Rail transit gear coupling slip protection device

Abstract

The utility model belongs to rail transit coupling technical field discloses a rail transit drum gear coupling slip protection device, and the specific technical scheme is: one end of first transmission part is equipped with first drum gear ring, the other end of first transmission part is equipped with first crown gear ring, second inner gear ring is equipped in second connecting part, one end of second transmission part is equipped with second drum gear ring, the other end of second transmission part is equipped with second crown gear ring, second drum gear ring and second inner gear ring meshed connection, first crown gear ring and second crown gear ring meshed connection, the middle part of first connecting part is equipped with motor shaft, and the slip bushing is pressed in between motor shaft and first mounting hole, and one end of motor shaft is connected with pressing plate through center bolt, when the output torque exceeds normal operation range, slip between the slip bushing and first mounting hole, no longer transmit torque out of range, no relative sliding between slip bushing and motor shaft, realize transmission torque function, also protected motor shaft.

Description

Technical Field

[0001] This utility model belongs to the technical field of rail transit couplings, specifically relating to a slip protection device for rail transit drum gear couplings with an adjustable lower limit for slippage torque. Background Technology

[0002] A drum-shaped gear coupling is a type of gear coupling with a drum-shaped external tooth profile. It possesses the advantages of gear transmission, such as high load transmission capacity, high efficiency, and reliable operation, and is widely used in various mechanical equipment in metallurgy, chemical industry, hoisting, and shipbuilding. In the rail transit field, drum-shaped gear couplings are crucial because the complex operating conditions of trains necessitate couplings to compensate for large axial, radial, and angular displacements during power transmission. As an important component of the rail transit vehicle transmission system, the drum-shaped gear coupling plays a vital role in ensuring smooth train operation. However, existing drum-shaped gear couplings for rail transit have the following drawback: under abnormally high torque input (such as a motor short circuit), the torque can be directly transmitted to the gearbox, posing a risk of damage to the gearbox structure. Utility Model Content

[0003] To address the technical problems existing in the prior art, this utility model provides a slip protection device for a drum-shaped gear coupling in rail transit. When there is an abnormally large torque input (such as a motor short circuit), the torque can be isolated to avoid damage to the gearbox structure.

[0004] To achieve the above objectives, the technical solution adopted by this utility model is as follows: a slip protection device for a drum-shaped gear coupling in rail transit, comprising a first connecting part, a first transmission part, a second connecting part, and a second transmission part.

[0005] The first connecting part is provided with a first internal gear ring, one end of the first transmission part is provided with a first drum-shaped gear ring, the first drum-shaped gear ring is placed inside the first internal gear ring, and the other end of the first transmission part is provided with a first crown-shaped gear ring, the diameter of the first crown-shaped gear ring is smaller than the diameter of the first internal gear ring; the first drum-shaped gear ring meshes with the first internal gear ring to realize power transmission.

[0006] The second connecting part is provided with a second internal gear ring, and one end of the second transmission part is provided with a second drum-shaped gear ring, which is placed inside the second internal gear ring. The other end of the second transmission part is provided with a second crown-shaped gear ring, the diameter of which is smaller than that of the second internal gear ring. The second drum-shaped gear ring meshes with the second internal gear ring to achieve power transmission. The first crown-shaped gear ring meshes with the second crown-shaped gear ring. The opposite end faces of the first and second transmission parts are provided with corresponding hinge holes. After the bolts pass through the corresponding hinge holes, the first and second transmission parts are fastened together. The first and second transmission parts are fastened together by multiple bolts. The middle part of the second connecting part is equipped with a gearbox shaft, and the first transmission part transmits power to the second transmission part.

[0007] The first connecting part has a first mounting hole in the middle. A motor shaft is coaxially mounted in the first mounting hole. A sliding bushing is press-fitted between the motor shaft and the first mounting hole. The end of the motor shaft near the first crown gear ring is covered by a pressure plate. The screw of the center bolt passes through the pressure plate and is threaded to the motor shaft. The sliding bushing and the first mounting hole are interference fit. The contact surface between the sliding bushing and the first mounting hole is coated with a coating. The coefficient of friction between the sliding bushing and the first mounting hole can be adjusted by the coating.

[0008] The inner ring of the sliding bushing is a truncated cone shape with gradually changing size. The outer end opening diameter of the sliding bushing is larger than the inner end opening diameter. The truncated cone shape facilitates installation and adjustment of the coefficient of friction.

[0009] Preferably, the inner ring taper of the sliding bushing is 1:30.

[0010] The outer end of the sliding bushing is equipped with a stepped ring for easy positioning and dust prevention.

[0011] The motor shaft is provided with a positioning hole. The elastic positioning pin passes through the pressure plate and is locked in the positioning hole. The elastic positioning pin is used to limit the position between the pressure plate and the motor shaft.

[0012] Compared with the prior art, the specific beneficial effects of this invention are as follows: a sliding bushing is installed between the motor shaft and the first connecting part. When the motor output torque exceeds the normal operating range, the contact cylindrical surface between the sliding bushing and the first mounting hole slides, and the torque exceeding the range is no longer transmitted. There is no relative sliding between the sliding bushing and the motor shaft. When an abnormally large torque is input, the torque is isolated. While realizing the function of transmitting torque, it also protects the motor shaft from damage. Attached Figure Description

[0013] Figure 1 This is a perspective view of the present invention.

[0014] Figure 2 This is the front view of the present invention.

[0015] Figure 3 This is a side view of the present invention.

[0016] Figure 4 for Figure 3 Sectional view of AA.

[0017] In the figure, 1 is the first connecting part, 11 is the first internal gear ring, 12 is the motor shaft, 13 is the first mounting hole, 14 is the sliding bushing, 15 is the pressure plate, 16 is the center bolt, 17 is the stepped ring, 18 is the elastic positioning pin, 2 is the first transmission part, 21 is the first drum-shaped gear ring, 22 is the first crown-shaped gear ring, 3 is the second connecting part, 31 is the second internal gear ring, 32 is the gearbox shaft, 4 is the second transmission part, 41 is the second drum-shaped gear ring, and 42 is the second crown-shaped gear ring. Detailed Implementation

[0018] To make the technical problems, technical solutions, and beneficial effects 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.

[0019] like Figure 1-4 As shown, a slip protection device for a drum-shaped gear coupling in rail transit includes a first connecting part 1, a first transmission part 2, a second connecting part 3, and a second transmission part 4.

[0020] The first connecting part 1 is provided with a first internal gear ring 11, and one end of the first transmission part 2 is provided with a first drum-shaped gear ring 21, which is placed inside the first internal gear ring 11. The other end of the first transmission part 2 is provided with a first crown-shaped gear ring 22, the diameter of which is smaller than the diameter of the first internal gear ring 11. The first drum-shaped gear ring 21 meshes with the first internal gear ring 11 to achieve power transmission.

[0021] The second connecting part 3 is provided with a second internal gear ring 31. One end of the second transmission part 4 is provided with a second drum-shaped gear ring 41, which is placed inside the second internal gear ring 31. The other end of the second transmission part 4 is provided with a second crown-shaped gear ring 42, the diameter of which is smaller than that of the second internal gear ring 31. The second drum-shaped gear ring 41 meshes with the second internal gear ring 31 to achieve power transmission. The first crown-shaped gear ring 22 meshes with the second crown-shaped gear ring 42. The opposite end faces of the first transmission part 2 and the second transmission part 4 are provided with corresponding hinge holes. After the fastening bolt passes through the corresponding hinge hole, the first transmission part 2 and the second transmission part 4 are fastened together. The fastening bolt is not subject to shearing force. The middle part of the second connecting part 3 is equipped with a gearbox shaft 32. The first transmission part 2 transmits power to the second transmission part 4.

[0022] Among them, sealing rings are installed on the outer sides of the first crown gear ring 22 and the second crown gear ring 42 to prevent external moisture from entering the coupling.

[0023] The first connecting part 1 has a first mounting hole 13 in the middle. A motor shaft 12 is coaxially mounted in the first mounting hole 13. A sliding bushing 14 is press-fitted between the motor shaft 12 and the first mounting hole 13. One end of the motor shaft 12 near the first crown gear ring 22 is covered by a pressure plate 15. The screw of the center bolt 16 passes through the pressure plate 15 and is threaded to the motor shaft 12. The center bolt 16 is an anti-loosening bolt and is equipped with an anti-slip rubber strip. The sliding bushing 14 and the first mounting hole 13 are interference fit. The contact surface between the sliding bushing 14 and the first mounting hole 13 is coated with a coating to adjust the coefficient of friction between the sliding bushing 14 and the first mounting hole 13. When there is an abnormally large torque input, the torque is isolated by slipping at the fit position between the outer wall of the sliding bushing 14 and the first mounting hole 13, thus preventing excessive torque from damaging the gearbox structure.

[0024] The inner ring of the sliding bushing 14 is a truncated cone-shaped structure with gradually changing size. The outer end opening diameter of the sliding bushing 14 is larger than the inner end opening diameter of the sliding bushing 14. The truncated cone-shaped structure facilitates installation and adjustment of the coefficient of friction.

[0025] Preferably, the inner ring taper of the sliding bushing 14 is 1:30.

[0026] The outer end port of the sliding bushing 14 is provided with a stepped ring 17 for easy positioning and dust prevention.

[0027] The motor shaft 12 is provided with a positioning hole. The elastic positioning pin 18 passes through the pressure plate 15 and is locked in the positioning hole. The elastic positioning pin 18 is used to limit the position between the pressure plate 15 and the motor shaft 12. The installation state of the elastic positioning pin 18 can be observed through the through hole on the pressure plate 15. The outer end face of the pressure plate 15 is flat, and the installation distance of the elastic positioning pin 18 can be directly detected. The standard distance between the elastic positioning pin 18 and the outer end face of the pressure plate 15 must meet the requirement of 0±0.3mm.

[0028] Before installation, the sliding bushing 14 and the first mounting hole 13 are in a clearance fit before press-fitting. Through the dimensional expansion effect generated by the tapered press-fitting between the motor shaft 12 and the sliding bushing 14, the sliding bushing 14 and the first mounting hole 13 change from a transition fit to an interference fit. The contact surface between the sliding bushing 14 and the first mounting hole 13 is coated with a special coating. This special coating adjusts the coefficient of friction between the sliding bushing 14 and the first mounting hole 13. When the motor output torque exceeds the normal operating range, the contact cylindrical surface between the sliding bushing 14 and the first connecting part 1 slides, no longer transmitting torque exceeding the range; and there is no relative sliding between the sliding bushing 14 and the motor shaft 12, thus protecting the motor shaft 12 from damage while achieving the torque transmission function.

[0029] Under normal installation conditions, the sliding bushing 14 should be installed ≥0.1mm higher than the inner end face of the first connecting part 1. The pressure plate 15 contacts the sliding bushing 14. When there is a large torque input, the outer ring of the sliding bushing 14 slips.

[0030] Under certain operating conditions, such as when the traction torque exceeds the design range, in order to avoid abnormal slippage, a shim can be added between the pressure plate 15 and the motor shaft 12 to increase the lower limit of the slippage torque.

[0031] In actual operation, the sliding bushing 14 is installed in the first mounting hole 13, and the drum gear coupling is pressed onto the traction motor shaft 12. Note that the pressing stroke needs to be controlled during pressing. After the coupling is pressed into place, the elastic locating pin 18 and the pressure plate 15 are installed, and torque is applied to fix the center bolt 16.

[0032] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present utility model shall be included within the scope of the present utility model.

Claims

1. A slip protection device for a drum-shaped gear coupling in rail transit, characterized in that, It includes a first connecting part (1), a first transmission part (2), a second connecting part (3), and a second transmission part (4); The first connecting part (1) is provided with a first internal gear ring (11), one end of the first transmission part (2) is provided with a first drum-shaped gear ring (21), and the other end of the first transmission part (2) is provided with a first crown-shaped gear ring (22). The first drum-shaped gear ring (21) is meshed with the first internal gear ring (11). The second connecting part (3) is provided with a second internal gear ring (31), one end of the second transmission part (4) is provided with a second drum-shaped gear ring (41), the other end of the second transmission part (4) is provided with a second crown-shaped gear ring (42), the second drum-shaped gear ring (41) is meshed with the second internal gear ring (31), the first crown-shaped gear ring (22) is meshed with the second crown-shaped gear ring (42), the first transmission part (2) and the second transmission part (4) are fastened together by multiple bolts, and the middle part of the second connecting part (3) is equipped with a gearbox shaft (32). The first connecting part (1) has a first mounting hole (13) in the middle. A motor shaft (12) is coaxially mounted in the first mounting hole (13). A sliding bushing (14) is press-fitted between the motor shaft (12) and the first mounting hole (13). The end of the motor shaft (12) near the first crown gear ring (22) is covered by a pressure plate (15). The screw of the center bolt (16) passes through the pressure plate (15) and is threadedly connected to the motor shaft (12).

2. The slip protection device for a drum-shaped gear coupling in rail transit according to claim 1, characterized in that, The inner ring of the sliding bushing (14) is a truncated cone structure with gradually changing size, and the outer end opening diameter of the sliding bushing (14) is larger than the inner end opening diameter of the sliding bushing (14).

3. The slip protection device for a railway transit drum-shaped gear coupling according to claim 2, characterized in that, The inner ring taper of the sliding bushing (14) is 1:

30.

4. The slip protection device for a railway transit drum-shaped gear coupling according to claim 3, characterized in that, The outer end port of the sliding bushing (14) is provided with a stepped ring (17).

5. A slip protection device for a railway transit drum-shaped gear coupling according to claim 4, characterized in that, The motor shaft (12) is provided with a positioning hole, and the elastic positioning pin (18) passes through the pressure plate (15) and is then locked in the positioning hole.

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