Impact-resistant rotor shaft fixing device of railway switch machine motor

Abstract

This utility model relates to the field of fixing device technology, and in particular to an impact-resistant rotor shaft fixing device for a railway switch machine motor. It includes a motor body and a reducer. The main shaft of the motor body is fixedly connected to an axial rotating rod assembly via a coupling. A buffer protection assembly is installed on the outside of the axial rotating rod assembly. A shock-absorbing protection assembly is fixedly connected to the outside of the buffer protection assembly. A connecting frame assembly is fixedly connected to the rear end of the buffer protection assembly. The connecting frame assembly is fixed to the main shaft of the reducer via a clutch. The buffer protection assembly includes an arc-shaped shell, with a center plate fixedly connected to the inner side of the arc-shaped shell. A connecting groove is opened on the inner side of the center plate, and a first spring is fixedly connected to the outer side of the center plate. In this utility model, after the train departs, the device can eliminate transmission chain idleness and lag, ensuring micron-level accuracy of the switch rail opening and tightness gap, eliminating the need for repeated gauge calibration, and significantly improving adjustment efficiency and the reliability of the railway signaling system.

Description

Technical Field

[0001] This utility model relates to the field of fixing device technology, specifically to an impact-resistant rotor shaft fixing device for a railway switch machine motor. Background Technology

[0002] Railway switch machine motors are special motors that drive the switching of turnout switch rails. They are usually short-time DC or AC motors installed inside the switch machine. Through a reducer and transmission mechanism, they convert rotary motion into linear displacement of the switch rails. They reliably lock the turnout before the train passes and have characteristics such as impact resistance, vibration resistance, dust and water resistance to ensure the safety of the railway signaling system. When a train passes through a turnout, the impact force between the wheel and rail is transmitted in the opposite direction to the rotor shaft through the locking mechanism. If there is no reliable shaft fixing device, the rotor will experience axial movement, radial sway, and torsional vibration, leading to premature bearing failure, air gap distortion between the stator and rotor, motor runaway, and even turnout locking failure. Therefore, it is necessary to use an impact-resistant fixing device to accurately position the rotor shaft and absorb the impact energy to ensure the motor's lifespan and train safety. While the addition of elastic elements to the rotor shaft of a traditional switch machine motor can indeed partially absorb train impacts, the residual deformation, gaps, and frictional hysteresis of these elements can cause micron-level backlash and lag in the "motor-screw-switcher" transmission chain when precise adjustment of sleeper or turnout positions is required. This leads to a decrease in the adjustment accuracy of switch rail opening and tightness, and in severe cases, repeated gauge calibration is required. Therefore, an impact-resistant rotor shaft fixing device for railway switch machine motors is proposed to address the above problems. Utility Model Content

[0003] The purpose of this utility model is to provide an impact-resistant rotor shaft fixing device for a railway switch machine motor, so as to solve the problems mentioned in the background art.

[0004] To achieve the above objectives, this utility model provides the following technical solution: An impact-resistant rotor shaft fixing device for a railway switch machine motor includes a motor body and a reducer. The main shaft of the motor body is fixedly connected to an axial rotating rod assembly via a coupling. A buffer protection assembly is installed on the outside of the axial rotating rod assembly. A shock-absorbing protection assembly is fixedly connected to the outside of the buffer protection assembly. A connecting frame assembly is fixedly connected to the rear end of the buffer protection assembly. The connecting frame assembly is fixed to the main shaft of the reducer via a clutch. The buffer protection assembly includes an arc-shaped shell. A center plate is fixedly connected to the inner side of the arc-shaped shell. A connecting groove is formed on the inner side of the center plate. A first spring is fixedly connected to the outer side of the center plate. A connecting channel is formed on the inner side of the first spring. A solenoid valve is formed on the inner side of the arc-shaped shell. The shock-absorbing protection assembly includes an oil reservoir. An oil reservoir groove is formed on the inner side of the oil reservoir. A sealing plate is fixedly connected to the inner side of the oil reservoir groove. An aeration hole is formed on the inner side of the sealing plate. A second spring is fixedly connected to one side of the sealing plate. A cylindrical block is fixedly connected to the end of the second spring away from the sealing plate. A second rubber sealing ring is fixedly connected to the outer side of the cylindrical block.

[0005] As a further optimization of this utility model, the axial rotating rod assembly includes a first shaft, a connecting plate fixedly connected to the rear end of the first shaft, and arc-shaped sections fixedly connected to both the upper and lower ends of the connecting plate, with a first rubber sealing ring fixedly connected to the outer side of the arc-shaped section.

[0006] As a further optimization of this utility model, the first shaft front end is fixedly connected to the inner side of the coupling, the arc-shaped structure is arc-shaped and is embedded in the inside of the solenoid valve, and the outer side of the first rubber sealing ring is in contact with the inner side of the solenoid valve.

[0007] As a further optimization of this utility model, the connecting frame assembly includes a double-fixed rod, the rear end of which is fixedly connected to a second shaft, the front end of which is fixedly connected to an arc-shaped shell, and the rear end of the second shaft is fixed to the inside of the clutch.

[0008] As a further optimization of this utility model, the arc-shaped shell has an arc-shaped structure, and there are two arc-shaped shells, with the centers of the two arc-shaped shells coinciding.

[0009] As a further optimization of this utility model, the following features are provided: connecting channels are provided inside the center plate and the arc-shaped shell; the arc-shaped shell, the center plate, and the first spring are all connected through the connecting channels; the connecting channels are connected to the connecting groove; and the first spring is fixedly connected to the oil storage shell.

[0010] As a further optimization of this utility model, the oil storage tank and the circulation hole are connected, the outer side of the second rubber sealing ring is in contact with the inner side of the oil storage tank, and the oil storage tank, the connecting channel, the connecting groove and the solenoid valve are filled with hydraulic oil.

[0011] Compared with the prior art, the beneficial effects of this utility model are: In this invention, by setting buffer protection components and shock absorption protection components, the device solves the hidden dangers such as rotor shaft movement, early bearing failure and turnout locking failure caused by the reverse transmission of wheel-rail impact force when the train passes, ensuring motor life and train operation safety. At the same time, after the train leaves, the device can eliminate transmission chain idleness and lag, ensuring micron-level accuracy of switch rail opening and tight fit gap, eliminating the need for repeated gauge calibration, and significantly improving adjustment efficiency and reliability of railway signaling system. Attached Figure Description

[0012] Figure 1 This is a schematic diagram of the overall structure of this utility model; Figure 2 This is an exploded structural diagram of the entire utility model; Figure 3 This is a cross-sectional structural diagram of the axial rotating rod assembly of this utility model; Figure 4 This utility model Figure 3 A schematic diagram of the structure at point A; Figure 5 This is a schematic diagram of the connecting frame assembly structure of this utility model; Figure 6 This is a cross-sectional structural diagram of the buffer protection component of this utility model; Figure 7 This is a cross-sectional structural diagram of the shock absorption and protection component of this utility model.

[0013] In the diagram: 1. Motor body; 2. Coupling; 3. Axial rotating rod assembly; 31. First shaft; 32. Connecting plate; 33. Arc-shaped guide; 34. First rubber sealing ring; 4. Buffer and protection assembly; 41. Arc-shaped shell; 42. Center plate; 43. Communicating groove; 44. First spring; 45. Connecting channel; 46. Solenoid valve; 5. Shock-absorbing and protective components; 51. Oil reservoir; 52. Oil tank; 53. Sealing plate; 54. Circulation hole; 55. Second spring; 56. Cylindrical block; 57. Second rubber sealing ring; 6. Connecting frame assembly; 61. Double fixing rod; 62. Second shaft; 7. Clutch; 8. Reducer. Detailed Implementation

[0014] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0015] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0016] Please see Figures 1-7 This utility model provides a technical solution: An impact-resistant rotor shaft fixing device for a railway switch machine motor includes a motor body 1 and a reducer 8. The main shaft of the motor body 1 is fixedly connected to an axial rotating rod assembly 3 via a coupling 2. A buffer protection assembly 4 is installed on the outside of the axial rotating rod assembly 3. A shock-absorbing protection assembly 5 is fixedly connected to the outside of the buffer protection assembly 4. A connecting frame assembly 6 is fixedly connected to the rear end of the buffer protection assembly 4. The connecting frame assembly 6 is fixed to the main shaft of the reducer 8 via a clutch 7. The buffer protection assembly 4 includes an arc-shaped shell 41, and a center plate 42 is fixedly connected to the inner side of the arc-shaped shell 41. An opening is provided on the inner side of the center plate 42. A first spring 44 is fixedly connected to the outer side of the connecting groove 43 and the center plate 42. A connecting channel 45 is opened on the inner side of the first spring 44. A solenoid valve 46 is opened on the inner side of the arc-shaped shell 41. The shock absorption and protection component 5 includes an oil storage shell 51. An oil storage tank 52 is opened on the inner side of the oil storage shell 51. A sealing plate 53 is fixedly connected to the inner side of the oil storage tank 52. An aeration hole 54 is opened on the inner side of the sealing plate 53. A second spring 55 is fixedly connected to one side of the sealing plate 53. A cylindrical block 56 is fixedly connected to the end of the second spring 55 away from the sealing plate 53. A second rubber sealing ring 57 is fixedly connected to the outer side of the cylindrical block 56.

[0017] As a further implementation of this solution, the axial rotating rod assembly 3 includes a first shaft 31, with a connecting plate 32 fixedly connected to the rear end of the first shaft 31. An arc-shaped conduit 33 is fixedly connected to both the upper and lower ends of the connecting plate 32. A first rubber sealing ring 34 is fixedly connected to the outer side of the arc-shaped conduit 33. The front end of the first shaft 31 is fixedly connected to the inner side of the coupling 2. The arc-shaped conduit 33 has an arc-shaped structure and is embedded in the inside of the solenoid valve 46. The outer side of the first rubber sealing ring 34 is in contact with the inner side of the solenoid valve 46. Through the above arrangement, the buffer protection assembly 4 can be driven to rotate. At the same time, when the motor body 1 is closed, the axial rotating rod assembly 3 is fixed, providing a basis for buffering and shock absorption. As a further implementation of this solution, the connecting frame assembly 6 includes a double fixed rod 61, with a second shaft 62 fixedly connected to the rear end of the double fixed rod 61, the front end of the double fixed rod 61 fixedly connected to the arc-shaped shell 41, and the rear end of the second shaft 62 fixed to the inner side of the clutch 7. Through the above arrangement, the connecting frame assembly 6 plays the role of fixing and bridging between the buffer protection assembly 4 and the clutch 7, and can also fix the two arc-shaped shells 41. As a further implementation of this solution, the arc-shaped shell 41 has an arc-shaped structure, and there are two arc-shaped shells 41 with their centers overlapping. The center plate 42 and the arc-shaped shell 41 are both provided with connecting channels 45. The arc-shaped shell 41, the center plate 42 and the first spring 44 are all connected through the connecting channels 45. The connecting channels 45 are connected to the connecting groove 43. The first spring 44 is fixedly connected to the oil storage shell 51. With the above settings, when the train is running on the track, it plays a role in buffering and protecting the main shaft of the motor body 1, while controlling the flow of hydraulic oil to facilitate shock absorption. As a further implementation of this solution, there are two shock-absorbing and protective components 5, and their positions match the positions of the arc-shaped shell 41. The oil reservoir 52 and the circulation hole 54 are connected. The outer side of the second rubber sealing ring 57 is in contact with the inner side of the oil reservoir 52. The oil reservoir 52, the connecting channel 45, the connecting groove 43 and the solenoid valve 46 are filled with hydraulic oil. Through the above settings, the internal components of the shock-absorbing and protective components 5 are moved by the hydraulic oil, which not only plays a further buffering role, but also achieves the shock absorption effect by utilizing the damping of the gas.

[0018] Workflow: When the train is traveling on the track, both solenoid valves 46 are open. The solenoid valves 46 are remotely controlled via battery power. The main shaft of the motor body 1 is locked. Track vibration causes the actuator rod to move and the main shaft of the reducer 8 to rotate. When the reducer 8 rotates, it drives the second shaft 62 and the double-fixed rod 61 to rotate via the clutch 7. At this time, the clutch 7 is engaged, preventing excessive rotation of the reducer 8's main shaft and thus preventing excessive track displacement. The rotation of the double-fixed rod 61 drives the arc-shaped shell 41, the first spring 44, and the shock-absorbing protective assembly 5 to rotate. The arc-shaped shell 41 rotates outside the arc-shaped conduit 33. The seal of the first rubber sealing ring 34 prevents hydraulic oil from overflowing from the solenoid valve 46. The arc-shaped shell 41 drives the center plate 42 to rotate. The center plate 42 compresses or stretches the first spring 44 at its upper or lower end. The first spring 44 provides initial cushioning and, under the elastic force of the first spring 44, corrects the position between the arc-shaped shell 41 and the arc-shaped conduit 33. When the arc-shaped shell 41 rotates, if the center plate 42 moves closer to the arc-shaped section 33, the hydraulic oil inside the solenoid valve 46 will enter the oil reservoir 52 through the connecting channel 45. The hydraulic oil inside the oil reservoir 52 will expand and compress the cylindrical block 56. The second rubber sealing ring 57 seals the cylindrical block 56 and the oil reservoir 51. The movement of the cylindrical block 56 will compress the second spring 55, which further acts as a buffer. Air from the part will flow out from the circulation hole 54. The diameter of the circulation hole 54 is set to be relatively small, which can control the flow rate of the gas and play a role in gas damping. This will also play a role in reducing vibration between the arc-shaped structure 33 and the arc-shaped shell 41. When the arc-shaped structure 33 and the center plate 42 are far apart, the hydraulic oil inside the oil reservoir 52 enters the solenoid valve 46 through the connecting channel 45, and the external air enters the oil reservoir 51, which also plays a role in buffering and vibration reduction, thereby achieving the effect of protecting the motor body 1. When the train moves away from the designated track, the clutch 7 is disengaged. Under the elastic force of the first spring 44 and the second spring 55, the position between the arc-shaped guide 33 and the arc-shaped shell 41 is reset. After the reset, the clutch 7 is engaged. The clutch 7 improves the efficiency of the position reset of the arc-shaped guide 33 and the arc-shaped shell 41. When the solenoid valve 46 is closed, the hydraulic oil inside the connecting channel 45 and the solenoid valve 46 will not flow. In this way, the housing controls the position between the arc-shaped shell 41 and the arc-shaped guide 33. Thus, after the motor body 1 starts, it will drive the coupling 2, the axial rotating rod assembly 3, the buffer protection assembly 4, the connecting frame assembly 6, the clutch 7 and the reducer 8 to rotate. This rotation has no idle or lag, thereby preventing the adjustment accuracy of the switch rail opening and the tightness of the connection from decreasing, and improving the accuracy of the track gauge calibration.

[0019] Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. An impact-resistant rotor shaft fixing device for a railway switch machine motor, comprising a motor body (1) and a reducer (8), characterized in that: The main shaft of the motor body (1) is fixedly connected to an axial rotating rod assembly (3) via a coupling (2). A buffer protection assembly (4) is installed on the outside of the axial rotating rod assembly (3). A shock-absorbing protection assembly (5) is fixedly connected to the outside of the buffer protection assembly (4). A connecting frame assembly (6) is fixedly connected to the rear end of the buffer protection assembly (4). The connecting frame assembly (6) is fixed to the main shaft of the reducer (8) via a clutch (7). The buffer protection component (4) includes an arc-shaped shell (41), a center plate (42) is fixedly connected to the inner side of the arc-shaped shell (41), a connecting groove (43) is opened on the inner side of the center plate (42), a first spring (44) is fixedly connected to the outer side of the center plate (42), a connecting channel (45) is opened on the inner side of the first spring (44), and a solenoid valve (46) is opened on the inner side of the arc-shaped shell (41). The shock absorption and protection component (5) includes an oil reservoir (51), an oil reservoir (52) is provided on the inner side of the oil reservoir (51), a sealing plate (53) is fixedly connected to the inner side of the oil reservoir (52), an aeration hole (54) is provided on the inner side of the sealing plate (53), a second spring (55) is fixedly connected to one side of the sealing plate (53), a cylindrical block (56) is fixedly connected to the end of the second spring (55) away from the sealing plate (53), and a second rubber sealing ring (57) is fixedly connected to the outer side of the cylindrical block (56).

2. The impact-resistant rotor shaft fixing device for a railway switch machine motor according to claim 1, characterized in that: The axial rotating rod assembly (3) includes a first shaft (31), a connecting plate (32) is fixedly connected to the rear end of the first shaft (31), and an arc-shaped conduit (33) is fixedly connected to both the upper and lower ends of the connecting plate (32), and a first rubber sealing ring (34) is fixedly connected to the outer side of the arc-shaped conduit (33).

3. The impact-resistant rotor shaft fixing device for a railway switch machine motor according to claim 2, characterized in that: The front end of the first shaft (31) is fixedly connected to the inner side of the coupling (2). The arc-shaped structure (33) is arc-shaped and is embedded in the inside of the solenoid valve (46). The outer side of the first rubber sealing ring (34) is in contact with the inner side of the solenoid valve (46).

4. The impact-resistant rotor shaft fixing device for a railway switch machine motor according to claim 1, characterized in that: The connecting frame assembly (6) includes a double fixed rod (61), the rear end of which is fixedly connected to a second shaft (62), the front end of which is fixedly connected to an arc-shaped shell (41), and the rear end of the second shaft (62) is fixed to the inside of the clutch (7).

5. The impact-resistant rotor shaft fixing device for a railway switch machine motor according to claim 1, characterized in that: The arc-shaped shell (41) has an arc-shaped structure, and there are two arc-shaped shells (41), with the centers of the two arc-shaped shells (41) coinciding.

6. The impact-resistant rotor shaft fixing device for a railway switch machine motor according to claim 1, characterized in that: The center plate (42) and the arc-shaped shell (41) are both provided with connecting channels (45). The arc-shaped shell (41), the center plate (42) and the first spring (44) are all connected through the connecting channels (45). The connecting channels (45) are connected to the connecting groove (43). The first spring (44) is fixedly connected to the oil storage shell (51).

7. The impact-resistant rotor shaft fixing device for a railway switch machine motor according to claim 1, characterized in that: The oil storage tank (52) and the circulation hole (54) are connected. The outer side of the second rubber sealing ring (57) is in contact with the inner side of the oil storage tank (52). The oil storage tank (52), the connecting channel (45), the connecting groove (43) and the solenoid valve (46) are filled with hydraulic oil.

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