Axle gear box with high and low speed running function

Abstract

A kind of axle gear box with high-low speed running function, including conical gear shaft, output shaft, input shaft and shift locking mechanism arranged in the box;The input shaft is arranged in parallel with the conical gear shaft, the conical gear shaft is arranged vertically with the output shaft, the conical gear shaft is provided with conical gear at one end, and the input flange is provided on the outer end of the other extension box;The middle part of the conical gear shaft is provided with a cylindrical gear;The outer circle of the input shaft is provided with an external spline, a sliding gear is provided in the middle part of the input shaft, a clamping groove is provided outside the sliding gear, and an internal spline matched with the external spline of the input shaft is provided inside, one end of the input shaft extends out of the box and is connected with the low-speed driving device;The output shaft is provided with a conical gear wheel, and the conical gear teeth of the conical gear shaft are always engaged with the conical gear wheel;Without additional low-speed running axle gear box, the cost is reduced, the transmission chain is simplified, the available space of the lower part of the vehicle is increased, and the in-use vehicle can be conveniently optimized and modified to increase the low-speed running function.

Description

Technical Field

[0001] This utility model relates to the technical field of railway vehicle transmission equipment, specifically an axle gearbox with high and low speed running functions. Background Technology

[0002] Most existing rail-operated vehicles are hydraulically driven, with an engine driving a hydraulic gearbox, which in turn drives the axle gearbox via a driveshaft, thus driving the wheelsets. Most of these axle gearboxes only have high-speed operation capabilities; low-speed operation relies on the hydraulic gearbox. However, the hydraulic gearbox can only control the vehicle speed to a minimum of 3 km / h, and it cannot maintain a constant low speed when going uphill or downhill. This not only affects the quality of work but also fails to meet the needs of construction vehicles operating at speeds less than 3 km / h, such as rail-operated vehicles used for tasks like ditch digging and tree felling, which typically require a constant operating speed of around 0-1 km / h.

[0003] Patent CN200720037623 discloses a high-speed axle gearbox, including a housing, a shift mechanism, a splined shaft, a drive gear, an intermediate gear, an intermediate shaft, an intermediate shaft drive gear, a driven gear, bearings, a lubrication system, and an axle. The drive gear meshes with the splined shaft via an internal spline and can engage or disengage with the intermediate gear. The intermediate shaft drive gear meshes with the driven gear. The intermediate gear includes a high-speed gear and a low-speed gear. The drive gear is a double gear, including a first gear and a second gear. The driven gear is fixed. On the axle, the shift fork in the gear shifting mechanism is connected to the drive gear. When the shift fork drives the drive gear to move axially on the splined shaft, it can make the first gear of the drive gear mesh or disengage with the low-speed gear of the intermediate gear, or make the second gear of the drive gear mesh or disengage with the high-speed gear of the intermediate gear. The gear shifting mechanism includes a shift cylinder, a proximity switch, a connecting indicator, a guide rod, a shift fork rod, and a shift fork. The connecting indicator is fixedly connected to the piston rod of the shift cylinder and one end of the shift fork rod, and slides with the guide rod. The shift fork is fixed to the other end of the shift fork rod.

[0004] This gearbox uses hydraulic transmission for both high and low speeds, employing the same motor for both. While it can achieve a high speed of 100 km / h, the low speed is generally above 3 km / h, which is insufficient for vehicle operation below 3 km / h. This is because high-speed motors perform well and are highly efficient at high speeds (100-120 km / h), but their efficiency and speed accuracy are very low at low speeds (0-3 km / h). Using the same motor for both high and low speeds, even with a 100 km / h high-speed capability, the selected motor will have very low efficiency and speed accuracy at low speeds (0-3 km / h), failing to meet the requirements for low-speed operation and travel, and also unable to guarantee the constant low speed (0-1 km / h) requirement for rail-operated vehicles performing functions such as ditch digging and tree felling. Currently, some large railway maintenance vehicles use a single motor to achieve both high-speed and low-speed operation. While ensuring a high-speed operation of 100 km / h, the low-speed operation is usually above 10 km / h to guarantee operational efficiency and accuracy under low-speed conditions. (2) High-speed operation of track maintenance vehicles is usually achieved through mechanical or hydraulic transmission. Under the same power, hydraulic transmission can provide greater traction than hydraulic transmission. If hydraulic transmission is used for high-speed operation of track maintenance vehicles, a larger hydraulic oil tank, various valves, oil pumps, and motors are required, which not only increases costs but also reduces the usable space of the vehicle. Therefore, hydraulic transmission is generally not used for high-speed operation of track maintenance vehicles.

[0005] The current solution is to add an extra low-speed travel axle gearbox to the non-powered wheelsets of the vehicle, specifically for providing low-speed operation. This not only increases costs but also requires significant adjustments to the overall vehicle layout and bogie structure. As user demands increase, existing vehicles also require the addition of low-speed travel functionality, but due to structural space limitations, optimization and modification are difficult. Some four-axle drive vehicles already have powered wheelsets, making it impossible to add an extra low-speed travel axle gearbox. Summary of the Invention

[0006] The purpose of this utility model is to overcome the shortcomings of the prior art and provide an axle gearbox with high and low speed travel functions.

[0007] The technical solution to the problem of this utility model is: an axle gearbox with high and low speed travel function, including a bevel gear shaft, an output shaft, an input shaft and a shift locking mechanism arranged in the gearbox body;

[0008] The input shaft is arranged parallel to the bevel gear shaft, and the bevel gear shaft is arranged perpendicular to the output shaft. One end of the bevel gear shaft is provided with a bevel gear, and the other end extending out of the housing is provided with an input flange. The middle part of the bevel gear shaft is provided with a cylindrical gear.

[0009] The input shaft has an external spline on its outer ring and a sliding gear in the middle of the input shaft. The sliding gear has a groove on its outside and an internal spline that matches the external spline of the input shaft inside. One end of the input shaft extends out of the housing and is connected to the low-speed drive device.

[0010] The output shaft is equipped with a large bevel gear, and the bevel teeth of the bevel gear shaft are constantly meshed with the large bevel gear;

[0011] The shift locking mechanism includes a shift fork, a shift cylinder, and a locking device; one end of the shift fork is fixed to the telescopic rod of the shift cylinder, and the fork at the other end is engaged in the groove of the sliding gear.

[0012] The locking device includes a locking seat and a manual locking mechanism. The locking seat is mounted on the end of the shift cylinder telescopic rod after it passes through the housing and mounting base in sequence. The upper end of the locking seat is provided with a locking hole, which is directly opposite the locking pin of the manual locking mechanism.

[0013] The manual locking mechanism includes a pull ring, a positioning pin, a screw sleeve, a spring, and a locking pin. The screw sleeve is fixed in the mounting through hole on the mounting base. The end of the screw sleeve is provided with a cross-shaped groove, one of which is a high-position groove and the other is a low-position groove.

[0014] After a spring is fitted onto the middle of the locking pin, it passes through the threaded sleeve. Both the outer wall of the locking pin and the inner wall of the threaded sleeve have protruding rings. The upper end of the spring abuts against the protruding ring on the inner wall of the threaded sleeve, and the lower end abuts against the protruding ring on the outer wall of the locking pin.

[0015] The upper part of the locking pin is equipped with a pull ring and a positioning pin that engages with the cross-shaped slot for positioning;

[0016] The lower end of the locking pin passes through the screw sleeve and the mounting through hole on the mounting base.

[0017] The piston rod of the shift cylinder has two annular grooves, and the mounting base has a positioning device that mates with the two annular grooves for positioning. The positioning device includes a stepped through hole on the mounting base, which includes a small stepped hole at the upper end and a large stepped screw hole at the lower end. A screw is installed in the large stepped screw hole, and a spring and a steel ball are installed in the small stepped hole. The two ends of the spring abut against the screw and the steel ball, respectively. When the piston rod drives the shift fork and the sliding gear to move to the right, and the sliding gear meshes with the cylindrical gear, the steel ball is stuck in the annular groove on the left side of the shift cylinder piston rod. When the piston rod drives the shift fork and the sliding gear to move to the left, and the sliding gear completely disengages from the cylindrical gear, the steel ball is stuck in the annular groove on the right side of the shift cylinder piston rod.

[0018] It also includes two gear position sensors for detecting the position of the shift fork on the piston rod of the shift cylinder. When the piston rod drives the shift fork and the sliding gear to move to the right, and the sliding gear meshes with the cylindrical gear, the end of the locking seat at the end of the piston rod of the shift cylinder is directly opposite the right gear position sensor. When the piston rod drives the shift fork and the sliding gear to move to the left, and the sliding gear completely disengages from the cylindrical gear, the end of the locking seat at the end of the piston rod of the shift cylinder is directly opposite the left gear position sensor.

[0019] It also includes a lubrication system, which consists of two horizontally parallel lubricating oil pumps fixed to the bottom of the lower housing.

[0020] The low-speed drive device is concentric with the input shaft, and both are provided with internal splines in the middle. The low-speed drive device is connected to the input shaft through the spline shaft.

[0021] The housing consists of an upper housing, a middle housing, and a lower housing; the two ends of the input shaft, the bevel gear shaft, and the output shaft are respectively fixed to the inner cavity of the housing by bearings.

[0022] The upper and middle boxes are either an integrated structure or a separate structure; the lower box is equipped with an oil drain plug, an oil pan, and an oil level gauge, while the middle box is equipped with a vent.

[0023] The gear ratio between the cylindrical gear and the sliding gear is 1.241-2.421; the cylindrical gear is a spur gear with an arc-shaped structure on one side of the tooth tip, and the sliding gear is a spur gear with an arc-shaped structure on one side of the tooth tip, with the arc-shaped tooth tips of the cylindrical gear and the sliding gear facing each other.

[0024] The upper and middle housings of the gearbox can be combined into a single integrated structure.

[0025] The beneficial effects of this utility model are: (1) The axle gearbox integrates high-speed and low-speed running functions, enabling hydraulic transmission vehicles to not only run at high speeds, but also to operate at a constant low speed of less than 3 km / h, ensuring the quality of operation. There is no need to add an extra low-speed running axle gearbox, which reduces costs, simplifies the transmission chain, and increases the usable space under the vehicle; (2) Vehicles already manufactured and in use can be easily optimized and modified to add low-speed running functions.

[0026] The high-speed operation of this invention utilizes hydraulic transmission, with a hydraulic gearbox connected to the input flange of the gearbox via a drive shaft. Low-speed operation uses hydraulic transmission, powered by a motor mounted on the upper housing. The advantage is that only one gearbox is needed to simultaneously meet the requirements of high-speed (120 km / h) and low-speed (0-3 km / h) driving conditions. High-speed hydraulic transmission ensures smooth vehicle start-up and high-speed operation without shock. Hydraulic transmission is a "flexible" transmission, with no rigid connection between the input and output ends, automatically adapting to load changes and preventing overload. Low-speed hydraulic transmission, with its streamlined layout, allows for precise speed control. The gearbox caters to both high-speed operation and precise low-speed constant-speed driving requirements. Attached Figure Description

[0027] Figure 1 This is a structural schematic diagram of an example of this utility model;

[0028] Figure 2 This is a schematic diagram of the gear shifting locking mechanism of this utility model embodiment;

[0029] Figure 3 This is a schematic diagram of the manual locking mechanism of this utility model embodiment;

[0030] In the diagram: 1. Input flange, 2. Bearing, 3. Cylindrical gear, 4. Bevel gear shaft, 5. Lower housing, 6. Drain plug, 7. Oil pan, 8. Lubricating oil pump, 9. Lubrication system, 10. Oil level gauge, 11. Output shaft, 12. Large bevel gear, 13. Middle housing, 14. Breather, 15. Input shaft, 16. Upper housing, 17. Sliding gear, 18. Gear shift locking mechanism, 19. Splined shaft, 20. Low-speed drive unit, 21. Gear shift cylinder, 22. Shift fork, 23. Mounting base, 24. Steel ball, 25. Spring 2, 26. Manual locking mechanism, 27. Locking seat, 28. Gear position sensor, 29. Hand pull ring, 30. Positioning pin, 31. Screw sleeve, 32. Spring 1, 33. Locking pin. Detailed Implementation

[0031] like Figure 1As shown, this utility model mainly includes an input flange 1, multiple bearings 2, a cylindrical gear 3, a bevel gear shaft 4, a lower housing 5, a lubrication system 9, an output shaft 11, a large bevel gear 12, a middle housing 13, an input shaft 15, an upper housing 16, a sliding gear 17, and a shift locking mechanism 18. The input shaft 15 is arranged parallel to the bevel gear shaft 4, and the bevel gear shaft 4 is arranged perpendicular to the output shaft 11. The two ends of the input shaft 15, the bevel gear shaft 4, and the output shaft 11 are respectively fixed to the inner cavity of the housing by bearings 2. The lower housing 5 is provided with an oil drain plug 6, an oil pan 7, and an oil level gauge 10. The middle housing 13 is provided with a vent 14. The end of the bevel gear shaft 4 extending out of the middle housing 13 is provided with an input flange 1, which is connected to the power output end of the hydraulic gearbox. The middle part of the bevel gear shaft 4 is provided with a cylindrical gear 3, which is a spur gear with an arc-shaped structure on one side of the tooth tip. The input shaft 15 has an external spline on its outer ring. A sliding gear 17 is located in the middle of the input shaft 15. The sliding gear 17 has a groove on its exterior and an internal spline that matches the external spline of the input shaft 15. The sliding gear 17 is a spur gear with an arc-shaped structure on one side of its tooth tip. The arc-shaped tooth tip of the cylindrical gear 3 is directly opposite the arc-shaped tooth tip of the sliding gear 17. A bevel gear 12 is located on the output shaft 11. The bevel teeth at one end of the bevel gear shaft 4 are constantly meshed with the bevel gear 12. A shift locking mechanism 18 is located on the upper part of the upper housing 16. The fork 22 of the shift locking mechanism 18 engages in the groove of the sliding gear 17. When the vehicle needs to travel at high speed, the shift fork 22 of the shift locking mechanism 18 moves the sliding gear 17 to the left, separating the sliding gear 17 from the cylindrical gear 3. Power is transmitted through the input flange 1, through the bevel gear shaft 4 and the bevel gear 12, and finally to the output shaft 11, thereby driving the wheelset to travel at high speed. When the vehicle needs to operate at low speed, the shift fork 22 of the shift locking mechanism 18 drives the sliding gear 17 to move to the right, so that the sliding gear 17 meshes with the cylindrical gear 3. The gear ratio between the cylindrical gear 3 and the sliding gear 17 is 1.241-2.421. The low-speed drive device 20 transmits power to the sliding gear 17 through the input shaft 15. The sliding gear 17 drives the cylindrical gear 3 to rotate. At this time, the hydraulic transmission gear position is in neutral. The input flange 1 drives the output end of the hydraulic transmission to idle. The power is finally transmitted to the output shaft 11 through the bevel gear shaft 4 and the bevel gear 12, thereby driving the wheelset to travel at a constant low speed of 0-3 km / h.

[0032] like Figure 2As shown, the shift locking mechanism 18 mainly includes a shift cylinder 21, a shift fork 22, a mounting base 23, a manual locking mechanism 26, a locking seat 27, a gear position sensor 28, a steel ball 24, and a second spring 25. The shift cylinder 21 passes horizontally through the housing 16 and is parallel to the input shaft 15. The piston rod of the shift cylinder 21 has a shift fork 22 in the middle and a locking seat 27 at the end. The fork of the shift fork 22 has a fan-shaped structure, and the fork is engaged in the annular groove of the sliding gear 17 on the input shaft 15. The shift cylinder 21 drives the shift fork 22 to move, and the shift fork 22 drives the sliding gear 17 to move left or right, realizing the engagement and disengagement of gears when the axle gearbox is traveling at low speed. The piston rod of the shift cylinder 21 has two annular grooves. The steel ball 24 is engaged in the grooves of the piston rod of the shift cylinder 21 by the second spring 25 set on the mounting base 23, which is used for positioning in neutral and engaged positions. The cylindrical head of the locking seat 27 has a locking hole in the middle, which is directly opposite the locking pin 33 of the manual locking mechanism 26. The neutral position is locked or unlocked by inserting or disengaging the pin of the manual locking mechanism 26 into or out of the locking hole of the locking seat 27. The rectangular tail end of the locking seat 27 is directly opposite the gear position sensor 28 so that the gear position sensor 28 can sense the gear position.

[0033] like Figure 1 As shown, the lubrication system 9 uses two horizontally connected parallel lubrication oil pumps 8 to supply oil. The lubrication oil pumps 8 are fixed to the bottom surface of the lower housing 5. The lubrication oil output by the lubrication oil pumps 8 reaches the bearing 2 through the oil passage set on the housing.

[0034] like Figure 3 As shown, the manual locking mechanism 26 mainly includes a pull ring 29, a positioning pin 30, a screw sleeve 31, a spring 32, and a locking pin 33. The screw sleeve 31 is fixed in the mounting through hole on the mounting base. The spring 32 and the locking pin 33 are installed in the middle of the screw sleeve 31. The outer wall of the locking pin 33 and the inner wall of the screw sleeve 31 are both provided with protruding rings. The spring sleeve is placed outside the locking pin 33. The upper end of the spring 32 abuts against the protruding ring on the inner wall of the screw sleeve 31, and the lower end abuts against the protruding ring on the outer wall of the locking pin 33. The end of the screw sleeve 31 is provided with a cross-shaped groove, one of which is a high-position groove and the other is a low-position groove. The end of the locking pin 33 is provided with a pull ring 29 and a positioning pin 30. By pulling the locking pin 33 with the hand pull ring 29 and rotating it 90°, the positioning pin 30 can be switched between the high and low slots of the threaded sleeve 31. The locking pin 32 will then pass through the mounting through hole on the threaded sleeve 31 and the mounting base to insert into or disengage from the locking hole of the locking seat 27. Due to the preload of the spring 32, the locked state will remain until unlocked.

[0035] The low-speed drive device 20 is concentric with the input shaft 15, and both have internal splines in the middle. The low-speed drive device 20 is connected to the input shaft 15 via a splined shaft 19. The low-speed drive device 20 can be a motor or an electric motor. The low-speed drive device 20 can also be connected to the input shaft 15 via a coupling or a reducer.

[0036] The upper housing 16 and the middle housing 13 can be an integral structure or a separate structure.

[0037] The above description is merely an embodiment of this utility model and does not limit the patent scope of this utility model. Any equivalent structural or procedural transformations made based on the description and drawings of this utility model, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this utility model.

Claims

1. An axle gearbox with high and low speed travel functions, characterized in that: It includes a bevel gear shaft (4), an output shaft (11), an input shaft (15), and a shift locking mechanism (18) arranged in the housing; The input shaft (15) is arranged parallel to the bevel gear shaft (4), and the bevel gear shaft (4) is arranged perpendicular to the output shaft (11). One end of the bevel gear shaft (4) is provided with a bevel gear, and the other end extending out of the housing is provided with an input flange (1). The middle part of the bevel gear shaft (4) is provided with a cylindrical gear (3). The input shaft (15) has an external spline on its outer ring and a sliding gear (17) in the middle of the input shaft (15). The sliding gear (17) has a slot on its outside and an internal spline that matches the external spline of the input shaft (15) inside. One end of the input shaft (15) extends out of the housing and is connected to the low-speed drive device (20). The output shaft (11) is provided with a bevel gear (12), and the bevel gear teeth of the bevel gear shaft (4) are constantly meshed with the bevel gear (12); The shift locking mechanism (18) includes a shift fork (22), a shift cylinder (21) and a locking device; one end of the shift fork (22) is fixed on the telescopic rod of the shift cylinder (21), and the fork at the other end is engaged in the groove of the sliding gear (17).

2. The axle gearbox with high and low speed travel function according to claim 1, characterized in that: The locking device includes a locking seat (27) and a manual locking mechanism (26). The locking seat (27) is mounted on the end of the shift cylinder telescopic rod after it passes through the housing and mounting seat (23) in sequence. The upper end of the locking seat (27) is provided with a locking hole, which is directly opposite to the locking pin (33) of the manual locking mechanism (26).

3. The axle gearbox with high and low speed travel function according to claim 2, characterized in that: The manual locking mechanism (26) includes a pull ring (29), a positioning pin (30), a screw sleeve (31), a spring (32), and a locking pin (33). The screw sleeve (31) is fixed in the mounting through hole on the mounting base. The end of the screw sleeve (31) is provided with a cross-shaped groove, one of which is a high-position groove and the other is a low-position groove. After spring 1 (32) is fitted onto the middle of locking pin (33), it passes through threaded sleeve (31). Both the outer wall of locking pin (33) and the inner wall of threaded sleeve (31) have protruding rings. The upper end of spring 1 (32) abuts against the protruding ring on the inner wall of threaded sleeve (31), and the lower end abuts against the protruding ring on the outer wall of locking pin (33). The upper part of the locking pin (33) is equipped with a pull ring (29) and a positioning pin (30) that engages with the cross-shaped slot for positioning; The lower end of the locking pin (33) passes through the screw sleeve (31) and the mounting through hole on the mounting base.

4. An axle gearbox with high and low speed travel function according to claim 1, 2 or 3, characterized in that: The piston rod of the shift cylinder (21) is provided with two annular grooves, and the mounting base (23) has a positioning device that mates with the two annular grooves for positioning; the positioning device includes a stepped through hole provided on the mounting base (23), the stepped through hole includes a small stepped hole at the upper end and a large stepped screw hole at the lower end, a screw is installed in the large stepped screw hole, and a spring (25) and a steel ball (24) are provided in the small stepped hole, the two ends of the spring (25) are respectively connected to the screw and the steel ball (24). 4) When the piston rod drives the shift fork and the sliding gear (17) to move to the right, and the sliding gear (17) meshes with the cylindrical gear (3), the steel ball (24) is stuck in the annular groove on the left side of the piston rod of the shift cylinder (21). When the piston rod drives the shift fork and the sliding gear (17) to move to the left, and the sliding gear (17) completely disengages from the cylindrical gear (3), the steel ball (24) is stuck in the annular groove on the right side of the piston rod of the shift cylinder (21).

5. An axle gearbox with high and low speed travel function according to claim 1 or 2, characterized in that: It also includes two gear position sensors (28) for detecting the position of the shift fork on the piston rod of the shift cylinder (21). When the piston rod drives the shift fork and the sliding gear (17) to move to the right, and the sliding gear (17) meshes with the cylindrical gear (3), the end of the locking seat (27) at the end of the piston rod of the shift cylinder (21) is directly opposite the right gear position sensor (28). When the piston rod drives the shift fork and the sliding gear (17) to move to the left, and the sliding gear (17) is completely disengaged from the cylindrical gear (3), the end of the locking seat (27) at the end of the piston rod of the shift cylinder (21) is directly opposite the left gear position sensor (28).

6. The axle gearbox with high and low speed travel function according to claim 1, characterized in that: It also includes a lubrication system (9), which includes two horizontally parallel lubricating oil pumps (8), which are fixed to the bottom of the lower housing (5).

7. The axle gearbox with high and low speed travel function according to claim 1, characterized in that: The low-speed drive device (20) is concentric with the input shaft (15), and both are provided with internal splines in the middle. The low-speed drive device (20) and the input shaft (15) are connected together through the spline shaft (19).

8. The axle gearbox with high and low speed travel function according to claim 1, characterized in that: The housing consists of an upper housing (16), a middle housing (13) and a lower housing (5); the two ends of the input shaft (15), the bevel gear shaft (4) and the output shaft (11) are respectively fixed to the inner cavity of the housing by bearings (2).

9. The axle gearbox with high and low speed travel function according to claim 8, characterized in that: The upper housing (16) and the middle housing (13) are either an integral structure or a split structure; the lower housing (5) is provided with an oil drain plug (6), an oil pan (7), and an oil level gauge (10), and the middle housing (13) is provided with a vent (14).

10. The axle gearbox with high and low speed travel function according to claim 1, characterized in that: The gear ratio between the cylindrical gear (3) and the sliding gear (17) is 1.241-2.421; the cylindrical gear (3) is a spur gear with an arc-shaped structure on one side of the tooth tip, and the sliding gear (17) is a spur gear with an arc-shaped structure on one side of the tooth tip. The arc-shaped tooth tips of the cylindrical gear (3) and the sliding gear (17) are directly opposite each other.

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