CA1105775A - Drive means for an electrical vehicle - Google Patents
Drive means for an electrical vehicleInfo
- Publication number
- CA1105775A CA1105775A CA326,650A CA326650A CA1105775A CA 1105775 A CA1105775 A CA 1105775A CA 326650 A CA326650 A CA 326650A CA 1105775 A CA1105775 A CA 1105775A
- Authority
- CA
- Canada
- Prior art keywords
- vehicle
- motor
- shaft
- drive means
- drive
- 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
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
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)
- Arrangement Of Transmissions (AREA)
- Portable Nailing Machines And Staplers (AREA)
- Electrical Discharge Machining, Electrochemical Machining, And Combined Machining (AREA)
- Motor Power Transmission Devices (AREA)
Abstract
ABSTRACT OF THE DISCLOSURE
In the case of a drive means for an electrical vehicle having a motor secured to the bogey or main chassis of the vehicle, the necessary torsional resiliency, compensation for malalignment of the motor shaft and the shaft of pinion.
and three-dimensional mobility, practically free from restoring torque, of the vehicle wheels, are achieved by means of two independent components in the form of a rubber coupling between the motor and the transmission, and a hollow cardan shaft, having torsion-resistant couplings at each end, located between the transmission and the wheel axle. The stationary arrangement of motor and gearbox in the bogey or main chassis of the vehicle provides a minimum of unsprung weight.
In the case of a drive means for an electrical vehicle having a motor secured to the bogey or main chassis of the vehicle, the necessary torsional resiliency, compensation for malalignment of the motor shaft and the shaft of pinion.
and three-dimensional mobility, practically free from restoring torque, of the vehicle wheels, are achieved by means of two independent components in the form of a rubber coupling between the motor and the transmission, and a hollow cardan shaft, having torsion-resistant couplings at each end, located between the transmission and the wheel axle. The stationary arrangement of motor and gearbox in the bogey or main chassis of the vehicle provides a minimum of unsprung weight.
Description
The invention relates to a drive means for an ~lec-trical vehicle having a motor arranged stationarily in the bpgey or main chassis of the vehicle. The motor acts, through a torsionally resilient coupling, upon the wheels of the vehicle, through a transmission, accommodated in a gearbox and consisting of a crown gear and a pinion.
Drives for electrical vehicles must meet the following requirements: in particular they must:
~ be able to transmit high power and torque;
- permit all components of movement of the wheels of the vehicle, in most cases with only minor restoring forces, - provide a specific amount of torsional resiliency;
for example, they must be capable of ab~orbing stalling-torque : shocks from asynchronous motors, - maintain the best possible angular correctness, this means that when the wheels are deflected by steering, the rotational movement of the motor shaft must be very smalL, - provi.de a minimum of unsprung weight; a minimum of additional mass (motor and drive components) is to be coupled directly to the vehicle wheels.
In addition to the foregoing, the drive ~hould exhibit little wear, should require only simple maintenance, and should require overhaul only at infre~uent intervals. It should be a simple matter to install the motor and the drive in the chassis, and to remove them therefrom~
In one drive means disclosed in the book "Elektrische ~ri~bfahrzeuge", by Karl Sachs, Springer~Verlag, Wien, New York, 2nd. Edition 1973, Vol. 1, pages 438 to 440, more particularly paragraph 3.312 on page 439, the pinion and crown gear are arranged in a two-piece, torsion-resistant gearbox support~d with roller bearings upon the wheel axle. At the pinion end, the gearbox is mounted in two spherical rubber elements concentric with the motor shaft, the said rubber elements being accomo-dated in turn in a forked carrier secured to the bogey.
In the case of another known drive means (loc. cit., page 4~7, more particularly paragraph 3.321) referred to in the relevant literature as rubber-hinge cardan drive - the unit absorbing relative motion between the vehicle and the bogey is built around the wheel axle and consists, in principle, of two central articulated-lever couplings united by means of a hollow shaft. While one element absorbs the torque from the transmission, the other transmits it to the vehicle wheels.
If torsional resiliency i~s required3 one of the articulated-lever couplings is replaced by an annular rubber spring~
Both of these known drive means have given sa-tisfac-tory results in a large number o~ electrical vehicles.
However, the cons-tant increase in drive-power and top speeds, and the simultaneous reduction of the load on rail elements9 requires drives which must satisfy optimally, and in all respects, the requirements mentioned at the beginning hereof~
It is therefore the purpose of the invention to provide a drive means of the type mentioned at the beginning hereof 9 which will be able to meet the above-mentioned re~uire-ments to the fullest possible degree, but which will be simple and economical to build and maintain.
In accordance with the invention, there is provided a drive means for an electrical vehicle, which comprises a motor arranged stationarily in a bogey or main chassis of the vehicle and including a motor sha~t, a transmission supported in a gear-box and including a crown gear and a pinion, the gearbo~ being arrang~d sta-tionarily in the , gey or main chassis, a torsional-~577~
ly resilient coupling connecting the motor shaft to the pinionand a hollow cardan shaft connecting the crown gear to the wheels of the vehicle, wherein the torsionally resilient coupl-ing is a rubber coupling comprising two conical discs with a drive disc therebetween, the conical discs being connected to the motor shaft and the drive disc to the pinion, and rubber elements arranged between the conical discs and the drive disc and vulcanized to both the conical discs and the drive disc.
The design of the drive means according to the inven-tion distributes different functions to different components,as required in an optimal technical layout~ since the coupling arranged between the motor and the transmission provides the necessary torsional resiliency and compensates for any mala-lignment between the motor and the pinion shaft, while the hollow cardan shaft permits three-dimensional movement of the vehicle wheels almost free of restor.ing torque. In addition to this~ the fact that the gearbox is secured to the bogey or main chassis reduces unsprung weight to a minimum.
The ends of the hollow cardan shaft are connected to the crown gear and to the vehicle-wheel axle, preferably through a central articulated-lever coupling. Known components of this kind, disclosed for example in Figs. 4 and 5 of Swiss Patent 436,~69 and in paragraph 3.322 on page 488 of the reference "Elektrische Triebfahrzeuge" mentioned above, tran~fer the entire power-plant torque, they centre the hollow cardan shaft without producing out-of-balance or inertia forces, they permit angular movement of the cardan shaft without producing internal resistance tor~ue, they are sufficiently resilient, axially to compen~ate for assembly inaccuracies, and they also permit lateral movement of the vehicle wheels.
The torsionally resilient coupling between the motor ~ 3 ~
7~
shaft and the pinion is in the form of a rubber coupling, as set forth in paragraph 3.312 on page 439 of the above-mentioned reference.
This coupling consists essentially of two conical discs with a drive disc therebetween, all united resiliently by vulcanizing with rubber. The conical discs are attached to the motor shaft, whereas the drive disc is attached to a flange ',', ~
~ ~3a-~3S775 at the end of the pinion shaft. The resiliency of this ru~ber coupling may be varied over a wide ranye by the choice of the mixture from which the rubber element is made and of the geometry of the said elemen-t. Torsional resiliency may also be adjusted by means of suitable clamping elements which press the two conical discs together. Since both the motor and the gearbox are secured stationarily in the bogey or main chassis of the vehicle, the rubber coupling is subjected to scarcely any additional deformation. However, the said coupling com-pensates, in a simple manner, for malalignment between themotor and pinion shafts and provides the necessary torsional resiliency between the motor and the crown gear.
The invention is explained hereinafter in greater detail, in conjunction with the example of embodiment illustrated in the drawing attached hereto.
In this drawing, a motor 1 having a shaft 2 is secured to bogey 3. Secured to motor shaft 2 is a rubber coupling 4 consisting of two conical discs 5 and 6 with a drive disc 7 therebetween. Annular rubber elements 8 and 9 are vulcanized to the opposing surfaces of the said conical discs and to both sides of the drive disc. Discs 5 and 6 are held together by clamping means, e.g. bolts, not shown in detail but indicatPd by pairs o~ arrows 10 and 11. Drive disc 7 is secured to the ~langed end 12 of the shaft of a pinion 14 mounted in a torsion-resistant gearbox 13 secured to bogey 3. Pinion 14 meshes with a-crown gear 15 also mounted in gearbox 13. Bearings 16 and 17 for pinion 14 and crown gear 15 are illustrated only diagram-matically in the drawing. Crown gear 15 is connected, by a first articulated-lever coupling 18, to one end of hollow cardan shaft 20 surrounding wheel axle 19, the other end of the said cardan 7~
shaft being connected, through a second articulated-lever coupling 21, to the hub of vehicle wheel 22.
Rubber coupling 4 provides a torsionally resilient connection between motor shaft 2 and pinion 14. It also serves to provide a considerable amount of torque-pulsation damping and to compensate for any malalignment between motor shaft 2 and the shaft of pinion 14. Hollow cardan shaft 20, with its articulated-lever couplings 18 and 21 centred at both ends, which connects crown gear 15 and wheel axle 19, allows for three-dimensional movement of the vehicle wheels almost free of any restoring force~
In the drive means according to the invention, in contrast to existing drives, the components providing torsional resiliency and guidance for the vehicle wheels are separated from each other structurally and spatially, thus making it possible for the dimensions of each component to be adapted to the functions it performs.
The rigid connection between motor 1 and bogey 3 and between the latter and gearbox 13, provides a minimum of unsprung weight, in contrast to other drive designs.
Drives for electrical vehicles must meet the following requirements: in particular they must:
~ be able to transmit high power and torque;
- permit all components of movement of the wheels of the vehicle, in most cases with only minor restoring forces, - provide a specific amount of torsional resiliency;
for example, they must be capable of ab~orbing stalling-torque : shocks from asynchronous motors, - maintain the best possible angular correctness, this means that when the wheels are deflected by steering, the rotational movement of the motor shaft must be very smalL, - provi.de a minimum of unsprung weight; a minimum of additional mass (motor and drive components) is to be coupled directly to the vehicle wheels.
In addition to the foregoing, the drive ~hould exhibit little wear, should require only simple maintenance, and should require overhaul only at infre~uent intervals. It should be a simple matter to install the motor and the drive in the chassis, and to remove them therefrom~
In one drive means disclosed in the book "Elektrische ~ri~bfahrzeuge", by Karl Sachs, Springer~Verlag, Wien, New York, 2nd. Edition 1973, Vol. 1, pages 438 to 440, more particularly paragraph 3.312 on page 439, the pinion and crown gear are arranged in a two-piece, torsion-resistant gearbox support~d with roller bearings upon the wheel axle. At the pinion end, the gearbox is mounted in two spherical rubber elements concentric with the motor shaft, the said rubber elements being accomo-dated in turn in a forked carrier secured to the bogey.
In the case of another known drive means (loc. cit., page 4~7, more particularly paragraph 3.321) referred to in the relevant literature as rubber-hinge cardan drive - the unit absorbing relative motion between the vehicle and the bogey is built around the wheel axle and consists, in principle, of two central articulated-lever couplings united by means of a hollow shaft. While one element absorbs the torque from the transmission, the other transmits it to the vehicle wheels.
If torsional resiliency i~s required3 one of the articulated-lever couplings is replaced by an annular rubber spring~
Both of these known drive means have given sa-tisfac-tory results in a large number o~ electrical vehicles.
However, the cons-tant increase in drive-power and top speeds, and the simultaneous reduction of the load on rail elements9 requires drives which must satisfy optimally, and in all respects, the requirements mentioned at the beginning hereof~
It is therefore the purpose of the invention to provide a drive means of the type mentioned at the beginning hereof 9 which will be able to meet the above-mentioned re~uire-ments to the fullest possible degree, but which will be simple and economical to build and maintain.
In accordance with the invention, there is provided a drive means for an electrical vehicle, which comprises a motor arranged stationarily in a bogey or main chassis of the vehicle and including a motor sha~t, a transmission supported in a gear-box and including a crown gear and a pinion, the gearbo~ being arrang~d sta-tionarily in the , gey or main chassis, a torsional-~577~
ly resilient coupling connecting the motor shaft to the pinionand a hollow cardan shaft connecting the crown gear to the wheels of the vehicle, wherein the torsionally resilient coupl-ing is a rubber coupling comprising two conical discs with a drive disc therebetween, the conical discs being connected to the motor shaft and the drive disc to the pinion, and rubber elements arranged between the conical discs and the drive disc and vulcanized to both the conical discs and the drive disc.
The design of the drive means according to the inven-tion distributes different functions to different components,as required in an optimal technical layout~ since the coupling arranged between the motor and the transmission provides the necessary torsional resiliency and compensates for any mala-lignment between the motor and the pinion shaft, while the hollow cardan shaft permits three-dimensional movement of the vehicle wheels almost free of restor.ing torque. In addition to this~ the fact that the gearbox is secured to the bogey or main chassis reduces unsprung weight to a minimum.
The ends of the hollow cardan shaft are connected to the crown gear and to the vehicle-wheel axle, preferably through a central articulated-lever coupling. Known components of this kind, disclosed for example in Figs. 4 and 5 of Swiss Patent 436,~69 and in paragraph 3.322 on page 488 of the reference "Elektrische Triebfahrzeuge" mentioned above, tran~fer the entire power-plant torque, they centre the hollow cardan shaft without producing out-of-balance or inertia forces, they permit angular movement of the cardan shaft without producing internal resistance tor~ue, they are sufficiently resilient, axially to compen~ate for assembly inaccuracies, and they also permit lateral movement of the vehicle wheels.
The torsionally resilient coupling between the motor ~ 3 ~
7~
shaft and the pinion is in the form of a rubber coupling, as set forth in paragraph 3.312 on page 439 of the above-mentioned reference.
This coupling consists essentially of two conical discs with a drive disc therebetween, all united resiliently by vulcanizing with rubber. The conical discs are attached to the motor shaft, whereas the drive disc is attached to a flange ',', ~
~ ~3a-~3S775 at the end of the pinion shaft. The resiliency of this ru~ber coupling may be varied over a wide ranye by the choice of the mixture from which the rubber element is made and of the geometry of the said elemen-t. Torsional resiliency may also be adjusted by means of suitable clamping elements which press the two conical discs together. Since both the motor and the gearbox are secured stationarily in the bogey or main chassis of the vehicle, the rubber coupling is subjected to scarcely any additional deformation. However, the said coupling com-pensates, in a simple manner, for malalignment between themotor and pinion shafts and provides the necessary torsional resiliency between the motor and the crown gear.
The invention is explained hereinafter in greater detail, in conjunction with the example of embodiment illustrated in the drawing attached hereto.
In this drawing, a motor 1 having a shaft 2 is secured to bogey 3. Secured to motor shaft 2 is a rubber coupling 4 consisting of two conical discs 5 and 6 with a drive disc 7 therebetween. Annular rubber elements 8 and 9 are vulcanized to the opposing surfaces of the said conical discs and to both sides of the drive disc. Discs 5 and 6 are held together by clamping means, e.g. bolts, not shown in detail but indicatPd by pairs o~ arrows 10 and 11. Drive disc 7 is secured to the ~langed end 12 of the shaft of a pinion 14 mounted in a torsion-resistant gearbox 13 secured to bogey 3. Pinion 14 meshes with a-crown gear 15 also mounted in gearbox 13. Bearings 16 and 17 for pinion 14 and crown gear 15 are illustrated only diagram-matically in the drawing. Crown gear 15 is connected, by a first articulated-lever coupling 18, to one end of hollow cardan shaft 20 surrounding wheel axle 19, the other end of the said cardan 7~
shaft being connected, through a second articulated-lever coupling 21, to the hub of vehicle wheel 22.
Rubber coupling 4 provides a torsionally resilient connection between motor shaft 2 and pinion 14. It also serves to provide a considerable amount of torque-pulsation damping and to compensate for any malalignment between motor shaft 2 and the shaft of pinion 14. Hollow cardan shaft 20, with its articulated-lever couplings 18 and 21 centred at both ends, which connects crown gear 15 and wheel axle 19, allows for three-dimensional movement of the vehicle wheels almost free of any restoring force~
In the drive means according to the invention, in contrast to existing drives, the components providing torsional resiliency and guidance for the vehicle wheels are separated from each other structurally and spatially, thus making it possible for the dimensions of each component to be adapted to the functions it performs.
The rigid connection between motor 1 and bogey 3 and between the latter and gearbox 13, provides a minimum of unsprung weight, in contrast to other drive designs.
Claims (4)
1. A drive means for an electrical vehicle, which com-prises a motor arranged stationarily in a bogey or main chas-sis of the vehicle and including a motor shaft, a transmission supported in a gearbox and including a crown gear and a pi-nion, the gearbox being arranged stationarily in the bogey or main chassis, a torsionally resilient coupling connecting the motor shaft to the pinion and a hollow cardan shaft con-necting the crown gear to the wheels of the vehicle, wherein the torsionally resilient coupling is a rubber coupling com-prising two conical discs with a drive disc therebetween, the conical discs being connected to the motor shaft and the drive disc to the pinion, and rubber elements arranged between the conical discs and the drive disc and vulcanized to both the conical discs and the drive disc.
2. A drive means according to claim 1, wherein the hollow cardan shaft is connected to the crown gear and to the dri-ving wheel of the vehicle by means of torsion-resistant cou-plings.
3. A drive means according to claim 2, wherein the torsion-resistant couplings are centered articulated-lever couplings.
4. A drive means according to claim 1, wherein the rub-ber coupling includes adjustable clamping means for pressing the two conical discs together, thereby to provide the desi-red torsional resiliency.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CH703078A CH630570A5 (en) | 1978-06-28 | 1978-06-28 | Drive device for an electrical power unit |
| CH7030/78 | 1978-06-28 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1105775A true CA1105775A (en) | 1981-07-28 |
Family
ID=4318832
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA326,650A Expired CA1105775A (en) | 1978-06-28 | 1979-04-30 | Drive means for an electrical vehicle |
Country Status (7)
| Country | Link |
|---|---|
| AT (1) | AT360586B (en) |
| BE (1) | BE877276A (en) |
| BR (1) | BR7904042A (en) |
| CA (1) | CA1105775A (en) |
| CH (1) | CH630570A5 (en) |
| DE (2) | DE7821728U1 (en) |
| NO (1) | NO151403C (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE9216772U1 (en) * | 1992-12-10 | 1994-04-14 | Siemens Ag | Drive unit |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE483882C (en) * | 1929-10-07 | Linke Hofmann Busch Werke A G | Single axle drive for electric locomotives | |
| DE1253524B (en) * | 1964-09-12 | 1967-11-02 | Bbc Brown Boveri & Cie | Universal joint coupling |
-
1978
- 1978-06-28 CH CH703078A patent/CH630570A5/en not_active IP Right Cessation
- 1978-07-20 DE DE19787821728U patent/DE7821728U1/en not_active Expired
- 1978-07-20 DE DE19782831884 patent/DE2831884A1/en not_active Ceased
-
1979
- 1979-03-19 AT AT204579A patent/AT360586B/en not_active IP Right Cessation
- 1979-04-30 CA CA326,650A patent/CA1105775A/en not_active Expired
- 1979-06-25 NO NO792128A patent/NO151403C/en unknown
- 1979-06-26 BR BR7904042A patent/BR7904042A/en not_active IP Right Cessation
- 1979-06-26 BE BE0/195964A patent/BE877276A/en not_active IP Right Cessation
Also Published As
| Publication number | Publication date |
|---|---|
| NO792128L (en) | 1980-01-02 |
| DE7821728U1 (en) | 1980-04-03 |
| NO151403B (en) | 1984-12-27 |
| CH630570A5 (en) | 1982-06-30 |
| DE2831884A1 (en) | 1980-01-10 |
| AT360586B (en) | 1981-01-26 |
| BR7904042A (en) | 1980-03-11 |
| BE877276A (en) | 1979-10-15 |
| NO151403C (en) | 1987-06-17 |
| ATA204579A (en) | 1980-06-15 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US8453774B2 (en) | In-wheel motor system for a steering wheel | |
| US7766110B2 (en) | Vehicle having in-wheel motors | |
| US3408830A (en) | Torsion drive assembly | |
| EP0698540B1 (en) | Driven running gear for railway vehicles | |
| US3347333A (en) | Powered vehicle wheel | |
| US4278028A (en) | Resilient railway truck articulated shaft housing | |
| US20200239044A1 (en) | Bogie for a railway vehicle and associated railway vehicle | |
| US6817771B2 (en) | Center bearing tuned absorber | |
| CA1105775A (en) | Drive means for an electrical vehicle | |
| KR960004706B1 (en) | Bogie for rail vehicles | |
| US4146104A (en) | Drive assembly | |
| US4398468A (en) | Railway propulsion system suspension | |
| US4249627A (en) | Chassis and suspension arrangement for motor vehicles | |
| CN109849589B (en) | Electric automobile rear drive structure with integral drive rear axle | |
| US7614467B2 (en) | In-wheel motor system having damping mechanism | |
| Geuenich et al. | The dynamics of fiber composite bogies with creep-controlled wheelsets | |
| US4515573A (en) | Differential coupling | |
| US6253686B1 (en) | Power puller motor bogie | |
| US3858525A (en) | Traction motor housing suspension | |
| GB2147084A (en) | Improved double-joint transmission device | |
| JP3399777B2 (en) | Railcar bogie | |
| JPH1019739A (en) | Chassis dynamometer and drum moving mechanism therefor | |
| CN218505847U (en) | Drive axle device and vehicle comprising same | |
| CN108995481B (en) | Central integrated integral sprung electric drive axle | |
| JP3463259B2 (en) | Vehicle drive |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| MKEX | Expiry |