Gearbox and rail traction system

Abstract

The utility model relates to the technical field of track traction, in particular to a gearbox and a track traction system. The gear box comprises a first shell, a second shell, an axle gear, an intermediate gear and an input gear; the first shell is connected with the second shell to form an accommodating cavity; the axle gear, the intermediate gear and the input gear are rotatably arranged in the accommodating cavity, and the axle gear, the intermediate gear and the input gear are meshed in sequence; the axes of the axle gear, the intermediate gear and the input gear are flush and are coplanar with the combination face of the first shell and the second shell. The gearbox is applied to a rail traction system, the axial arrangement of the gearbox is compact, the internal structure is optimized, and the overall size and weight can be reduced.

Description

Technical Field

[0001] The utility model relates to the technical field of track traction, in particular to a gear box and a track traction system. Background Art

[0002] At present, due to the demand for lightweighting of the entire vehicle, higher weight reduction requirements are also put forward for the gearbox in the rail traction system. Lightweighting of the gearbox can reduce the unsprung mass of the primary system, reduce the damage of the vibration impact of the track to the gearbox and other transmission components, and improve the vehicle's operating energy efficiency. Utility Model Content

[0003] The purpose of the present invention is to provide a gearbox and a track traction system, which have a compact axial arrangement and an optimized internal structure, thereby facilitating reduction in overall size and weight.

[0004] The embodiment of the present utility model can be implemented as follows:

[0005] In a first aspect, the present invention provides a gearbox, the gearbox comprising a first housing, a second housing, an axle gear, an intermediate gear, and an input gear;

[0006] The first shell is connected to the second shell to form a receiving cavity;

[0007] The axle gear, the intermediate gear and the input gear are all rotatably disposed in the accommodating cavity, and the axle gear, the intermediate gear and the input gear are meshed in sequence;

[0008] The axes of the axle gear, the intermediate gear and the input gear are aligned and coplanar with the joining surface of the first housing and the second housing.

[0009] In an optional embodiment, a first oil groove is provided in the second housing, and the first oil groove is used to accommodate oil for lubricating the axle gear.

[0010] In an optional embodiment, a second oil groove is further provided in the second housing, and the second oil groove is used to accommodate oil for lubricating the intermediate gear.

[0011] In an optional embodiment, a reinforcing rib plate is provided at the bottom of the second shell.

[0012] In an optional embodiment, the reinforcing rib is bent and formed into a second oil groove.

[0013] In an optional embodiment, the distance from the bottom of the first oil groove to the axis of the axle gear is greater than the distance from the bottom of the second oil groove to the axis of the intermediate gear.

[0014] In an optional embodiment, a first mounting hole is configured on the outside of the first housing in an area adjacent to the input gear, a second mounting hole is configured on the outside of the first housing in an area adjacent to the axle gear; and a third mounting hole and a fourth mounting hole are configured on the outside of the second housing.

[0015] The first mounting hole and the third mounting hole are correspondingly threadedly connected to the same connecting bolt, and the second mounting hole and the third mounting hole are correspondingly threadedly connected to the same connecting bolt;

[0016] The first mounting hole and the fourth mounting hole are through holes, and the second mounting hole and the third mounting hole are blind holes.

[0017] In an optional embodiment, a region of the first housing opposite to the input gear is recessed toward the second housing to form a recessed portion.

[0018] In a second aspect, the present invention provides a rail traction system, which includes an axle, a wheelset, a boom, a traction motor, a coupling, an axle box, and the above-mentioned gear box;

[0019] The wheels are connected to both ends of the axle; the axle gear of the gearbox is connected to the axle and connected to the bogie through the boom; the traction motor is connected to the input gear of the gearbox through the coupling; the axlebox is connected to the axle;

[0020] Among them, the gearbox is located on the inner side of the wheelset.

[0021] In an alternative embodiment, the axlebox is located on the inner side of the wheelset.

[0022] The beneficial effects of the gearbox and rail traction system provided by the embodiments of the present invention include:

[0023] The gearbox includes a first housing, a second housing, an axle gear, an intermediate gear, and an input gear. The first housing and the second housing are connected to form a housing cavity. The axle gear, intermediate gear, and input gear are rotatably disposed within the housing cavity and mesh with each other sequentially. The axes of the axle gear, intermediate gear, and input gear are aligned and coplanar with the interface between the first and second housings. This gearbox, used in rail traction systems, features a compact axial layout and optimized internal structure, contributing to reduced overall size and weight. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following is a brief introduction to the drawings required for use in the embodiments. It should be understood that the following drawings only illustrate certain embodiments of the present invention and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other relevant drawings can be obtained based on these drawings without paying any creative work.

[0025] Figure 1 A schematic structural diagram of the gearbox provided in this embodiment from a first perspective;

[0026] Figure 2 A schematic diagram of the structure of the gearbox provided in this embodiment from a second perspective;

[0027] Figure 3 A schematic diagram of the structure inside the gearbox provided in this embodiment;

[0028] Figure 4 This is a schematic structural diagram of the track traction system provided in this embodiment.

[0029] Icons: 100-gearbox; 110-first housing; 120-second housing; 130-axle gear; 140-intermediate gear; 150-input gear; 101-accommodating chamber; 102-boom mounting base; 103-intermediate bearing; 104-connecting bolt; 121-first oil tank; 122-second oil tank; 123-reinforcement rib; 111-first mounting hole; 112-second mounting hole; 124-third mounting hole; 125-fourth mounting hole; 113-lower recess; 200-track traction system; 210-axle; 220-wheelset; 230-boom; 240-traction motor; 250-coupling; 260-axle box. DETAILED DESCRIPTION

[0030] To make the purpose, technical solutions, and advantages of the embodiments of the present invention more clear, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Generally, the components of the embodiments of the present invention described and shown in the drawings herein can be arranged and designed in various different configurations.

[0031] Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but rather merely represents selected embodiments of the present invention. All other embodiments derived by persons of ordinary skill in the art based on the embodiments of the present invention without creative effort are intended to fall within the scope of protection of the present invention.

[0032] It should be noted that similar reference numerals and letters denote similar items in the following drawings, and therefore, once an item is defined in one drawing, it does not need to be further defined or explained in subsequent drawings.

[0033] In the description of the present invention, it should be noted that if the terms "upper", "lower", "inside", "outside", etc. appear, the orientation or position relationship indicated is based on the orientation or position relationship shown in the accompanying drawings, or is the orientation or position relationship in which the utility model product is usually placed when in use. It is only for the convenience of describing the present invention and simplifying the description, and does not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, it cannot be understood as a limitation on the present invention.

[0034] In addition, the terms "first", "second", etc., if used, are merely used to distinguish and describe, and should not be understood as indicating or implying relative importance.

[0035] It should be noted that, in the absence of conflict, the features in the embodiments of the present invention can be combined with each other.

[0036] At present, due to the demand for lightweighting of the entire vehicle, higher weight reduction requirements are also put forward for the gearbox 100 in the rail traction system 200. Lightweighting of the gearbox 100 can reduce the primary unsprung mass, reduce the damage of the vibration impact of the track to the gearbox 100 and other transmission components, and improve the vehicle's operating energy efficiency.

[0037] For the reasons above, please refer to Figure 1-Figure 3 , this embodiment provides a gearbox 100 , which includes a first housing 110 , a second housing 120 , an axle gear 130 , an intermediate gear 140 , and an input gear 150 ;

[0038] The first shell 110 is connected to the second shell 120 to form a receiving cavity 101;

[0039] The axle gear 130 , the intermediate gear 140 and the input gear 150 are all rotatably disposed in the accommodating cavity 101 , and the axle gear 130 , the intermediate gear 140 and the input gear 150 are meshed in sequence;

[0040] The axes of the axle gear 130 , the intermediate gear 140 and the input gear 150 are aligned and coplanar with the joint surface of the first housing 110 and the second housing 120 .

[0041] Please refer to Figure 1-Figure 3 , the structural principle of the gearbox 100 is:

[0042] The gearbox 100 includes a first housing 110, a second housing 120, an axle gear 130, an intermediate gear 140, and an input gear 150. The first housing 110 and the second housing 120 are connected to form an accommodating chamber 101. The axle gear 130, the intermediate gear 140, and the input gear 150 are all rotatably disposed within the accommodating chamber 101, and the axle gear 130, the intermediate gear 140, and the input gear 150 are meshed in sequence. That is, the gearbox 100 adopts a two-stage cylindrical helical gear parallel shaft transmission. The housing includes the first housing 110 and the second housing 120.

[0043] The axes of the axle gear 130, the intermediate gear 140, and the input gear 150 are aligned and coplanar with the interface between the first housing 110 and the second housing 120. This means that to reduce the weight of the gearbox 100 while ensuring gear strength, all gear centers are designed to be on the same plane. The interface between the first housing 110 and the second housing 120 also passes through the centers of all gears.

[0044] Therefore, the arrangement of the gearbox 100 is to further reduce the center distance of each gear while maintaining the same center distance between the input and the axle 210, thereby reducing the size of the top circle of the gear teeth at each level to achieve the purpose of lightweighting. At the same time, the intermediate shaft system is raised, which is also conducive to reducing the lower limit size of the gearbox 100; therefore, the gearbox 100 is applied to the rail traction system 200, its axial arrangement is compact, and the internal structure is optimized, which is conducive to reducing the overall size and weight.

[0045] For further information, please refer to Figure 1-Figure 3 Since a bolt mounting base needs to be provided on the joint surface of the first housing 110 and the second housing 120, compared with the conventional gearbox 100 in which the bolts are provided on one side of the upper housing or the lower housing, in this embodiment, a first mounting hole 111 is provided in an area adjacent to the input gear 150 outside the first housing 110, and a second mounting hole 112 is provided in an area adjacent to the axle gear 130 outside the first housing 110; a third mounting hole 124 and a fourth mounting hole 125 are provided on the outside of the second housing 120; the first mounting hole 111 and the third mounting hole 124 are correspondingly threadedly connected to the same connecting bolt 104, and the second mounting hole 112 and the third mounting hole 124 are correspondingly threadedly connected to the same connecting bolt 104; wherein, the first mounting hole 111 and the fourth mounting hole 125 are through holes, and the second mounting hole 112 and the third mounting hole 124 are blind holes.

[0046] Since the joint surface between the first shell 110 and the second shell 120 of the gearbox 100 passes through the center of all gears, such an arrangement allows an axial hole-type boom mounting base 102 to be provided at the end of the input gear 150, which is vertically elastically suspended on the frame through a pin-type boom 230. When the bogie is displaced, the boom 230 will also rotate with the center of the mounting base as the center of rotation. In order to avoid radial movement space for the boom 230, the bolt seat is arranged with the bolts in an upper and lower arrangement. The input end bolts are installed on the first shell 110, and the other positions are installed on the second shell 120.

[0047] For further information, please refer to Figure 1-Figure 3 In this embodiment, the gearbox 100 is limited by the displacement space of the coupling 250 and the axial position of the axlebox 260. Based on the aforementioned two-stage gear arrangement, the area of ​​the first housing 110 opposite the input gear 150 is recessed toward the second housing 120 to form a lower recess 113. This results in a "Z" shape when the first and second housings 110 and 120 are combined. Furthermore, the space on the input motor side of the gearbox 100 is offset toward the wheel side, recessed within the space for the motor-side intermediate-stage bearing 103 and its mounting seat. This makes it impossible to install a conventional end cap within this space. Therefore, the gearbox 100 of this embodiment eliminates the intermediate-stage motor-side cap and instead incorporates a blind hole design integrated with the housing. This eliminates the need for cap installation space and end bolts. Furthermore, based on the actual displacement space of the coupling 250, the mating surface at the intermediate-stage motor-side blind hole is designed as an inclined surface. This allows for the placement of large bolts and increases the size of the mating surface at the intermediate-stage bearing 103. In order to avoid the axial movement space of the hanger 230, a chamfer is also added to the input end bolt seat. In order to meet the sealing performance of the joint surface after chamfering, the bolt arrangement at the chamfer can be adjusted.

[0048] Based on the above structure, please refer to Figure 1-Figure 3 Because the centerlines of the gears of the gearbox 100 lie on the same plane, and there is a significant height difference between the addendum circles of the intermediate gear 140 and the axle gear 130, the oil immersion depths of the two gears at the same oil level can vary significantly. Therefore, a first oil groove 121 is provided within the second housing 120 to accommodate oil for lubricating the axle gear 130. Furthermore, a second oil groove 122 is provided within the second housing 120 to accommodate oil for lubricating the intermediate gear 140. Furthermore, the distance from the bottom of the first oil groove 121 to the axis of the axle gear 130 is greater than the distance from the bottom of the second oil groove 122 to the axis of the intermediate gear 140.

[0049] Therefore, in addition to the first oil groove 121 at the bottom of the second shell 120, a second oil groove 122 is designed separately for the intermediate gear 140, so that the gearbox 100 has two oil level heights. The two gears can have a good oil immersion depth, ensuring the lubrication performance inside the gearbox 100. In addition, this can also lower the oil level height of the bottom oil pool, reduce the oil immersion depth of the axle gear 130, reduce the oil stirring loss of the axle gear 130, and improve the transmission efficiency of the gearbox 100; at the same time, it reduces the overall oil volume of the gearbox 100 and improves the maintenance economy of the gearbox 100.

[0050] In addition, in order to improve the structural strength of the box body, a reinforcing rib 123 is provided at the bottom of the second shell body 120; and when configuring the reinforcing rib 123, the reinforcing rib 123 is bent and formed into a second oil groove 122. As a result, the reinforcing rib 123 at the bottom of the second shell body 120 can not only meet the structural requirements of the lubrication function, but also improve the structural strength of the box body, further meeting the lightweight design requirements of the gearbox 100.

[0051] Based on the above, please refer to Figures 1-4 This embodiment further provides a rail traction system 200, which includes an axle 210, a wheelset 220, a boom 230, a traction motor 240, a coupling 250, an axle box 260, and the aforementioned gear box 100;

[0052] The wheelset 220 is connected to both ends of the axle 210; the axle gear 130 of the gearbox 100 is connected to the axle 210 through a transmission connection, and is connected to the bogie through a boom 230; the traction motor 240 is connected to the input gear 150 of the gearbox 100 through a coupling 250; the axle box 260 is connected to the axle 210; wherein, the gearbox 100 is located on the inner side of the wheelset 220.

[0053] Currently, conventional bogie gearboxes 100 are positioned inboard of the wheelset 220, while the axle 210 and axlebox 260 are positioned outboard. This arrangement of the gearbox 100 results in large axial dimensions, a high overall mass, and a long axle 210, hindering vehicle lightweighting. To address these drawbacks, a bogie with the axlebox 260 positioned inboard of the wheelset 220 has been proposed. This type of bogie places higher demands on the axial dimensions and lightweighting of the gearbox 100. A bogie with an internal axlebox 260 relocates the axlebox 260, bearings, and primary suspension to the inboard side of the wheelset 220. By reducing the axial span of the primary suspension, the axial dimensions of the axle 210 and vehicle body frame are reduced, thereby reducing the overall bogie mass. However, the internal placement of the axlebox 260 significantly limits the axial space available for the drive gearbox 100 during design. The conventional axial design dimensions of the gearbox 100 no longer meet these bogie clearance requirements.

[0054] That is, the axial size of the bogie with built-in axle box 260 is small, and the axial space available for arrangement of the drive gearbox 100 during design is very limited. The axial design size of the conventional gearbox 100 can no longer meet the bogie limit requirements.

[0055] The rail traction system 200 in this embodiment adopts the above-mentioned gear box 100, which has a compact axial arrangement and an optimized internal structure. On the basis of small overall size and weight, the axle box 260 can be arranged on the inner side of the wheelset 220, thereby enabling the rail traction system 200 to have a compact bogie space with a built-in axle box 260 and high requirements on the axial size and lightweight of the gear box 100.

[0056] Thus, by employing the aforementioned gearbox 100, the rail traction system 200 can reduce its overall size and weight. Furthermore, the traction motor 240 and the gearbox 100 are connected by a coupling 250. Compared to conventional gearbox 100 arrangements, the axle box 260 of this gearbox 100 is positioned inside the wheelset 220, resulting in a smaller axial dimension for the gearbox 100 under standard track gauge conditions, thereby facilitating a reduction in its overall size.

[0057] In summary, please refer to Figures 1-4 The gearbox 100 and the rail traction system 200 provided in this embodiment have the following advantages:

[0058] Compared with the conventional two-stage gearbox 100, in which the intermediate stage is relatively low and the overall lower limit of the gearbox 100 also needs to be larger, the center lines of the parallel transmission gears of each stage of the gearbox 100 provided in this embodiment are located on the same plane. Under the same input and output center distance, the center distance of each stage is reduced, the top circle of each gear is reduced, and the lower limit size can also be reduced, while also achieving the lightweight design requirements of the gearbox 100.

[0059] The intermediate gear 140 is lubricated by two independent oil tanks, which can reduce the oil immersion depth of the gear, reduce oil churning losses, improve the transmission efficiency of the gearbox 100, and at the same time reduce the amount of gear oil, thereby optimizing the maintenance economy of the gearbox 100.

[0060] Both the first shell 110 and the second shell 120 adopt a conformal design that adapts to the gear arrangement. The reinforcing ribs 123 at the bottom of the oil tank meet the structural requirements of the lubrication function and also improve the structural strength of the box body, further meeting the lightweight design requirements of the gearbox 100.

[0061] The above is only a specific implementation method of the present invention, but the protection scope of the present invention is not limited to this. Any changes or replacements that can be easily thought of by any technician familiar with this technical field within the technical scope disclosed in the present invention should be covered by the protection scope of the present invention.

Claims

1. A gearbox, characterized in that: The gearbox includes a first housing, a second housing, an axle gear, an intermediate gear and an input gear; The first shell is connected to the second shell to form a receiving cavity; The axle gear, the intermediate gear and the input gear are all rotatably disposed in the accommodating cavity, and the axle gear, the intermediate gear and the input gear are meshed in sequence; The axes of the axle gear, the intermediate gear, and the input gear are aligned and coplanar with the joining surface of the first housing and the second housing.

2. The gearbox according to claim 1, characterized in that: A first oil tank is provided in the second housing, and the first oil tank is used to accommodate oil for lubricating the axle gear.

3. The gearbox according to claim 2, characterized in that: A second oil groove is further provided in the second housing, and the second oil groove is used to accommodate oil for lubricating the intermediate gear.

4. The gearbox according to claim 3, characterized in that: A reinforcing rib is provided at the bottom of the second shell.

5. The gearbox according to claim 4, characterized in that: The reinforcing rib plate is bent to form the second oil groove.

6. The gearbox according to claim 5, characterized in that: A distance from the bottom of the first oil groove to the axis of the axle gear is greater than a distance from the bottom of the second oil groove to the axis of the intermediate gear.

7. The gearbox according to any one of claims 1 to 6, characterized in that: A first mounting hole is configured on the outside of the first housing in an area adjacent to the input gear, a second mounting hole is configured on the outside of the first housing in an area adjacent to the axle gear; a third mounting hole and a fourth mounting hole are configured on the outside of the second housing; The first mounting hole and the third mounting hole are correspondingly threadedly connected to the same connecting bolt, and the second mounting hole and the third mounting hole are correspondingly threadedly connected to the same connecting bolt; Wherein, the first mounting hole and the fourth mounting hole are through holes, and the second mounting hole and the third mounting hole are blind holes.

8. The gearbox according to any one of claims 1 to 6, characterized in that: The first housing has a region facing the input gear that is recessed toward the second housing to form a recessed portion.

9. A rail traction system, characterized in that: The rail traction system comprises an axle, a wheelset, a boom, a traction motor, a coupling, an axle box and a gearbox according to any one of claims 1 to 8; The wheels are connected to both ends of the axle; the axle gear of the gearbox is connected to the axle through transmission, and is connected to the bogie through the boom; the traction motor is connected to the input gear of the gearbox through the coupling; the axle box is connected to the axle; Wherein, the gear box is located on the inner side of the wheelset.

10. The rail traction system according to claim 9, characterized in that: The axle box is located on the inner side of the wheelset.

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