Hydraulic transmission system of tunnel traction locomotive

Abstract

The utility model relates to a hydraulic transmission system of a tunnel traction locomotive. The hydraulic transmission system comprises a first hydraulic pump, a second hydraulic pump, a front driving hydraulic motor, a rear driving hydraulic motor, an oil tank, a pipeline, a joint, a pressure gauge and a control valve, an output shaft of the engine is connected with a driving shaft of the first hydraulic pump, and the first hydraulic pump is connected with the second hydraulic pump in series. The first hydraulic pump and the second hydraulic pump are provided with control valves and connected with an oil tank, a front drive hydraulic motor and a rear drive hydraulic motor through pipelines and connectors respectively, and the pipelines and the connectors are connected in a sealed mode. The front driving hydraulic motor and the rear driving hydraulic motor are directly connected to a front axle box and a rear axle box of the traction locomotive in a sealed connection mode, and the front axle box and the rear axle box are sealed shells. And each shaft extending part arranged in the front axle box and the rear axle box is provided with a sealing shaft cover. The utility model has the advantages of wading, easy maintenance, easy operation, less daily maintenance, long maintenance period, high working efficiency and the like.

Description

Technical Field

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

[0002] Tunnel traction locomotives are the most common transportation tools in tunnel engineering, mines, subways and other projects. At present, the power transmission systems of commonly used tunnel traction locomotives in China generally adopt a transmission method in which the output shaft of the engine is connected to the input transfer case through a buffer and a transmission shaft, and then the transfer case is connected to the axle through a transmission shaft to drive the wheels. In the existing traction locomotives, the rear axle adopts a bevel gear and a non-variable speed method. The disadvantage of the bevel gear is that the clearance between the bevel gear shaft and the bevel gear needs to be checked regularly and corresponding adjustments need to be made. The axles of the existing traction locomotives do not have waterproof capabilities, and the gears and bearings will be damaged after wading through water. Moreover, the exposed transfer case parts and other parts such as the transmission shaft of the existing traction locomotives cannot wade through water for a long time, and it is not easy to do waterproof treatment. The above structures of the existing traction locomotives need to be greased every day, and maintenance such as tightening screws is often required. Regular maintenance and repair need to be carried out every three months or even shorter, or even one month. In practice, when tunneling, underground rivers and hidden rivers are often encountered, so a large amount of water or mud often floods into the tunnel during tunneling. The existing traction locomotives, due to their poor wading ability, must be repaired and maintained after the above accidents, which is time-consuming, laborious and costly. At present, there is no good solution and actual product in the existing technology.

[0003] After retrieval, we found a prior art closest to the technology of this application, which is a utility model patent with an application number of CN202321479574.2. The literature discloses a traction locomotive control system, and the power transmission control system of the traction locomotive includes a power source, a hydraulic control part, etc. The power source includes an engine and a battery, and the hydraulic control part includes a hydraulic motor group 1, a rubber wheel drive part, a hydraulic motor group 2, a steel wheel drive part and other auxiliary components such as hydraulic pumps and electro-hydraulic reversing valves. Among them, the hydraulic motor group 1 realizes the rubber wheel drive of the locomotive through the rubber wheel drive part; the hydraulic motor group 2 realizes the steel wheel drive of the locomotive through the steel wheel drive part. The literature does not elaborate on the detailed structures of the steel wheel drive part and the rubber wheel drive part described therein, and the applicant does not have an actual product similar to this solution. According to the tunnel traction locomotive actually used by the applicant China Railway Engineering Equipment Group Tunnel Equipment Manufacturing Co., Ltd. at present, it can be inferred that the steel wheel or rubber wheel drive part described therein should refer to the existing structures such as the gearbox, transfer case, transmission shaft, and axle. It is not difficult to see that there are still problems and deficiencies in the transfer case, gearbox, axle and other parts of this equipment, such as the need to grease and tighten screws every day, short maintenance cycle, time-consuming and laborious, etc.; especially the problem of low wading ability of the existing traction locomotives has not been solved. Summary of the Utility Model

[0004] The technical object of the present utility model is to provide a hydraulic transmission system for a tunnel traction locomotive. Its engine is directly connected to a hydraulic motor through a hydraulic pump and an oil circuit. The hydraulic motor is directly connected to the axle housing. It has the capabilities and advantages of being able to wade through water, being easy to repair, easy to operate, requiring less daily maintenance, having a long maintenance cycle, and high working efficiency.

[0005] The technical solution adopted by the present utility model to achieve the above technical object is as follows:

[0006] A hydraulic transmission system for a tunnel traction locomotive, which includes a first hydraulic pump, a second hydraulic pump, a front drive hydraulic motor, a rear drive hydraulic motor, a fuel tank, pipelines, connectors, pressure gauges, and control valves. The output shaft of its engine is connected to the drive shaft of the first hydraulic pump through a buffer coupling, and the first hydraulic pump is connected in series with the second hydraulic pump. Control valves are provided on both the first hydraulic pump and the second hydraulic pump, and they are respectively connected to the fuel tank, the front drive hydraulic motor, and the rear drive hydraulic motor through pipelines and connectors. The connections of the pipelines and connectors all adopt a sealed connection method. The front drive hydraulic motor and the rear drive hydraulic motor are directly connected to the front and rear axle housings of the traction locomotive through a sealed connection method. The front and rear axle housings adopt a sealed outer shell structure. Sealed shaft covers are assembled on the parts of the respective shafts extending out of the outer shell wall inside the front and rear axle housings.

[0007] Further, the front and rear axle housings of the present utility model include upper and lower split outer shells that are divided into two halves. A sealed connection structure is provided between the upper and lower split outer shells. A counterbore structure is provided on the side shell wall at the front part of the upper or lower split outer shell at the joint. The hydraulic motor is hermetically installed on the side of the shell wall through this counterbore. The drive shaft of the hydraulic motor, which is also the input shaft, is the first shaft located inside the axle housing shell. The first shaft adopts a gear shaft. A middle shaft is provided in the middle of the shell body behind the first shaft. It adopts a spline shaft. A shift gear set is assembled on the middle shaft through splines. The shift gear set can be shifted left and right. It includes a three-speed gear in the middle and a high-speed shift gear and a low-speed gear provided on both sides of the three-speed gear. The three-speed gear and the gear of the first shaft, that is, the gear shaft gear, are in gear transmission connection. A third shaft, that is, the output shaft, is provided in the shell body behind the middle shaft. 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 shift gear and the low-speed gear on the middle shaft. A fork shift opening is provided on the upper shell wall of the upper split outer shell corresponding to the position of the middle shaft. A shift positioning block for positioning and fixing the shift gear set after manual fork shifting is detachably installed on the fork shift opening, and a shift opening cover is provided.

[0008] Further, the above shift positioning block of the present utility model includes a positioning block for high and low speeds and a neutral position block for neutral coasting.

[0009] Furthermore, an automatic shift fork shifting mechanism is detachably installed on the shift fork shifting opening of the present utility model.

[0010] Furthermore, the gear shaft gear and the triple-speed gear of the present utility model adopt helical gears.

[0011] Furthermore, the hydraulic pump and the engine of the present utility model are preferably products equipped with a computer board. The engine and the hydraulic pump equipped with the computer board function are beneficial to the protection of the engine and the hydraulic pump. When the engine and the hydraulic pump have faults or are short of oil, the engine can be stopped in time.

[0012] The beneficial effects of the present utility model are as follows:

[0013] Due to the adoption of the above technical solutions, the present utility model has good wading ability, easy maintenance, good operation, less daily maintenance, less maintenance, high working efficiency and other capabilities and advantages. Among them, in the present utility model, from the engine directly connected to the hydraulic pump to the hydraulic motor directly connected to the front and rear axle boxes of the tractor by a sealed structure, and all structures such as the front and rear axle boxes adopt a sealed structure. All structures of its hydraulic transmission system do not have any mechanical parts exposed outside. Including the output shaft of the hydraulic motor is also assembled in the shell through a sealed structure. And because the hydraulic system equipment usually has the characteristic of preventing water from entering its interior due to the pressure during operation, after adding waterproof sealing treatment, its overall waterproof ability will be better. The overall structure design of the present utility model is simple, and all adopt a sealed structure well. Therefore, the tractor adopting the hydraulic transmission system of the present utility model has good wading ability and good anti-sand ability. Moreover, it is easy to maintain and operate. Workers without operating experience can easily control the tractor. And it has no exposed mechanical structure, less daily maintenance is required, less maintenance is also required, the maintenance cycle is extended to about one year, and its overall service life is also extended a lot. At present, the maintenance cycle of tunnel tractors in the prior art is generally three months, or even shorter, about one month. Its maintenance is frequent and the cost is high, while the present utility model saves money and labor. In addition, the overall design structure of the hydraulic transmission system of the present utility model is concise. It can not only reduce maintenance, but also because of the fewer structures, its sealing treatment is easy to achieve, and its wading ability is easier to achieve and improve, which is also beneficial to the improvement of the overall working efficiency. At the same time, the concise structure is beneficial to cost reduction and the simplicity of use and control. In addition, the use of the hydraulic transmission system itself has good braking ability, which is beneficial to the improvement of the braking performance of the tractor, can basically avoid landslide accidents, and can also help reduce the loss of braking accessories.

[0014] The utility model adopts a new axle housing structure design, which uses a fully sealed housing and a hydraulic motor with a sealing 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 traveling speeds, high speed and low speed. In this way, its mobility and controllability will be higher, reducing the problem of relying solely on braking for deceleration in the past. In particular, high and low speed shifting is very beneficial when encountering wading problems, solving the problem that in the prior art, 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 in low gear, the hydraulic transmission runs smoothly and there is no need to specifically brake, which 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 reduce the personal safety problems caused by surges caused by the high-speed driving of the locomotive. The axle housing described in the utility model can also achieve neutral coasting, which can solve the problem that the hydraulic motor has no output power and does not work. 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 gear position, and the locomotive can coast by inertia. Brief Description of the Drawings

[0015] Figure 1 It is a schematic structural diagram of an embodiment of the hydraulic transmission system of a tunnel traction locomotive of the utility model.

[0016] Figure 2 It is a schematic cross-sectional structural diagram of the front axle housing of an embodiment of the hydraulic transmission system of a tunnel traction locomotive of the utility model.

[0017] Figure 3 It is a schematic structural diagram of the outer shape structure of the front axle housing and the structure of assembling locomotive wheels of an embodiment of the hydraulic transmission system of a tunnel traction locomotive of the utility model.

[0018] Figure 4 It is a schematic structural diagram of the assembly of the high-speed positioning block of an embodiment of the hydraulic transmission system of a tunnel traction locomotive of the utility model.

[0019] Figure 5 It is a schematic structural diagram of the assembly of the low-speed positioning block of an embodiment of the hydraulic transmission system of a tunnel traction locomotive of the utility model.

[0020] Figure 6 It is a schematic structural diagram of the assembly of the neutral gear positioning block of an embodiment of the hydraulic transmission system of a tunnel traction locomotive of the utility model.

[0021] Figure 7 It is a schematic structural diagram of the assembly of the front drive motor of an embodiment of the hydraulic transmission system of a tunnel traction locomotive of the utility model.

[0022] In the attached drawings: 1 is the engine, 2 is the first hydraulic pump, 3 is the second hydraulic pump, 4 is the front drive hydraulic motor, 5 is the rear drive hydraulic motor, 6 is the fuel tank, 7 is the pipeline, 8 is the front axle housing, 9 is the rear axle housing, 10 is the upper split housing, 11 is the lower split housing, 12 is the counterbore structure, 13 is the first shaft, 14 is the middle shaft, 15 is the triple gear, 16 is the high-speed shift gear, 17 is the low-speed gear, 18 is the third shaft, 19 is the high-speed gear, 20 is the low-speed gear, 21 is the fork shift opening, 22 is the high-speed positioning block, 23 is the neutral position positioning block, 24 is the gear shaft gear, 25 is the first shaft cover, 26 is the middle shaft cover, 27 is the third shaft cover, 28 is the locomotive wheel, 29 is the low-speed positioning block. Detailed implementation manners

[0023] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0024] Please refer to the attached Figures 1-7 , which is an embodiment of the hydraulic transmission system of a tunnel traction locomotive of the present invention. It includes the first hydraulic pump 2, the second hydraulic pump 3, the front drive hydraulic motor 4, the rear drive hydraulic motor 5, the fuel tank 6, the pipeline 7, connectors, pressure gauges, and control valves. The output shaft of the engine 1 is connected to the drive shaft of the first hydraulic pump 2 through a buffer coupling, and the first hydraulic pump 2 is connected in series with the second hydraulic pump 3; control valves are provided on both the first hydraulic pump 2 and the second hydraulic pump 3, and they are respectively connected to the fuel tank 6, the front drive hydraulic motor 4, and the rear drive hydraulic motor 5 through pipelines and connectors. The connections of the pipelines and connectors all adopt a sealed connection method. The front drive hydraulic motor 4 and the rear drive hydraulic motor 5 are directly connected to the front and rear axle housings 8 and 9 of the traction locomotive through a sealed connection method, and the front and rear axle housings 8 and 9 adopt a sealed housing structure. The parts of the shafts provided in the front and rear axle housings 8 and 9 that extend out of the axle housing wall are sealed and assembled with shaft covers, including the first shaft cover 25, the middle shaft cover 26, and the third shaft cover 27.

[0025] Refer to the attached Figure 2—7, the front and rear axle housings are divided into upper and lower halves, including upper and lower split housings 10 and 11. A sealed connection structure, such as sealant, gasket, etc., is provided between the two split housings. A counterbore structure 12 is provided on the side wall of the front part of the upper or lower split housing at the joint. The hydraulic motor is hermetically installed on the side of the integral housing wall through this counterbore structure 12. The drive shaft of the hydraulic motor is located inside the housing and is set as the first shaft 13, that is, the input shaft. The first shaft 13 is a gear shaft. A middle shaft 14, which is a spline shaft, is provided in the middle of the housing behind the first shaft 13. A shift gear set is assembled on the middle shaft 14 through splines. The shift gear set can be shifted left and right. It includes a middle triple-speed gear 15 and high-speed shift gears 16 and low-speed gears 17 provided on both sides of the triple-speed gear. The triple-speed gear 15 is in transmission connection and cooperation with the gear of the first shaft 13, that is, the gear shaft gear 24. The gear shaft gear 24 and the triple-speed gear 15 are helical gears. The gear on the gear shaft 13 and the triple-speed gear 15 are helical gears. A third shaft 18, that is, the output shaft, is provided in the housing of the outer shell behind the middle shaft 14. A high-speed gear 19 and a low-speed gear 20 are installed on the third shaft 18 and are respectively in transmission connection and cooperation with the high-speed shift gear 16 and the low-speed gear 17 on the middle shaft. Wheel sets 28 are installed at both ends of the third shaft 18. A fork shift opening is provided on the upper wall of the outer shell corresponding to the position of the middle shaft 14. A shift positioning block for positioning and fixing the shift gear set after manual fork shifting is detachably installed on the fork shift opening, and a shift opening cover 21 is provided. The shift positioning block includes positioning blocks 22 and 29 for high and low speeds and a neutral position positioning block 23 for neutral coasting (as shown in Figure 4 , 5 , and 6).

[0026] In the actual implementation of the present invention, an automatic fork shift mechanism can be detachably installed on the fork shift opening. In the actual implementation of the present invention, the hydraulic pump and the engine are preferably products equipped with a computer board. The engine and hydraulic pump equipped with the computer board function are beneficial to the protection of the engine and hydraulic pump. When the engine and hydraulic pump have faults or are short of oil, the engine can be stopped in time.

Claims

1. A hydraulic transmission system for a tunnel traction locomotive, characterized in that: The hydraulic transmission system includes a No. 1 hydraulic pump, a No. 2 hydraulic pump, a front drive hydraulic motor, a rear drive hydraulic motor, an oil tank, pipelines, joints, a pressure gauge, and a control valve; the output shaft of its engine is connected to the drive shaft of the No. 1 hydraulic pump through a buffer coupling, and the No. 1 hydraulic pump is connected in series with the No. 2 hydraulic pump; the No. 1 hydraulic pump and the No. 2 hydraulic pump are both equipped with control valves, and are respectively connected to the oil tank and the front drive hydraulic motor and the rear drive hydraulic motor through pipelines and joints, and the connections of the pipelines and joints are all sealed; the front drive hydraulic motor and the rear drive hydraulic motor are directly connected to the front and rear axle boxes of the traction locomotive through a sealed connection, and the front and rear axle boxes adopt a sealed shell structure; the parts of each shaft arranged in the front and rear axle boxes that extend out of the shell wall are equipped with sealed shaft covers.

2. The hydraulic transmission system of a tunnel traction locomotive according to claim 1, characterized in that: The front and rear axle boxes include upper and lower split shells divided into two halves, and a sealed connection structure is set between the upper and lower split shells; a countersunk hole structure is provided on the side shell wall at the joint of the front part of the upper or lower split shell, and the hydraulic motor is sealed and installed on the side of the shell wall through the countersunk hole; the driving shaft of the hydraulic motor, that is, the input shaft, is located inside the axle box shell as the first shaft, and the first shaft adopts a gear shaft; a middle shaft is provided in the middle part of the shell behind the first shaft, which adopts a spline shaft, and a shift gear set is installed on the middle shaft through the spline, and the shift gear set can be moved left and right, and includes a middle three-speed gear The gear and the high-speed shift gear and the low-speed gear arranged on both sides of the three-speed gear are connected by gear transmission with the gear of the first shaft, namely the gear shaft; a third shaft, namely the output shaft, is arranged behind the neutral shaft in the housing; a high-speed gear and a low-speed gear are installed on the third shaft and are respectively connected by transmission with the high-speed shift gear and the low-speed gear on the neutral shaft; a shift fork shift opening is arranged on the upper shell wall of the upper split housing corresponding to the position of the neutral shaft; a shift fork shift opening is detachably installed with a shift positioning block used for locking and fixing the shift gear set after manual shift fork shifting, and is also provided with a shift opening cover.

3. The hydraulic transmission system of a tunnel traction locomotive according to claim 2, 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.

4. The hydraulic transmission system of a tunnel traction locomotive according to claim 2, characterized in that: An automatic shift fork shift mechanism is detachably mounted on the shift fork shift opening.

5. The hydraulic transmission system of a tunnel traction locomotive according to claim 2, characterized in that: The gear shaft gear and the three-speed gear are helical gears.

6. The hydraulic transmission system of a tunnel traction locomotive according to claim 1, characterized in that: The hydraulic pump and the engine are both equipped with computer boards.

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