CA1098339A - Device for transmitting force from one shaft to another - Google Patents
Device for transmitting force from one shaft to anotherInfo
- Publication number
- CA1098339A CA1098339A CA298,188A CA298188A CA1098339A CA 1098339 A CA1098339 A CA 1098339A CA 298188 A CA298188 A CA 298188A CA 1098339 A CA1098339 A CA 1098339A
- Authority
- CA
- Canada
- Prior art keywords
- shaft
- links
- series
- drive
- driven member
- 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.)
- Expired
Links
- 230000008878 coupling Effects 0.000 claims abstract description 30
- 238000010168 coupling process Methods 0.000 claims abstract description 30
- 238000005859 coupling reaction Methods 0.000 claims abstract description 30
- 230000005540 biological transmission Effects 0.000 claims abstract description 10
- 125000004122 cyclic group Chemical group 0.000 description 3
- 230000006698 induction Effects 0.000 description 2
- 238000009434 installation Methods 0.000 description 2
- 230000003137 locomotive effect Effects 0.000 description 2
- 241000272470 Circus Species 0.000 description 1
- 230000001276 controlling effect Effects 0.000 description 1
- 239000003471 mutagenic agent Substances 0.000 description 1
- 230000003068 static effect Effects 0.000 description 1
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
-
- 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
- F16D3/00—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive
- F16D3/50—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive with the coupling parts connected by one or more intermediate members
- F16D3/60—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive with the coupling parts connected by one or more intermediate members comprising pushing or pulling links attached to both parts
- F16D3/62—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive with the coupling parts connected by one or more intermediate members comprising pushing or pulling links attached to both parts the links or their attachments being elastic
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Arrangement Of Transmissions (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Toys (AREA)
- Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
Abstract
ABSTRACT OF THE DISCLOSURE
The invention provides a power transmission arrangement for a motor vehicle, comprising an annular drive member, an annular driven member, and a shaft coupling the drive member to the driven member, the shaft being coupled to the drive member by a first series of toggle links arranged circumferentially around the shaft and extending outwardly to the drive member, the shaft being coupled to the driven member by a second series of toggle links arranged circumferentially around the shaft and extending outwardly to the driven member, the links of one series extending alternately in opposite directions from the associated drive or driven member to the shaft and vice versa on passing around the shaft, and the links of the other series extending in the same direction from the associated drive or driven member to the shaft on passing around the shaft.
The invention provides a power transmission arrangement for a motor vehicle, comprising an annular drive member, an annular driven member, and a shaft coupling the drive member to the driven member, the shaft being coupled to the drive member by a first series of toggle links arranged circumferentially around the shaft and extending outwardly to the drive member, the shaft being coupled to the driven member by a second series of toggle links arranged circumferentially around the shaft and extending outwardly to the driven member, the links of one series extending alternately in opposite directions from the associated drive or driven member to the shaft and vice versa on passing around the shaft, and the links of the other series extending in the same direction from the associated drive or driven member to the shaft on passing around the shaft.
Description
lQ~8339 The invention relates to a power transmission arrange-ment for a motor vehicle.
German patent No. 1,253,524 relates to a universal joint coupling between two axial and/or angular and/or parallel moving and solidly suspended axles. An intermediate drive shaft is provided whereby the connection between each end of the drive shaft and each end of the other axles is made by a centering coupling in the form of a ~oggle joint coupling with each at least 3 toggle links the ends of which are connected on one hand via spherical joints to the driving axle or driven axle and on the other hand they are connected via spherical joints to the intermediate drive shaft. To allow adjustment for vibration the two couplings are made differently.
These universal joint couplings are particularly useful for power transmission from a driving motor to a driving axle of a motor-rail vehicle.
The progress made in the development of inverters has made it possible to construct motorvehicles with inverter fed polyphase induction motors where the vehicle is provided with three~phase short-circuit rotor motors.
~ ith such vehicles the conditions for installation of the power transmission from driving motor to drive wheel are different from motor-vehicles operating via single-phase com-mutator motors where the engine torque with double feeder frequency varies between zero and maximum value and where these `
torque fluctuations have to be counterbalanced by a transmission section with adequate circumferential elasticity. It follows that power transmission installations according to the above German patent are suitable for motor-rail-vehicles operating with polyphase induction motors with frequency stahilization or control. However, it is required that the power source of the motor be free of harmonic vibrations which results in an alrnost 10~8339 constant engine torque. The cost of generating such currents free from harmonic vibrations is relatively high, and with manufactured static frequency changers with adjustable frequency, some harmonic vibrations within the motor current will always be present which leads to cyclic variations of the driving motor.
Mathematical exarnination has shown that these lead to axial vibrations of the drive-shaft of a motor having a coupling of the type disclosed in the above German patent.
The object of the invention is to modify the power-transmission arrangement in such a way that these vibrations caused by cyclic variations of the driving motor are to a large extent equalized.
Accordingly, the present invention provides a power transmission arrangement for a motor vehicle, comprising an annular drive member, an annular driven member, and a shaft coupling the drive member to the driven member, the shaft being coupled to the drive member by a first series of toggle links arranged circumferentially around the shaft and extending out-wardly to the drive member, the shaft being coupled to the driven member by a second series of toggle links arranged circumferen-tially around the shaft and extending outwardly to the driven member, the links of one series extending alternately in opposite directions from the associated drive or driven member to the shaft and vice versa on passing around the shaft, and the links of the other series extending in the same direction from the associated drive or driven member to the shaft on passing around the shaft.
Thus, in a motor vehicle such as a train locomotive, the power transmission from the drive unit to the wheels takes place through a hollow drive-shaft in such a way that one Aalf of the toggle links of the first of the two centering couplings are positioned in the rotation direction of the coupling and the 10~8339 other half in opposite direction whereas all toggle joints of the other centering coupling are positioned in the same direction.
Both toggle joint couplings have at least each two n toggle joints whereby n refers to a whole number larger than one and the joints of the first toggle joint coupling preferably have a hard cardanic elasticity whereas the joints of the other couplin~ have a soft cardanic elasticity. These provisions provide for a transversal elasticity through which the inherent frequency of the axially vibratory structure is transposed beyond the frequency range of the cyclic variations with relatively large amplitude. Besides, the relatively hard elasticity of the first centering toggle joint coupling results in an axially con-trolling steering of the drive shaft. In the first prototype of the invention the toggle joints of the other coupling have been placed in the rotation direction according to the invention.
In a further embodiment of the invention each couplings has six toggle links.
The positioning according to the invention allows easily for an axial mobility of the driving axle towards the pivot mounted under-carriage and frame of vehicle resp. of ~ 20 mm~
The universal joint coupling is thus applicable to the middle driving axle of a pivot mounted motor undercarriage of an ele-ctrical motor vehicle with more than two driving axles and to the middle driving axle or axles of an electrical locomotive with more than two driving axles and a driving motor located within the frame of the vehicle.
The invention will now be described in more detail, by way of example only, with reference to the accompanying drawings, in which:
Fig. 1 is a diagrammatic drawing of a hollow drive shaft with toggle joint couplings;
Fig. 2 shows a similar arrangement with the couplings 1~98339 having a different number of toggle joints; and Fig. 3 is a diagrammatic drawing of an electric motor vehicle drive arrangement including toggle joint couplings.
In Figs. 1 and 2, a drive shaft 1 is connected at opposite ends to a first universal toggle joint coupling 2 and a second universal toggle joint coupling 3. The first universal joint coupling 2 is in the form of a star-shaped structure 21 fixed to the drive shaft 1. ~ circular flange 20 is connected to the star-shaped structure 21 by means of toggle links 23 connected to projections of the star-shaped structure 21 and to by circular flange 20 by joints 22. The circular flange 20 is coupled to the drive wheel of a gear unit of a motor rail vehicle.
The toggle links 23 are arranged circumferentially around the drive shaft 1 and extend in opposite directions alternately from the flange 20 to the structure 21 and vice versa on passing successively around the coupling 2.
The second toggle joint coupliny consists of toggle links 33 connected by joints 32 to lugs located on the second end of the drive shaft 1. These toggle links 33 are connected via further joints 32 to a ring-shaped flange coupled to a driven shaft. On passing successively around the coupliny 3, it will be seen that the toggle links 33 extend in the same direction from the lugs 31 to the ring-shaped flange coupled to the driven shaft.
Each coupling of the hollow drive shaft shown in Fig.
1 comprises six toggle links 23 or 33. The first toggle joint coupling shown in Fig. 2 has six circumferentially arranged toggle links, whereas the second coupling only has five toggle links 33.
Fig. 3 shows the couplinys of Fig. 1 and 2 in an axle drive for an electric motor vehicle. The vehicle comprises a drive motor ~ which is coupled via a gear wheel 6 to the circu]ar ~1~98339 flange 20. The flange 20 is mounted on a hollow shaft 25 by means of roller/ball bearings. Power is transmitted from the flange 20 to the hollow drive shaft 1 via the toggle joint coupling 2 in which the toggle links are connected on one hand to the joints 22 placed on the large wheel and on the other hand to the joints placed on the hollow drive shaft 1. Power transmission is then transmitted from the hollow drive shaft 1 to drive wheel 41 through the togg].e joint coupling 3 whose toggle links 33 are connected on one side via joints 32 to a flange of the hollow drive shaft 1 and on the other side to the joints connected with a drive wheel 41 mounted on an axle 4 arranged within the hollow drive shaft 1. A second drive wheel 41 is mounted on the other end of the axle 4.
German patent No. 1,253,524 relates to a universal joint coupling between two axial and/or angular and/or parallel moving and solidly suspended axles. An intermediate drive shaft is provided whereby the connection between each end of the drive shaft and each end of the other axles is made by a centering coupling in the form of a ~oggle joint coupling with each at least 3 toggle links the ends of which are connected on one hand via spherical joints to the driving axle or driven axle and on the other hand they are connected via spherical joints to the intermediate drive shaft. To allow adjustment for vibration the two couplings are made differently.
These universal joint couplings are particularly useful for power transmission from a driving motor to a driving axle of a motor-rail vehicle.
The progress made in the development of inverters has made it possible to construct motorvehicles with inverter fed polyphase induction motors where the vehicle is provided with three~phase short-circuit rotor motors.
~ ith such vehicles the conditions for installation of the power transmission from driving motor to drive wheel are different from motor-vehicles operating via single-phase com-mutator motors where the engine torque with double feeder frequency varies between zero and maximum value and where these `
torque fluctuations have to be counterbalanced by a transmission section with adequate circumferential elasticity. It follows that power transmission installations according to the above German patent are suitable for motor-rail-vehicles operating with polyphase induction motors with frequency stahilization or control. However, it is required that the power source of the motor be free of harmonic vibrations which results in an alrnost 10~8339 constant engine torque. The cost of generating such currents free from harmonic vibrations is relatively high, and with manufactured static frequency changers with adjustable frequency, some harmonic vibrations within the motor current will always be present which leads to cyclic variations of the driving motor.
Mathematical exarnination has shown that these lead to axial vibrations of the drive-shaft of a motor having a coupling of the type disclosed in the above German patent.
The object of the invention is to modify the power-transmission arrangement in such a way that these vibrations caused by cyclic variations of the driving motor are to a large extent equalized.
Accordingly, the present invention provides a power transmission arrangement for a motor vehicle, comprising an annular drive member, an annular driven member, and a shaft coupling the drive member to the driven member, the shaft being coupled to the drive member by a first series of toggle links arranged circumferentially around the shaft and extending out-wardly to the drive member, the shaft being coupled to the driven member by a second series of toggle links arranged circumferen-tially around the shaft and extending outwardly to the driven member, the links of one series extending alternately in opposite directions from the associated drive or driven member to the shaft and vice versa on passing around the shaft, and the links of the other series extending in the same direction from the associated drive or driven member to the shaft on passing around the shaft.
Thus, in a motor vehicle such as a train locomotive, the power transmission from the drive unit to the wheels takes place through a hollow drive-shaft in such a way that one Aalf of the toggle links of the first of the two centering couplings are positioned in the rotation direction of the coupling and the 10~8339 other half in opposite direction whereas all toggle joints of the other centering coupling are positioned in the same direction.
Both toggle joint couplings have at least each two n toggle joints whereby n refers to a whole number larger than one and the joints of the first toggle joint coupling preferably have a hard cardanic elasticity whereas the joints of the other couplin~ have a soft cardanic elasticity. These provisions provide for a transversal elasticity through which the inherent frequency of the axially vibratory structure is transposed beyond the frequency range of the cyclic variations with relatively large amplitude. Besides, the relatively hard elasticity of the first centering toggle joint coupling results in an axially con-trolling steering of the drive shaft. In the first prototype of the invention the toggle joints of the other coupling have been placed in the rotation direction according to the invention.
In a further embodiment of the invention each couplings has six toggle links.
The positioning according to the invention allows easily for an axial mobility of the driving axle towards the pivot mounted under-carriage and frame of vehicle resp. of ~ 20 mm~
The universal joint coupling is thus applicable to the middle driving axle of a pivot mounted motor undercarriage of an ele-ctrical motor vehicle with more than two driving axles and to the middle driving axle or axles of an electrical locomotive with more than two driving axles and a driving motor located within the frame of the vehicle.
The invention will now be described in more detail, by way of example only, with reference to the accompanying drawings, in which:
Fig. 1 is a diagrammatic drawing of a hollow drive shaft with toggle joint couplings;
Fig. 2 shows a similar arrangement with the couplings 1~98339 having a different number of toggle joints; and Fig. 3 is a diagrammatic drawing of an electric motor vehicle drive arrangement including toggle joint couplings.
In Figs. 1 and 2, a drive shaft 1 is connected at opposite ends to a first universal toggle joint coupling 2 and a second universal toggle joint coupling 3. The first universal joint coupling 2 is in the form of a star-shaped structure 21 fixed to the drive shaft 1. ~ circular flange 20 is connected to the star-shaped structure 21 by means of toggle links 23 connected to projections of the star-shaped structure 21 and to by circular flange 20 by joints 22. The circular flange 20 is coupled to the drive wheel of a gear unit of a motor rail vehicle.
The toggle links 23 are arranged circumferentially around the drive shaft 1 and extend in opposite directions alternately from the flange 20 to the structure 21 and vice versa on passing successively around the coupling 2.
The second toggle joint coupliny consists of toggle links 33 connected by joints 32 to lugs located on the second end of the drive shaft 1. These toggle links 33 are connected via further joints 32 to a ring-shaped flange coupled to a driven shaft. On passing successively around the coupliny 3, it will be seen that the toggle links 33 extend in the same direction from the lugs 31 to the ring-shaped flange coupled to the driven shaft.
Each coupling of the hollow drive shaft shown in Fig.
1 comprises six toggle links 23 or 33. The first toggle joint coupling shown in Fig. 2 has six circumferentially arranged toggle links, whereas the second coupling only has five toggle links 33.
Fig. 3 shows the couplinys of Fig. 1 and 2 in an axle drive for an electric motor vehicle. The vehicle comprises a drive motor ~ which is coupled via a gear wheel 6 to the circu]ar ~1~98339 flange 20. The flange 20 is mounted on a hollow shaft 25 by means of roller/ball bearings. Power is transmitted from the flange 20 to the hollow drive shaft 1 via the toggle joint coupling 2 in which the toggle links are connected on one hand to the joints 22 placed on the large wheel and on the other hand to the joints placed on the hollow drive shaft 1. Power transmission is then transmitted from the hollow drive shaft 1 to drive wheel 41 through the togg].e joint coupling 3 whose toggle links 33 are connected on one side via joints 32 to a flange of the hollow drive shaft 1 and on the other side to the joints connected with a drive wheel 41 mounted on an axle 4 arranged within the hollow drive shaft 1. A second drive wheel 41 is mounted on the other end of the axle 4.
Claims (9)
PROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:
1. A power transmission arrangement for a motor vehicle, comprising an annular drive member, an annular drive member, and a shaft coupling the drive member to the driven member, the shaft being coupled to the drive member by a first series of toggle links arranged circumferentially around the shaft and extending outwardly to the drive member, the shaft being coupled to the driven member by a second series of toggle links arranged cir-cumferentially around the shaft and extending outwardly to the driven member, the links of one series extending alternately in opposite directions from the associated drive or driven member to the shaft and vice versa on passing around the shaft, and the links of the other series extending in the same direction from the associated drive or driven member to the shaft on passing around the shaft.
2. An arrangement according to claim 1, wherein the links of the first series extend alternately from the drive member to the shaft and vice versa and the links of the second series extend in the same direction from the driven member to the shaft.
3. An arrangement according to claim 1 or claim 2, wherein the toggle links are connected to the shaft and the associated drive or driven member by means of spherical joints.
4. An arrangement according to claim 1, wherein the toggle links of the first series have a hard cardanic elasticity and the links of the second series have a soft cardanic elasticity.
5. An arrangement according to claim 1, wherein the links of the second series extend inwardly in the direction of rotation of the shaft.
6. An arrangement according to claim 1, wherein each series of links comprises six links.
7. An arrangement according to claim 1, wherein the shaft is hollow and surrounds an axle for the motor vehicle, the driven member being fixedly coupled to one end of the axle at one end of the shaft, and the drive member being rotatably mounted on said shaft at the other end thereof.
8. An arrangement according to claim 7, applied to the middle driving axle of a pivot-mounted undercarriage of an electrical motor-vehicle with more than two driving axles.
9. An arrangement according to claim 8, wherein a drive motor for the motor vehicle is coupled to said drive member through a gear train.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE19772709260 DE2709260A1 (en) | 1977-03-03 | 1977-03-03 | POWER TRANSMISSION ARRANGEMENT FOR RAIL DRIVE VEHICLE |
| DEP2709260.0 | 1977-03-03 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1098339A true CA1098339A (en) | 1981-03-31 |
Family
ID=6002707
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA298,188A Expired CA1098339A (en) | 1977-03-03 | 1978-03-03 | Device for transmitting force from one shaft to another |
Country Status (7)
| Country | Link |
|---|---|
| AT (1) | AT353832B (en) |
| CA (1) | CA1098339A (en) |
| CH (1) | CH629715A5 (en) |
| DE (1) | DE2709260A1 (en) |
| IT (1) | IT1092933B (en) |
| NL (1) | NL7802333A (en) |
| NO (1) | NO142824C (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3514124A1 (en) * | 1984-09-14 | 1986-03-20 | Thyssen Industrie Ag, 4300 Essen | CARDANIC DOUBLE COUPLING |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE1253524B (en) * | 1964-09-12 | 1967-11-02 | Bbc Brown Boveri & Cie | Universal joint coupling |
-
1977
- 1977-03-03 DE DE19772709260 patent/DE2709260A1/en not_active Ceased
-
1978
- 1978-02-14 AT AT105578A patent/AT353832B/en not_active IP Right Cessation
- 1978-02-28 IT IT20692/78A patent/IT1092933B/en active
- 1978-03-01 CH CH218578A patent/CH629715A5/en not_active IP Right Cessation
- 1978-03-02 NO NO780726A patent/NO142824C/en unknown
- 1978-03-02 NL NL7802333A patent/NL7802333A/en not_active Application Discontinuation
- 1978-03-03 CA CA298,188A patent/CA1098339A/en not_active Expired
Also Published As
| Publication number | Publication date |
|---|---|
| ATA105578A (en) | 1979-05-15 |
| NL7802333A (en) | 1978-09-05 |
| NO780726L (en) | 1978-09-05 |
| NO142824B (en) | 1980-07-14 |
| IT1092933B (en) | 1985-07-12 |
| IT7820692A0 (en) | 1978-02-28 |
| DE2709260A1 (en) | 1978-09-07 |
| NO142824C (en) | 1980-10-22 |
| AT353832B (en) | 1979-12-10 |
| CH629715A5 (en) | 1982-05-14 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| MKEX | Expiry |