures the transmission of torque and does not interfere with the sliding of the driven part 42 on the axle 3.

[0046] In addition, the driven shaft 421 provides a platform for the compression mechanism 6 or other functional components. Specifically, a baffle 422 is provided on the periphery of the driven shaft 421, and the thrust assembly 5 can drive the baffle 422 and then drive the driven shaft 421 to slide on the axle 3. The baffle 422 and the driven shaft 421 can be fixedly connected or rotatably connected, so that the baffle 422 can drive the driven shaft 421 to move in the direction of the axle 3. When the three-phase permanent magnet motor 1 or the inverter is in a normal working state, the thrust assembly 5 and the baffle 422 are separated by a certain distance. When the three-phase permanent magnet motor 1 or the inverter is in an abnormal working state, the thrust assembly 5 contacts the baffle 422 and drives the driven part 42 to slide through the baffle 422, so as to solve the problem that the thrust assembly 5 has no force point on the driven part 42.

[0047] In one embodiment, the thrust assembly 5 includes a plurality of actuators 51 arranged along the circumference of the axle 3, and a thrust block 52 is provided on the driving shaft of the actuator 51, and the thrust block 52 can contact with the side of the baffle 422 close to the driven part 42. The actuator 51 is one of a hydraulic cylinder, a pneumatic cylinder or an electric cylinder, and the driving shaft of the actuator 51 can drive the thrust block 52 to move relative to the baffle 422. When the thrust block 52 contacts the baffle 422 and applies a force to the baffle 422, the baffle 422 overcomes the pressure of the pressing mechanism 6 under the drive of the thrust block 52, so that the driven part 42 moves on the axle 3. This driving method has a simple structure, and the plurality of actuators 51 can achieve the effect of automatic control by being electrically connected to the three-phase permanent magnet motor 1. When the three-phase permanent magnet motor 1 is abnormal, the three-phase permanent magnet motor 1 sends an electrical signal to the plurality of actuators 51, so that the driving shafts of the plurality of actuators 51 operate synchronously, thereby making the baffle 422 evenly stressed.

[0048] In one embodiment, the thrust assembly 5 includes a plurality of electromagnetic assemblies arranged along the circumference of the axle 3, and the baffle 422 is made of metal. An electromagnetic coil is arranged in the electromagnetic assembly, and a magnetic field is generated by energizing the electromagnetic assembly, which can produce an adsorption effect on the baffle 422, thereby driving the driven part 42 to slide. This driving method does not require a drive shaft to pass over the baffle 422 to the other side of the baffle 422, and the electromagnetic assembly and the baffle 422 can be on the same horizontal plane, thereby saving a lot of assembly space.

[0049] Furthermore, the baffle plate 422 is rotatably connected to the driven shaft 421 through a bearing. When the thrust assembly 5 starts to contact and push the baffle plate 422, mutual forces will be generated between the thrust assembly 5 and the baffle plate 422. At this time, if the baffle plate 422 is fixedly connected to the driven shaft 421, rotational friction will be generated between the baffle plate 422 and the thrust assembly 5, resulting in rapid wear of the baffle plate 422 and the thrust assembly 5 and reducing their service life. Therefore, a bearing needs to be provided between the baffle plate 422 and the driven shaft 421. When the baffle plate 422 and the thrust assembly 5 interact, the frictional force between the baffle plate 422 and the thrust assembly 5 is greater than the frictional force between the baffle plate 422 and the driven shaft 421, so that the baffle plate 422 and the thrust assembly 5 are in a relatively static state, thus playing a role in protecting the baffle plate 422 and the thrust assembly 5.

[0050] Furthermore, the bearing between the baffle plate 422 and the driven shaft 421 is a thrust roller bearing. Since the baffle plate 422 needs to push the driven shaft 421 to move on the axle 3, an axial force in the axial direction of the axle 3 will be generated between the baffle plate 422 and the driven shaft 421. Ordinary bearings are usually only used to bear the force in the rotational direction and are not conducive to bearing lateral forces. A thrust roller bearing is a rolling bearing used to bear axial loads (thrust). The rollers of this bearing are cylindrical, and the rollers on both sides are arranged symmetrically at a certain angle with the shaft ring and can be used to bear relatively high axial loads.

[0051] The output gear 7 is rotatably connected to the axle 3 through a thrust roller bearing. When the driven part 42 presses against the driving part 41, the driving part 41 will transmit this force to the output gear 7. Therefore, an axial force in the axial direction of the axle 3 will be generated between the output gear 7 and the axle 3. Therefore, to overcome this axial force, the output gear 7 and the axle 3 are connected through a thrust roller bearing. Through the strong axial bearing capacity of the thrust roller bearing, the bearing is prevented from being quickly worn under the action of lateral forces, the service life of the bearing is increased, and the running stability between the output gear 7 and the axle 3 is improved.

[0052] The clutch 4 selects a jaw clutch with a relatively compact space, and the driven part 42 and the driving part 41 can be mutually engaged. The jaw clutch is engaged and transmits torque through vertical end face equi-height sharp trapezoidal teeth. The driving part 41 and the output gear 7 are integrally formed, which can enable the output gear 7 to better transmit torque to the driving part 41, improve the structural strength of the driving part 41, improve the structural compactness of the clutch 4, save installation space, and reduce the assembly difficulty between the clutch 4 and the output gear 7.

[0053] It should be noted that this application is not limited to the above-mentioned embodiments. The above-mentioned embodiments are only examples, and embodiments with the same composition and the same effect in terms of technical idea within the scope of the technical solution of this application are included in the technical scope of this application. In addition, within the scope of not departing from the gist of this application, various modifications that those skilled in the art can think of to the embodiments, and other ways constructed by combining some constituent elements in the embodiments are also included in the scope of this application.

Claims

1. A gear clutch device for an axle driven by a permanent magnet motor of a rail vehicle, characterized in that: include: Three-phase permanent magnet motor (1); A gear box (2), wherein an output gear (7) is provided at an output end of the gear box (2), and the output gear (7) is drivingly connected to a drive shaft of a three-phase permanent magnet motor (1) through the gear box (2); an axle (3), wherein the axle (3) passes through the output gear (7) and is rotationally connected to the output gear (7); A clutch (4), wherein an active part (41) of the clutch (4) is fixedly connected to an output gear (7), and a driven part (42) of the clutch (4) and the axle (3) only have a degree of freedom to slide along the direction of the axle (3); A thrust assembly (5) is arranged around the axle (3) and is used to control the clutch of the active part (41) and the driven part (42).

2. The gear clutch device for a railway vehicle axle driven by a permanent magnet motor according to claim 1, characterized in that: It also includes a plurality of pressing mechanisms (6), which are arranged between the axle (3) and the driven part (42) and are used to make the driven part (42) tend to move toward the active part (41).

3. The gear clutch device for a railway vehicle axle driven by a permanent magnet motor according to claim 2, characterized in that: The pressing mechanism (6) is a compression spring or an air spring, a stop plate (31) extends from the side wall of the axle (3), and two ends of a plurality of the pressing mechanisms (6) are respectively fixedly connected to the stop plate (31) and the driven part (42).

4. The gear clutch device for a railway vehicle axle driven by a permanent magnet motor according to claim 1, characterized in that: The driven part (42) extends in a direction away from the driving part (41) to form a driven shaft (421); the driven shaft (421) is connected to the axle (3) via a spline, and the driven shaft (421) can slide along the length direction of the axle (3).

5. The gear clutch device for an axle driven by a permanent magnet motor of a rail vehicle according to claim 4, characterized in that: A baffle plate (422) is disposed on the periphery of the driven shaft (421), and the thrust assembly (5) can drive the baffle plate (422) and thereby drive the driven shaft (421) to slide on the axle (3).

6. The gear clutch device for a railway vehicle axle driven by a permanent magnet motor according to claim 5, characterized in that: The thrust assembly (5) comprises a plurality of actuators (51) arranged along the circumference of the axle (3), a thrust block (52) being arranged on the driving shaft of the actuator (51), and the thrust block (52) being capable of contacting a side of the baffle (422) close to the driven part (42).

7. The gear clutch device for a railway vehicle axle driven by a permanent magnet motor according to claim 5, characterized in that: The thrust assembly (5) comprises a plurality of electromagnetic assemblies arranged along the circumference of the axle (3), and the baffle (422) is made of metal.

8. A gear clutch device for an axle driven by a permanent magnet motor of a rail vehicle according to any one of claims 5 to 7, characterized in that: The baffle (422) and the driven shaft (421) are rotatably connected via a bearing.

9. The gear clutch device for an axle driven by a permanent magnet motor of a rail vehicle according to claim 1, characterized in that: The output gear (7) is rotationally connected to the axle (3) via a thrust roller bearing.

10. The gear clutch device for an axle driven by a permanent magnet motor of a rail vehicle according to claim 1, characterized in that: The clutch (4) is a tooth-type clutch, the active part (41) and the output gear (7) are integrally formed, and the driven part (42) and the active part (41) can be interlocked.

Images