EP0308616A2 - Driving unit for rail vehicles - Google Patents

Driving unit for rail vehicles Download PDF

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Publication number
EP0308616A2
EP0308616A2 EP88111898A EP88111898A EP0308616A2 EP 0308616 A2 EP0308616 A2 EP 0308616A2 EP 88111898 A EP88111898 A EP 88111898A EP 88111898 A EP88111898 A EP 88111898A EP 0308616 A2 EP0308616 A2 EP 0308616A2
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EP
European Patent Office
Prior art keywords
coupling
motor
axle
wheel
hollow shaft
Prior art date
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Granted
Application number
EP88111898A
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German (de)
French (fr)
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EP0308616A3 (en
EP0308616B1 (en
Inventor
Johann Eichinger
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Hurth Getriebe und Zahnraeder GmbH
Original Assignee
Carl Hurth Maschinen und Zahnradfabrik GmbH and Co
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Application filed by Carl Hurth Maschinen und Zahnradfabrik GmbH and Co filed Critical Carl Hurth Maschinen und Zahnradfabrik GmbH and Co
Priority to AT88111898T priority Critical patent/ATE74083T1/en
Publication of EP0308616A2 publication Critical patent/EP0308616A2/en
Publication of EP0308616A3 publication Critical patent/EP0308616A3/en
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Publication of EP0308616B1 publication Critical patent/EP0308616B1/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C9/00—Locomotives or motor railcars characterised by the type of transmission system used; Transmission systems specially adapted for locomotives or motor railcars
    • B61C9/38—Transmission systems in or for locomotives or motor railcars with electric motor propulsion
    • B61C9/48—Transmission systems in or for locomotives or motor railcars with electric motor propulsion with motors supported on vehicle frames and driving axles, e.g. axle or nose suspension
    • B61C9/50—Transmission systems in or for locomotives or motor railcars with electric motor propulsion with motors supported on vehicle frames and driving axles, e.g. axle or nose suspension in bogies
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C9/00—Locomotives or motor railcars characterised by the type of transmission system used; Transmission systems specially adapted for locomotives or motor railcars
    • B61C9/38—Transmission systems in or for locomotives or motor railcars with electric motor propulsion
    • B61C9/44—Transmission systems in or for locomotives or motor railcars with electric motor propulsion with hollow transmission shaft concentric with wheel axis

Definitions

  • the invention relates to a so-called parallel shaft drive unit for rail vehicles according to the preamble of the main claim. It is based on a state of the art, e.g. known from U.S. Patent No. 3,152,558.
  • the screwed housing of the motor and transmission are supported vertically at one point and horizontally on the bogie frame via a transverse stabilizer, in each case with interposed rubber washers.
  • the third support point is an elastic coupling between the hollow shaft of the gearbox and the axle set.
  • This coupling essentially consists of two rubber washers between three flange washers, the first of which is or are connected to the axle of the wheelset, the other two to the hollow shaft.
  • the clutch not only has to transmit the torque from the engine-gearbox assembly to the axle of the wheelset, but also has to bear a considerable proportion of both the engine reaction torque and the weight of the engine-gearbox assembly.
  • the rubber is predominantly subjected to thrust by the weight and the inertial forces occurring during driving operation, in a plane perpendicular to the axle of the wheelset.
  • the rubber washer In order not to let the drive unit sag too much with respect to the axle of the wheelset, the rubber washer must be relatively narrow and hard. However, this increases the negative effects of the shear stress and further worsens the spring action in the transverse direction, i.e. in the direction of the axle of the wheelset. (Another, The main disadvantage is that if the rubber washers have to be replaced, the wheels have to be pulled off the axles.)
  • the suspension of the drive unit according to the US patent is only a 2-point suspension with a cross stabilizer. Since the latter should not only absorb the forces and movements mentioned above while driving, but also must secure the motor-gear unit against tipping in the rest position, the rubber disks mentioned must not be particularly soft. As a result, however, they are again not very suitable for absorbing the movements originating from the axle of the wheelset.
  • a motor-transmission unit is also known (EP 0010-619 B1), in which the screwed housing of the motor and transmission are rigidly attached to the bogie frame.
  • a complex clutch unit is provided, in which the gearbox hollow shaft is connected to the wheelset axle via a first clutch, a cardan hollow shaft and a second clutch. Since the relative movements between the gearbox hollow shaft and the wheelset axis are considerable, a corresponding free space must be provided which adversely affects the dimensions of the gearbox hollow shaft and its bearings and thus the size of the gearbox housing. Such a drive unit can therefore hardly be used for low-floor vehicles.
  • the invention is therefore based on the object of developing a drive unit of the type mentioned in such a way that, with the greatest possible comfort in terms of suspension and shock absorption, its space requirement is as small as possible and it can therefore also be used in vehicles of the low-floor type.
  • a drive unit which has the characteristics of claim 1.
  • This design allows the diameter of the gearbox hollow shaft to be reduced, which allows the use of smaller bearings and thus a smaller housing.
  • Star, articulated or the like couplings effective in three planes, which permit an angular offset, are known from other applications in rail vehicles. You can compensate for all relative movements between the wheelset axle and the engine-gearbox unit. (The specification "simple” does not represent a synonym for "primitive” or the like, but indicates the structural difference from the "double” articulated coupling used in EP 0 010 619 B1.)
  • the two essentially vertically acting support points need except part of the weight forces and the motor reaction torque to absorb only small transverse forces resulting from driving. All other forces, moments and movements are absorbed and transmitted by the - actually - elastic coupling.
  • the prior art cannot offer any suggestion for this solution.
  • a 3-point support of a drive unit of the type mentioned is also described in DE 24 34 420 B2.
  • the motor-gear unit is supported on three elastic links in the frame of the rail vehicle, which comes close to a rigid attachment.
  • a cardan coupling between the gearbox hollow shaft and the wheelset axle is required, which is used exclusively for torque transmission.
  • an expedient embodiment is shown in claim 2.
  • an embodiment according to claim 3 is useful.
  • an off-center arrangement of the elastic coupling or its arrangement on the side of the transmission facing away from the engine would have been more expedient with regard to the weight distribution or the forces to be absorbed by the transverse stabilizer.
  • a brake disc In the known parallel shaft drives, a brake disc is often attached to the axle of the wheelset.
  • the associated brake shoes and their actuation mechanism are arranged on the bogie frame.
  • the change in position of the brake disc relative to the brake shoes due to the relative movements between the axle of the bogie and the bogie frame requires complex structural measures to ensure a reliable effect of the brake.
  • the brake arrangement can be simplified considerably, since the brake disc and brake shoes always remain in the same position relative to one another.
  • a single-stage gearbox can also be used with the appropriate gear ratio.
  • the hollow shaft (13) like the shaft (12) (and possibly the pinion 8), can be rotated with roller bearings (not shown) but cannot be moved axially in the housing (14) of the transmission (5) and protrudes on one side the housing (14) out.
  • the wheelset axis (3) is guided approximately centrally, on which the drive wheels (15, 16) are mounted in a rotationally fixed manner.
  • a first flange (18) is fixedly connected to the hollow shaft. and a second flange (19) is fixedly connected to the axle of the wheel set, and an intermediate member (20) which is not supported is provided between them.
  • the first flange (18) is articulated to the intermediate link (20) via the control arm (21) and the second flange (19) via the control arm (22).
  • bolts (23) are fastened to the flanges (18, 19) and to the intermediate link (20), on which the handlebar levers (21, 22) are mounted by means of known and therefore not shown elastic members, so-called rubber joints.
  • a four-link chain is formed from the first flange (18), the link arms (21) and the intermediate link (20), and a further four-link chain is formed from the intermediate link (20), the link levers (22) and the second flange (19). Since the intermediate link (20) connecting the two four-link chains is not supported, the coupling can compensate for the radial movements between the sprung parts (positions 4, 5, 18) and the unsprung parts (positions 3, 15, 16, 19).
  • the articulated coupling (17) also serves to support the motor-gear unit (6) on the axle set (3). It is expedient if the articulated coupling (17) is at least approximately in the middle between the driving wheels (15, 16), i.e. in the longitudinal axis (24) of the vehicle, because then when driving over bumps in the track, switches, etc., there is no one-sided load on the axle set (3) are exerted on the articulated coupling, which in turn cause restoring forces.
  • Two additional support points (25, 26) are provided for supporting mass acceleration forces and tilting moments.
  • the motor (4) and / or the gear housing (14) is elastically supported on the bogie frame (2) or suspended by means of a vertical control arm (not shown).
  • the brake disc (28) of a disc brake (27) is also arranged on the axle (3) between the articulated coupling (17) and the adjacent drive wheel (15).
  • the actuating device with the brake shoe (29) are attached to the bogie frame (2).
  • a star coupling (30) is shown in FIG. 2 as an example for another coupling.
  • a first coupling half (31) is fixedly connected to the hollow shaft (13).
  • a second coupling half (32) is fixed in a rotationally fixed manner on the axle set (3).
  • Both coupling halves (31, 32) have radially outwardly directed arms which are alternately one behind the other in the circumferential direction. Rubber blocks (not shown) are arranged between two arms, which bear against the arms under prestress.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Arrangement Of Transmissions (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Automatic Cycles, And Cycles In General (AREA)

Abstract

In a driving unit for rail vehicles having a motor gear unit which consists of a motor arranged parallel to the wheel set axle and an end wheel gearing coupled to its drive shaft, the said end wheel gearing having on the output side a hollow shaft concentrically surrounding the wheel set axle, the hollow shaft is connected to the wheel set axle solely via a single elastic coupling which permits axle displacements and axle angle deviations. In addition to the torque transmission, the coupling serves for supporting the motor gear unit. Two further support points are provided for receiving tilting moments and mass acceleration forces on the motor and/or gearing housing so that a 3-point support is present for the unit. The use of the elastic coupling for supporting weight permits a design which is space saving in comparison with known parallel drives. List of references 1 Bogie 2 Frame 3 Wheel set axle 4 Drive motor 5 End wheel gearing 6 Motor gear unit 7 Tooth coupling 8 Pinion 9 Gear wheel 10 Pinion 11 Gear wheel 12 Shaft 13 Hollow shaft 14 Housing 15 Drive wheel 16 Drive wheel 17 Joint coupling 18 First flange 19 Second flange 20 Intermediate element 21 Connecting lever 22 Connecting lever 23 Bolt 24 Longitudinal axle 25 Support point 26 Support point 27 Disc brake 28 Brake disc 29 Brake block 30 Star coupling 31 First half of coupling 32 Second half of coupling s

Description

Die Erfindung betrifft ein zu den sogenannten Parallel­wellenantrieben gehörendes Antriebsaggregat für Schienen­fahrzeuge nach dem Oberbegriff des Hauptanspruchs. Damit geht sie von einem Stand der Technik aus, wie er z.B. von dem US-Patent Nr. 3 152 558 bekannt ist.The invention relates to a so-called parallel shaft drive unit for rail vehicles according to the preamble of the main claim. It is based on a state of the art, e.g. known from U.S. Patent No. 3,152,558.

Bei dieser bekannten Anordnung eines Motor-Getriebe-­Aggregats sind die miteinander verschraubten Gehäuse von Motor und Getriebe an einem Punkt vertikal sowie über einen Querstabilisator horizontal am Drehgestellrahmen abgestützt, jeweils mit zwischengelegten Gummischeiben. Der dritte Abstützpunkt ist eine elastische Kupplung zwischen der Hohlwelle des Getriebes und der Radsatzachse. Diese Kupplung besteht im wesentlichen aus zwei Gummi­scheiben zwischen drei Flanschscheiben, von denen die erste mit der Radsatzachse, die beiden anderen mit der Hohlwelle verbunden ist bzw. sind. Die Kupplung hat nicht nur das Drehmoment vom Motor-Getriebe-Aggregat auf die Radsatzachse zu übertragen, sondern muß auch einen erheblichen Anteil sowohl des Motor-Reaktionsmoments als auch des Gewichts des Motor-Getriebe-Aggregats federnd tragen. Bei der in Rede stehenden Ausführung der elasti­schen Kupplung wird der Gummi durch das Gewicht und die im Fahrbetrieb auftretenden Massenkräfte vorwiegend auf Schub beansprucht, und zwar in einer Ebene die senk­recht zur Radsatzachse liegt. Um die Antriebseinheit dabei nicht zu sehr gegenüber der Radsatzachse durch­hängen zu lassen, muß die Gummischeibe verhältnismäßig schmal und hart sein. Dadurch werden aber die negativen Auswirkungen der Schubbeanspruchung erhöht und die Federwirkung in Querrichtung, also in Richtung der Radsatzachse, weiter verschlechtert. (Ein weiterer, ganz wesentlicher Nachteil ist, daß bei einem erforder­lich werdenden Austausch der Gummischeiben die Räder von den Achsen abgezogen werden müssen.)In this known arrangement of a motor-transmission unit, the screwed housing of the motor and transmission are supported vertically at one point and horizontally on the bogie frame via a transverse stabilizer, in each case with interposed rubber washers. The third support point is an elastic coupling between the hollow shaft of the gearbox and the axle set. This coupling essentially consists of two rubber washers between three flange washers, the first of which is or are connected to the axle of the wheelset, the other two to the hollow shaft. The clutch not only has to transmit the torque from the engine-gearbox assembly to the axle of the wheelset, but also has to bear a considerable proportion of both the engine reaction torque and the weight of the engine-gearbox assembly. In the embodiment of the elastic coupling in question, the rubber is predominantly subjected to thrust by the weight and the inertial forces occurring during driving operation, in a plane perpendicular to the axle of the wheelset. In order not to let the drive unit sag too much with respect to the axle of the wheelset, the rubber washer must be relatively narrow and hard. However, this increases the negative effects of the shear stress and further worsens the spring action in the transverse direction, i.e. in the direction of the axle of the wheelset. (Another, The main disadvantage is that if the rubber washers have to be replaced, the wheels have to be pulled off the axles.)

Verbunden mit der schlechten Federwirkung in der Quer­richtung ist die fehlende Möglichkeit, einen Winkel­versatz zwischen Radsatzachse und Hohlwelle auszugleichen - ein Nachteil, der sich beim Überfahren von Weichen und Kreuzungen besonders störend auswirkt, aber auch beim Befahren von überhöhten Kurven oder anderer Gleisuneben­heiten. Die Radsatzachse wird deshalb in solchen Fällen über die - dem Namen nach - "elastische", in Wirklich­keit jedoch recht steife Kupplung ihre Bewegungen auf die Hohlwelle und damit auf das gesamte, in sich starre Motor-Getriebe-Aggregat übertragen, das diese Bewegungen bzw. die sich daraus ergebenden Kräfte auf die beiden anderen Abstützpunkte überträgt. Bei dem bekannten Antriebsaggregat sind diese Abstützpunkte deshalb einmal vertikal und einmal in Querrichtung wirkend vorgesehen.Combined with the poor spring action in the transverse direction, there is no possibility of compensating for an angular misalignment between the axle of the wheelset and the hollow shaft - a disadvantage that has a particularly disruptive effect when driving over switches and crossings, but also when driving over bends or other bumps on the track. In such cases, the wheelset axle is therefore transmitted via the - in name - "elastic", but in reality quite stiff coupling to the hollow shaft and thus to the entire, rigid motor-gear unit that transmits these movements or transfers the resulting forces to the other two support points. In the known drive unit, these support points are therefore provided once vertically and once in the transverse direction.

Genau betrachtet handelt es sich bei der Aufhängung des Antriebsaggregats nach dem US-Patent nur um eine 2-Punkt-­Aufhängung mit einem Querstabilisator. Da letzterer nicht nur die im Fahrbetrieb auftretenden, vorstehend erwähnten Kräfte und Bewegungen aufnehmen soll, sondern auch das Motor-Getriebe-Aggregat in der Ruhelage gegen Kippen sichern muß, dürfen auch die erwähnten Gummi­scheiben nicht sonderlich weich sein. Dadurch sind sie aber auch wieder wenig geeignet, die von der Radsatzachse ausgehenden Bewegungen aufzunehmen.Strictly speaking, the suspension of the drive unit according to the US patent is only a 2-point suspension with a cross stabilizer. Since the latter should not only absorb the forces and movements mentioned above while driving, but also must secure the motor-gear unit against tipping in the rest position, the rubber disks mentioned must not be particularly soft. As a result, however, they are again not very suitable for absorbing the movements originating from the axle of the wheelset.

Beim Stand der Technik kann der heute geforderte Fahr­komfort hinsichtlich Federung und Stoßabsorption nicht erreicht werden.With the prior art, the driving comfort required today with regard to suspension and shock absorption cannot be achieved.

Es ist auch ein Motor-Getriebe-Aggregat bekannt (EP 0010-­619 B1), bei dem die miteinander verschraubten Gehäuse von Motor und Getriebe starr am Drehgestellrahmen befe­stigt sind. Zum Überbrücken des radialen Federweges zwischen der Radsatzachse und der Hohlwelle und zum Aus­gleich von Winkelabweichungen ist ein aufwendiges Kupp­lungsaggregat vorgesehen, bei dem die Getriebe-Hohlwelle über eine erste Kupplung, eine Kardanhohlwelle und eine zweite Kupplung mit de Radsatzachse verbunden ist. Da die Relativbewegungen zwischen der Getriebe-Hohlwelle und der Radsatzachse beträchtlich sind, muß ein ent­sprechender Freiraum vorgesehen sein, der die Abmessungen der Getriebe-Hohlwelle und ihrer Lager und damit die Größe des Getriebegehäuses ungünstig beeinflußt. Für Fahrzeuge der Niederflur-Bauart ist ein solches Antriebs­aggregat deshalb kaum anwendbar.A motor-transmission unit is also known (EP 0010-619 B1), in which the screwed housing of the motor and transmission are rigidly attached to the bogie frame. For bridging the radial spring travel Between the wheelset axle and the hollow shaft and to compensate for angular deviations, a complex clutch unit is provided, in which the gearbox hollow shaft is connected to the wheelset axle via a first clutch, a cardan hollow shaft and a second clutch. Since the relative movements between the gearbox hollow shaft and the wheelset axis are considerable, a corresponding free space must be provided which adversely affects the dimensions of the gearbox hollow shaft and its bearings and thus the size of the gearbox housing. Such a drive unit can therefore hardly be used for low-floor vehicles.

Der Erfindung liegt deshalb die Aufgabe zugrunde, ein Antriebsaggregat der genannten Art so weiterzubilden, daß bei möglichst hohem Komfort hinsichtlich der Federung und Stoßabsorption sein Raumbedarf möglichst gering und es dadurch auch in Fahrzeugen der Niederflur-Bauart ein­setzbar ist.The invention is therefore based on the object of developing a drive unit of the type mentioned in such a way that, with the greatest possible comfort in terms of suspension and shock absorption, its space requirement is as small as possible and it can therefore also be used in vehicles of the low-floor type.

Zur Lösung der Aufgabe wird ein Antriebsaggregat vorge­schlage, das die Kennzeichen des Anspruchs 1 aufweist. Diese Bauweise erlaubt es, den Durchmesser der Getriebe-­Hohlwelle zu reduzieren, was die Verwendung kleinerer Lager erlaubt und damit ein kleineres Gehäuse ermög­licht. In drei Ebenen wirksame, einen Winkelversatz zulassende Stern-, Gelenk- oder dgl. Kupplungen sind von anderen Anwendungen bei Schienenfahrzeugen bekannt. Sie können alle Relativbewegungen zwischen Radsatzachse und Motor-Getriebe-Aggregat ausgleichen. (Die Angabe "ein­fache" stellt kein Synonym für "primitiv" od. dgl. dar, sondern gibt den baulichen Unterschied an zu der in der EP 0 010 619 B1 verwendeten "doppelten" Gelenkkupplung.) Die beiden im wesentlcihen vertikal wirkenden Abstütz­punkte brauchen außer einem Teil der Gewichtskräfte und des Motor-Reaktionsmoments nur geringe aus dem Fahr­betrieb resultierende Querkräfte aufzunehmen. Alle anderen Kräfte, Momente und Bewegungen werden von der - tatsächlich - elastischen Kupplung aufgenommen und übertragen. Eine Anregung für diese Lösung vermag der Stand der Technik nicht zu bieten.To solve the problem, a drive unit is proposed, which has the characteristics of claim 1. This design allows the diameter of the gearbox hollow shaft to be reduced, which allows the use of smaller bearings and thus a smaller housing. Star, articulated or the like couplings effective in three planes, which permit an angular offset, are known from other applications in rail vehicles. You can compensate for all relative movements between the wheelset axle and the engine-gearbox unit. (The specification "simple" does not represent a synonym for "primitive" or the like, but indicates the structural difference from the "double" articulated coupling used in EP 0 010 619 B1.) The two essentially vertically acting support points need except part of the weight forces and the motor reaction torque to absorb only small transverse forces resulting from driving. All other forces, moments and movements are absorbed and transmitted by the - actually - elastic coupling. The prior art cannot offer any suggestion for this solution.

Eine 3-Punkt-Abstützung eines Antriebsaggregats der ge­nannten Art ist auch in der DE 24 34 420 B2 beschrieben. Dort ist jedoch das Motor-Getriebe-Aggregat an drei ela­stischen Gliedern im Rahmen des Schienenfahrzeugs abge­stützt, was einer starren Befestigung nahe kommt. Zusätz­lich ist eine Kardankupplung zwischen der Getriebe-Hohl­welle und der Radsatzachse erforderlich, die ausschließ­lich der Drehmomentübertragung dient.A 3-point support of a drive unit of the type mentioned is also described in DE 24 34 420 B2. There, however, the motor-gear unit is supported on three elastic links in the frame of the rail vehicle, which comes close to a rigid attachment. In addition, a cardan coupling between the gearbox hollow shaft and the wheelset axle is required, which is used exclusively for torque transmission.

Für eine ausgeglichene Gewichtsverteilung auf die drei Abstützpunkte wird im Anspruch 2 eine zweckmäßige Aus­führung aufgezeigt. Im Interesse einer freien Winkel­beweglichkeit der Radsatzachse ohne nachteilige Beein­flussung der Kupplung ist eine Ausgestaltung nach Anspruch 3 sinnvoll. Bei der Anordnung eines Querstabili­sators à la US 3 152 558 wäre nämlich eine außermittige Anordnung der elastischen Kupplung bzw. deren Anordnung auf der dem Motor abgewendeten Seite des Getriebes zweckmäßiger gewesen hinsichtlich der Gewichtsverteilung bzw. der vom Querstabilisator aufzunehmenden Kräfte.For a balanced weight distribution on the three support points, an expedient embodiment is shown in claim 2. In the interest of free angular mobility of the wheelset axis without adversely affecting the clutch, an embodiment according to claim 3 is useful. In the case of the arrangement of a transverse stabilizer of the type described in US Pat. No. 3,152,558, an off-center arrangement of the elastic coupling or its arrangement on the side of the transmission facing away from the engine would have been more expedient with regard to the weight distribution or the forces to be absorbed by the transverse stabilizer.

Bei den bekannten Parallelwellenantrieben ist häufig auf de Radsatzachse eine Bremsscheibe angebracht. Die zugehörigen Bremsbacken und ihr Betätigungsmechanismus sind am Drehgestellrahmen angeordnet. Die durch die Relativbewegungen zwischen Radsatzachse und Drehgestell­rahmen bedingte Lageveränderung der Bremsscheibe gegenüber den Bremsbacken erfordert aufwendige bauliche Vorkehrungen, um eine zuverlässige Wirkung der Bremse sicherzustellen. Mit der erfindungsgemäßen Ausgestaltung nach Anspruch 4 kann die Bremsenanordnung wesentlich vereinfacht werden, da Bremsscheibe und Bremsbacken immer in der gleichen Lage zueinander bleiben.In the known parallel shaft drives, a brake disc is often attached to the axle of the wheelset. The associated brake shoes and their actuation mechanism are arranged on the bogie frame. The change in position of the brake disc relative to the brake shoes due to the relative movements between the axle of the bogie and the bogie frame requires complex structural measures to ensure a reliable effect of the brake. With the configuration according to the invention according to claim 4, the brake arrangement can be simplified considerably, since the brake disc and brake shoes always remain in the same position relative to one another.

Die Erfindung wird anhand des in der Zeichnung dargestell­ten Ausführungsbeispiels näher erläutert. Es zeigt

  • Fig. 1 die Anordnung zweier Antriebsaggregate in einem Drehgestell, teils in Ansicht und teils im Schnitt, und
  • Fig. 2 eine andere Anordnung der Bremse.
The invention is explained in more detail with reference to the embodiment shown in the drawing. It shows
  • Fig. 1 shows the arrangement of two drive units in a bogie, partly in view and partly in section, and
  • Fig. 2 shows another arrangement of the brake.

Im Rahmen (2) eines Drehgestells (1) eines nicht gezeig­ten Schienenfahrzeuge sind zwei Radsatzachsen (3) federnd gelagert. Neben jeder Radsatzachse ist ein Antriebsmotor (4) angeordnet, an dessen einer Stirnseite ein Stirnrad­getriebe (5) angeflanscht ist. Das aus dem motor (4) und dem Getriebe (5) bestehende Motor-Getriebe-Aggregat wird im folgenden mit (6) bezeichnet. Die Kraftübertragung von der Motorwelle erfolgt, ggf. über eine Zahnkupplung (7), auf ein Ritzel (8) des Stirnradgetriebes und von dort auf ein Zahnrad (9), das gemeinsam mit einem weite­ren Ritzel (10) auf einer Welle (12) sitzt. Das Ritzel (10) steht in Eingriff mit einem Zahngrad (11), das dreh­fest auf einer Hohlwelle (13) angebracht ist. An Stelle des zweistufigen Getriebes kann bei entsprechender Über­setzung auch ein einstufiges Getriebe Anwendung finden. Die Hohlwelle (13) ist, ebenso wie die Welle (12) (und ggf. das Ritzel 8), mit nicht gezeigten Wälzlagern dreh­bar, aber axial nicht verschiebbar im Gehäuse (14) des Getriebes (5) gelagert und ragt auf einer Seite aus dem Gehäuse (14) heraus. Durch die Hohlwelle (13) hindurch ist mit dem für die Federungsbewegung erforderlichen radialen Abstand die Radsatzachse (3) etwa zentrisch hindurchgeführt, auf der die Treibräder (15, 16) dreh­fest aufgebracht sind.In the frame (2) of a bogie (1) of a rail vehicle, not shown, two axles (3) are spring-mounted. A drive motor (4) is arranged next to each wheel set axle and a spur gear (5) is flanged to one end. The motor-gearbox assembly consisting of the motor (4) and the gearbox (5) is referred to below as (6). The power is transmitted from the motor shaft, possibly via a tooth coupling (7), to a pinion (8) of the spur gear and from there to a gear (9) which sits on a shaft (12) together with another pinion (10) . The pinion (10) is in engagement with a tooth degree (11) which is mounted on a hollow shaft (13) in a rotationally fixed manner. Instead of the two-stage gearbox, a single-stage gearbox can also be used with the appropriate gear ratio. The hollow shaft (13), like the shaft (12) (and possibly the pinion 8), can be rotated with roller bearings (not shown) but cannot be moved axially in the housing (14) of the transmission (5) and protrudes on one side the housing (14) out. Through the hollow shaft (13) with the radial distance required for the suspension movement, the wheelset axis (3) is guided approximately centrally, on which the drive wheels (15, 16) are mounted in a rotationally fixed manner.

Die treibende Verbindung von der Hohlwelle (13) zur Rad­satzachse (3) erfolgt über eine Gelenkkupplung (17). Mit der Hohlwelle fest verbunden ist ein erster Flansch (18) und mit der Radsatzachse fest verbunden ist ein zweiter Flansch (19), dazwischen ist ein nicht gelagertes Zwi­schenglied (20) vorgesehen. Mit dem Zwischenglied (20) ist der erste Flansch (18) über Lenkerhebel (21) und der zweite Flansch (19) über Lenkerhebel (22) gelenkig verbunden. Zu diesem Zweck sind Bolzen (23) an den Flanschen (18, 19) und am Zwischenglied (20) befestigt, auf denen die Lenkerhebel (21, 22) mittels bekannter und deshalb nicht gezeigter elastischer Glieder, soge­nannter Gummigelenke, gelagert sind. So ist eine Vier­gelenkkette aus dem ersten Flansch (18), den Lenker­hebeln (21) und dem Zwischenglied (20) gebildet, eine weitere Viergelenkkette aus dem Zwischenglied (20) den Lenkerhebeln (22) und dem zweiten Flansch (19). Da das die beiden Viergelenkketten verbindende Zwischenglied (20) nicht gelagert ist, kann die Kupplung die radialen Bewegungen zwischen den gefederten Teilen (Positionen 4, 5, 18) und den ungefederten Teilen (Positionen 3, 15, 16, 19) ausgleichen.The driving connection from the hollow shaft (13) to the wheelset axle (3) takes place via an articulated coupling (17). A first flange (18) is fixedly connected to the hollow shaft. and a second flange (19) is fixedly connected to the axle of the wheel set, and an intermediate member (20) which is not supported is provided between them. The first flange (18) is articulated to the intermediate link (20) via the control arm (21) and the second flange (19) via the control arm (22). For this purpose, bolts (23) are fastened to the flanges (18, 19) and to the intermediate link (20), on which the handlebar levers (21, 22) are mounted by means of known and therefore not shown elastic members, so-called rubber joints. A four-link chain is formed from the first flange (18), the link arms (21) and the intermediate link (20), and a further four-link chain is formed from the intermediate link (20), the link levers (22) and the second flange (19). Since the intermediate link (20) connecting the two four-link chains is not supported, the coupling can compensate for the radial movements between the sprung parts (positions 4, 5, 18) and the unsprung parts (positions 3, 15, 16, 19).

Außer zur Drehmoment-Übertragung dient die Gelenkkupp­lung (17) auch der Abstützung des Motor-Getriebe-­Aggregats (6) auf der Radsatzachse (3). Dabei ist es zweckmäßig, wenn die Gelenkkuplung (17) zumindest angenähert in der Mitte zwischen den Treibrädern (15, 16) liegt, also in der Fahrzeuglängsachse (24), weil dann beim Überfahren von Gleisunebenheiten, Weichen usw. keine einseitigen Belastungen von der Radsatzachse (3) auf die Gelenkkupplung ausgeübt werden, die ihrerseits Rückstellkräfte hervorrufen.In addition to torque transmission, the articulated coupling (17) also serves to support the motor-gear unit (6) on the axle set (3). It is expedient if the articulated coupling (17) is at least approximately in the middle between the driving wheels (15, 16), i.e. in the longitudinal axis (24) of the vehicle, because then when driving over bumps in the track, switches, etc., there is no one-sided load on the axle set (3) are exerted on the articulated coupling, which in turn cause restoring forces.

Zum Abstützen von Massenbeschleunigungskräften und Kipp­momenten sind zwei weitere Abstützpunkte (25, 26) vor­gesehen. An diesen Stellen ist der Motor (4) und/oder das Getriebegehäuse (14) elastisch am Drehgestellrahmen (2) abgestützt oder mittels nicht gezeigter vertikaler Lenkerhebel aufgehängt.Two additional support points (25, 26) are provided for supporting mass acceleration forces and tilting moments. At these points, the motor (4) and / or the gear housing (14) is elastically supported on the bogie frame (2) or suspended by means of a vertical control arm (not shown).

Zwischen der Gelenkkupplung (17) und dem benachbarten Treibrad (15) ist noch die Bremsscheibe (28) einer Scheibenbremse (27) auf der Radsatzachse (3) angeordnet. Die Betätigungseinrichtung mit dem Bremsbacken (29) sind am Drehgestellrahmen (2) befestigt.The brake disc (28) of a disc brake (27) is also arranged on the axle (3) between the articulated coupling (17) and the adjacent drive wheel (15). The actuating device with the brake shoe (29) are attached to the bogie frame (2).

Die sich bei Relativbewegungen zwischen dem Drehgestell­rahmen (2) und der Radsatzachse (3) für die Bremse (27) ergebenden Probleme werden bei der Anordnung nach Figur 2 vermieden. Bei im übrigen weitestgehend gleicher Anord­nung des Motor-Getriebe-Aggregats im Drehgestell ragt hier die Hohlwelle (13) auch auf der der Kupplung gegenüberliegenden Seite aus dem Getriebegehäuse (14) heraus und nimmt die Bremsscheibe (28) drehfest auf. Die Betätigungseinrichtungen mit den Bremsbacken (29) sind am Getriebegehäuse (14) angebracht. Auf diese Weise gibt es keine Relativbewegungen zwischen der Bremsscheibe (28) und den Bremsbacken (29). Auch bezüglich der Dimensio­nierung der Bremse sind keine Änderungen gegenüber der üblichen Anordnung nach Figur 1 erforderlich, weil die Bremsscheibe (28) mit derselben Drehzahl rotiert wie die Radsatzachse (3).The problems arising in the case of relative movements between the bogie frame (2) and the wheelset axis (3) for the brake (27) are avoided in the arrangement according to FIG. 2. If the motor-gearbox assembly in the bogie is largely the same, the hollow shaft (13) also protrudes from the gearbox housing (14) on the side opposite the clutch and holds the brake disc (28) in a rotationally fixed manner. The actuators with the brake shoes (29) are attached to the gear housing (14). In this way there are no relative movements between the brake disc (28) and the brake shoes (29). Also with regard to the dimensioning of the brake, no changes compared to the usual arrangement according to FIG. 1 are necessary because the brake disc (28) rotates at the same speed as the wheel set axis (3).

Statt der Gelenkkupplung (17) ist als Beispiel für eine andere Kupplung in Figur 2 eine sogenannte Sternkupplung (30) dargestellt. Fest mit der Hohlwelle (13) verbunden ist eine erste Kupplungshälfte (31). Eine zweite Kupp­lungshälfte (32) ist drehfest auf der Radsatzachse (3) befestigt. Beide Kupplungshälften (31, 32) weisen radial nach außen gerichtete Arme auf, die in Umfangsrichtung abwechseln hintereinander liegen. Jeweils zwischen zwei Armen sind nicht gezeigte Gummiblöcke angeordnet, die unter Vorspannung an den Armen anliegen.Instead of the articulated coupling (17), a star coupling (30) is shown in FIG. 2 as an example for another coupling. A first coupling half (31) is fixedly connected to the hollow shaft (13). A second coupling half (32) is fixed in a rotationally fixed manner on the axle set (3). Both coupling halves (31, 32) have radially outwardly directed arms which are alternately one behind the other in the circumferential direction. Rubber blocks (not shown) are arranged between two arms, which bear against the arms under prestress.

Die Erfindung ist nicht auf die beschriebenen und in der Zeichnung gezeigten Anwendungsbeispiele beschränkt. Wie schon erwähnt, sind z.B. andere Stirnradgetriebe möglich oder andere Kupplungen. Daneben soll auch der in den Patentansprüchen und in der Beschreibung verwendete Begriff "abstützen" in seinen verschiedenen Formen und Zusammensetzungen weitestgehend verstanden werden und z.B. "aufhängen" mit einschließen.The invention is not limited to the application examples described and shown in the drawing. How already mentioned, other spur gears or other clutches are possible. In addition, the term "support" in its various forms and compositions, which is used in the patent claims and in the description, is to be understood as far as possible and include, for example, "hanging up".

Claims (4)

1) Antriebsaggregat für Schienenfahrzeuge mit einem in einem Drehgestell aufgenommenen Motor-Getriebe-­Aggregat, bestehend aus einem mit seiner Achse parallel zu einer Radsatzachse angeordneten Antriebs­motor und einem mit dessen Abtriebswelle gekuppelten, gehäusemäßig starr mit dem Motorgehäuse verbundenen Stirnradgetriebe, das abtriebsseitig eine die Rad­satzachse mit radialem Abstand im wesentlichen kon­zentrisch umgebende Hohlwelle aufweist, die über ein elastisches Kupplungsaggregat mit der Radsatzachse verbunden ist, wobei das Motor-Getriebe-Aggregat an 3 punkten im Drehgestell elastisch abgestützt ist, dadurch gekennzeichnet, daß sich das Motor-Getriebe-­Aggregat an zwei zueinander beabstandeten Punkten im wesentlichen vertikal am Drehgestellrahmen abstützt und das als einfache, einen Winkelversatz, Radial­bewegungen in beliebiger Richtung und geringe Axial­bewegungen zwischen der Radsatzachse und der Hohl­welle zulassende Stern-, Gelenk- od. dgl. Kupplung ausgebildete Kupplungsaggregat den dritten Abstütz­punkt bildet.1) Drive unit for rail vehicles with a motor-gear unit accommodated in a bogie, consisting of a drive motor arranged with its axis parallel to a wheelset axis and a spur gearbox coupled to its output shaft and rigidly connected to the motor housing in the housing, the output side having a the wheelset axis Radial distance has a substantially concentrically surrounding hollow shaft which is connected to the axle of the wheelset via an elastic coupling unit, the motor-gear unit being elastically supported at 3 points in the bogie, characterized in that the motor-gear unit is on two to one another spaced points supported essentially vertically on the bogie frame and the coupling designed as a simple, an angular offset, radial movements in any direction and small axial movements between the axle and the hollow shaft star, joint or the like coupling aggregate forms the third support point. 2) Antriebsaggregat nach Anspruch 1, dadurch gekennzeich­net, daß die elastische Kupplung auf der dem Motor zugewendeten Seite des Getriebes angeordnet ist.2) Drive unit according to claim 1, characterized in that the elastic coupling is arranged on the side of the transmission facing the engine. 3) Antriebsaggregat nach Anspruch 2, dadurch gekennzeich­net, daß die elastische Kupplung, in Fahrtrichtung gesehen, zumindest annähernd in der Fahrzeugmitte liegt.3) Drive unit according to claim 2, characterized in that the elastic coupling, seen in the direction of travel, is at least approximately in the center of the vehicle. 4) Antriebsaggregat nach einem der Ansprüche 1 bis 3, dadurch gekennzeichnet, daß das der elastischen Kupp­lung abgewendete Ende der Hohlwelle eine Bremsscheibe für eine am Motor-Getriebe-Aggregat angebrachte Fahrzeugbremse trägt.4) Drive unit according to one of claims 1 to 3, characterized in that the end of the hollow shaft facing away from the elastic coupling carries a brake disc for a vehicle brake attached to the motor-transmission unit.
EP88111898A 1987-09-19 1988-07-23 Driving unit for rail vehicles Revoked EP0308616B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT88111898T ATE74083T1 (en) 1987-09-19 1988-07-23 DRIVE UNIT FOR RAIL VEHICLES.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19873731546 DE3731546A1 (en) 1987-09-19 1987-09-19 DRIVE UNIT FOR RAIL VEHICLES
DE3731546 1987-09-19

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EP0308616A2 true EP0308616A2 (en) 1989-03-29
EP0308616A3 EP0308616A3 (en) 1989-11-29
EP0308616B1 EP0308616B1 (en) 1992-03-25

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EP88111898A Revoked EP0308616B1 (en) 1987-09-19 1988-07-23 Driving unit for rail vehicles

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EP (1) EP0308616B1 (en)
AT (1) ATE74083T1 (en)
DE (2) DE3731546A1 (en)

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Publication number Priority date Publication date Assignee Title
DE4216586A1 (en) * 1992-05-20 1993-11-25 Helmuth Haack DC multiple unit train - uses power from DC conductor rails in electrified sections and push=pull locomotive generator in non-electrified sections
CN104802810A (en) * 2015-05-25 2015-07-29 南车戚墅堰机车有限公司 Locomotive bogie adopting motor hollow shaft wheel set driving device
CN105008204A (en) * 2013-03-06 2015-10-28 奥地利西门子公司 Chassis for rail vehicles
EP3186127B1 (en) 2014-11-14 2018-10-10 Siemens Aktiengesellschaft Railway drive with braking device
EP3674165A1 (en) * 2018-12-27 2020-07-01 Bombardier Transportation GmbH Locomotive bogie having an anti-pitching geometry
RU200670U1 (en) * 2020-03-11 2020-11-05 Андрей Сергеевич Космодамианский LOCOMOTIVE TRACTION DRIVE
KR102304283B1 (en) * 2020-11-10 2021-09-24 (주)성신알에스티 Bogie for railway vehicle powered by battery
WO2023097834A1 (en) * 2021-12-03 2023-06-08 中车唐山机车车辆有限公司 Compact driving device, bogie and railway vehicle

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DE102010049764B4 (en) * 2010-10-29 2019-05-02 Siemens Aktiengesellschaft Achsgetriebe a rail vehicle
DE102011011867A1 (en) * 2011-02-21 2012-08-23 Voith Patent Gmbh Transmission for a rail vehicle powertrain
CN107719387A (en) * 2017-09-04 2018-02-23 中车大连机车车辆有限公司 Low-axis-load high speed motor car bogie drive system
WO2022110609A1 (en) * 2020-11-24 2022-06-02 中车青岛四方机车车辆股份有限公司 Rail vehicle and bogie
AT525569B1 (en) * 2022-03-30 2023-05-15 Siemens Mobility Austria Gmbh Running gear for rail vehicles

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Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4216586A1 (en) * 1992-05-20 1993-11-25 Helmuth Haack DC multiple unit train - uses power from DC conductor rails in electrified sections and push=pull locomotive generator in non-electrified sections
CN105008204A (en) * 2013-03-06 2015-10-28 奥地利西门子公司 Chassis for rail vehicles
US9994240B2 (en) 2013-03-06 2018-06-12 Siemens Ag Österreich Chassis for rail vehicles
CN105008204B (en) * 2013-03-06 2019-01-22 奥地利西门子公司 chassis for rail vehicle
EP3186127B1 (en) 2014-11-14 2018-10-10 Siemens Aktiengesellschaft Railway drive with braking device
CN104802810A (en) * 2015-05-25 2015-07-29 南车戚墅堰机车有限公司 Locomotive bogie adopting motor hollow shaft wheel set driving device
EP3674165A1 (en) * 2018-12-27 2020-07-01 Bombardier Transportation GmbH Locomotive bogie having an anti-pitching geometry
CN111376939A (en) * 2018-12-27 2020-07-07 勃姆巴迪尔运输有限公司 Locomotive bogie with anti-pitching geometry
US11318965B2 (en) 2018-12-27 2022-05-03 Bombardier Transportation Gmbh Locomotive bogie having an anti-pitching geometry
RU200670U1 (en) * 2020-03-11 2020-11-05 Андрей Сергеевич Космодамианский LOCOMOTIVE TRACTION DRIVE
KR102304283B1 (en) * 2020-11-10 2021-09-24 (주)성신알에스티 Bogie for railway vehicle powered by battery
WO2023097834A1 (en) * 2021-12-03 2023-06-08 中车唐山机车车辆有限公司 Compact driving device, bogie and railway vehicle

Also Published As

Publication number Publication date
DE3731546A1 (en) 1989-04-06
DE3869532D1 (en) 1992-04-30
EP0308616A3 (en) 1989-11-29
ATE74083T1 (en) 1992-04-15
EP0308616B1 (en) 1992-03-25

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