Gear coupling for a train

Abstract

The application discloses a gear coupling for a train, which comprises a first coupling, a second coupling and a detection assembly, wherein the first coupling comprises a first shaft sleeve, the inside of the first shaft sleeve is connected with an output shaft of a motor, and the outside of the first shaft sleeve is connected with a shell of the first coupling; the second coupling comprises a second shaft sleeve, the inside of the second shaft sleeve is connected with a high-speed shaft of a gear box, and the outside of the second shaft sleeve is connected with a shell of the second coupling; and the gear coupling further comprises one or more detection assemblies, wherein the detection assembly is arranged on the shell of the first coupling and / or the shell of the second coupling. Through the scheme, the gear coupling in a limited space can be detected.

Description

Technical Field

[0001] This application generally relates to the field of coupling technology. More specifically, this application relates to a gear coupling for trains. Background Technology

[0002] Gear couplings are mechanical components widely used in industrial transmission, primarily divided into two tooth profiles: spur gear and drum gear. Their design typically consists of two half-couplings, connected to the driving shaft and driven shaft respectively, to achieve power transmission and motion coordination. Due to their reliable performance and good adaptability, gear couplings are widely used in mining machinery, rail transportation, shipbuilding, metallurgy, hoisting and transportation, wind power, petrochemicals, and many other fields.

[0003] In the rail transit sector, gear couplings are currently the mainstream choice. These couplings mainly consist of three parts: the input half-coupling, the output half-coupling, and the connecting bolt assembly. Their core function is to effectively transmit loads, while also possessing displacement compensation capabilities to accommodate relative movement and positional deviations between shafts. Furthermore, the unique structural design of the gear coupling seals the lubrication medium, ensuring the normal operation of the lubrication system, thereby extending the coupling's service life and improving transmission efficiency.

[0004] However, in the rail transit sector, the installation space for couplings located between the bogie gearbox input shaft and the motor is limited. These couplings must operate with high load-bearing capacity and high speed within this confined space, and must withstand frequent vibrations, large displacement angles, and rapid temperature changes. These demanding working conditions render traditional detection methods (such as contact or non-contact probes like gratings, infrared, and lasers) ineffective for coupling inspection. Therefore, real-time monitoring of coupling operation is currently difficult, making it impossible to promptly detect potential anomalies. Due to the lack of effective detection methods, abnormal coupling conditions are often difficult to detect in a timely manner. This can not only reduce the safety of the traction and transmission systems but also lead to malfunctions, ultimately affecting the normal operation of the entire rail transit system. Furthermore, the inability to conduct timely and targeted maintenance based on the coupling's operating condition severely impacts equipment reliability. Ultimately, this leads to a significant increase in subsequent operation and maintenance costs, causing numerous inconveniences for the operation and management of the rail transit system.

[0005] In view of this, there is an urgent need to provide a gear coupling for trains so as to enable the detection of gear couplings located in a confined space. Utility Model Content

[0006] In order to at least solve one or more of the technical problems mentioned above, this application proposes a solution for a gear coupling for trains in one aspect.

[0007] In a first aspect, this application provides a gear coupling for a train, the gear coupling connecting a train motor and a gearbox. The gear coupling includes a first coupling, a second coupling, and a detection assembly. The first coupling includes a first bushing, the interior of which is connected to the output shaft of the motor, and the exterior of which is meshed with the housing of the first coupling. The second coupling includes a second bushing, the interior of which is connected to the high-speed shaft of the gearbox, and the exterior of which is meshed with the housing of the second coupling. The housings of the first and second couplings are detachably connected. The gear coupling further includes one or more detection assemblies, wherein the detection assemblies are disposed on the housings of the first and / or the second couplings.

[0008] In some embodiments, the first bushing includes a first sleeve and a first gear, and a second gear is disposed inside the housing of the first coupling; wherein the inner side of the first sleeve is connected to the output shaft of the motor; the first gear is disposed on the outer wall of the first sleeve; the second gear is meshed with the first gear; the second bushing includes a second sleeve and a third gear, and a fourth gear is disposed inside the housing of the second coupling; wherein the inner side of the second sleeve is connected to the high-speed shaft of the gearbox; the third gear is disposed on the outer wall of the second sleeve; the fourth gear is meshed with the third gear.

[0009] In some embodiments, the inner side of the first sleeve is interference-fitted with the output shaft of the motor, and the inner side of the second sleeve is interference-fitted with the high-speed shaft of the gearbox.

[0010] In some embodiments, the first and third gears are drum-shaped teeth, and the second and fourth gears are straight teeth.

[0011] In some embodiments, the radii of curvature of the tooth protrusions of the first gear and the third gear are both less than a first preset value, and the tooth groove widths of the second gear and the fourth gear are greater than a second preset value.

[0012] In some embodiments, the gear coupling further includes a sealing assembly, wherein, in the direction of the axis of the first sleeve, a first groove is formed on the side of the first sleeve opposite to the second sleeve; a second groove is formed on the side of the second sleeve opposite to the first sleeve; the sealing assembly includes a threaded tube disposed in the first groove and the second groove.

[0013] In some embodiments, the sealing assembly further includes an O-ring disposed between the first coupling and the second coupling.

[0014] In some embodiments, the gear coupling further includes a plurality of limiting rings, which are respectively installed on the webs of the first gear and the third gear and abut against the first gear and the third gear to form a limiting in the axial direction of the gear coupling.

[0015] In some embodiments, the housings of the first coupling and the housings of the second coupling are connected by a bolt assembly.

[0016] In some embodiments, the gear coupling further includes a center plate, which includes a first center plate and a second center plate. The first center plate is disposed between the output shaft of the motor and the bottom of the first coupling, and a first anti-rotation pin is disposed between the first center plate and the output shaft of the motor. The second center plate is disposed between the high-speed shaft of the gearbox and the bottom of the second coupling, and a second anti-rotation pin is disposed between the second center plate and the high-speed shaft of the gearbox.

[0017] In some embodiments, the first sleeve and the second sleeve are made of a conductive material.

[0018] With the gear coupling for trains provided above, the embodiments of this application, by setting the detection component on the housing of the first coupling and / or the housing of the second coupling, can realize the detection of the gear coupling in a limited space, thereby improving safety and reliability. Attached Figure Description

[0019] The above and other objects, features, and advantages of exemplary embodiments of this application will become readily understood by reading the following detailed description with reference to the accompanying drawings. In the drawings, several embodiments of this application are illustrated by way of example and not limitation, and the same or corresponding reference numerals denote the same or corresponding parts, wherein:

[0020] Figure 1a Exemplary structural diagrams of gear couplings according to some embodiments of this application are shown;

[0021] Figure 1b Exemplary structural diagrams of gear couplings according to other embodiments of this application are shown;

[0022] Figure 2 An exemplary block diagram of the transmission path of a gear coupling according to some embodiments of this application is shown. Detailed Implementation

[0023] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this application. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0024] It should be understood that the terms "comprising" and "including" used in the specification and claims of this application indicate the presence of the described features, integrals, steps, operations, elements and / or components, but do not exclude the presence or addition of one or more other features, integrals, steps, operations, elements, components and / or collections thereof.

[0025] It should also be understood that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the application. As used in this specification and claims, the singular forms “a,” “an,” and “the” are intended to include the plural forms unless the context clearly indicates otherwise. It should also be understood that the term “and / or” as used in this specification and claims refers to any combination and all possible combinations of one or more of the associated listed items, and includes such combinations.

[0026] As used in this specification and claims, the term "if" may be interpreted, depending on the context, as "when," "once," "in response to determination," or "in response to detection." Similarly, the phrase "if determined" or "if [described condition or event] is detected" may be interpreted, depending on the context, as "once determined," "in response to determination," "once [described condition or event] is detected," or "in response to detection of [described condition or event]."

[0027] The specific embodiments of this application will now be described in detail with reference to the accompanying drawings.

[0028] Exemplary application scenarios.

[0029] Figure 1a An exemplary structural diagram of a gear coupling according to some embodiments of this application is shown. Figure 1b Exemplary structural diagrams of gear couplings according to other embodiments of this application are shown. For example... Figure 1a and Figure 1bAs shown, a gear coupling connects the motor and gearbox of a train. The gear coupling includes a first coupling 10, a second coupling 20, and a detection component. The first coupling 10 includes a first bushing, the interior of which is connected to the output shaft of the motor, and the exterior of which is meshed with the housing of the first coupling 10. The second coupling 20 includes a second bushing, the interior of which is connected to the high-speed shaft of the gearbox, and the exterior of which is meshed with the housing of the second coupling 20. The housings 13 of the first coupling and 23 of the second coupling 20 are detachably connected. The gear coupling also includes one or more detection components 80, wherein the detection components 80 are disposed on the housings 13 of the first coupling and / or the housings 23 of the second coupling.

[0030] In some embodiments, the first bushing includes a first sleeve 11 and a first gear 12, and a second gear is disposed inside the housing of the first coupling 10; wherein the inner side of the first sleeve 11 is connected to the output shaft of the motor; the first gear 12 is disposed on the outer wall of the first sleeve 11; the second gear and the first gear 12 are meshed together; the second bushing includes a second sleeve 21 and a third gear 22, and a fourth gear is disposed inside the housing of the second coupling 20; wherein the inner side of the second sleeve 21 is connected to the high-speed shaft of the gearbox; the third gear 22 is disposed on the outer wall of the second sleeve 21; the fourth gear and the third gear 22 are meshed together.

[0031] In some embodiments, the inner side of the first sleeve 11 is interference-fitted with the output shaft of the motor, and the inner side of the second sleeve 21 is interference-fitted with the high-speed shaft of the gearbox. In some embodiments, the first sleeve 11 and the second sleeve 21 are made of conductive material.

[0032] In some embodiments, a gear coupling is a widely used movable rigid coupling. It transmits torque using the meshing of internal and external teeth, while allowing for a certain degree of relative displacement (including radial, axial, and angular offset) between the two connected shafts, thereby compensating for deviations caused by installation errors, shaft deformation under load, or thermal expansion. In some embodiments, the aforementioned train may include a rail transit train.

[0033] In some embodiments, the first coupling 10 can be an input-side half coupling, which can be connected to the output shaft of the motor. In some embodiments, the output shaft of the motor can be a mechanical structural component on the electronic body for transmitting power, which can be a metal shaft extending outward from the motor rotor, and its surface can be machined with keyways, splines, threaded holes, or be a smooth shaft, etc.

[0034] In some embodiments, a first sleeve 11 may be provided on the inner side of the first coupling 10, and the inner side of the first sleeve may be connected to the output shaft of the motor. Further, a first gear 12 may be provided on the outer wall of the first sleeve; it is understood that the first gear 12 may be an external gear of the first sleeve. Even further, a second gear that meshes with the aforementioned first gear 12 may be provided on the inner side of the housing 13 of the first coupling; it is understood that the second gear may be an internal gear of the housing 13 of the first coupling. It is understood that the housing 13 may be an internal gear sleeve.

[0035] In some embodiments, the inner side of the first sleeve 11 is interference-fitted with the output shaft of the motor.

[0036] The inner side of the first sleeve 11 is interference-fitted with the output shaft of the motor. Specifically, the first sleeve 11 inside the first coupling 10 can be heated, causing the hole in the first sleeve 11 to expand and fit into the output shaft of the motor. After cooling, the first sleeve 11 shrinks, forming a tight seal. Torque can be transmitted through the friction between the inside of the first sleeve 11 and the outside of the motor's output shaft. Furthermore, the input shaft can also be cooled, causing it to shrink and extend into the inside of the first sleeve 11. After the output shaft of the motor recovers and expands, it tightly seals with the inside of the first sleeve 11, thereby achieving torque transmission.

[0037] In some embodiments, the second coupling 20 can be an output-side half-coupling, which can be connected to the high-speed shaft of the gearbox. The high-speed shaft of the gearbox can be the input shaft with the highest rotational speed in the gear transmission system.

[0038] In some embodiments, a second sleeve 21 may be provided on the inner side of the second coupling 20, and the inner side of the second sleeve 21 may be connected to the high-speed shaft of the gearbox. Further, a third gear 22 may be provided on the outer side of the second sleeve 21; it is understood that the third gear 22 may be the external gear of the second sleeve. Even further, a fourth gear may be provided on the inner side of the housing 23 of the second coupling, which engages with the aforementioned third gear 22; it is understood that the fourth gear is the internal gear of the housing 23 of the second coupling.

[0039] In some embodiments, the inner side of the second sleeve 21 is interference-fitted with the high-speed shaft of the gearbox. Specifically, the second sleeve inside the second coupling 20 can be heated, causing the hole in the second sleeve to expand and fit into the high-speed shaft of the gearbox. After cooling, the second sleeve contracts, forming a tight seal. Torque can be transmitted through the friction between the inside of the second sleeve and the outside of the high-speed shaft of the gearbox. Alternatively, the high-speed shaft of the gearbox can be cooled, causing it to contract and extend into the inside of the second sleeve. After the high-speed shaft recovers and expands, it tightly seals against the inside of the second sleeve, thus achieving torque transmission.

[0040] In some embodiments, the detection component 80 is detachably disposed on the housing 13 of the first coupling and / or the housing 23 of the second coupling, and is used to detect the parameters of the gear coupling.

[0041] In some embodiments, multiple detection components 80 may be provided, all of which may be disposed on the housing 13 of the first coupling, or all of these detection components 80 may be disposed on the housing 23 of the second coupling. In other embodiments, multiple detection components 80 may be disposed simultaneously on both the housing 13 of the first coupling and the housing 23 of the second coupling.

[0042] In some embodiments, the structural shape of the multiple detection components can be one or more of the following: bolts, buttons, tags, or straps. Furthermore, the detection components can be connected to the housing 13 of the first coupling and / or the housing 23 of the second coupling by means of welding, riveting, bonding, threaded connection, pin connection, elastic deformation connection, locking connection, or plug-in connection.

[0043] In some embodiments, when multiple detection components 80 are respectively disposed on the housing 13 of the first coupling and the housing 23 of the second coupling, the multiple detection components 80 may be axially or circumferentially distributed along the housing 13 of the first coupling and / or the housing 23 of the second coupling.

[0044] In some embodiments, the plurality of detection components disposed on the housing 13 of the first coupling may be distributed axially, and the plurality of detection components disposed on the housing 23 of the second coupling may also be distributed axially. In other embodiments, the plurality of detection components disposed on the housing 13 of the first coupling may be distributed circumferentially along the first coupling 10, and the plurality of detection components disposed on the housing 23 of the second coupling may also be distributed circumferentially along the second coupling 20. In some embodiments, the detection components may include vibration monitoring sensors, temperature monitoring sensors, torque / stress sensors, displacement / clearance sensors, and speed / phase sensors, etc., which can detect various parameters of the gear coupling.

[0045] The solution proposed in this application allows the detection component to be installed on the housing 13 of the first coupling and / or the housing 23 of the second coupling, enabling the detection of gear couplings within a limited space, thereby improving safety and reliability.

[0046] In some implementations, the first gear 12 and the third gear 22 have drum-shaped teeth, while the second gear and the fourth gear have spur teeth. In some embodiments, the radii of curvature of the tooth protrusions of the first gear 12 and the third gear 22 are both smaller than a first preset value, and the tooth groove widths of the second gear and the fourth gear are greater than a second preset value.

[0047] Specifically, the first gear on the outer side of the sleeve component of the first coupling 10 and the third gear 22 on the outer side of the sleeve component of the second coupling 20 can both be drum-shaped teeth. The second and fourth gears can both be straight teeth. It should be understood that the tooth profile of the drum-shaped teeth is a spherical arc (the tooth blank is a sphere), and the tooth tip can be machined into a circular arc, with the center of the sphere coinciding with the gear axis. The tooth surface contact lines of the first gear 12 and the second gear automatically adjust with the shaft displacement, always distributed in the middle of the tooth width, avoiding tooth end uneven loading and making the contact stress more uniform. Based on the same principle, the tooth surface contact lines of the third gear 22 and the fourth gear can automatically adjust with the shaft displacement, always distributed in the middle of their tooth width, thereby avoiding tooth end uneven loading and making the contact stress more uniform.

[0048] Understandably, the first gear 12 and the third gear 22, being drum-shaped teeth, have raised arc surfaces in the tooth width direction (i.e., the axial direction). These can be tooth-shaped protrusions, and the radius of curvature of these protrusions can be set to be smaller than a first preset value, making the curvature of the tooth surface in the axial direction more significant, thus allowing for a large drum design. Understandably, when the two connected shafts (i.e., the output shaft of the motor and the high-speed shaft of the gearbox in this application) are angularly misaligned (angular offset) or parallelly misaligned (radial offset), ordinary spur gears only have localized contact at both ends of the tooth width during meshing, forming "edge contact," leading to severe stress concentration and making them highly susceptible to pitting, wear, and even tooth breakage. The large drum design makes the tooth surface a smooth convex surface in the axial direction. When the axis is offset, the drum-shaped tooth surface can form a relatively large elliptical contact area with the tooth surface of the inner gear sleeve in the middle of the tooth width, rather than two dangerous line contacts or point contacts, which increases the actual contact area.

[0049] In some embodiments, the aforementioned first preset value can be determined based on parameters such as the size specifications, torque capacity, allowable offset angle, and tooth width of the coupling. In some embodiments, the first preset value of the radius of curvature can be twice the tooth width, that is, when the radius of curvature is less than or equal to twice the tooth width, the curvature of the tooth surface in the axial direction is more significant.

[0050] Furthermore, the tooth space widths of the second and fourth gears can be set to be greater than a second preset value, and both the second and fourth gears can be spur gears. Specifically, when manufacturing the second gear, the gear can be cut by changing the position of the standard rack cutter relative to the center of the gear blank. This displacement will change parameters such as the gear's tooth thickness, tooth space width, addendum, and dedendum, but will not change the base circle and involute shape itself. It is understood that setting the tooth space width of the second gear to be greater than the second preset value allows the tooth spaces of the second gear to accommodate the large curvature of the outer teeth, while ensuring a reasonable clearance during axial offset; that is, the two gears should not jam, nor should the clearance be too large to cause impact. Furthermore, the second preset value can be determined by parameters such as the module, negative displacement coefficient, and helix angle.

[0051] The solution proposed in this application can adapt to axial offset by using a raised curved surface, transforming unfavorable line / point contact into favorable surface contact and significantly improving the stress condition. Furthermore, by setting the tooth groove width, the raised curved surface adapts to axial offset, transforming unfavorable line / point contact into favorable surface contact.

[0052] In some embodiments, the gear coupling further includes a sealing assembly 50, wherein, in the direction of the axis of the first sleeve 11, the first sleeve 11 has a first groove 111 formed on the side opposite to the second sleeve 21; the second sleeve 21 has a second groove 112 formed on the side opposite to the first sleeve 11; the sealing assembly 50 includes a bellows 51, the bellows being disposed in the first groove 111 and the second groove 112.

[0053] In some embodiments, the sealing assembly 50 further includes an O-ring 52 disposed between the first coupling 10 and the second coupling 20.

[0054] In some embodiments, along the axis of the first sleeve 11, the side of the first coupling facing the second coupling can be the bottom of the first coupling, and the side of the second coupling facing the first coupling can be the bottom of the second coupling. Along the axis of the first sleeve 11, a first groove 111 can be formed on the side of the first sleeve 11 facing away from the bottom of the first coupling, and a second groove 112 can be formed on the side of the second sleeve 21 facing away from the bottom of the second coupling.

[0055] The sealing assembly 50 may include a bellows 51 and an O-ring 52. The bellows 51 may include a first bellows and a second bellows. The first bellows may be disposed in a first groove 111 and the second bellows may be disposed in a second groove 112.

[0056] In some embodiments, when the first bellows is disposed in the first groove 111, it is also disposed within the sealed space enclosed by the first sleeve 11 and the housing 13 of the first coupling. One end of the first bellows can abut against the bottom of the first groove 111, and the other end of the first bellows can abut against the housing of the first coupling. When the second bellows is disposed in the second groove 112, it is also disposed within the sealed space enclosed by the second sleeve 21 and the housing 23 of the second coupling. One end of the second bellows can abut against the bottom of the second groove 112, and the other end of the second bellows can abut against the housing of the second coupling.

[0057] In some embodiments, an O-ring may be disposed between the first coupling 10 and the second coupling 20. Specifically, the housing 13 of the first coupling may be provided with a first annular groove, and the housing 23 of the second coupling may be provided with a second annular groove opposite to the first annular groove. Two O-rings may be provided, and they may be disposed in the first annular groove and the second annular groove, respectively. When the housing 13 of the first coupling and the housing 23 of the second coupling are assembled together, the O-rings may serve a sealing function.

[0058] In some embodiments, the gear coupling further includes a plurality of limiting rings 40, which are respectively installed on the web of the first gear 12 and the third gear 22. When the gear coupling experiences displacement in the axial direction, the limiting rings abut against the first gear 12 or the third gear 22 to form a limiting in the axial direction of the gear coupling.

[0059] In some embodiments, the gear coupling may include two limiting rings 40, which may be annular and have outwardly protruding spherical surfaces in the axial direction. These two limiting rings may be respectively disposed on the web of the first gear 12 and the web of the third gear 22. It should be understood that the web of the gear may be located on the support structure of the non-meshing area of ​​the gear. Further, a spherical groove with the same radius of curvature as the spherical radius of the limiting ring may be provided on the web end face of the hub of the first gear 12 and the third gear 22. When the coupling experiences significant displacement in the axial direction, the outwardly protruding spherical surface of the limiting ring may abut against the spherical groove of the first or second gear to achieve limiting. It is understood that since the contact is surface-to-surface, the contact area is larger than that of point or line contact.

[0060] The solution proposed in this application can form a surface limit in the axial direction. In addition, it can achieve spherical contact limit under different radial displacements, which increases the contact area and can effectively reduce wear.

[0061] In some embodiments, the housing 13 of the first coupling and the housing 23 of the second coupling are connected by a bolt assembly 60.

[0062] In some embodiments, the housing 13 of the first coupling may be provided with a first flange structure on the side facing the second coupling 20, and the housing 23 of the second coupling may be provided with a second flange structure on the side facing the first coupling 10. Both the first flange structure and the second flange structure can be annular flanges. Furthermore, the first flange structure and the second flange structure can be connected by a bolt assembly, thereby realizing the connection between the first coupling 10 and the second coupling 20.

[0063] In some embodiments, the bolt assembly may be a high-strength alloy steel bolt. In some embodiments, the bolt assembly may include a plurality of bolts that are evenly arranged on the circumference of the first flange structure and the second flange structure. Furthermore, these bolts may be connected in a diagonal order to ensure uniform stress distribution on the first flange structure and the second flange structure.

[0064] In some embodiments, the gear coupling further includes a center plate 70, which includes a first center plate and a second center plate. The first center plate is disposed between the output shaft of the motor and the bottom of the first coupling 10, and a first anti-rotation pin is disposed between the first center plate and the output shaft of the motor. The second center plate is disposed between the high-speed shaft of the gearbox and the bottom of the second coupling 20, and a second anti-rotation pin is disposed between the second center plate and the high-speed shaft of the gearbox.

[0065] In some embodiments, in the axial direction of the first coupling 10, the bottom of the first coupling 10 may be the side of the first coupling 10 facing the second coupling 20. In the axial direction of the second coupling 20, the bottom of the second coupling 20 may be the side of the second coupling 20 facing the first coupling 10.

[0066] In some embodiments, a first center plate is disposed between the output shaft of the motor and the bottom of the first coupling 10. Specifically, when the gear coupling does not have a retaining ring, one end of the first center plate can abut against the side of the first bushing and / or the output shaft of the motor facing the second coupling 20 in the axial direction of the gear coupling, and the other end of the first center plate can abut against the bottom of the first coupling 10. When the gear coupling has a retaining ring, one end of the first center plate can have a first region and a second region in the axial direction of the gear coupling, the first region being a position close to the axis and the second region being a position away from the axis. Further, the first region of the first center plate can abut against the side of the first bushing and / or the output shaft of the motor facing the second coupling 20, the second region of the first center plate can abut against the retaining ring, and the other end of the first center plate can abut against the bottom of the first coupling 10. The arrangement of the second center plate is the same as or similar to that of the first center plate, and the two can be symmetrically arranged, which will not be described in detail here.

[0067] In some embodiments, in the axial direction of the first coupling, a first central groove is provided on the side of the first center plate away from the second coupling, and a first output shaft groove is provided on the side of the motor output shaft facing the second coupling. One end of the first anti-rotation pin can be provided in the first central groove, and the other end of the first anti-rotation pin can be provided in the first output shaft groove to prevent the two from rotating around the axis, thereby achieving a limiting position.

[0068] In some embodiments, in the axial direction of the second coupling, a second central groove is provided on the side of the second center plate away from the first coupling, and a first high-speed shaft groove is provided on the side of the high-speed shaft of the gearbox facing the first coupling. One end of the second anti-rotation pin can be disposed in the second central groove, and the other end of the second anti-rotation pin can be disposed in the first high-speed shaft groove to prevent the two from rotating around the axis, thereby achieving a limiting position.

[0069] Figure 2 An exemplary block diagram of the transmission path of a gear coupling according to some embodiments of this application is shown.

[0070] like Figure 2As shown, it can display the power transmission route (i.e., the torque transmission route). It can be understood that when the gear coupling is in operation, the motor's output shaft can drive the first sleeve to rotate, which in turn drives the first gear, which in turn drives the second gear meshing with the first gear to rotate, thereby driving the housing of the first coupling to rotate. Since the housings of the first and second couplings are connected, the housing of the second coupling can rotate, which in turn drives the fourth gear to rotate, which in turn drives the third gear meshing with the fourth gear to rotate, and then drives the second sleeve to rotate, ultimately driving the high-speed shaft of the gearbox to rotate. It can be understood that the power can be transmitted in the following sequence: motor output shaft, first sleeve, first gear, second gear, housing of the first coupling, housing of the second coupling, fourth gear, third gear, second sleeve, and the high-speed shaft of the gearbox.

[0071] In summary, the solution of this application allows the detection component to be installed on the housing of the first coupling and / or the housing of the second coupling, enabling the detection of gear couplings within a limited space, thereby improving safety and reliability.

[0072] While numerous embodiments of this application have been shown and described herein, it will be apparent to those skilled in the art that such embodiments are provided by way of example only. Many modifications, alterations, and alternatives will arise for those skilled in the art without departing from the spirit and intent of this application. It should be understood that various alternatives to the embodiments of this application described herein may be employed in the practice of this application. The appended claims are intended to define the scope of protection of this application and therefore cover equivalents or alternatives within the scope of these claims.

Claims

1. A gear coupling for a train, the gear coupling connecting the train's motor and gearbox, characterized in that, The gear coupling includes a first coupling (10), a second coupling (20), and a detection assembly (80), wherein, The first coupling (10) includes a first bushing, the inside of the first bushing is connected to the output shaft of the motor, and the outside of the first bushing is engaged with the housing of the first coupling (10). The second coupling (20) includes a second bushing, the interior of which is connected to the high-speed shaft of the gearbox, and the exterior of which is meshed with the housing of the second coupling (20). The housing of the first coupling (10) and the housing of the second coupling (20) are detachably connected; The gear coupling further includes one or more detection components (80), wherein the detection components (80) are disposed on the housing of the first coupling (10) and / or the housing of the second coupling (20).

2. The gear coupling according to claim 1, characterized in that, The first bushing includes a first sleeve (11) and a first gear (12), and a second gear is disposed inside the housing of the first coupling (10); wherein, The inner side of the first sleeve (11) is connected to the output shaft of the motor; The first gear (12) is disposed on the outer wall of the first sleeve (11); The second gear and the first gear (12) are meshed together; The second bushing includes a second sleeve (21), a third gear (22), and a fourth gear is disposed inside the housing of the second coupling (20); wherein, The inner side of the second sleeve (21) is connected to the high-speed shaft of the gearbox; The third gear (22) is disposed on the outer wall of the second sleeve (21); The fourth gear and the third gear (22) are meshed together.

3. The gear coupling according to claim 2, characterized in that, The inner side of the first sleeve (11) is interference-fitted with the output shaft of the motor, and the inner side of the second sleeve (21) is interference-fitted with the high-speed shaft of the gearbox.

4. The gear coupling according to claim 2, characterized in that, The first gear (12) and the third gear (22) are drum-shaped teeth, and the second gear and the fourth gear are straight teeth.

5. The gear coupling according to claim 4, characterized in that, The radius of curvature of the tooth protrusion of the first gear (12) and the tooth protrusion of the third gear (22) is smaller than the first preset value, and the tooth groove width of the second gear and the fourth gear is greater than the second preset value.

6. The gear coupling according to claim 2, characterized in that, The gear coupling further includes a sealing assembly (50), wherein, in the direction of the axis of the first sleeve (11), the first sleeve (11) has a first groove (111) formed on the side opposite to the second sleeve (21); the second sleeve (21) has a second groove (112) formed on the side opposite to the first sleeve (11); the sealing assembly (50) includes a threaded tube disposed in the first groove (111) and the second groove (112).

7. The gear coupling according to claim 6, characterized in that, The sealing assembly (50) also includes an O-ring disposed between the first coupling (10) and the second coupling (20).

8. The gear coupling according to claim 4, characterized in that, The gear coupling also includes multiple limiting rings, which are respectively installed on the web of the first gear (12) and the third gear (22) and abut against the first gear (12) and the third gear (22) to form a limiting in the axial direction of the gear coupling.

9. The gear coupling according to claim 1, characterized in that, The housing of the first coupling (10) and the housing of the second coupling (20) are connected by a bolt assembly.

10. The gear coupling according to claim 1, characterized in that, The gear coupling further includes a center plate, which includes a first center plate and a second center plate. The first center plate is disposed between the output shaft of the motor and the bottom of the first coupling (10), and a first anti-rotation pin is disposed between the first center plate and the output shaft of the motor. The second center plate is disposed between the high-speed shaft of the gearbox and the bottom of the second coupling (20), and a second anti-rotation pin is disposed between the second center plate and the high-speed shaft of the gearbox.

11. The gear coupling according to claim 2, characterized in that, The first sleeve (11) and the second sleeve (21) are made of conductive material.

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