Patent Application
20220009528
Any and all applications for which a foreign or domestic priority claim is identified in the Application Data Sheet as filed with the present application are hereby incorporated by reference under 37 CFR 1.57.
The present invention belongs to the field of rail vehicles, and specifically relates to a permanent magnet direct-drive bogie and a rail vehicle thereof.
At present, high-speed locomotives at home and abroad, which use drive systems with gear transmissions, have the problems of complex structure, large transmission loss and low reliability, and especially it is difficult to solve the lubrication and sealing problems in high-speed operation. At the same time, the high-speed locomotives also have the problems of high noise, high maintenance cost, etc.
With the advancement of permanent magnet motor technology, direct drive is increasingly applied to rail vehicles. At present, permanent magnet direct drive is mainly used in light rail vehicles with independent rotating wheels. The main form is hub direct drive or wheel side direct drive, in which permanent magnet motors directly drive the wheels to rotate. The hub direct drive or wheel side direct drive can only be used for light rail vehicles because of low motor power, but cannot be applied to high-power locomotives or Multiple Units.
Subways or EMUs also use the permanent magnet direct drive technology. A permanent magnet motor rotor is directly mounted on the surface of an axle, and a wheel set is directly driven to rotate through the electromagnetic action of the stator and the rotor. For example: a permanent magnet direct-drive subway train disclosed in patent application CN106515750A includes a train body, and a frame device and a wheel set device arranged below the train body, a permanent magnet synchronous traction motor is mounted on an axle by journal sticking, both ends of a rotor of the permanent magnet synchronous traction motor are connected to the axle, an inner side of a stator of the permanent magnet synchronous traction motor is connected to the frame device through an elastic support device, axle-control is used in a traction system matched the direct-drive permanent magnet synchronous motor, and an isolated contactor is arranged between each motor and a traction inverter.
A motor axle-mounted permanent magnet direct-drive bogie disclosed in patent CN204956480U includes two frame devices, two permanent magnet synchronous traction motors, two triangular elastic support devices, and four wheel set axle box devices; the two adjacent front and rear wheel set axle box devices are connected by a frame device, two wheels on left and right symmetrical sides are connected by an axle, the permanent magnet synchronous traction motors are integrated with the axle through rotors and driven by rotating the axle; the two frame devices are symmetrically located on the left and right sides in the advancing direction of a rail vehicle, the two frame devices are connected by a double traction pull rod device, and the triangular elastic support devices are connected to the permanent magnet synchronous traction motors and the double traction pull rod device.
The above patents all belong to the structural form of a direct-drive bogie, in which the motor is directly elastically or inelastically suspended on the axle, the mass of the permanent magnet motor is entirely the unsprung mass, the axle of the vehicle is heavy, and the unsprung mass has a great impact on vertical and lateral dynamic forces of a wheel rail, so that it is difficult to increase the speed of the vehicle to a high speed, and the direct-drive bogie is not suitable for high-speed locomotives with higher speeds than EMUs. Moreover, once the speed increases, the vibration will be greater, which will affect the service life of the permanent magnet motor. At the same time, due to the disadvantages of the structure designs of the above patents, the distance between the permanent magnet motor and the frame beam is large, a long swing rod is required, and the amplitude of the permanent magnet motor is too large during operation, so damage to the motor is easily caused.
In addition, permanent magnet motors also have frame suspension structures in medium- and low-speed vehicles such as subways, light rails or EMUs. For example: Chinese Patent CN201610304015.6 discloses a flexible frame suspended direct-drive radial bogie with a double T-shaped elastic hinging frame, which is mainly innovated in the double T-shaped elastic hinging frame with flexible function, three-point frame suspension of permanent magnet direct-drive motors, etc. However, the frame suspension is rigid frame suspension, the suspension of the permanent magnet motors is not decoupled, and the vibration during operation will have an excessive impact on the permanent magnet motors.
Besides, the existing permanent magnet direct-drive bogies with high traction points are not suitable for high-speed locomotives under high-power and high-traction conditions.
In addition, the terms of directions mentioned in this case are defined below. In the field of rail vehicles, there are usually three directions recognized by technicians:
Vertical: the direction perpendicular to the rail surface.
Longitudinal: the direction along the rail.
Transverse: the direction perpendicular to the rail and located on the horizontal plane.
Locomotives are classified according to the classification standards of speeds in the industry: Ordinary-speed locomotives: the design speed does not reach 160 km/h.
Quasi-high-speed locomotives: the design speed is between 160 and 200 km/h.
High-speed locomotives: the design speed is not less than 200 km/h.
In view of the above problems, the present invention aims to provide a permanent magnet direct-drive bogie that can be applied to a high-speed locomotive.
The technical solution of the present invention for solving the problems is: a permanent magnet direct-drive bogie includes a frame, a wheel set arranged on the frame, and a permanent magnet motor; the frame includes a longitudinal beam, a cross beam perpendicular to the longitudinal beam, and end beams arranged at both ends of the longitudinal beam; a hollow shaft is sleeved on an axle of the wheel set, a force transmission seat is fixed on the axle, the permanent magnet motor is sleeved on the hollow shaft, one end of the hollow shaft is connected to the permanent magnet motor through a flexible coupling, and the other end of the hollow shaft is connected to the force transmission seat through a flexible coupling; both longitudinal sides of the cross beam are provided with protrusions;
the permanent magnet motor is flexibly connected to the frame through a swing rod and a suspension rod, one end of the swing rod is hung on the protrusion, the other end is connected to a housing of the permanent magnet motor, and the axis of the swing rod is arranged longitudinally; one end of the suspension rod is connected to the housing of the permanent magnet motor, and the other end is suspended on the end beam; and the permanent magnet motor is laterally movable.
In the above solution, since the cross beam is provided with protrusions, the distance between the cross beam and the permanent magnet motor is shortened, the length of the swing rod is reduced, the amplitude of swinging of the permanent magnet motor during operation is small, and the amplitude received is small.
The permanent magnet motor is supported on the frame by means of elastic frame suspension, and has sprung mass, which is conducive to the high-speed operation of a locomotive. In addition, the suspension of the swing rod and the suspension rod decouples the suspension of the permanent magnet motor, there may be slight lateral displacement during operation, and the vertical and lateral acceleration of the wheel set caused by the uneven line and impact will not be directly transmitted to the permanent magnet motor, so that the working conditions are greatly improved. The failure rate is reduced, and the service life is prolonged. In addition, if the speed of the locomotive is higher, its advantages are more obvious. Moreover, the frame suspension mode of the above solution eliminates a hollow shaft six-bar structure, and the service life is longer.
Taken together, as the improvement on the frame structure cooperates with the suspension structure and suspension installation of the permanent magnet motor and the application of the coupling, the above solution solves a series of problems such as large vibration and large axle load of the permanent magnet motor applied to the high-speed locomotive, and it becomes possible that the permanent magnet motor drives the high-speed locomotive as a power source.
Specifically, the flexible coupling is a laminated coupling; the laminated coupling includes a first driving disc, a second driving disc, and a metal laminate; an inner sleeve of the permanent magnet motor is connected to the first driving disc, the first driving disc is connected to one end of the hollow shaft by the metal laminate, the second driving disc is connected to the other end of the hollow shaft, and the second driving disc is connected to the force transmission seat by the metal laminate.
The coupling with the metal laminate has a longer service life.
Preferably, the middle of the cross beam is provided with a through hole. The through hole can reduce weight, and can also provide a larger maintenance space to facilitate maintenance.
To make the structure more stable and reliable, the outer contour of the cross beam is of an octagonal structure, and two outermost sides of the octagonal cross beam in the longitudinal direction are the protrusions.
Further, the frame also includes end beams arranged at both ends of the longitudinal beam, a shock absorber for damping out the vibration of the permanent magnet motor is arranged between the permanent magnet motor and the end beam, and the angle between the axial direction of the shock absorber and the vertical plane is more than 0 degree and less than 90 degrees.
Correspondingly, the present invention further provides a rail vehicle, including a vehicle body and the above permanent magnet direct-drive bogie, the frame further includes a front end beam and a rear end beam respectively arranged at two ends of the longitudinal beam, and a first traction seat is arranged at the bottom of the rear end beam; the vehicle body is provided with a traction beam, and a second traction seat is arranged at the bottom of the traction beam; and the first traction seat is connected to the second traction seat by a traction rod.
In the above solution, the traction points of the traction seats are lowered to achieve low-position traction, which reduces axle load transfer, improves adhesion utilization and is more conducive to a high-speed locomotive.
The present invention further provides another rail vehicle, including a vehicle body and the above permanent magnet direct-drive bogie, a third traction seat is arranged at the bottom of the protrusion on each of the both longitudinal sides of the cross beam, and the middle of the cross beam is provided with a through hole;
the rail vehicle further includes a traction pin, two pull rods, and a fourth traction seat arranged on the vehicle body, and the fourth traction seat corresponds to the through hole; one ends of the two pull rods are respectively connected to the third traction seats in one-to-one correspondence, the other ends are connected to the traction pin, and the two pull rods are centrosymmetric with respect to the traction pin;
the fourth traction seat is inserted into the through hole and connected to the traction pin.
The rail vehicle of the above solution provides another low-position traction mode, the traction point is below the through hole of the cross beam of the frame, and the “Z”-shaped double pull rod structure achieves low-position traction, reduces axle load transfer, improves adhesion utilization, and is more conducive to a high-speed locomotive.
As the improvement on the frame structure cooperates with the suspension structure and suspension installation of the permanent magnet motor, low-position traction, and application of the coupling, the above solution solves a series of problems such as large vibration, large axle load and high traction point of the permanent magnet motor applied to the high-speed locomotive, and it becomes possible that the permanent magnet motor drives the high-speed locomotive as a power source. The problems of lubrication and sealing of the high-speed locomotive are eliminated, and the transmission loss, noise and maintenance cost of the existing high-speed locomotive drive system are reduced.
The present invention will be further illustrated below in conjunction with the accompanying drawings.
In which: 1-frame, 2-wheel set, 3-permanent magnet motor, 4-hollow shaft, 5-force transmission seat, 6-flexible coupling, 7-swing rod, 8-shock absorber, 9-vehicle body, 10-traction rod, 11-longitudinal beam, 12-cross beam, 13-end beam, 14-first traction seat, 15-traction pin, 16-pull rod, 17-suspension rod, 21-axle, 31-inner sleeve, 61-first driving disc, 62-second driving disc, 63-metal laminate, 91-traction beam, 92-second traction seat, 94-fourth traction seat, 121-protrusion, 122-through hole, 123-third traction seat, 131-front end beam, 132-rear end beam.
As shown in
A hollow shaft 4 is sleeved on an axle 21 of the wheel set 2. A force transmission seat 5 is fixed on the axle 21. The permanent magnet motor 3 is sleeved on the hollow shaft 4. One end of the hollow shaft 4 is connected to the permanent magnet motor 3 through a flexible coupling 6, and the other end of the hollow shaft 4 is connected to the force transmission seat 5 through a flexible coupling 3. The flexible coupling 6 is a laminated coupling. The laminated coupling includes a first driving disc 61, a second driving disc 62, and a metal laminate 63. An inner sleeve 31 of the permanent magnet motor 3 is connected to the first driving disc 61. The first driving disc 61 is connected to one end of the hollow shaft 4 by the metal laminate 63. The second driving disc 62 is connected to the other end of the hollow shaft 4. The second driving disc 62 is connected to the force transmission seat 5 by the metal laminate 63.
Both longitudinal sides of the cross beam 12 are provided with protrusions 121. The outer contour of the cross beam 12 is of an octagonal structure, and two outermost sides of the octagonal cross beam 12 in the longitudinal direction are the protrusions 121.
The permanent magnet motor 3 is flexibly connected to the frame 1 through a swing rod 7 and a suspension rod 17, one end of the swing rod 7 is hung on the protrusion 121, the other end is connected to a housing of the permanent magnet motor 3, and the axis of the swing rod 7 is arranged longitudinally. One end of the suspension rod 17 is connected to the housing of the permanent magnet motor 3, and the other end is suspended on the end beam 13. The permanent magnet motor 3 is laterally movable.
A shock absorber 8 for damping out the vibration of the permanent magnet motor 3 is arranged between the permanent magnet motor 3 and the end beam 13. The angle between the axial direction of the shock absorber 8 and the vertical plane is more than 0 degree and less than 90 degrees.
Correspondingly, this embodiment further provides a rail vehicle, including a vehicle body 9 and the above permanent magnet direct-drive bogie. A first traction seat 14 is arranged at the bottom of the rear end beam 132. The vehicle body 9 is provided with a traction beam 91. A second traction seat 92 is arranged at the bottom of the traction beam 91. The first traction seat 14 is connected with the second traction seat 92 by a traction rod 10.
As shown in
A hollow shaft 4 is sleeved on an axle 21 of the wheel set 2. A force transmission seat 5 is fixed on the axle 21. The permanent magnet motor 3 is sleeved on the hollow shaft 4. One end of the hollow shaft 4 is connected to the permanent magnet motor 3 through a flexible coupling 6, and the other end of the hollow shaft 4 is connected to the force transmission seat 5 through a flexible coupling 3.
In this embodiment, the flexible coupling 6 is preferably a laminated coupling. The laminated coupling includes a first driving disc 61, a second driving disc 62, and a metal laminate 63. An inner sleeve 31 of the permanent magnet motor 3 is connected to the first driving disc 61. The first driving disc 61 is connected to one end of the hollow shaft 4 by the metal laminate 63. The second driving disc 62 is connected to the other end of the hollow shaft 4. The second driving disc 62 is connected to the force transmission seat 5 by the metal laminate 63.
In the flexible coupling 6, the metal laminate 63 may be replaced by a six-bar mechanism with rubber joints.
Both longitudinal sides of the cross beam 12 are provided with protrusions 121. The outer contour of the cross beam 12 is of an octagonal structure, and two outermost sides of the octagonal cross beam 12 in the longitudinal direction are the protrusions 121.
The permanent magnet motor 3 is flexibly connected to the frame 1 through a swing rod 7 and a suspension rod 17, one end of the swing rod 7 is hung on the protrusion 121, the other end is connected to a housing of the permanent magnet motor 3, and the axis of the swing rod 7 is arranged longitudinally. One end of the suspension rod 17 is connected to the housing of the permanent magnet motor 3, and the other end is suspended on the end beam 13. The permanent magnet motor 3 is laterally movable.
A shock absorber 8 for damping out the vibration of the permanent magnet motor 3 is arranged between the permanent magnet motor 3 and the end beam 13. The angle between the axial direction of the shock absorber 8 and the vertical plane is more than 0 degree and less than 90 degrees.
This embodiment further provides a rail vehicle, including a vehicle body 9 and the above permanent magnet direct-drive bogie. A third traction seat 123 is arranged at the bottom of the protrusion 121 on each of the both longitudinal sides of the cross beam 12. The middle of the cross beam 12 is provided with a through hole 122.
The rail vehicle further includes a traction pin 15, two pull rods 16, and a fourth traction seat 94 arranged on the vehicle body 9. The fourth traction seat 94 corresponds to the through hole 122.
One ends of the two pull rods 16 are respectively connected to the third traction seats 123 in one-to-one correspondence, the other ends are connected to the traction pin 15, and the two pull rods 16 are centrosymmetric with respect to the traction pin 15.
The fourth traction seat 94 is inserted into the through hole 122 and connected to the traction pin 15.
| Number | Date | Country | Kind |
|---|---|---|---|
| 201810842898.5 | Jul 2018 | CN | national |
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/CN2018/115120 | 11/13/2018 | WO | 00 |
