New energy rail traction locomotive power bogie

Abstract

The utility model discloses a new energy rail traction locomotive power bogie, and belongs to the technical field of rail locomotive power bogies. A new energy rail traction locomotive power bogie comprises a framework and further comprises a driving assembly, the driving assembly is located below the framework, a main cross beam is arranged in the middle of the framework, auxiliary cross beams are arranged at the two ends of the framework, a core disc is arranged on the main cross beam, and fixing bases are arranged on the two sides of the main cross beam. In order to solve the problems that an existing rail locomotive motor is large in size, low in energy efficiency and inconvenient to maintain, the motor is fixed to a reduction gearbox, the reduction gearbox is installed on an axle in a journal sticking mode, and an output shaft of the motor is connected with an input shaft of the reduction gearbox through a spline or a coupler. Compared with a traditional mode that a motor needs to be installed in a journal sticking mode, the structure is more compact, the power output rate is higher, larger torque can be given to a vehicle, electric energy consumption during vehicle running is reduced, and cost is reduced.

Description

Technical Field

[0001] The utility model relates to the technical field of power bogies of rail locomotives, in particular to a power bogie for a new energy rail traction locomotive. Background Technique

[0002] A rail traction locomotive is a traction device for railway vehicle operation, commonly known as a locomotive. It uses power generated by different types of power machinery (such as steam engines, diesel engines, traction motors) to drive the driving wheels to rotate, generate traction force on the rails, and thus push the train forward. A new energy rail traction locomotive is a rail locomotive that uses a storage battery to provide energy for the drive motor and drives the locomotive to run. Nowadays, new energy locomotives have become a development trend with advantages such as energy conservation, environmental protection, high intelligent level, and low operation and maintenance costs, meeting the common pursuit of global green and low-carbon development.

[0003] At present, the common installation method of rail locomotive motors on the market is mostly the axle-hung installation method. In this method, the motor usually uses a low-speed and high-torque motor, which has problems such as large motor volume, low energy efficiency, and inconvenient maintenance; therefore, it does not meet the existing requirements, and a power bogie for a new energy rail traction locomotive is proposed for this. Content of the Utility Model

[0004] The purpose of the utility model is to provide a power bogie for a new energy rail traction locomotive. By fixing the motor on the reduction gearbox, and the reduction gearbox is installed on the axle, compared with the traditional method of axle-hung installation of the motor, the structure is more compact and the power transmission rate is high, which can solve the problems in the prior art.

[0005] To achieve the above purpose, the utility model provides the following technical solution: A power bogie for a new energy rail traction locomotive, including a frame, and further including a drive assembly. The drive assembly is located below the frame. A main crossbeam is provided in the middle of the frame, and auxiliary crossbeams are provided at both ends of the frame. A bolster is provided on the upper surface of the main crossbeam, fixing seats are provided on both sides of the main crossbeam, side bearings are provided inside the fixing seats, a sand box is provided on the side of the frame, shock-absorbing components are provided at both ends of the drive assembly, unit brakes are provided at both ends of the auxiliary crossbeam, a pipeline is provided below the sand box, and at least four sand boxes are provided, and the four sand boxes are all installed on the frame.

[0006] Preferably, the two fixing seats are symmetrically arranged with the main crossbeam as the center, the fixing seats are installed on the frame, and at least two side bearings are provided inside a single fixing seat. The bolster is located in the middle of the main crossbeam, and the bolster is connected to the main crossbeam.

[0007] Preferably, the drive assembly includes wheel discs, axles, flange rings, motors, reduction gearboxes, pull arms and pull arm seats, and the shock-absorbing components include axle boxes, hydraulic buffers, traction rods and springs. The axle box is sleeved on one end of the axle.

[0008] Preferably, at least two wheel cakes are arranged inside a single driving component. Both of the two wheel cakes are mounted on the axle. The speed reducer and the motor are located between the two wheel cakes. The speed reducer is mounted on the axle, and the side surface of the motor is connected to the side surface of the speed reducer through a flange ring.

[0009] Preferably, the lower end of the pulling arm is connected to the speed reducer shaft, the upper end of the pulling arm is connected to the pulling arm seat, the pulling arm seat is connected to the main cross beam, and the pulling arm seat is located on one side of the core plate.

[0010] Preferably, the upper end of the hydraulic buffer is connected to the frame, the lower end of the hydraulic buffer is connected to the axle head box, the upper end of the traction rod is connected to the frame, the lower end of the traction rod is connected to the axle head box, and at least two springs are arranged inside a single shock absorption component. Both of the two springs are mounted on the axle head box.

[0011] Compared with the prior art, the beneficial effects of the present utility model are as follows:

[0012] 1. In the present utility model, the motor is fixed on the speed reducer, and the speed reducer is mounted on the axle by means of axle holding. The output shaft of the motor is connected to the input shaft of the speed reducer through a spline or a coupling. Compared with the traditional way of mounting the motor by axle holding, the structure is more compact, the power output rate is higher, a greater torque can be provided for the vehicle, the power consumption during vehicle operation is reduced, and the cost is lowered.

[0013] 2. In the present utility model, a pulling arm is mounted on one side of the speed reducer. The pulling arm is used to stabilize the position of the speed reducer and prevent the speed reducer from shaking when the vehicle starts or stops. A buffer pad is arranged between the pulling arm and the pulling arm seat, and the buffer pad absorbs the impact force of the pulling arm on the pulling arm seat, indirectly improving the service life of the pulling arm. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 is the overall front view of the present utility model;

[0015] Figure 2 is the partial structural schematic diagram of the driving component of the present utility model;

[0016] Figure 3 is the partial structural schematic diagram of the sand box of the present utility model;

[0017] Figure 4 is the partial structural schematic diagram of the shock absorption component of the present utility model.

[0018] In the figure: 1. Frame; 101. Main crossbeam; 102. Auxiliary crossbeam; 2. Driving assembly; 201. Wheel disc; 202. Axle; 203. Flange ring; 204. Motor; 205. Reducer; 206. Pulling arm; 207. Pulling arm seat; 3. Sand box; 301. Pipeline; 4. Side bearing; 401. Fixed seat; 5. Core plate; 6. Unit brake; 7. Shock absorption assembly; 701. Axle head box; 702. Hydraulic shock absorber; 703. Traction rod; 704. Spring. Specific implementation manner

[0019] 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. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present invention.

[0020] To solve the problems of the existing track locomotive motor, such as large volume, low energy efficiency and inconvenient maintenance, please refer to Figures 1-4 , an embodiment provided by the present invention: a power bogie for a new energy track traction locomotive, including a frame 1, further including a driving assembly 2, the driving assembly 2 is located below the frame 1, a main crossbeam 101 is arranged in the middle of the frame 1, auxiliary crossbeams 102 are arranged at both ends of the frame 1, a core plate 5 is arranged on the upper surface of the main crossbeam 101, fixed seats 401 are arranged on both sides of the main crossbeam 101, side bearings 4 are arranged inside the fixed seats 401, a sand box 3 is arranged on the side of the frame 1, shock absorption assemblies 7 are arranged at both ends of the driving assembly 2, unit brakes 6 are arranged at both ends of the auxiliary crossbeam 102, a pipeline 301 is arranged below the sand box 3, and at least four sand boxes 3 are provided, and the four sand boxes 3 are all installed on the frame 1.

[0021] The sand box 3 is located above the wheels. Sand is arranged inside the sand box 3. One end of the pipeline 301 is connected to the sand box 3, and the other end of the pipeline 301 extends below the wheels. When the wheels slip during the vehicle startup process, the sand drops along the pipeline 301 between the wheels and the guide rail, increasing the friction. The unit brake 6 applies a braking force to the wheels when the vehicle decelerates, further improving the driving stability of the vehicle.

[0022] The two fixed seats 401 are symmetrically arranged with the main crossbeam 101 as the center. The fixed seats 401 are installed on the frame 1. At least two side bearings 4 are arranged inside a single fixed seat 401. The core plate 5 is located in the middle of the main crossbeam 101. The core plate 5 is connected to the main crossbeam 101. The core plate 5 and the side bearings 4 are used to connect the vehicle frame and ensure the transmission of power.

[0023] The driving component 2 includes a wheel disc 201, an axle 202, a flange ring 203, a motor 204, a speed reducer 205, a pull arm 206 and a pull arm seat 207. The shock absorption component 7 includes an axle head box 701, a hydraulic buffer 702, a traction rod 703 and a spring 704. The axle head box 701 is sleeved on one end of the axle 202. At least two wheel discs 201 are arranged inside a single driving component 2. Both of the two wheel discs 201 are installed on the axle 202. The speed reducer 205 and the motor 204 are located between the two wheel discs 201. The speed reducer 205 is installed on the axle 202. The side surface of the motor 204 is connected to the side surface of the speed reducer 205 through the flange ring 203.

[0024] The axle head box 701 plays a role in positioning the position of the axle 202, which can ensure the accuracy of the installation of the wheel disc 201 and the smoothness during power transmission. At the same time, the hydraulic buffer 702 and the spring 704 also reduce the bumps and vibrations during the vehicle's driving.

[0025] The flange ring 203 is located on the side surface of the speed reducer 205. The motor 204 is connected to the flange ring 203 through screws. The speed reducer 205 is installed on the axle 202 by means of axle holding. The output shaft of the motor 204 is connected to the input shaft of the speed reducer 205 through a spline or a coupling. Compared with the traditional way of installing the motor 204 that requires axle holding, the structure is more compact, the power output rate is higher, it can provide a greater torque for the vehicle, reduce the power consumption during the vehicle's operation, and further reduce the operation cost.

[0026] The lower end of the pull arm 206 is connected to the axle of the speed reducer 205. The upper end of the pull arm 206 is connected to the pull arm seat 207. The pull arm seat 207 is connected to the main cross beam 101. The pull arm seat 207 is located on one side of the core plate 5. The upper end of the hydraulic buffer 702 is connected to the frame 1. The lower end of the hydraulic buffer 702 is connected to the axle head box 701. The upper end of the traction rod 703 is connected to the frame 1. The lower end of the traction rod 703 is connected to the axle head box 701. At least two springs 704 are arranged inside a single shock absorption component 7. Both of the two springs 704 are installed on the axle head box 701.

[0027] The pull arm 206 is used to stabilize the position of the speed reducer 205 and prevent the speed reducer 205 from shaking when the vehicle starts or stops. A buffer pad is arranged between the pull arm 206 and the pull arm seat 207. The buffer pad absorbs the impact force of the pull arm 206 on the pull arm seat 207, further improving the service life of the driving component 2.

[0028] Working principle: The motor 204 is fixed on the speed reducer 205, and the speed reducer 205 is mounted on the axle 202 by means of shaft holding. The output shaft of the motor 204 is connected to the input shaft of the speed reducer 205 through a spline or a coupling. Compared with the traditional way of mounting the motor 204 by shaft holding, the structure is more compact, the power output rate is higher, which can provide greater torque for the vehicle, reduce the power consumption during vehicle operation, and lower the cost.

[0029] It should be noted that in this text, relational terms such as first and second are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the term "comprising", "including" or any other variant thereof is intended to cover non-exclusive inclusion, so that a process, method, article or device comprising a series of elements not only includes those elements, but also includes other elements not expressly listed, or further includes elements inherent to such process, method, article or device.

[0030] Although the embodiments of the present invention have been shown and described, for those of ordinary skill in the art, it can be understood that various changes, modifications, substitutions and variations can be made to these embodiments without departing from the principle and spirit of the present invention.

Claims

1. A new energy rail traction locomotive power bogie, comprising a frame (1), characterized in that: The invention also comprises a driving assembly (2), wherein the driving assembly (2) is located below the frame (1), a main crossbeam (101) is arranged in the middle of the frame (1), and secondary crossbeams (102) are arranged at both ends of the frame (1), a core plate (5) is arranged on the top of the main crossbeam (101), and a fixing seat (401) is arranged on both sides of the main crossbeam (101), and a side bearing (4) is arranged inside the fixing seat (401), a sand box (3) is arranged on the side of the frame (1), a shock absorbing assembly (7) is arranged at both ends of the driving assembly (2), and a unit brake (6) is arranged at both ends of the secondary crossbeam (102), and a pipe (301) is arranged below the sand box (3), and at least four sand boxes (3) are arranged, and the four sand boxes (3) are all installed on the frame (1).

2. A new energy rail traction locomotive power bogie according to claim 1, characterized in that: The two fixing seats (401) are symmetrically arranged with the main crossbeam (101) as the center. The fixing seats (401) are installed on the frame (1). At least two side bearings (4) are arranged inside a single fixing seat (401). The core plate (5) is located in the middle of the main crossbeam (101), and the core plate (5) is connected to the main crossbeam (101).

3. The new energy rail traction locomotive power bogie according to claim 1, characterized in that: The driving assembly (2) comprises a wheel cake (201), an axle (202), a flange ring (203), a motor (204), a reduction box (205), a pulling arm (206) and a pulling arm seat (207); the shock absorbing assembly (7) comprises an axle head box (701), a hydraulic buffer (702), a traction rod (703) and a spring (704); the axle head box (701) is sleeved on one end of the axle (202).

4. The new energy rail traction locomotive power bogie according to claim 3, characterized in that: At least two wheel cakes (201) are arranged inside a single driving assembly (2), the two wheel cakes (201) are both mounted on an axle (202), a reduction box (205) and a motor (204) are located between the two wheel cakes (201), the reduction box (205) is mounted on the axle (202), and a side surface of the motor (204) is connected to a side surface of the reduction box (205) via a flange ring (203).

5. The new energy rail traction locomotive power bogie according to claim 3, characterized in that: The lower end of the pulling arm (206) is connected to the shaft of the reduction box (205), the upper end of the pulling arm (206) is connected to the pulling arm seat (207), the pulling arm seat (207) is connected to the main cross beam (101), and the pulling arm seat (207) is located on one side of the core plate (5).

6. The new energy rail traction locomotive power bogie according to claim 3, characterized in that: The upper end of the hydraulic buffer (702) is connected to the frame (1), the lower end of the hydraulic buffer (702) is connected to the shaft head box (701), the upper end of the traction rod (703) is connected to the frame (1), the lower end of the traction rod (703) is connected to the shaft head box (701), and at least two springs (704) are arranged inside the single shock absorbing assembly (7), and the two springs (704) are both installed on the shaft head box (701).

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