Special axle box adopting hydraulic transmission system for tunnel traction locomotive

Abstract

The utility model relates to a special axle box for a tunnel traction locomotive adopting a hydraulic transmission system, which comprises an upper split shell and a lower split shell which are of a sealed connection structure, a counter bore structure is arranged on the side shell wall of the joint of the upper split shell or the lower split shell, and a hydraulic motor is mounted on the shell wall in a sealed manner through the counter bore; a driving shaft of the hydraulic motor is a first shaft and adopts a shaft gear; a middle shaft is arranged behind the first shaft and is a spline shaft, a gear shifting gear set is assembled on the middle shaft, the gear shifting gear set is shifted leftwards and rightwards and comprises a middle three-gear gear, a high-speed gear shifting gear and a low-speed gear shifting gear, and the three-gear gear is in gear transmission connection with a shaft gear of the first shaft; a third shaft is arranged behind the middle shaft and is provided with a high-speed gear and a low-speed gear which are respectively in transmission connection with the high-speed gear and the low-speed gear; a shifting fork gear shifting opening is formed in the upper split shell, a gear shifting positioning block is installed on the shifting fork gear shifting opening, and a gear cover is arranged. The axle box has the advantages of being capable of wading, easy to maintain, less in daily maintenance and the like.

Description

Technical Field

[0001] The utility model relates to the technical field of locomotive drive, and particularly relates to a special axle housing for a tunnel traction locomotive adopting a hydraulic transmission system. Background Art

[0002] The traction locomotive is the most common transportation tool in subway tunnel projects. At present, the power transmission system of the commonly used tunnel traction locomotives in China generally adopts a transmission mode in which the power of the engine output shaft is transmitted through a buffer and a transmission shaft to the transfer case, and then from the transfer case through the transmission shaft to the axle to drive the wheels. In the existing traction locomotives, the rear axle adopts a bevel gear and a non-variable speed mode. The disadvantage of the bevel gear is that it is necessary to regularly check the clearance between the bevel gear shaft and the bevel gear and make corresponding adjustments. Moreover, most of the axles of the existing traction locomotives do not have waterproof capabilities, and the gears and bearings will be damaged after wading through water. The above structure requires daily butter injection maintenance and often requires maintenance such as tightening screws. Regular maintenance and repair are required every six months or shorter. Content of the Utility Model

[0003] The technical object of the utility model is to provide a special axle housing for a tunnel traction locomotive adopting a hydraulic transmission system. The axle housing and the hydraulic motor are directly connected in a sealed structure. The axle housing is provided with a high and low speed shifting structure, and has the capabilities and advantages of being able to wade through water, being easy to repair, having less daily maintenance, and less maintenance.

[0004] The technical solution adopted by the utility model to achieve the above technical object is as follows:

[0005] A special axle housing for a tunnel traction locomotive adopting a hydraulic transmission system of the utility model, the axle housing includes upper and lower split outer shells divided into two halves, and a sealed connection structure is provided between the upper and lower split outer shells; a counterbore structure is provided on the side wall of the front part of the upper or lower split outer shell at the joint, and the hydraulic motor is hermetically installed on the side wall of the shell through the counterbore; the driving shaft of the hydraulic motor, that is, the input shaft, is located inside the axle housing shell as the first shaft, and the first shaft adopts a shaft gear; a middle shaft is provided in the middle of the shell behind the first shaft, which adopts a spline shaft, and a shifting gear set is assembled on the middle shaft through splines. The shifting gear set can be shifted left and right, and it includes a middle three-speed gear and a high-speed shifting gear and a low-speed gear arranged on both sides of the three-speed gear. The three-speed gear is in gear transmission connection with the shaft gear of the first shaft; a third shaft, that is, the output shaft, is provided in the shell behind the middle shaft, and a high-speed gear and a low-speed gear are installed on the third shaft and are respectively in gear transmission connection with the high-speed shifting gear and the low-speed gear on the middle shaft; a fork shifting opening is provided on the upper wall of the upper split outer shell corresponding to the position of the middle shaft, and a shifting positioning block for positioning and fixing the shifting gear set after manual fork shifting is detachably installed on the fork shifting opening, and a shifting opening cover is provided.

[0006] Further, the axle housing of the present utility model includes front and rear axle housings.

[0007] Further, the shift positioning block of the present utility model includes a positioning block for high and low speeds and a neutral position shift positioning block for neutral coasting.

[0008] Further, an automatic shift fork shifting mechanism is detachably installed on the shift fork shifting opening of the present utility model.

[0009] Further, the transmission gear and the triple-speed gear of the present utility model are matched with helical gears.

[0010] The beneficial effects of the present utility model are as follows: The present utility model adopts a new structural design of the axle housing. Firstly, it adopts a fully sealed housing and a hydraulic motor with a sealed structure, so it has good wading ability. Secondly, three shafts are designed in the rear axle housing to achieve high and low speed shifting, and the traction locomotive can be driven to have two working traveling speeds of high speed and low speed. In this way, its maneuverability and controllability are higher, and the problem of relying solely on braking for deceleration in the past is reduced. Especially, high and low speed shifting is very beneficial when encountering wading problems, solving the problem in the prior art that when wading, it relies solely on braking, but since the entire track is already in the water, the braking effect is very low. When wading, shift to low speed, and use high speed when not wading. When driving at low speed, the vehicle travels smoothly by hydraulic transmission without the need for special braking, and it can prevent water waves or splashes from being stirred up due to high speed. It can greatly reduce or avoid the possibility of water waves lifted by high speed entering important equipment such as the engine, and at the same time is beneficial to solving the personal safety problems caused by the surging waves due to the locomotive driving. The axle housing of the present utility model can also achieve neutral driving, which can solve the problem that the hydraulic motor does not work without output power. Because the hydraulic pump does not supply oil to the hydraulic motor and the motor does not rotate, at this time, the middle shaft in the axle housing is shifted to the middle neutral position, and the locomotive can coast by inertia. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] Figure 1 It is a schematic cross-sectional structure view of an embodiment of a special axle housing for a tunnel traction locomotive adopting a hydraulic transmission system of the present utility model.

[0012] Figure 2 It is a schematic view of the outer shape structure of the axle housing and the structure after assembling locomotive wheels in an embodiment of a special axle housing for a tunnel traction locomotive adopting a hydraulic transmission system of the present utility model.

[0013] Figure 3 It is a schematic structure view of the assembly of the high-speed positioning block in an embodiment of a special axle housing for a tunnel traction locomotive adopting a hydraulic transmission system of the present utility model.

[0014] Figure 4 It is a schematic structure view of the assembly of the low-speed positioning block in an embodiment of a special axle housing for a tunnel traction locomotive adopting a hydraulic transmission system of the present utility model.

[0015] Figure 5 This is a schematic structural diagram of the assembly of the neutral position locating block for the special axle box of a tunnel tractor locomotive using a hydraulic drive system according to an embodiment of the present utility model.

[0016] In the figure: 1 upper split housing, 2 lower split housing, 3 counterbore structure, 4 hydraulic motor, 5 first shaft, 6 intermediate shaft, 7 triple-speed gear, 8 high-speed shift gear, 9 low-speed gear, 10 third shaft, 11 high-speed gear, 12 low-speed gear, 13 fork shift opening, 14 high-speed positioning block, 15 neutral position locating block, 16 low-speed positioning block, 17 gear on the shaft gear, 18 locomotive wheel, 19 first shaft cover, 20 intermediate shaft cover, 21 third shaft cover. Specific embodiments

[0017] Next, the technical solutions in the embodiments of the present utility model will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present utility model. Obviously, the described embodiments are only a part of the embodiments of the present utility model, rather than all of the embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present utility model.

[0018] Refer to the appendix Figures 1-5, is an embodiment of a tunnel traction locomotive axle box using a hydraulic transmission system of the utility model, the axle box is divided into upper and lower halves, including upper and lower split shells 1, 2, the two halves of the split shells 1, 2 are provided with a sealed connection structure, a countersunk hole structure 3 is provided on the side shell wall at the joint at the front of the upper or lower split shell, and the hydraulic motor 4 is sealed and installed on the side of the shell wall through the countersunk hole structure 3. The drive shaft of the hydraulic motor 4 is located inside the shell and is set as the first shaft 5, that is, the input shaft, and the first shaft 5 adopts a shaft gear. A middle shaft 6 is provided in the middle of the shell behind the first shaft 5, which adopts a spline shaft, and a shift gear set is installed on the middle shaft 6 through a spline, and the shift gear set can be toggled left and right, which includes a three-stage gear 7 in the middle and a high-speed shift gear 8 and a low-speed gear 9 arranged on both sides of the three-stage gear 7, and the three-stage gear 7 is connected to the first shaft 5, that is, the gear 17 on the shaft gear. The gear 17 of the shaft gear and the three-stage gear 7 adopt helical gears. A third shaft 10, i.e., an output shaft, is disposed behind the neutral shaft 6 in the housing of the outer shell. A high-speed gear 11 and a low-speed gear 12 are mounted on the third shaft 10 and are respectively connected to the high-speed shift gear 8 and the low-speed gear 9 on the neutral shaft 6. An organic wheel 28 is mounted at both ends of the third shaft 10. A shift fork shift opening 13 is disposed on the upper shell wall of the outer shell corresponding to the neutral shaft 6. A shift fork shift opening 13 is detachably mounted with a shift positioning block for locking and fixing the shift gear set after the manual shift fork shifts. The shift positioning blocks include positioning blocks 14 and 16 for realizing high and low speeds and a neutral gear positioning block 15 for realizing neutral sliding.

[0019] In the actual implementation of the utility model, a detachable automatic shift fork shift mechanism can be installed on the shift fork shift opening. In the actual implementation of the utility model, the hydraulic pump and the engine are preferably equipped with a computer board. The engine and hydraulic pump equipped with a computer board function are beneficial to the protection of the engine and the hydraulic pump. When the engine and the hydraulic pump have a fault or lack of oil, the engine can be stopped in time.

Claims

1. A special axle box for tunnel traction locomotive using a hydraulic transmission system, characterized in that: The axle box comprises an upper and a lower split housing which are divided into two halves and are provided with a sealed connection structure; a countersunk hole structure is provided on the side housing wall at the front of the upper or lower split housing at the joint, and the hydraulic motor is directly and sealedly mounted on the side of the housing wall through the countersunk hole structure; the driving shaft of the hydraulic motor, that is, the input shaft, is the first shaft, which adopts a shaft gear; a middle shaft is provided in the middle part behind the first shaft, which adopts a spline shaft, and a shift gear set is assembled on the middle shaft through the spline, and the shift gear set is provided to be shifted left and right, and includes a middle three-stage gear and a gear respectively The high-speed shift gear and the low-speed gear arranged on both sides, the three-stage gear and the shaft gear of the first shaft are gear-connected; a third shaft, i.e., the output shaft, is arranged behind the middle shaft, and a high-speed gear and a low-speed gear are installed on the third shaft, which are respectively connected to the high-speed shift gear and the low-speed gear on the middle shaft; a shift fork shift opening is arranged on the upper shell wall of the upper split shell corresponding to the position of the middle shaft, and a shift positioning block for the shift fork shift opening is detachably installed to be used for locking and fixing the shift gear set after manual shift fork shifting, and is also provided with a shift opening cover.

2. The tunnel traction locomotive axle box using a hydraulic transmission system according to claim 1 is characterized in that: The shift positioning blocks include positioning blocks for realizing high and low speeds and neutral position positioning blocks for realizing neutral sliding.

3. The tunnel traction locomotive special axle box using a hydraulic transmission system according to claim 1 is characterized in that: An automatic shift fork shift mechanism is detachably mounted on the shift fork shift opening.

4. The tunnel traction locomotive axle box using a hydraulic transmission system according to claim 1, characterized in that: The shaft gear and the three-speed gear are helical gears.

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