US20050274577A1 - Drive unit for a rail vehicle wheel set - Google Patents
Drive unit for a rail vehicle wheel set Download PDFInfo
- Publication number
- US20050274577A1 US20050274577A1 US11/211,305 US21130505A US2005274577A1 US 20050274577 A1 US20050274577 A1 US 20050274577A1 US 21130505 A US21130505 A US 21130505A US 2005274577 A1 US2005274577 A1 US 2005274577A1
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- US
- United States
- Prior art keywords
- hollow shaft
- braking
- drive unit
- transmission assembly
- shaft
- 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.)
- Abandoned
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Classifications
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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
- B61C9/02—Transmission systems in or for locomotives or motor railcars with reciprocating piston steam engines
- B61C9/06—Transmission systems in or for locomotives or motor railcars with reciprocating piston steam engines having toothed, chain, friction, or belt gearing
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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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
- B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
- B60T1/06—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels acting otherwise than on tread, e.g. employing rim, drum, disc, or transmission or on double wheels
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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
- B61C9/44—Transmission systems in or for locomotives or motor railcars with electric motor propulsion with hollow transmission shaft concentric with wheel axis
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
- B61H5/00—Applications or arrangements of brakes with substantially radial braking surfaces pressed together in axial direction, e.g. disc brakes
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D65/00—Parts or details
- F16D65/02—Braking members; Mounting thereof
- F16D65/12—Discs; Drums for disc brakes
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D65/00—Parts or details
- F16D65/02—Braking members; Mounting thereof
- F16D2065/13—Parts or details of discs or drums
- F16D2065/1304—Structure
- F16D2065/1316—Structure radially segmented
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D65/00—Parts or details
- F16D65/02—Braking members; Mounting thereof
- F16D2065/13—Parts or details of discs or drums
- F16D2065/1304—Structure
- F16D2065/132—Structure layered
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D65/00—Parts or details
- F16D65/02—Braking members; Mounting thereof
- F16D2065/13—Parts or details of discs or drums
- F16D2065/134—Connection
- F16D2065/1388—Connection to shaft or axle
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D65/00—Parts or details
- F16D65/02—Braking members; Mounting thereof
- F16D2065/13—Parts or details of discs or drums
- F16D2065/134—Connection
- F16D2065/1392—Connection elements
Definitions
- the invention relates to a drive unit for driving at least one wheel drive shaft, in particular of a wheelset axle, for rail vehicles.
- Such a drive unit has been disclosed by DE 4 137 233 A.
- Drive units for rail vehicles are known in a multiplicity of embodiments. These comprise a driving engine which is coupled to a transmission assembly.
- the drive of the transmission assembly is formed by a hollow shaft which is coupled via an articulated coupling to the wheel drive shaft, in particular the wheelset axle, in order to compensate the relative movements between the wheelset axle and cross-drive.
- the driving engine is arranged here in the direct spatial vicinity of the transmission assembly, preferably both—driving engine and transmission assembly—are connected to one another by flanges in the region of their housings. As a result of this measure, only one radial bearing is necessary for the driving engine and a corresponding end shield.
- the coupling of the drive shaft of the driving engine to the transmission input shaft is carried out by means of what is referred to as a rotationally rigid and radially rigid diaphragm coupling.
- the transmission assembly itself is usually embodied in two stages or in a single stage with an intermediate wheel.
- the output gearwheel is seated here on the hollow shaft, said output gearwheel being either coupled fixed in terms of rotation to the hollow shaft or else forming one physical unit with said hollow shaft.
- the physical unit composed of the driving engine and transmission assembly which is also referred to as an integrated cross-drive, is attached only at three points in the bogey frame with primary suspension. If necessary, a braking system is assigned to the drive unit, the brake disk being arranged on the hollow shaft.
- the activation elements are arranged in the housing of the transmission assembly.
- the disadvantage of the previous solution is that, on the one hand, the overall costs for the structural implementation and fabrication are relatively high. Furthermore, in particular for embodiments which are to be used in low-platform vehicles, the available radial and axial installation space is considerably reduced as a result of wheel diameters which are becoming ever smaller while at the same time drive hollow shaft internal diameters are becoming larger owing to the softer suspensions. There is thus no longer sufficient installation space available to arrange the braking system in this region in order to achieve sufficient braking deceleration. Solutions for this are to arrange the braking system at another location or else to do without conventional mechanical braking systems and use other braking systems, for example electrical braking systems, which are however more costly.
- the invention has therefore been based on the object of developing a drive unit for a wheel drive shaft, in particular a wheelset axle, in particular for the use of rail vehicles of the type mentioned at the beginning, in such a way that sufficient braking deceleration is achieved with simple means and also with an axial and radial installation space which is becoming smaller and smaller.
- the structural solution is intended here to be defined by a simple embodiment, cost-effective fabrication and mounting.
- the solution according to the invention is to be applicable in particular for vehicles of the low-platform type.
- the drive unit for driving at least one wheel drive shaft comprises a cross-drive with a driving engine and a transmission assembly which is coupled thereto.
- the output of the transmission assembly is embodied as a hollow shaft and is connected to the wheel drive shaft or the wheelset axle via a coupling, in particular an articulated coupling.
- the braking system comprises two braking subsystems by means of which the entirety of the braking force necessary can be generated by activating two braking subsystems.
- the solution according to the invention provides the advantage that as a result of the distribution between a plurality of braking systems said braking systems can, in their entirety, be kept respectively smaller in terms of their dimensions in the radial and axial directions and the installation space available can thus be used to an optimum degree.
- the individual braking subsystems can be arranged. They can either be arranged on the two sides of the transmission assembly, one of the two braking subsystems being arranged between the transmission assembly and the first coupling element of the coupling which is necessary for coupling to the wheelset axle.
- additional attachment means which take up space, for the elements to be connected to one another have been dispensed with and the entire system has been structurally simplified.
- the hollow shaft is embodied integrally with at least one of the attachment flanges for one of the braking subsystems.
- the first coupling part of the articulated coupling is also embodied in one piece with the hollow shaft.
- the radial installation space necessary for the connecting elements is significantly reduced in comparison with that in embodiments according to the prior art.
- the solution according to the invention provides the advantage that the available radial and axial installation space resulting from the wheel diameters which are becoming smaller and smaller while at the same time the output hollow shaft internal diameters are becoming larger and larger owing to the softer suspensions is utilized to an optimum degree and at the same makes available the necessary braking deceleration.
- the embodiment can be effected in an integral fashion as a cast part or forged part.
- the specific selection depends on the requirements of use and is at the discretion of the person skilled in the related art.
- both braking subsystems between the transmission assembly and articulated coupling.
- both attachment flanges form one physical unit with the hollow shaft.
- the transmission housing is embodied in an integral fashion.
- the hollow shaft is supported by means of a bearing arrangement in the housing of the transmission assembly.
- the external diameter of the bearings is provided to be identical for all embodiment variants, while adjustment is carried out to the requirements of use by means of variable bearing arrangement internal diameters and thus hollow shaft external diameters.
- FIG. 1 shows an axial section of a schematic simplified view of the basic design of a drive unit designed according to the invention
- FIGS. 2 a and 2 b show the coupling of the attachment flanges of the individual braking subsystems to the hollow shaft.
- FIG. 1 shows a schematic simplified view of the basic design of a drive unit designed according to the invention for driving at least one wheel drive shaft which is coupled to at least one wheel and which is formed by a wheelset axle 3 in the case illustrated.
- the drive unit 1 comprises an integrated cross-drive 4 .
- This comprises a driving engine 5 which is coupled to the transmission assembly 6 .
- the drive shaft 7 of the driving engine 5 is connected fixed in terms of rotation to an input 8 of the transmission assembly 6 , preferably via a coupling element 9 in the form of a diaphragm coupling which is rotationally rigid and embodied so as to be rigid in the radial direction.
- the transmission assembly 6 comprises an output 10 which is formed by a hollow shaft 11 which encloses the wheelset axle 3 in the circumferential direction and over at least part of its axial extent.
- Said hollow shaft 11 is connected to the wheelset axle 3 via an articulated coupling 12 .
- the articulated coupling 12 comprises here a first coupling part 13 and a second coupling part 14 which can be connected to one another in a rotationally elastic fashion.
- the first coupling part 13 is connected here fixed in terms of rotation to the hollow shaft 11 .
- the second coupling part 14 is coupled at least indirectly fixed in terms of rotation to the wheelset axle 3 .
- at least indirectly means that the connection is made directly to the wheelset axle or else via further transmission elements, for example a second coupling level.
- the hollow shaft 11 and the first coupling part 13 are of integral design.
- the drive unit 1 comprises a braking system 15 which is preferably embodied in the form of a disk brake unit 16 .
- the braking system 15 comprises at least two braking subsystems 17 . 1 and 17 . 2 which are each embodied as disk brake systems.
- the necessary overall braking force is thus generated by two braking subsystems 17 . 1 and 17 . 2 .
- These comprise in the exemplary embodiment shown, respective brake disks 18 . 1 and 18 . 2 which are attachable to the hollow shaft 11 by respective attachment flanges 19 . 1 and 19 . 2 which form one physical unit with the hollow shaft 11 .
- At least one flange for example, attachment flange 19 . 2 arranged between the transmission assembly 6 and articulated coupling 12 is preferably formed with the hollow shaft 11 from one component.
- the second attachment flange 19 is preferably formed with the hollow shaft 11 from one component.
- the hollow shaft 11 may be attached to the hollow shaft 11 by means of attachment elements.
- the two attachment flanges 19 . 1 and 19 . 2 are arranged here on both sides of the transmission assembly 6 .
- the activation elements (not illustrated here) can thus easily be arranged and attached to the housing 20 of the transmission assembly.
- the indicated arrangement of 19 . 1 and 19 . 2 for the braking subsystems 17 . 1 and 17 . 2 and the absence of the crown gear known from the prior art between the hollow shaft 11 and the first coupling part 13 provides, in addition to more cost-effective fabrication, the advantage of requiring less radial installation space.
- the driving engine 5 and the transmission assembly 6 are arranged spatially near to one another, preferably connected to one another by flanges in the region of their housings 21 and 20 .
- the transmission assembly 6 comprises two pairs of spur wheels, a first set of spur wheels 22 and a second set of spur wheels 23 .
- the first set of spur wheels 22 comprises a spur wheel 24 which is coupled fixed in terms of rotation to the transmission input shaft 8 , the spur wheel 24 either forming one integral assembly with the transmission input shaft 8 or else being connected fixed in terms of rotation to it.
- the spur wheel 24 intermeshes with a spur wheel 26 which is arranged on an intermediate shaft 25 .
- a second spur wheel 27 is arranged on the intermediate shaft 25 , said second spur wheel 27 being a component of the second set of spur wheels 23 and intermeshing with a spur wheel 28 which is connected fixed in terms of rotation to the hollow shaft 11 .
- the hollow shaft 11 and spur wheel 28 are embodied as an integral component.
- the integral component composed of the hollow shaft 11 , the attachment flange 19 . 2 and the first coupling part 13 , and optionally also the spur wheel 28 can be embodied as a cast part or forged part.
- the external diameter of the articulated coupling 12 , D 12 and that of the brake disks, D 18.1 , D 18.2 can be minimized, while simultaneously the internal diameter D I11 of hollow shaft 11 can be maximized.
- the housing 20 of the transmission assembly 6 is embodied in an integral fashion, i.e., as a one-piece structure, whereby the bearing arrangement 29 of the hollow shaft 11 in the housing 20 provides for a fine gradation of the internal diameter D I29 while simultaneously keeping the roller bearing external diameter D A29 constant.
- This measure provides a very small transmission center, i.e. transmission assembly 6 with a simultaneously high roller bearing service life.
- inventive solution of the embodiment of the hollow shaft 11 , attachment flange 19 . 2 and of the first coupling part 13 as one integral component can be used for a multiplicity of integrated cross-drives 4 and is not tied to a specific embodiment of the transmission assembly 6 or of the driving engine 5 .
- Other embodiments which lie within the field of activity of a person skilled in the respective art are also conceivable.
- the attachment flange 19 . 2 of the second braking system 17 . 2 is embodied in an integral fashion with the hollow shaft 11 .
- the attachment flange 19 . 1 of the first braking system 17 . 1 is connected, as a separate component, fixed in terms of rotation to the hollow shaft 11 by means of attachment elements 30 , for example in the form of screw elements which are arranged at specific intervals in the circumferential direction of the attachment flange 19 . 1 .
- a structural embodiment of the connection of the brake disk of the second braking system 17 . 2 to the attachment flange 19 . 2 is illustrated in FIG. 2 a .
- FIG. 2 b shows a possible structural embodiment of the connection of the brake disk 18 . 1 to the attachment flange 19 . 1 of the first braking subsystem 17 . 1 , and the attachment of the attachment flange 19 . 1 to the hollow shaft 11 .
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- General Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Braking Arrangements (AREA)
- Arrangement And Driving Of Transmission Devices (AREA)
- Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
- Gear Transmission (AREA)
- Friction Gearing (AREA)
Abstract
A drive unit for driving at least one wheel drive shaft, in particular of a wheelset axle, in particular a cross-drive for use in rail vehicles with a driving engine and a transmission assembly coupled thereto. The output of the transmission assembly is formed by a hollow shaft which is coupled via an articulated coupling to the wheel drive shaft, in particular the wheelset axle. A first braking subsystem and a second braking subsystem are embodied as disk brake systems, each comprising at least one brake disk. An attachment flange of the brake disk of one braking subsystem is embodied in integral fashion with the hollow shaft. Placement of the braking subsystems along the hollow shaft is disclosed.
Description
- The invention relates to a drive unit for driving at least one wheel drive shaft, in particular of a wheelset axle, for rail vehicles.
- Such a drive unit has been disclosed by DE 4 137 233 A.
- The solution described there has, however, the disadvantage that the necessary installation space is relatively large, which has disadvantageous effects particularly in vehicles of the low-platform type. The fabrication and mounting are also relatively complex.
- A similar design of a drive unit has been disclosed by U.S. Pat. No. 4,042,071, see column 1, lines 12-14 in this document.
- Drive units for rail vehicles, in particular having an integrated cross-drive, are known in a multiplicity of embodiments. These comprise a driving engine which is coupled to a transmission assembly. The drive of the transmission assembly is formed by a hollow shaft which is coupled via an articulated coupling to the wheel drive shaft, in particular the wheelset axle, in order to compensate the relative movements between the wheelset axle and cross-drive. The driving engine is arranged here in the direct spatial vicinity of the transmission assembly, preferably both—driving engine and transmission assembly—are connected to one another by flanges in the region of their housings. As a result of this measure, only one radial bearing is necessary for the driving engine and a corresponding end shield. The coupling of the drive shaft of the driving engine to the transmission input shaft is carried out by means of what is referred to as a rotationally rigid and radially rigid diaphragm coupling. The transmission assembly itself is usually embodied in two stages or in a single stage with an intermediate wheel. The output gearwheel is seated here on the hollow shaft, said output gearwheel being either coupled fixed in terms of rotation to the hollow shaft or else forming one physical unit with said hollow shaft. The physical unit composed of the driving engine and transmission assembly, which is also referred to as an integrated cross-drive, is attached only at three points in the bogey frame with primary suspension. If necessary, a braking system is assigned to the drive unit, the brake disk being arranged on the hollow shaft. The activation elements are arranged in the housing of the transmission assembly. The disadvantage of the previous solution is that, on the one hand, the overall costs for the structural implementation and fabrication are relatively high. Furthermore, in particular for embodiments which are to be used in low-platform vehicles, the available radial and axial installation space is considerably reduced as a result of wheel diameters which are becoming ever smaller while at the same time drive hollow shaft internal diameters are becoming larger owing to the softer suspensions. There is thus no longer sufficient installation space available to arrange the braking system in this region in order to achieve sufficient braking deceleration. Solutions for this are to arrange the braking system at another location or else to do without conventional mechanical braking systems and use other braking systems, for example electrical braking systems, which are however more costly.
- The invention has therefore been based on the object of developing a drive unit for a wheel drive shaft, in particular a wheelset axle, in particular for the use of rail vehicles of the type mentioned at the beginning, in such a way that sufficient braking deceleration is achieved with simple means and also with an axial and radial installation space which is becoming smaller and smaller. The structural solution is intended here to be defined by a simple embodiment, cost-effective fabrication and mounting. Furthermore, the solution according to the invention is to be applicable in particular for vehicles of the low-platform type.
- According to the invention, the drive unit for driving at least one wheel drive shaft, in particular of a wheelset axle, comprises a cross-drive with a driving engine and a transmission assembly which is coupled thereto. The output of the transmission assembly is embodied as a hollow shaft and is connected to the wheel drive shaft or the wheelset axle via a coupling, in particular an articulated coupling. The braking system comprises two braking subsystems by means of which the entirety of the braking force necessary can be generated by activating two braking subsystems.
- The solution according to the invention provides the advantage that as a result of the distribution between a plurality of braking systems said braking systems can, in their entirety, be kept respectively smaller in terms of their dimensions in the radial and axial directions and the installation space available can thus be used to an optimum degree.
- There are a multiplicity of ways in which the individual braking subsystems can be arranged. They can either be arranged on the two sides of the transmission assembly, one of the two braking subsystems being arranged between the transmission assembly and the first coupling element of the coupling which is necessary for coupling to the wheelset axle. In order to provide the necessary braking force while taking into account the necessary installation space for the individual braking subsystems, additional attachment means, which take up space, for the elements to be connected to one another have been dispensed with and the entire system has been structurally simplified. Here, the hollow shaft is embodied integrally with at least one of the attachment flanges for one of the braking subsystems. In a further advantageous refinement, the first coupling part of the articulated coupling is also embodied in one piece with the hollow shaft. As a result, the radial installation space necessary for the connecting elements is significantly reduced in comparison with that in embodiments according to the prior art. The solution according to the invention provides the advantage that the available radial and axial installation space resulting from the wheel diameters which are becoming smaller and smaller while at the same time the output hollow shaft internal diameters are becoming larger and larger owing to the softer suspensions is utilized to an optimum degree and at the same makes available the necessary braking deceleration.
- There are also a multiplicity of possible ways of arranging the hollow shaft and an attachment flange of a braking subsystem and/or of the first coupling element of the articulated coupling in an integrated fashion. Here, the embodiment can be effected in an integral fashion as a cast part or forged part. However, the specific selection depends on the requirements of use and is at the discretion of the person skilled in the related art.
- According to a further aspect of the invention, it is also possible to arrange both braking subsystems between the transmission assembly and articulated coupling. In this case, both attachment flanges form one physical unit with the hollow shaft.
- In one development there is provision for the transmission housing to be embodied in an integral fashion. The hollow shaft is supported by means of a bearing arrangement in the housing of the transmission assembly. For the sake of simplification and standardization there is provision for the external diameter of the bearings to be identical for all embodiment variants, while adjustment is carried out to the requirements of use by means of variable bearing arrangement internal diameters and thus hollow shaft external diameters.
- The solution according to the invention is explained below with reference to Figures.
-
FIG. 1 shows an axial section of a schematic simplified view of the basic design of a drive unit designed according to the invention; -
FIGS. 2 a and 2 b show the coupling of the attachment flanges of the individual braking subsystems to the hollow shaft. -
FIG. 1 shows a schematic simplified view of the basic design of a drive unit designed according to the invention for driving at least one wheel drive shaft which is coupled to at least one wheel and which is formed by awheelset axle 3 in the case illustrated. The drive unit 1 comprises an integratedcross-drive 4. This comprises adriving engine 5 which is coupled to thetransmission assembly 6. For this purpose, thedrive shaft 7 of thedriving engine 5 is connected fixed in terms of rotation to aninput 8 of thetransmission assembly 6, preferably via acoupling element 9 in the form of a diaphragm coupling which is rotationally rigid and embodied so as to be rigid in the radial direction. Thetransmission assembly 6 comprises anoutput 10 which is formed by ahollow shaft 11 which encloses thewheelset axle 3 in the circumferential direction and over at least part of its axial extent. Saidhollow shaft 11 is connected to thewheelset axle 3 via an articulatedcoupling 12. The articulatedcoupling 12 comprises here afirst coupling part 13 and asecond coupling part 14 which can be connected to one another in a rotationally elastic fashion. Thefirst coupling part 13 is connected here fixed in terms of rotation to thehollow shaft 11. Thesecond coupling part 14 is coupled at least indirectly fixed in terms of rotation to thewheelset axle 3. Here, at least indirectly means that the connection is made directly to the wheelset axle or else via further transmission elements, for example a second coupling level. In one advantageous refinement, thehollow shaft 11 and thefirst coupling part 13 are of integral design. Furthermore, the drive unit 1 comprises a braking system 15 which is preferably embodied in the form of a disk brake unit 16. - According to the invention, the braking system 15 comprises at least two braking subsystems 17.1 and 17.2 which are each embodied as disk brake systems. The necessary overall braking force is thus generated by two braking subsystems 17.1 and 17.2. These comprise in the exemplary embodiment shown, respective brake disks 18.1 and 18.2 which are attachable to the
hollow shaft 11 by respective attachment flanges 19.1 and 19.2 which form one physical unit with thehollow shaft 11. At least one flange for example, attachment flange 19.2 arranged between thetransmission assembly 6 and articulatedcoupling 12, is preferably formed with thehollow shaft 11 from one component. The second attachment flange 19.1 may be attached to thehollow shaft 11 by means of attachment elements. The two attachment flanges 19.1 and 19.2 are arranged here on both sides of thetransmission assembly 6. The activation elements (not illustrated here) can thus easily be arranged and attached to thehousing 20 of the transmission assembly. The indicated arrangement of 19.1 and 19.2 for the braking subsystems 17.1 and 17.2 and the absence of the crown gear known from the prior art between thehollow shaft 11 and thefirst coupling part 13 provides, in addition to more cost-effective fabrication, the advantage of requiring less radial installation space. By dispensing with the crown gear between thehollow shaft 11 and thefirst coupling part 13, less installation space is required in the radial direction for the coupling between thehollow shaft 11 andfirst coupling part 13. Furthermore, the reduced radial and axial installation space required due to distribution of the braking force between two braking systems, allows the hollow shaft internal diameter DI11 to be increased to an optimum degree. - The driving
engine 5 and thetransmission assembly 6 are arranged spatially near to one another, preferably connected to one another by flanges in the region of theirhousings transmission assembly 6. In the simplest case it comprises two pairs of spur wheels, a first set ofspur wheels 22 and a second set ofspur wheels 23. The first set ofspur wheels 22 comprises aspur wheel 24 which is coupled fixed in terms of rotation to thetransmission input shaft 8, thespur wheel 24 either forming one integral assembly with thetransmission input shaft 8 or else being connected fixed in terms of rotation to it. Thespur wheel 24 intermeshes with aspur wheel 26 which is arranged on anintermediate shaft 25. Furthermore, asecond spur wheel 27 is arranged on theintermediate shaft 25, saidsecond spur wheel 27 being a component of the second set ofspur wheels 23 and intermeshing with aspur wheel 28 which is connected fixed in terms of rotation to thehollow shaft 11. In one particularly advantageous embodiment, thehollow shaft 11 andspur wheel 28 are embodied as an integral component. In terms of fabrication, the integral component composed of thehollow shaft 11, the attachment flange 19.2 and thefirst coupling part 13, and optionally also thespur wheel 28, can be embodied as a cast part or forged part. As a result, the external diameter of the articulatedcoupling 12, D12 and that of the brake disks, D18.1, D18.2 can be minimized, while simultaneously the internal diameter DI11 ofhollow shaft 11 can be maximized. - According to a further aspect of the invention, the
housing 20 of thetransmission assembly 6 is embodied in an integral fashion, i.e., as a one-piece structure, whereby the bearingarrangement 29 of thehollow shaft 11 in thehousing 20 provides for a fine gradation of the internal diameter DI29 while simultaneously keeping the roller bearing external diameter DA29 constant. This measure provides a very small transmission center, i.e.transmission assembly 6 with a simultaneously high roller bearing service life. - The inventive solution of the embodiment of the
hollow shaft 11, attachment flange 19.2 and of thefirst coupling part 13 as one integral component can be used for a multiplicity ofintegrated cross-drives 4 and is not tied to a specific embodiment of thetransmission assembly 6 or of the drivingengine 5. Other embodiments which lie within the field of activity of a person skilled in the respective art are also conceivable. - According to
FIG. 2 a, the attachment flange 19.2 of the second braking system 17.2 is embodied in an integral fashion with thehollow shaft 11. The attachment flange 19.1 of the first braking system 17.1 is connected, as a separate component, fixed in terms of rotation to thehollow shaft 11 by means ofattachment elements 30, for example in the form of screw elements which are arranged at specific intervals in the circumferential direction of the attachment flange 19.1. A structural embodiment of the connection of the brake disk of the second braking system 17.2 to the attachment flange 19.2 is illustrated inFIG. 2 a.FIG. 2 b shows a possible structural embodiment of the connection of the brake disk 18.1 to the attachment flange 19.1 of the first braking subsystem 17.1, and the attachment of the attachment flange 19.1 to thehollow shaft 11.
Claims (17)
1. A drive unit for a rail vehicle wheel set, the drive unit comprising:
a transmission assembly including a coupling for connection to a driving engine, and a hollow rotatable transmission output shaft;
an articulated coupling which connects the hollow shaft with a wheel drive shaft which carries wheels for the vehicle for rotation together, whereby driving torque is coupled directly to the wheel drive shaft;
a braking system comprising first and second braking subsystems operable on the hollow shaft and spaced apart from each other along the hollow shaft;
the first braking subsystem including an attachment flange attached to the hollow shaft, and brake elements for braking on the attachment flange;
a bearing arrangement for the hollow shaft supporting the hollow shaft for rotation, the bearing arrangement being disposed in the transmission assembly.
2. The drive unit of claim 1 , further comprising a driving engine, and the transmission assembly being coupled to the driving engine for operating the transmission assembly to rotate the hollow shaft.
3. The drive unit of claim 2 , wherein the transmission assembly includes a housing around the transmission assembly and the bearing arrangement for the hollow shaft being within the housing of the transmission assembly.
4. The drive unit of claim 1 , wherein each of the first and second braking subsystems comprises disk brake systems, each comprising at least one brake disk which cooperates with the hollow shaft for braking rotation of the hollow shaft.
5. The drive unit of claim 4 , wherein the attachment flange of the first braking subsystem cooperates with the brake disk thereof.
6. The drive unit of claim 5 , wherein the second braking subsystem has an attachment flange which is a component separate from the hollow shaft and a device for attaching the second attachment flange to the hollow shaft for rotating therewith.
7. The drive unit of claim 6 , wherein the hollow shaft and the attachment flange of the first braking subsystem are integrally embodied as a cast part.
8. The drive unit of claim 6 , wherein the hollow shaft and the attachment flange of the first braking subsystem are integrally embodied as a forged part.
9. The drive unit of claim 5 , wherein the attachment flange of the first braking subsystem and the hollow shaft are formed as one component.
10. The drive unit of claim 1 , wherein the transmission assembly which is connected with the hollow shaft has first and second opposite sides spaced along the axis of the hollow shaft, and the first and second braking subsystems are respectively arranged toward the first and second axial sides of the transmission assembly;
the articulated coupling between the axle and the hollow shaft being so positioned with respect to the transmission assembly that the second braking subsystem is disposed between the transmission assembly and the articulated coupling along the axis of the hollow shaft.
11. The drive unit of claim 10 , further comprising a housing around the transmission assembly connected with the hollow shaft;
an activation device for the first and second braking subsystems and the activation device is arranged on the housing of the transmission assembly.
12. The drive unit of claim 1 , wherein the articulated coupling comprises a first coupling part coupled to the hollow shaft and the first coupling part is integrally embodied with the hollow shaft, the articulated coupling additionally being coupled to the wheel drive shaft.
13. The drive unit of claim 1 , wherein both of the first and second braking subsystems are arranged between the transmission assembly and the articulated coupling.
14. The drive unit of claim 13 , wherein each of the first and second braking systems has a respective attachment flange which is integral with the hollow shaft and respective brake elements for braking on the attachment flanges.
15. The drive unit of claim 1 , wherein the bearing arrangement has a fixed external diameter and is adapted to accommodate hollow shafts having different external diameters.
16. The drive unit of claim 1 , wherein the transmission includes a housing formed as an integral unit.
17. A drive unit for a rail vehicle comprising:
a driving unit having an output shaft;
a wheel set including two wheels connected to an axle to be driven thereby,
wherein the driving unit output shaft and the axle extend parallel to each other;
a transmission assembly including a coupling for connection to the driving engine output shaft, and a hollow rotatable transmission output shaft which extends parallel to the driving unit output shaft and the axle;
an articulated coupling which connects the hollow shaft with the wheel drive axle for rotation together;
a braking system comprising first and second braking subsystems operable on the hollow shaft and spaced apart from each other along the hollow shaft;
the first braking subsystem including an attachment flange attached to the hollow shaft, and brake elements for braking on the attachment flange; and
a bearing arrangement rotatably supporting the hollow shaft for rotation, the bearing arrangement being disposed within the transmission assembly.
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US11/211,305 US20050274577A1 (en) | 2000-07-07 | 2005-08-25 | Drive unit for a rail vehicle wheel set |
US11/935,720 US20080060543A1 (en) | 2000-07-07 | 2007-11-06 | Drive unit for a rail vehicle wheel set |
Applications Claiming Priority (5)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE10032707.9 | 2000-07-07 | ||
DE10032707A DE10032707A1 (en) | 2000-07-07 | 2000-07-07 | Drive unit for driving at least one wheel drive shaft, in particular a wheel set shaft |
US10/332,483 US20040035648A1 (en) | 2000-07-07 | 2001-07-04 | Drive unit for driving at least one wheel drive shaft, in particular of a wheelset axle |
PCT/EP2001/007662 WO2002004274A1 (en) | 2000-07-07 | 2001-07-04 | Drive unit for driving at least one wheel drive shaft, especially a wheelset axle |
US11/211,305 US20050274577A1 (en) | 2000-07-07 | 2005-08-25 | Drive unit for a rail vehicle wheel set |
Related Parent Applications (2)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US10/332,483 Continuation US20040035648A1 (en) | 2000-07-07 | 2001-07-04 | Drive unit for driving at least one wheel drive shaft, in particular of a wheelset axle |
PCT/EP2001/007662 Continuation WO2002004274A1 (en) | 2000-07-07 | 2001-07-04 | Drive unit for driving at least one wheel drive shaft, especially a wheelset axle |
Related Child Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US11/935,720 Division US20080060543A1 (en) | 2000-07-07 | 2007-11-06 | Drive unit for a rail vehicle wheel set |
Publications (1)
Publication Number | Publication Date |
---|---|
US20050274577A1 true US20050274577A1 (en) | 2005-12-15 |
Family
ID=7647907
Family Applications (3)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US10/332,483 Abandoned US20040035648A1 (en) | 2000-07-07 | 2001-07-04 | Drive unit for driving at least one wheel drive shaft, in particular of a wheelset axle |
US11/211,305 Abandoned US20050274577A1 (en) | 2000-07-07 | 2005-08-25 | Drive unit for a rail vehicle wheel set |
US11/935,720 Abandoned US20080060543A1 (en) | 2000-07-07 | 2007-11-06 | Drive unit for a rail vehicle wheel set |
Family Applications Before (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US10/332,483 Abandoned US20040035648A1 (en) | 2000-07-07 | 2001-07-04 | Drive unit for driving at least one wheel drive shaft, in particular of a wheelset axle |
Family Applications After (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US11/935,720 Abandoned US20080060543A1 (en) | 2000-07-07 | 2007-11-06 | Drive unit for a rail vehicle wheel set |
Country Status (10)
Country | Link |
---|---|
US (3) | US20040035648A1 (en) |
EP (1) | EP1409323B1 (en) |
JP (1) | JP2004502598A (en) |
KR (1) | KR100796259B1 (en) |
CN (1) | CN1297430C (en) |
AT (1) | ATE359202T1 (en) |
AU (2) | AU2001277525C1 (en) |
CA (1) | CA2416984C (en) |
DE (3) | DE10032707A1 (en) |
WO (1) | WO2002004274A1 (en) |
Families Citing this family (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE10354141A1 (en) * | 2003-11-19 | 2005-06-23 | Voith Turbo Gmbh & Co. Kg | Powered chassis for rail vehicles, especially bogies for low floor vehicles |
DE102006019453B4 (en) * | 2006-04-24 | 2022-12-22 | Sew-Eurodrive Gmbh & Co Kg | Gear coupling with spring and electric motor with brake connected via a gear coupling |
DE102007041749A1 (en) * | 2007-09-04 | 2009-03-05 | Voith Patent Gmbh | Final drive for a rail vehicle |
DE102010049764B4 (en) * | 2010-10-29 | 2019-05-02 | Siemens Aktiengesellschaft | Achsgetriebe a rail vehicle |
CN102765395B (en) * | 2011-05-05 | 2016-02-17 | 同济大学 | A kind of Stereo tramcar |
EP3020611A1 (en) | 2014-11-14 | 2016-05-18 | Siemens Aktiengesellschaft | Railway drive with braking device |
DE102014226630B4 (en) * | 2014-12-19 | 2017-06-22 | Siemens Aktiengesellschaft | Vehicle, in particular rail vehicle with wheelset shaft |
DE102018001501A1 (en) * | 2018-02-26 | 2019-08-29 | Siemens Ag | Drive arrangement for a rail vehicle |
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- 2000-07-07 DE DE10032707A patent/DE10032707A1/en not_active Withdrawn
-
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- 2001-07-04 DE DE50112349T patent/DE50112349D1/en not_active Expired - Lifetime
- 2001-07-04 US US10/332,483 patent/US20040035648A1/en not_active Abandoned
- 2001-07-04 KR KR1020037000219A patent/KR100796259B1/en active IP Right Grant
- 2001-07-04 AT AT01955330T patent/ATE359202T1/en active
- 2001-07-04 WO PCT/EP2001/007662 patent/WO2002004274A1/en active IP Right Grant
- 2001-07-04 JP JP2002508955A patent/JP2004502598A/en active Pending
- 2001-07-04 AU AU2001277525A patent/AU2001277525C1/en not_active Ceased
- 2001-07-04 CA CA002416984A patent/CA2416984C/en not_active Expired - Fee Related
- 2001-07-04 AU AU7752501A patent/AU7752501A/en active Pending
- 2001-07-04 EP EP01955330A patent/EP1409323B1/en not_active Expired - Lifetime
- 2001-07-09 DE DE20111110U patent/DE20111110U1/en not_active Expired - Lifetime
-
2005
- 2005-08-25 US US11/211,305 patent/US20050274577A1/en not_active Abandoned
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- 2007-11-06 US US11/935,720 patent/US20080060543A1/en not_active Abandoned
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US3626862A (en) * | 1968-07-16 | 1971-12-14 | Rheinstahl Huettenwerke Ag | Resilient dual axle drive truck |
US4148262A (en) * | 1973-05-22 | 1979-04-10 | Carl Hurth Maschinen-Und Zahnradfabrik | Railway vehicle drive |
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Also Published As
Publication number | Publication date |
---|---|
EP1409323B1 (en) | 2007-04-11 |
EP1409323A1 (en) | 2004-04-21 |
CN1297430C (en) | 2007-01-31 |
KR100796259B1 (en) | 2008-01-21 |
KR20030046385A (en) | 2003-06-12 |
ATE359202T1 (en) | 2007-05-15 |
CA2416984C (en) | 2009-04-21 |
DE10032707A1 (en) | 2002-01-17 |
WO2002004274A1 (en) | 2002-01-17 |
JP2004502598A (en) | 2004-01-29 |
DE50112349D1 (en) | 2007-05-24 |
CN1440342A (en) | 2003-09-03 |
DE20111110U1 (en) | 2001-11-22 |
AU2001277525B2 (en) | 2005-02-24 |
AU7752501A (en) | 2002-01-21 |
US20080060543A1 (en) | 2008-03-13 |
CA2416984A1 (en) | 2003-01-06 |
US20040035648A1 (en) | 2004-02-26 |
AU2001277525C1 (en) | 2006-02-02 |
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Legal Events
Date | Code | Title | Description |
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STCB | Information on status: application discontinuation |
Free format text: ABANDONED -- FAILURE TO RESPOND TO AN OFFICE ACTION |