CN104632918B

CN104632918B - Double-torsional coupling for a rail vehicle and method for assembling a double-torsional coupling

Info

Publication number: CN104632918B
Application number: CN201410642581.9A
Authority: CN
Inventors: 马库斯·施特罗贝尔; 克里斯托夫·扎赫尔; 西蒙·普罗布斯特; 约阿希姆·罗特尔; 沃尔夫冈·斯帕恩
Original assignee: ZF Friedrichshafen AG
Current assignee: ZF Friedrichshafen AG
Priority date: 2013-11-08
Filing date: 2014-11-07
Publication date: 2022-06-14
Anticipated expiration: 2034-11-07
Also published as: DE102013222753A1; CN204387144U; CN104632918A

Abstract

The invention relates to a double-torque coupling for a rail vehicle and to a method for assembling a double-torque coupling. A dual-torsional coupling (1) for connecting two axle ends, in particular for use on the drive side in rail vehicles, having: a) a first torsional coupler (20), b) a second torsional coupler (30), and c) an intermediate body (40) which connects the first torsional coupler (20) and the second torsional coupler (30). The intermediate body (40) is formed from at least one first partial body (41) and at least one second partial body (42). The first and second elastic connecting elements (22, 32) are each embodied as an integral flexible coupling disk. The invention further relates to a drive train having such a dual-torsional coupling and to a method for assembling a dual-torsional coupling in a partially spring-damped drive train arranged on the drive side of a rail vehicle.

Description

Double-torsional coupling for a rail vehicle and method for assembling a double-torsional coupling

Technical Field

The invention relates to a dual-torsional coupling for a rail vehicle, to a drive train having such a dual-torsional coupling, and to a method for assembling a dual-torsional coupling.

Background

The non-switchable elastic double-torsion coupling, in addition to causing a torque to be transmitted from one shaft to the other, also causes compensation to be made in the event of axial, radial and angular offset of the two shaft ends to be connected to one another. Vibration and noise damping of shafts to be connected to one another can also be achieved by such a double torsional coupling. Such a dual-torsional coupling can be used, for example, in a partially spring-damped drive train of a rail vehicle. Here, the drive, for example an electric motor, is suspended on a spring-loaded bogie, while the subsequent gearbox in the power flow is embodied as a shaft-mounted gearbox. In this case, the axle-mounted gearbox is supported on one side directly on the associated axle without spring loading, and on the other side on the bogie via a torque support.

DE 102012002660 a1 describes a resilient dual-torque coupling for rail vehicles, which is particularly suitable for incorporation into the drive train of a rail vehicle. The present invention relates to a dual-torque coupling, in particular for what is known as a drive-side installation in a drive train. Here, the drive-side installation means that the coupling is mounted between the output shaft of the drive and the input shaft of the shaft-mounted gearbox. At this point, the rotational speed of the shafts to be connected to one another is very high and the available installation space is relatively short. This results in the double-torque coupling being very time-consuming to install and remove, since, for example, in addition to the double-torque coupling, other components of the drive train, such as the drive and/or the shaft-mounted gearbox with the gear train shaft, have to be removed. This is particularly difficult to assemble, often because of the offset between the output shaft of the drive and the input shaft of the shaft-mounted gearbox, which is caused partly by the construction and partly by manufacturing tolerances on the bogie, on the drive and/or on the gearbox.

Disclosure of Invention

The object of the present invention is to provide a dual torsional coupling for a rail vehicle and a corresponding drive train, as described above, which can be assembled in a simple manner. Furthermore, a method for the simple assembly of a dual-torque coupling in the drive train mentioned is to be specified.

The object of the invention is achieved by a dual-torsional coupling for a rail vehicle according to the invention, a drive train according to the invention and a method according to the invention. Advantageous developments are accordingly claimed.

The invention relates to a double-torque coupling for connecting two axle ends, in particular for use on the drive side in rail vehicles, having:

a) a first torsional coupling, the first torsional coupling itself having:

aa) a first connecting flange for connection to a torque-generating drive,

ab) at least one first resilient connecting element which is connected at one side thereof to a first connecting flange,

b) a second torsional coupler having:

ba) a second connection flange for connection to a driven shaft or the like,

bb) at least one second elastic connecting element which is connected on one side thereof to a second connecting flange, and

c) an intermediate body connecting the first torsion coupler and the second torsion coupler and to which the other sides of the elastic connection members are connected, respectively,

it is characterized in that the preparation method is characterized in that,

d) the intermediate body is formed from at least one first partial body and at least one second partial body which are detachably connected to one another and which are connected to one another

e) The first and second elastic connecting elements are each embodied as an integral flexible coupling disk,

wherein the first and second sub-bodies are each configured as a flat screw flange.

In particular, the two-part intermediate body and the integrally formed flexible coupling disk facilitate the assembly of the dual-torque coupling. The two-part intermediate body makes it possible to implement an assembly sequence of the double-torque coupling, in which first the first and the second torque couplings are individually mounted on the respectively associated axle ends and in which two individual torque couplings are combined and connected to one another only after the mounting of the drive and the gearbox in the bogie of the rail vehicle, by screwing the two partial bodies of the intermediate body to one another, for example.

The integrally formed flexible coupling disk can be handled more simply than a plurality of individual webs known from the prior art during assembly. Furthermore, the flexible coupling disk, which is embodied in one piece, can be embodied in an axially shorter manner than an elastic connecting element, which is embodied in multiple pieces, for example with a plurality of individual webs. Such a one-piece flexible coupling disk is preferably of annular design. In this context, the term unitary is synonymous with one-piece.

The terms "connected" and "connection" in the case of a dual-torque coupling are to be understood as meaning that a torque-transmitting, at least approximately rotationally fixed (verdrehfest) connection is produced or present between the components to be connected. This can occur, for example, in that two components to be connected to one another are screwed to one another.

The screw flange is a connection which is reliable in operation and at the same time can be easily separated. A flat screw flange is to be understood in particular as a screw flange which has a greater dimension in the radial direction than in the axial direction. The dimension of the flat screw flange in the radial direction is at least twice its dimension in the axial direction. The flat design of the screw flange makes it possible to realize a double-torque coupling with a very small dimension in the axial direction. This is advantageous because little installation space is generally available for the drive train in the rail vehicle. In particular, in order to incorporate a partially spring-damped drive train on the drive side, i.e., between the drive and the shaft-mounted gearbox, a coupling is required which, although it is possible to compensate for the large axial and radial offset between the shaft ends to be connected, at the same time requires only little installation space in the axial direction. Known double-torque couplings for other applications usually have a tubular intermediate body extending in the axial direction, as a result of which a large dimension in the axial direction is obtained, so that such couplings are not suitable for use in a partially spring-loaded drive train of a rail vehicle on the drive side.

Although the flat construction of the first and second partial body has the described advantages, there is also the possibility of arranging a spacer element between the two partial bodies. In this way, the installation width of the dual torsional coupling in the axial direction can be variably adapted to different installation spaces in the drive train using the same partial body. In other words, identical flat partial bodies can be used advantageously in different drive-train systems, in that the axial dimension of the double-torque coupling is adapted to the installation space predefined by the respective drive-train system by means of a spacer element between the two partial bodies. For this purpose, for example, spacer plates, spacer disks or spacer rings can be used.

According to a further preferred embodiment, at least one of the two connecting flanges has an interference fit hub for fastening to the respective shaft end to be connected. This connection of the connection flange to the associated shaft end can be carried out without any loss of the above-mentioned definition of the connection in such a way that the connection is separated from a specific maximum torque and thus an overload protection is achieved.

In order to ensure simple assembly and long-lasting operation, the first and second elastic connecting elements preferably each have a fastening bushing with a fastening bore running through in the axial direction in order to connect the connecting element to the respectively associated connecting flange and to the respectively associated partial body. The elastic connecting elements can be connected to the elements to be connected in each case by means of a fastening screw which is guided through the fastening bushing.

Preferably, the first and second segments and the first and second connecting flanges each have a bearing bush on which the clamping bush is supported. In this case, the fastening screw is guided through the bearing bushing, and the bearing bushing and the fastening screw are arranged at least partially inside the fastening bushing. The bearing bush can be rigidly connected to the associated connecting flange or to the associated separate body. The bearing bush can be pressed, for example, into the respectively associated connecting flange or into the partial body, in order to thereby ensure the transmission of force from or to the elastic connecting element via the fastening bush of the elastic connecting element. The bearing of the clamping bushing on the bearing bushing can be implemented as a sliding bearing, so that no additional lubricant and/or maintenance is required.

Alternatively to the mounting of the clamping bushing on the bearing bushing, the clamping screws can be embodied as mating screws (Passschraube), which interact directly with the clamping bushing. The bearing bushing can be discarded in this embodiment. Thus, the slide bearing is configured between the mating faces of the fastening screw and the mating screw.

The invention also includes a drive train for a rail vehicle having a drive and a shaft-mounted gearbox. The output shaft of the drive is connected to the input shaft of the shaft-mounted gearbox via the double torsional coupling. In such a drive train, the shaft-mounted gearbox is preferably mounted so as to be pivotable about an axis of rotation of an axle associated with the shaft-mounted gearbox. The pivotability of the shaft-mounted gearbox makes it possible to connect two individual torque couplings to one another in a simple manner as a final step in the assembly of the drive train. To this end, the shaft-mounted gearbox is pivoted from the assembly position into the operating position. A torque support is preferably provided in the drive train, which torque support connects the gearbox housing of the shaft-mounted gearbox to the bogie or the vehicle frame of the rail vehicle in the operating position. In an advantageous manner, no additional effort is required to arrange the axle-mounted gearbox pivotably in the bogie, since it can be pivoted about the axis of rotation of the associated axle only if the torque support pertaining to the known axle-mounted gearbox in the conventional arrangement is removed on at least one side.

Furthermore, a method for assembling a dual-torsional coupling in a drive-side, partially spring-damped drive train of a rail vehicle according to the invention is also claimed, wherein the dual-torsional coupling comprises the following:

a) a first torque coupler, the first torque coupler itself having:

aa) a first connecting flange for connection to a torque-generating drive,

b) a second torsional coupler having:

ba) a second connection flange for connection to a driven shaft or the like,

c) a central body composed of at least one first and one second partial body, which connects the first torsion coupler with the second torsion

The coupling is connected and the other sides of the elastic connection elements are respectively connected with the intermediate body.

The method is characterized by the following method steps,

x) providing the drive train preassembled in the bogie in an assembly position in which the shaft-mounted gearbox is pivoted out of an operating position relative to the drive, wherein the connection flange, the elastic connection element and the split body are respectively assembled on the shaft end of the output shaft of the drive and on the input shaft of the shaft-mounted gearbox,

y) pivoting the shaft-mounted gearbox from the assembly position into an operating position in which the shaft end on the output side of the output shaft of the drive is arranged at least substantially coaxially with the shaft end on the drive side of the input shaft of the gearbox, and

z) connecting the first body to the second body,

In other words, the drive and the shaft-mounted gearbox are preassembled with the respectively associated individual torsional couplings and are mounted with the two preassembled torsional couplings to the bogie or the gear train. The torsional couplings here each comprise a connecting flange, an elastic connecting element and a partial body. In this case, each individual torsional coupling forms a coupling half of a dual-torsional coupling. Here, the drive is already installed in its operating position, while the shaft-mounted gearbox is first installed in the pivoted-out assembly position in order thereafter to be pivoted into the operating position in accordance with the method according to the invention.

In the case of the provision of a drive train preassembled in the bogie in the assembly position according to method step x), two individual torsional couplings or coupling halves can be preassembled in any desired sequence on the respective associated axle ends.

In method step z), the connection of the first partial body to the second partial body also comprises a method step in which one or more spacers or damping elements can be inserted between the two partial bodies.

Alternatively, however, the drive and the shaft-mounted gearbox can also be mounted to the bogie or the gear train without pre-assembled coupling parts, and the respective coupling parts can be assembled to the installed drive and the installed gearbox. For this purpose, it is necessary for the drive-side shaft end of the input shaft of the gearbox to be pivoted in the assembled position at least to such an extent relative to the output-side shaft end of the output shaft of the drive that the coupling part mentioned can be mounted on the associated shaft end.

The expression in method step y) that the output-side shaft end of the output shaft of the drive is arranged at least approximately coaxially with the drive-side shaft end of the input shaft of the gearbox clearly states that the two shaft ends are not usually arranged exactly coaxially with one another, but only have to be arranged side by side so close that the subsequent connection in method step z) can be made. The maximum deviation of the exact coaxial orientation of the two shaft ends is also dependent on the elastic properties of the double torsional coupling and is compensated by its ability to compensate for radial and angular offsets between the shaft ends to be connected.

In a further method step, which can be carried out before or after the above-mentioned method step z), a force-transmitting connection between the gearbox housing of the shaft-mounted gearbox and the bogie or the vehicle frame of the rail vehicle is established. This is usually achieved by fastening the torque brackets of the opposite bogie supporting gearbox housing on both sides. In the case of the described method step x) in which a preassembled drive train is provided, such a torque support can advantageously be connected or already connected to the gearbox housing or to the bogie at one of its two ends.

In a further preferred embodiment of the method, it is provided that method step x) comprises fastening the connecting flange, the elastic connecting element and the partial body to the respective associated shaft end, the fastening process having the following partial steps:

x1) to fasten the first connecting flange on the output-side shaft end of the output shaft of the drive,

x2) connecting the first resilient connecting element with the first body,

x3) to fasten the first elastic connecting element together with the first sub-body to the first connecting flange,

x4) is fastened on the drive-side shaft end of the input shaft of the gearbox,

x5) connecting a second elastic connecting element with the second body,

x6) to secure the second resilient connecting element and the second body to the second connecting flange.

According to a further preferred embodiment of the method, the first and second connection flanges are fastened in an interference fit on the respective shaft end in steps x1) and x4) with a hydraulic assistance. For this purpose, the respective connecting flange is seated with its coaxially formed interference fit hub on the inner circumference on the associated shaft end which is conically formed in a mating manner. Pressure between the shaft end and the interference fit hub is established using a hydraulic assist mechanism, whereby the interference fit hub expands slightly. The connecting flange can thereby be moved on the shaft end into a predetermined operating position. Subsequently, the hydraulic pressure is again released and the connecting flange is firmly seated on the associated shaft end in the operating position. Corresponding methods and auxiliary mechanisms are well known from the prior art.

The first and second elastic connecting elements are preferably embodied as flexible coupling disks in one piece with the clamping bushings, respectively, so that the two elastic connecting elements can be connected to the associated connecting flange by means of a first clamping screw and to the associated sub-body by means of a second clamping screw in the sub-steps x2), x3), x5) and x6) via their clamping bushings. For this purpose, the first and second fastening screws are preferably guided through the fastening bushes for connecting the respective connecting elements and are screwed to the respective connecting flange or to the respective sub-assembly to be connected.

The disassembly of the double-torque coupling may be performed in the reverse order.

Connecting the first component to the second component in method step z) preferably comprises the following substeps:

z1) centering two perforated disks with each other, wherein the perforated disks are respectively formed in the first and second partial bodies for screwing the two partial bodies to each other, and

z2) is screwed with the first sub-body and the second sub-body by matching screws.

To center the two porous discs with respect to each other, a suitable assembly tool, such as a centering spindle, may be used. Thus, it is also possible to simply compensate for a vertical offset between the output shaft of the drive and the input shaft of the shaft-mounted gearbox, which may be present during assembly.

Drawings

The invention and other advantages are described in detail below with reference to the accompanying drawings. In the drawings:

fig. 1 shows a double-torsional coupling according to the invention in a sectional view;

FIG. 2 shows a section of the drive train according to the invention in the assembled position;

FIG. 3 illustrates the powertrain system of FIG. 2 in a top view in an operational position; and is

Fig. 4 shows the drive train of fig. 2 in the operating position, viewed in the direction of travel.

Detailed Description

The dual torsional coupling according to the invention shown in fig. 1 is essentially formed by two

torsional couplings

20 and 30, so that each of the two

torsional couplings

20, 30 forms a coupling half of the dual torsional coupling 1. The two coupling halves or

torsional couplings

20 and 30 are connected to one another by a two-part intermediate body 40.

The first torque coupling 20 itself has a first connecting flange 21, by means of which it can be connected to a torque-generating drive, for example an electric motor. The first connecting flange 21 is connected to one side of a first elastic connecting element 22. For this purpose, the first elastic connecting element 22 is screwed to the first connecting flange by means of a plurality of fastening screws 24 arranged distributed around the circumference of the connecting element 22. For this purpose, the fastening screws 24 are each guided through a bearing bush 27 pressed into the connecting flange 21. The bearing bush 27 is in turn arranged in a fastening bush 23 arranged coaxially therewith. The fastening bush 23 is part of the first elastic connecting element 22. Between the bearing bush 27 and the fastening bush 23, a slide bearing is thus formed which provides the first elastic connecting element 22 with a certain freedom of movement relative to the first connecting flange 21.

Bearing bush 27 can also be dispensed with if fastening screw 24 is alternatively embodied as a mating screw, so that fastening bush 23 bears directly on the mating face of the associated mating screw. This also applies correspondingly to the connection between the elastic connecting

element

22 or 32 and the respectively associated connecting

flange

21 or 31 or the

partial body

41 or 42, which is described below.

The first partial body 41 of the central body 40 is arranged on the side of the first elastic connecting element 22 facing away from the first connecting flange 21. The first sub-body 41 is connected to the other side of the first elastic connecting member 22. For this purpose, the first elastic connecting element 22 is screwed to the first part-body 41 by means of a plurality of fastening screws 25 arranged distributed around the circumference of the first connecting element 22. For this purpose, the fastening screws 25 are each guided through a bearing bush 28 pressed into the first part 41. Bearing bushing 28 is part of first body 41. The bearing bush 28 is in turn arranged in a fastening bush 23 arranged coaxially therewith. The fastening bush 23 is part of the first elastic connecting element 22. Between the bearing bush 28 and the fastening bush 23, a plain bearing is therefore formed which provides the first elastic connecting element 22 with a certain freedom of movement relative to the first partial body 41.

Bearing bush 28 can also be dispensed with if fastening screw 25 is alternatively embodied as a mating screw, so that fastening bush 23 bears directly on the mating face of the associated mating screw.

The second torsional coupling 30 itself has a second connecting flange 31, via which the second torsional coupling 30 can be connected to a driven shaft. The second connecting flange 31 is connected to one side of the second elastic connecting member 32. For this purpose, the second elastic connecting element 32 is screwed to the second connecting flange by means of a plurality of fastening screws 34 arranged distributed around the circumference of the second connecting element 32. For this purpose, the fastening screws 34 are each guided through a bearing bush 37 pressed into the connecting flange 31. The bearing bush 37 is in turn arranged in a fastening bush 33 arranged coaxially therewith. The fastening bush 33 is part of the second elastic connecting element 32. Between the bearing bush 37 and the fastening bush 33, a slide bearing is thus formed which provides the second elastic connecting element 32 with a certain freedom of movement relative to the second connecting flange 31.

The bearing bush 37 can also be dispensed with if the fastening screw 34 is alternatively embodied as a mating screw, so that the fastening bush 33 bears directly on the mating face of the associated mating screw.

The second section 42 of the central body 40 is arranged on the side of the second elastic connecting element 32 facing away from the second connecting flange 31. The second body 42 is connected to the other side of the second elastic connection member 32. For this purpose, the second elastic connecting element 32 is screwed to the second section 42 by means of a plurality of fastening screws 35 arranged distributed around the circumference of the second connecting element 32. For this purpose, the fastening screws 35 are each passed through a bearing bush 38 pressed into the second part 42. Thus, the bearing bushing 38 is a component of the second section 42. Furthermore, a bearing bush 38 is arranged in the fastening bush 33 arranged coaxially therewith. The fastening bush 33 is part of the second elastic connecting element 32. Between the bearing bushing 38 and the fastening bushing 33, a slide bearing is thus constructed which provides the second elastic connecting element 32 with a certain freedom of movement relative to the second body 42.

The bearing bush 38 can also be dispensed with if the fastening screw 35 is alternatively embodied as a mating screw, so that the fastening bush 33 bears directly on the mating face of the associated mating screw.

The first and second

partial bodies

41, 42 are each designed as flat screw flanges. The dimension of the flat screw flange in the radial direction is approximately twice its dimension in the axial direction. The flat design of the screw flange makes it possible to realize a double-torque coupling 1 with a very small dimension in the axial direction. The

separate bodies

41 and 42 are releasably connected to each other and together form the intermediate body 40. The two

separate bodies

41 and 42 are screwed to each other by means of a plurality of mating screws 43. To this end, a plurality of mating screws 43 are arranged distributed at least approximately at the same distance around the circumference of the central body 40.

The two connecting

flanges

21 and 31 have interference

fit bosses

29 and 39 for rotationally fixedly connecting the connecting

flange

21 or 31 to the associated shaft end. These interference

fit bosses

29, 39 have a conical inner circumferential surface with which the interference

fit bosses

29, 39 are firmly seated in the fitted state on the shaft ends of conical design which cooperate therewith.

The fastening points, each formed by the

fastening bushes

23, 33 and the bearing

bushes

27, 28, 37, 38 and the fastening screws 24, 25, 34, 35, are arranged at the same distance from one another on the respective annular elastic connecting

element

22 or 32. In this case, fastening points for connecting the elastic connecting

element

22 or 32 to the associated connecting

flange

21 or 31 and fastening points for connecting the elastic connecting

element

22 or 32 to the associated

partial body

41 or 42 are arranged alternately in the circumferential direction. The first and second torsional couplings each have, for example, three fastening points for connecting the elastic connecting

element

22 or 32 to the associated connecting

flange

21 or 31 and three fastening points for connecting the elastic connecting

element

22 or 32 to the associated

partial body

41 or 42. The respective annular elastic connecting element therefore has six

fastening bushes

23 and 33 distributed over its circumference, which are arranged offset from one another by an angle of 60 °. Correspondingly, each of the connecting

flanges

21 and 31 has three bearing

bushes

27 and 37, respectively, and each of the two

partial bodies

41 and 42 has three bearing

bushes

28 and 38, respectively.

The first and second elastic connecting

elements

22 and 32 are each designed as an annular, one-piece, flexible coupling disk. The two flexible coupling discs each have an elastomer and a wire harness (Fadenpaket) embedded therein. The wire harness is wound around at least two

fastening bushes

23, 33, respectively. For supporting the wire harness, flange sleeves are provided in the elastomer body, one of these flange sleeves being arranged in each case in the two end regions of each

fastening bushing

23, 33. This design of the elastic connecting

elements

22 and 32 ensures, while being highly elastic, the required robustness and long service life for the high torques to be transmitted, so that large axial and radial deflections between the shaft ends to be connected can be compensated. The two annular elastic connecting

elements

22 and 32 are dimensioned such that they can be arranged radially outside the respective associated connecting

flange

21 or 31. In other words, the

connection flanges

21 and 31 are arranged at least partially within the elastic connecting

elements

22 and 32 arranged coaxially therewith, so that additional axial installation space is saved thereby and the double-torque coupling 1 has a very short dimension in the axial direction.

Fig. 2 to 4 show a drive train according to the invention. The drive train comprises a drive 2, a double-torque coupling 1 with its two

coupling halves

20 and 30, and a shaft-mounted gearbox 3 supported on an axle 4, which rotates about its rotational axis 6 during driving operation.

Fig. 2 shows the drive train in the installation position. In this assembly position, the shaft-mounted gearbox 3 is pivoted out of its operating position about the axis of rotation 6, so that the output shaft 26 of the drive 1 and the input shaft 36 of the gearbox 3 are no longer arranged coaxially but parallel. In this assembly position, the drive train is provided in the described method step x) before the shaft-mounted gearbox 3 is pivoted from the assembly position into the operating position in method step y).

The torque support 7, which in the operating position connects the gearbox housing 9 of the shaft-mounted gearbox 3 to the bogie 8 of the rail vehicle, is not connected to the bogie 8 in the assembly position shown in fig. 2.

The

torsional coupling

20 or 30 is preassembled as a coupling half of the dual-torsional coupling 1 on the free shaft ends of the output shaft 26 and the input shaft 36, respectively. In this case, each of the two preassembled coupling halves comprises a connecting

flange

21 or 31, an elastic connecting

element

22 or 32 and a

partial body

41 or 42.

Fig. 3 and 4 show the drive train in an operating position in which the output shaft 26 and the input shaft 36 are arranged coaxially with respect to one another. The two coupling halves of the double torsional coupling 1 are connected to one another in such a way that the two

partial bodies

41 and 42 are screwed to one another, so that the drive torque of the drive 2 can be transmitted via the double torsional coupling 1 and via the shaft-mounted gearbox 3 to the axle 4 and the rail wheel 5. The mating screw 43 for screwing the two

partial bodies

41 and 42 to one another is not shown in the simplified illustration of fig. 3 and 4.

That is to say, fig. 3 and 4 show the drive train after carrying out the above-described method steps y) and z), i.e. the shaft-mounted gearbox 3 has been pivoted from the assembly position into the operating position in method step y), and the two

partial bodies

41 and 42 are then connected or screwed to one another in method step z).

The shaft-mounted gearbox 3 is supported in the operating position on a bogie 8 by means of a torque support 7. The torque support 7 serves primarily to accommodate the drive torque transmitted by the drive 2 to the shaft-mounted gearbox 3 via the double-torsional coupling 1.

Fig. 3 furthermore shows a rotational axis 44 of the output shaft 26 of the drive 2, which rotational axis 44 is arranged substantially parallel to the rotational axis 6 of the axle 4. Ideally in theory, the axis of rotation 44 of the output shaft 26 simultaneously forms the axis of rotation of the input shaft 36 of the shaft-mounted gearbox 3. In practice, however, this is at most a short time during driving operation. Firstly, the output shaft 26 of the drive has already been vertically offset relative to the input shaft 36 of the shaft-mounted gearbox 3 during assembly, this offset being partly caused by the construction and partly by manufacturing tolerances on the bogie, on the drive and/or on the gearbox. Secondly, a further axial, radial and/or angular offset between the output shaft 26 and the input shaft 36 is obtained by the relative movement of the shaft-mounted gearbox 3 relative to the drive 2 fastened to the bogie 8, in particular during driving operation. The mentioned relative movement is obtained in particular by the spring movement which occurs on the up-and-down bouncing (Ein-und Ausfedern) of the non-spring-loaded axle 4 relative to the spring-loaded bogie 8 and which is at least partially experienced together by the axle-mounted gearbox 3.

The described double torsional coupling 1 makes it possible to compensate for the described offset between the output shaft 26 and the input shaft 36 and nevertheless reliably transmit a drive torque. The two flexible coupling planes of the double-torque coupling 1 ensure that the bearing forces acting on the associated bearings in the drive 2 and the shaft-mounted gearbox 3, which are caused by the deflection of the shaft ends, are minimized.

List of reference numerals

1 double-torsion coupler

2 driver

3-shaft gear box

4 axle

5 railway wheel

6 axis of rotation

7 torque support

8 bogie

9 Gear case shell

20 first torque coupler

21 first connecting flange

22 first elastic connecting element

23 fastening bush

24 first fastening screw

25 second fastening screw

26 output shaft

27 bearing bush

28 bearing bush

29 interference fit wheel hub

30 second torsion coupler

31 second connecting flange

32 second elastic connecting element

33 fastening bush

34 first fastening screw

35 second fastening screw

36 input shaft

37 bearing bush

38 bearing bush

39 interference fit hub

40 intermediate

41 first component

42 second body

43 fitting screw

44 axis of rotation

Claims

1. A double-torsional coupling (1) for connecting two shaft ends, having:

a) a first torque coupler (20) having itself:

aa) a first connecting flange (21) for connection to a torque-generating drive (2),

ab) at least one first elastic connecting element (22) which is connected on one side thereof to the first connecting flange (21),

b) a second torsional coupling (30) which itself has:

ba) a second connecting flange (31) for connection to a driven shaft,

bb) at least one second elastic connecting element (32) which is connected on one side thereof to the second connecting flange (31), and

c) an intermediate body (40) which connects the first torsional coupling (20) to the second torsional coupling (30) and to which the other sides of the elastic connecting elements (22, 32) are each connected,

wherein the content of the first and second substances,

d) the central body (40) is formed by at least one first partial body (41) and at least one second partial body (42), which can be detachably connected to each other,

characterized in that the first and second partial bodies (41, 42) are each designed as flat screw flanges and

e) the first and second elastic connecting elements (22, 32) are each embodied as a one-piece elastic body with a wire harness embedded therein,

wherein the first and second elastic connecting elements (22, 32) each have a fastening bushing (23, 33) with a fastening hole running through in the axial direction for connecting the connecting element (22, 32) to the respective associated connecting flange (21, 31) and to the respective associated partial body (41, 42), and wherein the first and second elastic connecting elements (22, 32) each have a fastening bushing (23, 33) with a fastening hole running through in the axial direction, and wherein the fastening bushings are connected to the respective associated connecting flange (21, 31) and to the respective associated partial body (41, 42), and wherein the fastening bushings are connected to the respective elastic connecting element (22, 32)

Providing flange sleeves in the elastomer body, which are arranged in each case in the two end regions of each fastener bushing on the radial outside of the fastener bushing,

the first and second partial bodies (41, 42) and the first and second connecting flanges (21, 31) each have a bearing bushing (27, 28, 37, 38) on which the fastening bushing (23, 33) is supported.

2. The dual-torsional coupling according to claim 1, characterized in that at least one of the two connecting flanges (21, 31) has an interference fit hub for fastening on the respective shaft end to be connected.

3. The dual torsional coupling of claim 1, wherein the dual torsional coupling is for use on a drive side in a rail vehicle.

4. A drive train for a rail vehicle, having a drive (2) and a shaft-mounted gearbox (3), characterized in that,

the output shaft (26) of the driver (2) is connectable with the input shaft (36) of the shaft-mounted gearbox (3) by means of a dual-torsional coupling (1) according to any of the preceding claims.

5. A drive train according to claim 4, characterized in that the shaft-mounted gearbox (3) is supported in a pivotable manner about a rotational axis (6) of an axle (4) assigned to the shaft-mounted gearbox (3).

6. A powertrain system according to claim 5, characterised in that the gearbox housing (9) of the shaft-mounted gearbox (3) is connected in the operating position with a torque bracket (7) to a bogie (8) or a vehicle frame of the rail vehicle.

7. Method for assembling a dual-torsional coupling (1) in a drive-side, partially spring-damped drive train of a rail vehicle, wherein the dual-torsional coupling comprises the following:

a) a first torque coupler (20) having itself:

b) a second torsional coupling (30) which itself has:

ba) a second connecting flange (31) for connection to a driven shaft,

c) a central body (40) consisting of at least one first partial body (41) and at least one second partial body (42), which connects the first torsional coupling (20) to the second torsional coupling (30) and to which the other sides of the elastic connecting elements (22, 32) are each connected,

which is characterized by the following method steps,

x) providing a drive train preassembled in the bogie (8) in an assembly position in which the shaft-mounted gearbox (3) is pivoted out of an operating position relative to the drive (2), wherein the connection flanges (21, 31), the elastic connection elements (22, 32) and the partial bodies (41, 42) are respectively assembled on the shaft end of the output shaft (26) of the drive (2) and on the input shaft (36) of the shaft-mounted gearbox (3),

y) pivoting the shaft-mounted gearbox (3) from a mounting position into an operating position in which an output-side shaft end of the output shaft (26) of the drive (2) is arranged at least approximately coaxially with a drive-side shaft end of the input shaft (36) of the gearbox (3), and

z) connecting the first partial body (41) to the second partial body (42),

wherein the first and second partial bodies (41, 42) are each designed as flat screw flanges, and wherein the first and second elastic connecting elements (22, 32) are each embodied as a one-piece elastomer body with a wire harness embedded therein,

method step x) comprises fastening the connecting flange (21, 31), the elastic connecting element (22, 32) and the partial body (41, 42) to the associated shaft end (26, 36), respectively, with the following partial steps:

x1) fastening the first connecting flange (21) on the output-side shaft end of the output shaft (26) of the drive (2),

x2) connecting the first elastic connecting element (22) with the first partial body (41),

x3) fastening the first elastic connecting element (22) together with the first partial body (41) on the first connecting flange (21),

x4) fastening the second connecting flange (31) on the drive-side shaft end of the input shaft (36) of the gearbox (3),

x5) connecting the second elastic connecting element (32) with the second body section (42),

x6) fastening the second elastic connecting element (32) and the second section (42) to the second connecting flange (31),

the first and second elastic connecting elements (22, 32) are each embodied as a flexible coupling disk which is integral with a fastening bushing (23, 33), the first and second partial bodies (41, 42) and the first and second connecting flanges (21, 31) each have a bearing bushing (27, 37), the bearing bushings (27, 37) being introduced into the fastening bushings (23, 33) of the two elastic connecting elements (22, 32) in the partial steps x2, x3), x5 and x6), and the two elastic connecting elements (22, 32) being fastened to the associated connecting flange (21, 31) by means of first fastening screws (24, 34) and to the associated partial body (41, 42) by means of second fastening screws (25, 35).

8. Method according to claim 7, characterized in that a force-transmitting connection between the gearbox housing (9) of the shaft-mounted gearbox (3) and the bogie (8) or the vehicle frame of the rail vehicle is established before or after the method step z).

9. Method according to claim 7, characterized in that the first and second connection flanges (21, 31) are fastened on the respective shaft ends in an interference fit in steps x1) and x4) with a hydraulic assistance mechanism.

10. Method according to claim 7 or 8, characterized in that method step z) comprises the following substeps:

z1) centering two perforated disks with each other, wherein perforated disks are respectively formed in the first and second partial bodies (41, 42) for screwing the two partial bodies (41, 42) to each other,

z2) is screwed with the first sub-body (41) and the second sub-body (42) by a matching screw (43).