Non-driving end cover for rail transit motor

Abstract

The utility model discloses a non-driving end cover for a rail transit motor, and the end cover comprises a cover body, and the bottom of one inner wall of the cover body is coaxially provided with a bearing chamber. The reinforcing assembly comprises a third reinforcing ring and a plurality of second reinforcing ribs, the third reinforcing ring is arranged on the surface of the inner wall of the cover body in a surrounding mode, and the second reinforcing ribs are arranged on the outer wall of the bearing chamber in a surrounding mode. According to the structure, a plurality of stable mechanical units are formed in the reinforcing assembly, the overall structural strength and rigidity of the reinforcing assembly are greatly enhanced, the reinforcing assembly can better cooperatively work and jointly resist the action of various forces, the stability and reliability of the end cover under the complex working condition are improved, and the service life of the end cover is prolonged on the premise that the structural rigidity is guaranteed. Material redundancy is reduced, the weight of the end cover is reduced, the lightweight requirement of rail transit is met, meanwhile, deformation of the end cover under high-frequency vibration is restrained, and the running stability of the motor is improved.

Description

Technical Field

[0001] This utility model relates to the field of motor technology, and in particular to a non-drive end cover for rail transit motors. Background Technology

[0002] The motor is mainly composed of a magnetic core, coil windings, and housing. The non-drive end cover is a rear cover installed behind the motor housing. The rear cover is connected to the motor housing and mainly serves to protect the internal structure of the motor and support the bearings. However, the existing end covers of rail transit motors have low strength, and the motor vibration can easily cause the end cover to crack. As the core component of the rail transit power system, the reliability of the end cover structure directly affects the operational safety. Therefore, a non-drive end cover for rail transit motors is needed to solve this problem. Utility Model Content

[0003] This utility model addresses the shortcomings of existing technologies by providing the following technical solution:

[0004] Non-drive end caps for rail transit motors, including:

[0005] The cover body has a bearing chamber coaxially arranged at the bottom of one inner wall of the cover body;

[0006] The reinforcing component includes a reinforcing ring three surrounding the inner wall surface of the cover and multiple sets of reinforcing ribs two surrounding the outer wall of the bearing chamber. An X-shaped reinforcing rib one is provided between the reinforcing ribs two and the reinforcing ring three. Two sets of concentric reinforcing rings one and two with different diameters are respectively provided between the multiple sets of reinforcing ribs one.

[0007] The above technical solution provides support and positioning for the motor shaft in the bearing housing, ensuring stable rotation. The radial and axial forces within the bearing housing are diffused to the surrounding area through the second reinforcing rib, preventing deformation or fatigue failure due to localized high stress concentration. The third reinforcing ring, through its annular structure, constrains the radial expansion of the cover, reducing deformation caused by internal pressure or vibration during motor operation. The cross-layout of the first reinforcing rib disperses the stress in the bearing housing to the entire cover via an oblique transmission path, while simultaneously enhancing the torsional stiffness of the end cover. This is particularly suitable for dynamic torque impacts during motor startup or braking. The first and second reinforcing rings, along with the reinforcing ribs... The interwoven reinforcing ribs form a grid structure, creating multiple stable mechanical units within the reinforcing assembly. This significantly enhances the overall structural strength and rigidity of the assembly, enabling it to work together more effectively to resist various forces and improve the stability and reliability of the end cover under complex operating conditions. Through the reinforcement ring three, reinforcement rib two, X-shaped reinforcement rib one, reinforcement ring one, and reinforcement ring two, material redundancy is reduced and the end cover weight is lowered while ensuring structural rigidity, meeting the lightweight requirements of rail transit. At the same time, it suppresses the deformation of the end cover under high-frequency vibration and improves the smoothness of motor operation.

[0008] As an improvement to the above technical solution, the cover has multiple sets of heat dissipation holes that communicate with the outside.

[0009] As an improvement to the above technical solution, a fixed sleeve is rotatably inserted into the bearing chamber, and multiple sets of fan blades are fixedly connected to the surface of the fixed sleeve.

[0010] As an improvement to the above technical solution, a bearing is provided between the bearing chamber and the fixed sleeve.

[0011] As an improvement to the above technical solution, the side wall of the cover is provided with a mounting platform.

[0012] The beneficial effects of this utility model are:

[0013] By interweaving reinforcing ring one and reinforcing ring two with reinforcing rib one to form a grid structure, this structure creates multiple stable mechanical units within the reinforcing component, greatly enhancing the overall structural strength and rigidity of the reinforcing component. This allows the reinforcing components to work together better to resist various forces, improving the stability and reliability of the end cover under complex working conditions. While ensuring structural rigidity, it reduces material redundancy and lowers the weight of the end cover, meeting the lightweight requirements of rail transit. At the same time, it suppresses the deformation of the end cover under high-frequency vibration, improving the smoothness of motor operation. Attached Figure Description

[0014] Figure 1 This is a top view of the overall structure of this utility model;

[0015] Figure 2 This is a cross-sectional view of the overall structure of this utility model.

[0016] Reference numerals: 10, cover; 101, heat dissipation hole; 11, bearing chamber; 20, reinforcing rib one; 201, reinforcing ring one; 202, reinforcing ring two; 21, reinforcing ring three; 22, reinforcing rib two; 30, bearing; 40, fixing sleeve; 41, fan blade. Detailed Implementation

[0017] To make the objectives, technical solutions, and advantages of this utility model clearer, the present utility model will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present utility model and are not intended to limit the present utility model.

[0018] Non-drive end caps for rail transit motors, including:

[0019] The cover 10 has a bearing chamber 11 coaxially arranged at the bottom of one inner wall;

[0020] The reinforcing component includes a reinforcing ring 21 surrounding the inner wall surface of the cover 10 and multiple sets of reinforcing ribs 22 surrounding the outer wall of the bearing chamber 11. An X-shaped reinforcing rib 20 is provided between the reinforcing ribs 22 and the reinforcing ring 21. Two sets of concentric reinforcing rings 201 and 202 with different diameters are respectively provided between the multiple sets of reinforcing ribs 20.

[0021] The bearing housing 11 provides support and positioning for the motor shaft, ensuring stable rotation. The radial and axial forces within the bearing housing 11 are diffused to the surrounding area via reinforcing rib 22, preventing deformation or fatigue failure due to localized high stress concentration. Reinforcing ring 21, through its annular structure, constrains the radial expansion of the cover 10, reducing deformation caused by internal pressure or vibration during motor operation. The intersecting arrangement of reinforcing rib 20 disperses the stress in the bearing housing 11 to the entire cover 10 via an oblique transmission path, while simultaneously enhancing the torsional stiffness of the end cover, making it particularly suitable for dynamic torque impacts during motor start-up or braking. Reinforcing ring 201 and reinforcing ring 202, along with... The reinforcing ribs 1-20 interweave to form a grid structure. This structure creates multiple stable mechanical units within the reinforcing component, greatly enhancing the overall structural strength and rigidity of the component. This allows the reinforcing components to work together more effectively to resist various forces, improving the stability and reliability of the end cover under complex operating conditions. Through reinforcing ring 3-21, reinforcing rib 2-22, X-shaped reinforcing rib 1-20, reinforcing ring 1-201, and reinforcing ring 2-202, material redundancy is reduced and the end cover weight is lowered while ensuring structural rigidity, meeting the lightweight requirements of rail transit. At the same time, it suppresses the deformation of the end cover under high-frequency vibration, improving the smoothness of motor operation.

[0022] In one embodiment, the cover 10 has multiple sets of heat dissipation holes 101 that communicate with the outside. The heat dissipation holes 101 not only dissipate heat but also reduce the redundancy of the end cover material, which is in line with the trend of lightweighting in rail transit.

[0023] In one embodiment, a fixed sleeve 40 is rotatably inserted into the bearing chamber 11. Multiple sets of fan blades 41 are fixedly connected to the surface of the fixed sleeve 40. When the motor shaft is inserted into the fixed sleeve 40, and the fixed sleeve 40 rotates synchronously with the motor shaft, the fixed sleeve 40 drives the fan blades 41 to rotate, thereby driving the airflow inside the motor to flow rapidly, which is beneficial for heat dissipation inside the motor.

[0024] In one embodiment, a bearing 30 is provided between the bearing housing 11 and the fixed sleeve 40. The outer ring of the bearing 30 is interference-fitted with the bearing housing 11, and the inner ring of the bearing 30 is interference-fitted with the fixed sleeve 40 to form a rigid support, ensuring the radial and axial accuracy of the fixed sleeve 40 when it rotates.

[0025] In one embodiment, the cover 10 is provided with a mounting platform on its side wall to facilitate the installation and fixing of the cover 10 to the motor housing.

[0026] The above embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it.

Claims

1. A non-driving end cover for a rail transit motor, characterized in that, Include: Cover (10), the inner wall bottom coaxial with bearing chamber (11) is provided with; Strengthening assembly, the strengthening assembly includes the strengthening ring three (21) which is arranged on the inner wall surface of the cover (10) and multiple groups of reinforcing rib two (22) which are arranged on the outer wall of the bearing chamber (11), and the reinforcing rib two (22) and the strengthening ring three (21) are provided with X-shaped reinforcing rib one (20), multiple groups of the reinforcing rib one (20) are respectively provided with two groups of concentric reinforcing ring one (201) and reinforcing ring two (202) with different diameters.

2. The non-driving end cover for rail transit electric machines according to claim 1, characterized in that: Multiple groups of heat dissipation holes (101) are formed on the cover (10) and are communicated with the outside.

3. The non-driving end cover for rail transit electric machines according to claim 2, characterized in that: The fixed sleeve (40) is rotatably inserted into the bearing chamber (11), and the surface of the fixed sleeve (40) is fixedly connected with multiple groups of fan blades (41).

4. The non-driving end cover for rail transit electric machines according to claim 3, characterized in that: The bearing is arranged between the bearing chamber (11) and the fixed sleeve (40).

5. The non-driving end cover for rail transit electric machines of claim 1, wherein: The side wall of the cover (10) is provided with a mounting table.

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