EP0808264A1 - Drive unit for electric rail vehicles - Google Patents

Drive unit for electric rail vehicles

Info

Publication number
EP0808264A1
EP0808264A1 EP96904080A EP96904080A EP0808264A1 EP 0808264 A1 EP0808264 A1 EP 0808264A1 EP 96904080 A EP96904080 A EP 96904080A EP 96904080 A EP96904080 A EP 96904080A EP 0808264 A1 EP0808264 A1 EP 0808264A1
Authority
EP
European Patent Office
Prior art keywords
wheel
hub
coupling
shaft
coupling half
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP96904080A
Other languages
German (de)
French (fr)
Other versions
EP0808264B1 (en
Inventor
Ralf Dampmann
Erwin Skumawitz
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.)
Daimlerchrysler Rail Systems daimlerchrysler GmbH
Original Assignee
ABB Daimler Benz Transportation Schweiz AG
ABB Daimler Benz Transportation Deutschland GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by ABB Daimler Benz Transportation Schweiz AG, ABB Daimler Benz Transportation Deutschland GmbH filed Critical ABB Daimler Benz Transportation Schweiz AG
Publication of EP0808264A1 publication Critical patent/EP0808264A1/en
Application granted granted Critical
Publication of EP0808264B1 publication Critical patent/EP0808264B1/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Classifications

    • 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 drive unit for electric rail vehicles according to the preamble of the claim.
  • a drive unit is known from DE-OS 21 06 662.
  • the masses of unsuspended components should be kept as low as possible, make a major contribution to protecting the travel path and influence driving behavior.
  • generally fully sprung drives have prevailed.
  • the traction motors are installed together with the gear drives in the bogie frame, and the torque transmission between the gear and the unsprung wheel sets (shaft with wheels) is designed so that relative movements can be absorbed within the spring play.
  • a rubber-elastic coupling for the transmission of force between a hollow shaft comprising the drive axle of an electric rail vehicle and a drive wheel, which is arranged between a disk seated on the hollow shaft and a clutch disk screwed to the drive wheel between two metal rings.
  • the drive wheel is recessed on both sides of the wheel disc like an annular disc.
  • the invention is based on the object of designing a drive unit of the type specified at the outset such that the coupling, which serves as a contact point and a point of contact in reducing the effects of inertia forces, is arranged between the hub of the hollow shaft stub and the flank of one of the wheels of the wheel set, an axial ( ie has possible mobility transverse to the direction of travel without disturbing restoring or spring forces, but remains rigid in the radial direction.
  • the coupling should enable easy assembly and be designed to be as space-saving as possible.
  • the coupling which is only half designed as a curved tooth coupling, allows greater axial play without harmful restoring forces, while being radially stiff.
  • the advantage of reducing the effect of the inertial forces of the drive unit is fully preserved.
  • the clutch is space-saving on the wheel side and can be easily mounted on the nearby drive wheel designed as a disk wheel. Overall, too Assembly and disassembly of the drive unit is easy because the pre-assembled wheel set can be easily inserted into the hollow shaft.
  • the figure of the drawing shows a drive with an integrated traction motor 1, which has a complete end plate only on the B side, but is integrated on the A side and integrated with the transmission.
  • the rotor 2 with its rotor shaft 2a is coupled via an axially and angularly soft, but radially hard membrane coupling 3 to a pinion shaft 4, which is mounted in a rigid gear housing 5.
  • a pinion shaft 4 which is mounted in a rigid gear housing 5.
  • the gear housing 5 is in a direct positive and positive connection (screw connection) with the stator housing of the traction motor in an exact position and also includes a large wheel 6 which is driven by the pinion shaft 4.
  • the revolving large wheel 6 is connected to a hub 7, which is supported in the enclosing rigid gear housing 5 via roller bearings 8 engaging on the outside of the hub circumference and surrounds the shaft 9 of a wheel set having two wheels 10 or 10a with defined radial play as a hollow shaft stub.
  • the wheels 10, 10a are designed as disc wheels for mass reduction.
  • the hub 7 mounted in the gear housing 5 is connected to the wheel 10 in a centered manner by means of a preferably grease-lubricated coupling 11, the halves 11a and 11b of which are angularly movable relative to one another and represent a torque-transmitting joint without radial offset but with axial mobility.
  • the wheel-side coupling half 11a is designed as a coupling sleeve with internal straight teeth and is connected to the inner flank of the disk wheel 10 via a coupling carrier.
  • the hub-side coupling half 11b has curved tooth-shaped external teeth and is also connected to the hub 7 via a coupling carrier.
  • the coupling system serves as a joint of the drive unit, with all of the movements of the wheel set being taken over via its bending point Y. It is of course also possible to provide the coupling half 11a with external teeth and the coupling half 11b with internal teeth.
  • An air inlet connection for A-side engine ventilation is also designated by 12.
  • the rigid, undivided casing 5 further has a lower, not visible, flanged oil pan which, after dismantling, opens a housing opening which is used for assembly work on the large wheel 6 and / or an idler wheel (for example for a brake disc insert).
  • the suitable suspension point X for the drive motor 1 on the rotary frame 11 is obtained from an extension of a connecting straight line between two fixed points, one of which is defined by the central bending point Y in the coupling 11 and the other fixed point is the overall center of gravity Z of the drive system, including the drive motor 1 . Mass forces that are still free can be absorbed via the rigidity of the bogie suspension and / or an additional anti-roll support.
  • the wheelset shaft 9 with the wheel 10 including the pre-assembled clutch sleeve (clutch half 11a) is through the gearbox hollow shaft, ie to thread through the hub 7.
  • the hub 7 as the main transmission shaft can also be easily coupled to a brake disk carrier.
  • An intermediate gear is used for a version with brake discs.
  • a major advantage of designing the drive with brake disks is that the replacement of worn brake disks does not require the gearbox to be removed, but rather only requires the inexpensive disassembly of the wheel set and the brake disk from the brake disk carrier.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
  • Automatic Cycles, And Cycles In General (AREA)
  • Brushes (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Mechanical Operated Clutches (AREA)
  • Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)

Abstract

The invention pertains to a drive unit for electric rail vehicles wherein the hub (7) of a large wheel (6) driven by an electric traction motor (1) with a pinion shaft (4) forms a quill stub that encompasses the shaft (9) of a wheelset with defined play. Upon intermediate shifting of a coupling (11) which is radially fixed but does allow transverse and angular movement, the motor torque is transmitted to one of the wheels (10) of the wheelset. The axial mobility of the coupling should not entail any restoring or elastic forces. To that end the hub-side coupling half (11b) with spiral outer toothing engages the wheel-side coupling half (11a) with its straight inner toothing. The wheel-side coupling half (11a) is detachably connected via coupling supports to the inside flank of a disk wheel (10) and the hub-side coupling half (11b) to the hub.

Description

Beschreibung description
Antriebseinhei für elektrische SchienenfahrzeugeDrive unit for electric rail vehicles
Die Erfindung bezieht sich auf eine Antriebseinheit für elektrische Schienenfahrzeuge gemäß dem Oberbegriff des Patentanspruchs. Eine solche Antriebseinheit ist durch die DE-OS 21 06 662 bekannt.The invention relates to a drive unit for electric rail vehicles according to the preamble of the claim. Such a drive unit is known from DE-OS 21 06 662.
Besonders bei schnellfahrenden Fahrzeugen sollen die Massen unabge- federter Bauteile so gering wie möglich gehalten werden, stark zur Schonung des Fahrweges beitragen und auf das Fahrverhalten Einfluß nehmen. Für Hochgeschwindigkeitsfahrzeuge haben sich deshalb allge¬ mein vollabgefederte Antriebe durchgesetzt. In der Regel werden dazu die Fahrmotoren zusammen mit den Zahnradgetrieben in Drehgestellrahmen eingebaut, und die Drehmomentübertragung zwischen Getriebe und den un¬ gefederten Radsätzen (Welle mit Rädern) wird so gestaltet, daß Relativ¬ bewegungen im Rahmen der Federspiele aufgenommen werden können.In the case of fast-moving vehicles in particular, the masses of unsuspended components should be kept as low as possible, make a major contribution to protecting the travel path and influence driving behavior. For high-speed vehicles, therefore, generally fully sprung drives have prevailed. As a rule, the traction motors are installed together with the gear drives in the bogie frame, and the torque transmission between the gear and the unsprung wheel sets (shaft with wheels) is designed so that relative movements can be absorbed within the spring play.
Demgegenüber steht der einfach aufgebaute klassische Tatzrollenlageran¬ trieb, dessen hervorstechendster Nachteil jedoch durch erhebliche Rück¬ wirkungen des hohen Anteils unabgefederter Massenkräfte infolge der di¬ rekten, starren Abstützung auf der Radsatzwelle gegeben ist. Diese Rück¬ wirkungen verschlechtern die Fahrdynamik derart, daß Tatzrollenantriebe für höhere Fahrgeschwindigkeiten wenig geeignet sind. Eine Beweglichkeit quer zur Fahrtrichtung (y-Beweglichkeit) der Radsatzwelle besteht bei diesen Antrieben nicht.This is in contrast to the simply constructed classic scraper roller bearing drive, the most notable disadvantage of which is the considerable repercussions of the high proportion of unsprung mass forces due to the direct, rigid support on the wheelset shaft. These repercussions worsen the driving dynamics in such a way that scraper roller drives are not very suitable for higher driving speeds. With these drives there is no mobility transverse to the direction of travel (y-mobility) of the wheelset shaft.
Mit der aus der eingangs erwähnten DE-OS 21 06 662 bekannten Antriebsein¬ heit werden die vollabgefederten Antriebe in Richtung unabgefederter An¬ triebe vereinfacht und die Vorteile beider Antriebsarten in einem günstigen Antriebssystem kombiniert, das durch Quernachgiebigkeit die Massenkräfte bei tatzlagerähnlichen Antrieben reduziert. Bei dieser Antriebseinheit nach der DE-OS 21 06 662 stützt sich die Hohl¬ welle, auf der das Großrad des Getriebes sitzt und die die Welle des Rad¬ satzes umfaßt, über eine Gelenkhebelkupplung auf dem Treibrad ab. Eine solche Gelenkhebelkupplung benötigt jedoch verhältnismäßig viel Platz. Sie läßt zwar über eine Auslenkung der Gelenkhebel eine axiale Beweglichkeit zu, die sich jedoch nachteilig in Form von federnden Rückstellkräften be¬ merkbar macht. Diese Rückstellkräfte wiederum führen zu unerwünschten axialen Schwingungen der Gelenkhebel und damit der Antriebseinheit.With the drive unit known from DE-OS 21 06 662 mentioned at the beginning, the fully sprung drives in the direction of unsprung drives are simplified and the advantages of both types of drive are combined in a low-cost drive system which reduces the mass forces in the case of drives similar to pivots by transverse compliance. In this drive unit according to DE-OS 21 06 662, the hollow shaft, on which the large gear of the transmission sits and which comprises the shaft of the gear set, is supported on the drive wheel via an articulated lever coupling. However, such an articulated lever coupling requires a relatively large amount of space. Although it allows axial mobility via a deflection of the articulated levers, this disadvantageously manifests itself in the form of resilient restoring forces. These restoring forces in turn lead to undesirable axial vibrations of the articulated lever and thus the drive unit.
Nach der DE 34 38 088 C1 ist zur Kraftübertragung zwischen einer die Treib¬ achse eines elektrischen Schienenfahrzeuges umfassenden Hohlwelle und einem Treibrad eine gummielastische Kupplung vorgesehen, die zwischen einer auf der Hohlwelle sitzenden Scheibe und einer am Treibrad angeschraubten Kupplungsscheibe zwischen zwei Metallringen angeordnet ist. Dabei ist das Treibrad zu beiden Seiten der Radscheibe ringscheibenartig ausgespart.According to DE 34 38 088 C1, a rubber-elastic coupling is provided for the transmission of force between a hollow shaft comprising the drive axle of an electric rail vehicle and a drive wheel, which is arranged between a disk seated on the hollow shaft and a clutch disk screwed to the drive wheel between two metal rings. The drive wheel is recessed on both sides of the wheel disc like an annular disc.
Der Erfindung liegt die Aufgabe zugrunde, eine Antriebseinheit der eingangs angegebenen Art derart auszugestalten, daß die als Aufstands- und Gelenkpunk bei der Verminderung der Auswirkungen von Massenkräften dienende, zwischen der Nabe des Hohlwellenstummels und der Flanke eines der Räder des Radsatzes angeordneten Kupplung eine axiale (d.h. quer zur Fahrtrichtung mögliche) Be¬ weglichkeit ohne störende Rückstell- oder Federkräfte aufweist, dafür aber in radialer Richtung starr bleibt. Dabei soll die Kupplung eine leichte Mon¬ tage ermöglichen und möglichst platzsparend ausführbar sein.The invention is based on the object of designing a drive unit of the type specified at the outset such that the coupling, which serves as a contact point and a point of contact in reducing the effects of inertia forces, is arranged between the hub of the hollow shaft stub and the flank of one of the wheels of the wheel set, an axial ( ie has possible mobility transverse to the direction of travel without disturbing restoring or spring forces, but remains rigid in the radial direction. The coupling should enable easy assembly and be designed to be as space-saving as possible.
Diese Aufgabe wird gemäß der Erfindung durch die im Patentanspruch gekenn¬ zeichneten Merkmale gelöst.This object is achieved according to the invention by the features characterized in the patent claim.
Vorteilhafterweise läßt die nur halb als Bogenzahnkupplung ausgebildete Kupplung ein größeres axiales Spiel ohne schädliche Rückstellkräfte zu, während sie radial steif ist. Dabei bleibt der Vorteil der Reduktion der Auswirkung der Massekräfte der Antriebseinheit voll gewahrt. Darüberhinaus ist die Kupplung radseitig platzsparend und leicht an dem naheliegenden, als Scheibenrad ausgebildeten Treibrad montierbar. Auch ist insgesamt die Montage und Demontage der Antriebseinheit einfach, weil der vormontierte Radsatz leicht in die Hohlwelle einschiebbar ist.Advantageously, the coupling, which is only half designed as a curved tooth coupling, allows greater axial play without harmful restoring forces, while being radially stiff. The advantage of reducing the effect of the inertial forces of the drive unit is fully preserved. In addition, the clutch is space-saving on the wheel side and can be easily mounted on the nearby drive wheel designed as a disk wheel. Overall, too Assembly and disassembly of the drive unit is easy because the pre-assembled wheel set can be easily inserted into the hollow shaft.
Anhand eines schematischen Ausführungsbeispieles wird die Erfindung im nachstehenden näher erläutert.The invention is explained in more detail below with the aid of a schematic exemplary embodiment.
Die Figur der Zeichnung zeigt einen Antrieb mit integriertem Fahrmotor 1, der nur B-seitig ein komplettes Lagerschild aufweist, dagegen A-seitig in das Getriebe integriert mit diesem zusammengefaßt gelagert ist. Dazu ist der Rotor 2 mit seiner Rotorwelle 2a über eine axial- und winkelmäßig weiche, jedoch radial harte Membrankupplung 3 an eine Ritzelwelle 4 gekuppelt, die in einem starren Getriebegehäuse 5 gelagert ist. Für die mit der Ritzel¬ welle 4 gekuppelte Rotorwelle 2a liegt eine Dreipunktlagerung vor. Das Ge¬ triebegehäuse 5 steht in direktem Kraft- und Formschluß (Verschraubung) mit dem Ständergehäuse des Fahrmotors in exakter Lageposition und schließt auch ein Großrad 6 mit ein, das von der Ritzelwelle 4 angetrieben wird. Das um¬ laufende Großrad 6 ist mit einer Nabe 7 verbunden, die im umschließenden starren Getriebegehäuse 5 über außen am Nabenumfang angreifende Rollenlager 8 abgestützt ist und als Hohlwellenstummel die Welle 9 eines zwei Räder 10 bzw. 10a aufweisenden Radsatzes mit definiert radialem Spiel umgibt. Die Räder 10, 10a sind zur Massenreduzierung als Scheibenräder ausgeführt. Die im Getriebegehäuse 5 gelagerte Nabe 7 ist mit dem Rad 10 über eine vorzugsweise fettgeschmierte Kupplung 11 zentriert verbunden, deren Hälften 11a und 11b gegeneinander winkelbeweglich sind und ein ein Drehmoment übertragendes Ge¬ lenk ohne Radialversatz, jedoch axialer Beweglichkeit darzustellen.The figure of the drawing shows a drive with an integrated traction motor 1, which has a complete end plate only on the B side, but is integrated on the A side and integrated with the transmission. For this purpose, the rotor 2 with its rotor shaft 2a is coupled via an axially and angularly soft, but radially hard membrane coupling 3 to a pinion shaft 4, which is mounted in a rigid gear housing 5. There is a three-point bearing for the rotor shaft 2a coupled with the pinion shaft 4. The gear housing 5 is in a direct positive and positive connection (screw connection) with the stator housing of the traction motor in an exact position and also includes a large wheel 6 which is driven by the pinion shaft 4. The revolving large wheel 6 is connected to a hub 7, which is supported in the enclosing rigid gear housing 5 via roller bearings 8 engaging on the outside of the hub circumference and surrounds the shaft 9 of a wheel set having two wheels 10 or 10a with defined radial play as a hollow shaft stub. The wheels 10, 10a are designed as disc wheels for mass reduction. The hub 7 mounted in the gear housing 5 is connected to the wheel 10 in a centered manner by means of a preferably grease-lubricated coupling 11, the halves 11a and 11b of which are angularly movable relative to one another and represent a torque-transmitting joint without radial offset but with axial mobility.
Dazu ist hier die radseitige Kupplungshälfte 11a als Kupplungshülse mit innerer gerader Verzahnung ausgebildet und über einen Kupplungsträger mit der Innenflanke des Scheibenrades 10 verbunden. Die nabenseitige Kupplungs¬ hälfte 11b weist eine bogenzahnförmige Außenverzahnung auf und ist ebenfalls über einen Kupplungsträger mit der Nabe 7 verbunden. Das Kupplungssystem dient als Gelenk der Antriebseinheit, wobei über seinen Beugepunkt Y sämt¬ liche Bewegungen des Radsatzes übernommen werden. Es ist natürlich auch möglich, die Kupplungshälfte 11a mit einer Außenverzahnung und die Kupplungs¬ hälfte 11b mit einer Innenverzahnung zu versehen. Mit 12 ist noch ein Lufteintrittsstutzen für eine A-seitige Motorbe- luftung bezeichnet. Bei diesem Antrieb sind weiterhin bewahrte Konstruk¬ tionselemente, wie eine Olschmierung der Großradlagerung (8) und be- ruhrungslose Labyrinthdichtungen (13) zwischen Nabe 7 und Getπebege- hause 5 vorgesehen. Das starre ungeteilte Getπebegehause 5 weist weiter¬ hin eine untere, hier nicht sichtbar, angeflanschte olwanne auf, die nach Abbau eine Gehäuseöffnung freigibt, die für Montagearbeiten am Großrad 6 und/oder eines Zwischenrades (z.B. für einen Bremsscheiben¬ einsatz) dient.For this purpose, the wheel-side coupling half 11a is designed as a coupling sleeve with internal straight teeth and is connected to the inner flank of the disk wheel 10 via a coupling carrier. The hub-side coupling half 11b has curved tooth-shaped external teeth and is also connected to the hub 7 via a coupling carrier. The coupling system serves as a joint of the drive unit, with all of the movements of the wheel set being taken over via its bending point Y. It is of course also possible to provide the coupling half 11a with external teeth and the coupling half 11b with internal teeth. An air inlet connection for A-side engine ventilation is also designated by 12. In this drive, construction elements that have been preserved, such as oil lubrication of the large wheel bearing (8) and non-contact labyrinth seals (13) between the hub 7 and the housing 5 are also provided. The rigid, undivided casing 5 further has a lower, not visible, flanged oil pan which, after dismantling, opens a housing opening which is used for assembly work on the large wheel 6 and / or an idler wheel (for example for a brake disc insert).
Den geeigneten Aufhangepunkt X für den Fahrmotor 1 am Drehgeste11rahmen erhält man aus einer Verlängerung einer Verbindungsgeraden zwischen zwei Festpunkten, von denen der eine durch den zentralen Beugepunkt Y in der Kupplung 11 festliegt und der andere Festpunkt der Gesamtschwerpunkt Z des Antriebssystems, einschließlich Fahrmotor 1, ist. Noch freie Massen¬ kräfte können über die Steiflgkeit der Drehgestellaufhangung und/oder eine zusatzliche Wankstütze aufgefangen werden.The suitable suspension point X for the drive motor 1 on the rotary frame 11 is obtained from an extension of a connecting straight line between two fixed points, one of which is defined by the central bending point Y in the coupling 11 and the other fixed point is the overall center of gravity Z of the drive system, including the drive motor 1 . Mass forces that are still free can be absorbed via the rigidity of the bogie suspension and / or an additional anti-roll support.
Dadurch, daß sich die Radsatzwelle 9 in y-Richtung (d.h. quer zur Fahr¬ richtung) in bestimmter Größe verschieben kann (axiale Beweglichkeit der Kupplung), werden Rückwirkungen der Fahrmotormasse auf die Fuhrungskrafte des Rades ausgeschaltet. Ebenso werden Querbeschleunigungen des Rades bei Bogenfahrt oder Sinuslauf im Gleis nur noch bis zur Kupplungshälfte 11a weitergegeben, was Spurkranz- und Schienenverschleiß mindert. Als unabge- federte Masse verbleibt bei Querbewegungen nur noch der Radsatz mit der anteiligen Kupplungshälfte 11a. Bei Vertikalfederungen der Räder kommt eine verringerte Mitnahme der Motormasse positiv hinzu. Beim linken Rad 10 er¬ gibt sich eine definierte Schwenkbewegung um den Beugepunkt Y, ohne jeg¬ liche Belastung durch die Motormasse. Beim rechten Rad 10a reduziert sich der Anteil der Motormasse durch den langen Hebelarm der Radsatzwelle 9.The fact that the wheelset shaft 9 can move in the y direction (i.e. transverse to the direction of travel) to a certain size (axial mobility of the clutch) eliminates the repercussions of the driving motor mass on the guiding forces of the wheel. Likewise, transverse accelerations of the wheel are only passed on up to the coupling half 11a during curved travel or sinus movement in the track, which reduces wheel flange and rail wear. In the case of transverse movements, only the wheel set with the proportional coupling half 11a remains as unsprung mass. In the case of vertical suspension of the wheels, there is also a positive reduction in the engine mass. In the case of the left wheel 10, there is a defined pivoting movement about the bending point Y, without any load from the engine mass. In the case of the right wheel 10a, the proportion of engine mass is reduced by the long lever arm of the wheel set shaft 9.
Weitere Vorteile ergeben sich bei der Montage des Radsatzes 10/10a. Einer¬ seits ist die Radsatzwelle 9 mit dem Rad 10 einschließlich vormontierter Kupplungshulse (Kupplungshälfte 11a) durch die Getriebe-Hohlwelle, d.h. durch die Nabe 7 zu fädeln. Andererseits ist nur noch das Scheibenrad 10a aufzuziehen bis die Verzahnungen beider Kupplungshälften 11a und 11b in Eingriff kommen. Es entfallen zusätzliche aufwendige Montagen, wie z.B. das Aufpressen von Großrad, Lagern und anderen Bauteilen.Further advantages result from the assembly of the wheel set 10 / 10a. On the one hand, the wheelset shaft 9 with the wheel 10 including the pre-assembled clutch sleeve (clutch half 11a) is through the gearbox hollow shaft, ie to thread through the hub 7. On the other hand, it is only necessary to wind up the disc wheel 10a until the teeth of the two coupling halves 11a and 11b come into engagement. There are no additional complex assemblies, such as pressing large wheels, bearings and other components.
Die Nabe 7 als Getriebehauptwelle kann auch leicht mit einem Bremsscheiben¬ träger gekoppelt werden. Bei einer Ausführung mit Bremsscheiben kommt ein Zwischenradgetriebe zur Anwendung. Ein wesentlicher Vorteil bei einer Aus¬ gestaltung des Antriebes mit Bremsscheiben besteht darin, daß zum Ersatz verschlissener Bremsscheiben nicht der Ausbau des Getriebes erforderlich wird, sondern daß es lediglich der wenig aufwendigen Demontage des Radsatzes und der Bremsscheibe vom Bremsscheibenträger bedarf. The hub 7 as the main transmission shaft can also be easily coupled to a brake disk carrier. An intermediate gear is used for a version with brake discs. A major advantage of designing the drive with brake disks is that the replacement of worn brake disks does not require the gearbox to be removed, but rather only requires the inexpensive disassembly of the wheel set and the brake disk from the brake disk carrier.

Claims

PatentanspruchClaim
Antriebseinheit für elektrische Schienenfahrzeuge mit einem elektrischen Motor, einem mechanischen Getriebe bestehend aus Ritzelwelle und Großrad und mit einem Radsatzantrieb, bei derDrive unit for electric rail vehicles with an electric motor, a mechanical transmission consisting of pinion shaft and large wheel and with a wheelset drive, in which
- die Nabe des vom Fahrmotor über die Ritzelwelle angetriebenen Gro߬ rades eine auf die Größe eines Hohlwellenstummels reduzierte Getriebe- Hohlwelle bildet, die auf einer Seite der Welle des Radsatzes ange¬ ordnet ist und diese Welle mit definiertem Abstand (Spiel) umgreift und- The hub of the large wheel driven by the traction motor via the pinion shaft forms a gearbox hollow shaft reduced to the size of a hollow shaft stub, which is arranged on one side of the shaft of the wheel set and engages around this shaft with a defined distance (play) and
- von der Nabe unter Zwischenschaltung einer als Aufstands- und Gelenk¬ punkt dienenden Kupplung, die - radial starr - Quer- und Winkelbe¬ wegungen zuläßt, eine Übertragung des Motordrehmoments über die Flanke eines der Räder des Radsatzes erfolgt, d a d u r c h g e k e n n z e i c h n e t, daß eine Kupplung (11) Verwendung findet, von der die nabenseitige Kupp¬ lungshälfte (11b) mit einer bogenzahnförmigen Außenverzahnung in die rad¬ seitige mit einer geraden Innenverzahnung versehene und als Kupplungshülse ausgebildete Kupplungshälfte (11a) eingreift,- Transmission of the engine torque via the flank of one of the wheels of the wheelset takes place from the hub with the interposition of a coupling serving as a contact point and a hinge point, which - radially rigid - permits transverse and angular movements, characterized in that a coupling ( 11) is used, from which the hub-side coupling half (11b) engages with an arc-shaped external toothing in the wheel-side coupling half (11a), which is provided with straight internal toothing and is designed as a coupling sleeve,
und daß unter Verwendung von Scheibenrädern (10, 10a) für den Radsatz die radseitige Kupplungshälfte (Kupplungshülse 11a) mit der Innenflanke des der Kupplung (11) naheliegenden Scheibenrades (10) sowie die nabenseitige Kupplungshälfte (11b) mit der Nabe (7) jeweils fest, aber lösbar über Kupplungsträger verbunden sind. and that using disc wheels (10, 10a) for the wheel set, the wheel-side coupling half (coupling sleeve 11a) with the inner flank of the disc wheel (10) close to the coupling (11) and the hub-side coupling half (11b) with the hub (7) are each fixed , but are releasably connected via coupling carriers.
EP96904080A 1995-02-17 1996-02-14 Drive unit for electric rail vehicles Expired - Lifetime EP0808264B1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19506888A DE19506888C2 (en) 1995-02-17 1995-02-17 Drive unit for electric rail vehicles
DE19506888 1995-02-17
PCT/EP1996/000626 WO1996025314A1 (en) 1995-02-17 1996-02-14 Drive unit for electric rail vehicles

Publications (2)

Publication Number Publication Date
EP0808264A1 true EP0808264A1 (en) 1997-11-26
EP0808264B1 EP0808264B1 (en) 1998-07-08

Family

ID=7755212

Family Applications (1)

Application Number Title Priority Date Filing Date
EP96904080A Expired - Lifetime EP0808264B1 (en) 1995-02-17 1996-02-14 Drive unit for electric rail vehicles

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US (1) US5957058A (en)
EP (1) EP0808264B1 (en)
JP (1) JPH11500383A (en)
AT (1) ATE168082T1 (en)
CZ (1) CZ283719B6 (en)
DE (2) DE19506888C2 (en)
DK (1) DK0808264T3 (en)
ES (1) ES2119569T3 (en)
RU (1) RU2136523C1 (en)
WO (1) WO1996025314A1 (en)

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EP3470289A1 (en) * 2017-10-10 2019-04-17 Siemens Mobility GmbH Rail vehicle with compact drive train

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JP5490322B2 (en) * 2011-06-24 2014-05-14 三菱電機株式会社 Reduction gear unit
CN103204062B (en) * 2012-01-13 2015-12-16 北车兰州机车有限公司 Power drive system and diesel locomotive
ES2534870T3 (en) * 2012-05-30 2015-04-29 Bombardier Transportation Gmbh Drive arrangement for a rolling member
KR101331045B1 (en) * 2012-06-19 2013-11-26 코레일공항철도 주식회사 Method for tuning up pinion gear of running gear in electric rail car
CN102874262A (en) * 2012-10-18 2013-01-16 南车株洲电力机车有限公司 Large power alternating current transmission locomotive and driving device thereof
CN103587534B (en) * 2013-10-08 2016-01-20 中国北车集团大连机车车辆有限公司 Compact locomotive gear box is assembled
DE102015211064A1 (en) * 2015-06-16 2016-12-22 Bombardier Transportation Gmbh Drive arrangement for rail vehicle, rail vehicle with drive arrangement and method for producing the drive arrangement and the rail vehicle
RU169062U1 (en) * 2016-04-04 2017-03-02 Федеральное государственное бюджетное образовательное учреждение высшего профессионального образования "Брянский государственный технический университет" Locomotive traction drive
RU176168U1 (en) * 2017-02-20 2018-01-11 ФЕДЕРАЛЬНОЕ ГОСУДАРСТВЕННОЕ БЮДЖЕТНОЕ ОБРАЗОВАТЕЛЬНОЕ УЧРЕЖДЕНИЕ ВЫСШЕГО ОБРАЗОВАНИЯ "Брянский государственный технический университет" Locomotive traction drive
RU176430U1 (en) * 2017-02-20 2018-01-18 ФЕДЕРАЛЬНОЕ ГОСУДАРСТВЕННОЕ БЮДЖЕТНОЕ ОБРАЗОВАТЕЛЬНОЕ УЧРЕЖДЕНИЕ ВЫСШЕГО ОБРАЗОВАНИЯ "Брянский государственный технический университет" Locomotive traction drive
RU176845U1 (en) * 2017-02-20 2018-01-30 ФЕДЕРАЛЬНОЕ ГОСУДАРСТВЕННОЕ БЮДЖЕТНОЕ ОБРАЗОВАТЕЛЬНОЕ УЧРЕЖДЕНИЕ ВЫСШЕГО ОБРАЗОВАНИЯ "Брянский государственный технический университет" Locomotive traction drive
RU185567U1 (en) * 2017-04-28 2018-12-11 ФЕДЕРАЛЬНОЕ ГОСУДАРСТВЕННОЕ БЮДЖЕТНОЕ ОБРАЗОВАТЕЛЬНОЕ УЧРЕЖДЕНИЕ ВЫСШЕГО ОБРАЗОВАНИЯ "Брянский государственный технический университет" Locomotive traction drive
RU177913U1 (en) * 2017-06-13 2018-03-15 ФЕДЕРАЛЬНОЕ ГОСУДАРСТВЕННОЕ БЮДЖЕТНОЕ ОБРАЗОВАТЕЛЬНОЕ УЧРЕЖДЕНИЕ ВЫСШЕГО ОБРАЗОВАНИЯ "Брянский государственный технический университет" Locomotive traction drive
RU178949U1 (en) * 2017-06-13 2018-04-23 ФЕДЕРАЛЬНОЕ ГОСУДАРСТВЕННОЕ БЮДЖЕТНОЕ ОБРАЗОВАТЕЛЬНОЕ УЧРЕЖДЕНИЕ ВЫСШЕГО ОБРАЗОВАНИЯ "Брянский государственный технический университет" LOCOMOTIVE TRACTION DRIVE
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Publication number Priority date Publication date Assignee Title
EP3470289A1 (en) * 2017-10-10 2019-04-17 Siemens Mobility GmbH Rail vehicle with compact drive train
WO2019072495A1 (en) * 2017-10-10 2019-04-18 Siemens Mobility GmbH Rail vehicle with compact powertrain

Also Published As

Publication number Publication date
ES2119569T3 (en) 1998-10-01
RU2136523C1 (en) 1999-09-10
WO1996025314A1 (en) 1996-08-22
DK0808264T3 (en) 1998-11-16
DE19506888A1 (en) 1996-08-22
DE59600325D1 (en) 1998-08-13
ATE168082T1 (en) 1998-07-15
JPH11500383A (en) 1999-01-12
CZ255997A3 (en) 1998-06-17
CZ283719B6 (en) 1998-06-17
EP0808264B1 (en) 1998-07-08
US5957058A (en) 1999-09-28
DE19506888C2 (en) 1998-09-17

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