【作者】 陈崇；

【导师】 张红军；

【作者基本信息】 西南交通大学 ， 车辆工程， 2008， 硕士

【摘要】 为我国自主开发大功率交流传动货运机车先进的驱动系统,本文重点研究我国引进的120km/h交流传动货运机车的整体驱动系统技术。通过对国际上交流传动货运机车三种主要驱动系统方案的比较分析,确定该驱动系统的结构方案为主动齿轮两端支承、叠片式膜片联轴器、斜齿圆柱齿轮传动、齿轮箱和电机一体式的整体驱动系统。根据列车牵引性能和规定剩余加速度的要求,确定C₀—C₀机车的单轴功率为1600kW,牵引5000t/6000t重量,在平直线路上速度为120km/h时,剩余加速度为0.013m/s²。主动齿轮采用两端支承,四点角接触球轴承轴向定位,根据SKF额定寿命计算公式,轴承寿命均大于300万公里。基于在Ansys计算三种工况下传动齿轮的单点和双点啮合时,轮齿的齿根弯曲应力和齿面接触应力。结果表明:主动齿轮齿根弯曲应力和接触应力沿齿宽方向逐渐减小,靠近扭矩输入端出现最大值且变化率较大,远离扭矩输入端应力变化平缓,单点啮合较两点啮合危险。在电机轴和主动齿轮轴之间采用叠片式膜片联轴器,首先确定膜片联轴器的结构方案和主要结构参数,从而分析联轴器的强度和扭转刚度、弯曲刚度、轴向刚度和径向刚度等。该联轴器:扭转刚度,基本为常量3.78×10⁷N·m/rad;弯曲刚度随弯曲轴转动,呈余弦变化趋势,周期60度,最大弯曲刚度为3.654×10³N·m/rad;径向刚度为10⁹数量级。计算扭矩变化的六种不同工况下,由电机轴和主动齿轮轴的附加位移对轴承载荷的影响在2%以内。在电机转速为4065r/min和2275r/min时,转子系统在G16、G6.3和G2.5三种平衡精度等级下,动不平衡对轴承载荷的影响在7%以内。采用径向梯形齿均匀端齿盘联结联轴器和主动齿轮轴,有效的解决大扭矩的传递和空间紧张问题。最后给出整体驱动系统的装配工艺方案,并分析主动齿轮轴和从动齿轮轴平行度的尺寸链,为保证传动齿轮运动的6级精度,需要各组成环的精度等级均在六级以上。该驱动系统方案可满足单轴功率为1600kW的机车需要;该系统的核心技术为叠片式膜片联轴器,保证足够大的径向刚度和合适的弯曲刚度是该系统的关键。更多还原

【Abstract】 The technology of whole drive system for freight locomotive of AC drive at the speed of 120km/h is studied, in order to develop independently advanced drive system for it. The structure scheme of drive system that is drive gear supported averagely by two points, flexible coupling adopted, drived by helical cylindrical gear, gearbox with motor together is made sure, by comparing on three main international drive systems.The uniaxial power of C₀—C₀ locomotive is chosen as 1600kW, which can haul 5000t or 6000t on the straight road as the velocity of 120 km/h with residual acceleration of 0.013m/s², according to traction index and prescriptive residual acceleration. Drive gear is supported averagely by two points, and four-point contact ball is used to be axial positioning of it. In response to SKF calculation formula of bearing life, the lives are more than three million kilometers.The bending stress of tooth root and contact stress of tooth surface for drive gear are calculated on three conditions by ANSYS, when meshing of gear is on the one point and two points. The results are indicated that the bending and contact stress reduce gradually through tooth breadth direction, and the rate is larger close to the end of inputting torque, and the rate is smaller far to it, and the condition of single meshing is more dangerous than that of double-point meshing.The flexible coupling is adopted between the axle of motor and the axle of drive gear. Firstly, the structural scheme and main parameters are made sure, then analyzing strength, torsional stiffness, bending stiffness, axial stiffness and radial stiffness for the coupling. The torsional stiffness is a constant value that is 3.78e+7N.m/rad, and the bending stiffness has the trend of cosine as the period of 60 degree by rotating around bending axle, and the maximum of bending stiffness is 3.654e+3N.m/rad. The radial stiffness is the magnitude of 10⁹N/m.By calculating six conditions of different torsions, we know that the additional displacement of motor axle and drive gear axle affects the load of bearing within 2%. The dynamic-unbalance of rotor system affects the load of bearing within 7% in the G16,G6.3 and G2.5 balance accuracy grades at the rational speed of 4065r/min and 2275r/min. The problems of small space and transferring large torque are solved availably by adopting uniform crown wheel between drive gear axle and coupling. At last the scheme of assembly process for the whole drive system is gained, and analyzing the dimension chain of parallelism between the drive gear axle and the driven gear axle. The precision grades of composition links must be within the sixth grade in order to ensure the sixth grade of motion for drive gear.The result of study shows that this drive system is satisfied with the locomotive of the uniaxial power of 1600kW. The key technology is the flexible coupling, and the most important thing is to ensure large enough radial stiffness and appropriate bending stiffness.更多还原