EP0043887B1 - Dispositif de traction à deux essieux pour véhicules ferroviaires - Google Patents

Dispositif de traction à deux essieux pour véhicules ferroviaires Download PDF

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Publication number
EP0043887B1
EP0043887B1 EP81100681A EP81100681A EP0043887B1 EP 0043887 B1 EP0043887 B1 EP 0043887B1 EP 81100681 A EP81100681 A EP 81100681A EP 81100681 A EP81100681 A EP 81100681A EP 0043887 B1 EP0043887 B1 EP 0043887B1
Authority
EP
European Patent Office
Prior art keywords
arms
pins
rubber
axle
coupling 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
Application number
EP81100681A
Other languages
German (de)
English (en)
Other versions
EP0043887A1 (fr
Inventor
Johann Eichinger
Franz Parzl
Wolfgang Schulz
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Gleason Hurth Tooling GmbH
Original Assignee
Carl Hurth Maschinen und Zahnradfabrik GmbH and Co
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Carl Hurth Maschinen und Zahnradfabrik GmbH and Co filed Critical Carl Hurth Maschinen und Zahnradfabrik GmbH and Co
Priority to AT81100681T priority Critical patent/ATE13030T1/de
Publication of EP0043887A1 publication Critical patent/EP0043887A1/fr
Application granted granted Critical
Publication of EP0043887B1 publication Critical patent/EP0043887B1/fr
Expired legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F3/00—Types of bogies
    • B61F3/02—Types of bogies with more than one axle
    • B61F3/04—Types of bogies with more than one axle with driven axles or wheels
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C9/00—Locomotives or motor railcars characterised by the type of transmission system used; Transmission systems specially adapted for locomotives or motor railcars
    • B61C9/38—Transmission systems in or for locomotives or motor railcars with electric motor propulsion
    • B61C9/48—Transmission systems in or for locomotives or motor railcars with electric motor propulsion with motors supported on vehicle frames and driving axles, e.g. axle or nose suspension
    • B61C9/50—Transmission systems in or for locomotives or motor railcars with electric motor propulsion with motors supported on vehicle frames and driving axles, e.g. axle or nose suspension in bogies

Definitions

  • the invention relates to a double-axle drive for bogies of rail vehicles, in which the motor lying with its axis in the longitudinal direction of the vehicle between the wheelset axles drives the wheel sets via a bevel gear flanged to its two end faces, each bevel gear on the output side essentially concentrically surrounding the respective axles axis Has hollow shaft, which is connected at both ends by an elastic coupling to the axle of the wheelset, and the entire drive unit is supported on the two axles via the four couplings.
  • Such drives which are also referred to as levitation drives, have been known for a long time.
  • DE-C-838 452 relates to a drive of the type described, in which the elastic coupling is formed from a rubber disk surrounding the axle of the wheelset, which has a disk-shaped flange attached to the hollow shaft on one end face and a one on the other end face is attached to the wheel set axle disc-shaped flange, for example by vulcanizing.
  • rubber when rubber is used here and in the following, it also means comparable plastics and similar properties.
  • All double-axle drives of the type described at the outset are characterized in that the elastic couplings not only have to transmit the torque, but also have to absorb the reaction torque of the motor and have to bear the entire weight of the drive unit in a resilient manner.
  • the rubber is predominantly subjected to thrust by the weight and the inertial forces occurring during driving operation, in a plane that is perpendicular to the axle of the wheelset.
  • the rubber washer In order not to let the drive unit sag too much with respect to the axle of the wheelset, the rubber washer must be relatively narrow and hard. However, this increases the negative effects of the shear stress and further worsens the spring action in the transverse direction, i.e. in the direction of the axle of the wheelset.
  • Another very significant disadvantage is that when the rubber disks have to be replaced, the wheels have to be pulled off the axles.
  • the invention is therefore based on the object of creating a double-axle drive of the type described at the outset, which does not have the disadvantages mentioned, that is to say is easy to manufacture and maintain, and the rubber elements of which are subjected to little or no shear stress.
  • the object is achieved with a design for the elastic couplings of the drive in accordance with the characterizing feature of claim 1 or claim 2.
  • these designs it is possible to design the rubber elements largely optimally with regard to their spring characteristics.
  • the cross-sectional shape of the rubber blocks with a ring-section-shaped or V-shaped cross-section can be largely varied in order to achieve the axial spring stiffness desired in the respective application.
  • a clutch according to the characterizing feature of claim 1 or claim 2 requires less installation space than a clutch with cylindrical rubber bushings, which requires a relatively wide installation space, which is not always available.
  • the rubber blocks with a V-shaped cross section do not require any additional protection against lateral migration due to the positive connection with the pins and arms. Therefore, the embodiment according to claim 1 will generally be preferable to that of claim 2. At least three rubber elements are required for each clutch for a balanced operating behavior; since the rubber is not on thrust if possible should be stressed, there should be no less than six rubber elements for each clutch.
  • the rubber blocks with an annular section-shaped or with a V-shaped cross-section can only be preloaded when installed.
  • the installation is facilitated and an additional device is avoided if the mutually associated contact surfaces on the pin and on the arms are arranged inclined to each other by a relatively small angle and the rubber elements are wedge-shaped with the same angle. This achieves a uniform deformation and thus a uniform tension in the rubber in the event of axis misalignments, as well as a precisely definable pre-tensioning of the rubber elements during assembly, without the need to use tools.
  • a fixation of the rubber elements in the radial direction is advantageously carried out according to claim 6 with cover plates which are placed on the peripheral surfaces of the pins and arms and fastened there.
  • an angular gear is flanged on both sides, the housing of which is designated by 2.
  • the power transmission from the motor 1 to the pinion shaft 4 of the transmission takes place to compensate for manufacturing-related angular deviations and axis misalignments between the motor and the transmission via a suitable coupling 3, e.g. a tooth coupling.
  • the pinion shaft 4 is in engagement with a ring gear 5, which is non-rotatably mounted on a hollow shaft 6, e.g. by screwing and pinning to a flange-shaped extension of the hollow shaft.
  • the hollow shaft 6 is rotatably but not axially displaceably mounted in the housing 2 by known and therefore not shown means.
  • the hollow shaft protrudes from the housing on both sides to the extent that it can accommodate first coupling halves 11 of flexible couplings 7, 8 in a rotationally fixed and axially non-displaceable manner. Details of this clutch will be described later.
  • Associated second coupling halves are seated on a wheelset axle 9, also in a rotationally fixed and axially non-displaceable manner. This wheelset axle is guided through the hollow shaft 6 and carries drive wheels 10 of the rail vehicle at its ends.
  • FIGS. 2, 3 and 4 Details of the couplings 7, 8 are shown in FIGS. 2, 3 and 4.
  • a first coupling half 11 is rotatably and axially not displaceably applied, for example with a press fit.
  • Pins 12 project radially outward from their hub.
  • the hub and the pins are shown in one piece in the example, but the pins can also be inserted and fastened individually in the hub.
  • rubber blocks 32 With their inner lateral surfaces 33, rubber blocks 32, which have cross-sectional cross sections, are arranged in pairs on the pins 12. With their outer lateral surfaces 34 they rest on correspondingly rounded surfaces 35 which belong to the arms of a second coupling half 19.
  • This embodiment is shown in Fig. 1 for all clutches and in Fig. 2 for the left clutch.
  • the pins 12 can also be arranged on the second coupling half 19 and the first coupling half 11 has the arms 20.
  • This variant is shown in Fig. 2 on the right clutch.
  • the second coupling halves 19 are non-rotatably and axially non-displaceably applied to the axle 9, for example with a press fit.
  • First and second coupling halves 11, 19 are essentially rotationally symmetrical parts which are arranged axially to one another.
  • the pins 12 and the arms 20 which extend radially outward from the second coupling half 19 lie alternately one behind the other.
  • At least three pairs of such star-shaped rubber blocks 32 are required so as not to allow a large part of the weight of the drive unit and the mass acceleration during driving to act on the rubber elements as thrust loads.
  • a shear load leads to the rubber becoming detached from the metal parts and to a rapid destruction of the rubber elements themselves.
  • at least six pairs of rubber blocks per coupling 7, 8 are used.
  • Cover plates 28 are placed on the outer circumferential surfaces of the pins 12 and holding pieces 27 are placed on the arms 20, which are held with screws 30, 31. The means required to secure the screws against unscrewing, e.g. Tab washers are known and therefore not drawn. On the cover plates 28 laterally pulled strips 39 prevent the rubber blocks from migrating sideways.
  • the rubber blocks 32 each consist of an inner and an outer metal part 36, 37 and a rubber part 38 vulcanized in between.
  • the inner and the outer jacket surface are coaxial.
  • the two lateral surfaces can also have different centers of curvature.
  • the material properties and dimensions are adapted to the respective operating conditions, as is the profile of the rubber ring in the cutting plane shown, which e.g. can be rectangular or arched. or double slant or the like. May have boundary lines.
  • FIGS. 5 and 6 A further embodiment of the rubber elements is shown in FIGS. 5 and 6, specifically the rubber blocks 40, which are also arranged in pairs, have a V-shaped cross section. They each consist of an inner, middle and outer metal part 41, 42, 43 with vulcanized rubber parts 44, 45 between them.
  • the inner surfaces 46 of the two V-legs rest on correspondingly shaped surfaces 48 of the pins 12 and the outer surfaces 47 on correspondingly shaped surfaces 49 of the arms 20.
  • cover plates 28, 29 are placed, which are held by screws 30, 31.
  • the means required to secure the screws against unscrewing, e.g. Tab washers are known and therefore not drawn.
  • the opening angle ⁇ between the legs can be varied and / or the metal parts 41, 42, 43 each have different opening angles ⁇ .
  • the middle metal part 42 can also be omitted and only one rubber part can be present, similar to FIG. 4.
  • a middle metal part can of course also be present in the example according to FIG. 4.
  • the inner (41) and the outer metal part 43 protrude into correspondingly shaped grooves 50, 51 in the cover plates 28, 29. This prevents the rubber blocks 40, if the preload should drop to zero in exceptional operating conditions, e.g. by centrifugal force, are brought out of their normal installation position.
  • the surfaces 48 and 49 are inclined at an angle a to one another.
  • the rubber blocks are also wedge-shaped by the angle a. With this measure, the rubber blocks can be easily installed in the radial direction and the required pretension can be applied without complicated devices, only with the cover plates 28, 29 or comparable auxiliary parts.
  • the amount of preload is determined by the oversize of the rubber blocks 40 compared to the distance between the surfaces. 48 and the areas 49 determined. Both masses can be taken into account in the production according to the desired preload. What is said here about the angle a and the pretension as well as before about the grooves in the cover plates also applies in the same sense to the previously described rubber blocks 32 with a cross-section in the form of an annular section.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Vibration Prevention Devices (AREA)
  • Automatic Cycles, And Cycles In General (AREA)
  • Plural Heterocyclic Compounds (AREA)
  • Preliminary Treatment Of Fibers (AREA)
  • Intermediate Stations On Conveyors (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Springs (AREA)
  • Retarders (AREA)

Claims (6)

1. Dispositif d'entraînement à deux essieux pour châssis tournant de véhicules ferroviaires, avec un agrégat de mécanisme à moteur s'appuyant sur les essieux de roues (9), consistant en un moteur d'entraînement (1) monté entre les essieux (9) avec son axe en direction longitudinale du véhicule et un engrenage angulaire (4, 5) monté par bride sur chaque côté frontal du moteur, chacun de ces engrenages angulaires (4, 5) présentant du côté sortie un arbre creux (6) entourant essentiellement concentriquement l'essieu de roues respectif (9), et dont chaque extrémité est accouplée par un accouplement élastique (7, 8; 7', 8'), consistant en une moitié d'accouplement (11, 21) disposée sur l'arbre creux (6), et une moitié d'accouplement (19, 26) disposée sur l'essieu (9), reliée à la première moitié par des éléments en caoutchouc, de telle sorte que plusieurs de ces moitiés d'accouplement (11, 19) s'étendant radialement vers l'extérieur et des tourillons (12) reliés rigidement à celles-ci, et également plusieurs bras (20) s'étendant radialement vers l'extérieur à partir des autres moitiés d'accouplement (19, 11) soient disposés l'un derrière l'autre alternativement en direction du pourtour, et entre lesquels les éléments en caoutchouc (32, 40) soient montés avec tension préalable, dispositif caractérisé en ce que les éléments en caoutchouc sont des blocs de caoutchouc (40) à section transversale en forme de V qui sont orientés par paire en directions opposées, qui sont appliqués, avec les surfaces intérieures (46). de leurs deux branches, contre des surfaces intérieures (46) de leurs deux branches, contre des surfaces (48) de forme correspondante des tourillons (12) de l'une des moitiés d'accouplement (11, 19), et, avec les surfaces extérieures (47) de leurs deux branches, contre des surfaces de forme correspondante (49) des bras (20) des autres moitiés d'accouplement (19, 11).
2. Dispositif d'entraînement à double essieu pour châssis tournant de véhicules ferroviaires, avec un agrégat de mécanisme à moteur s'appuyant sur les essieux de roues (9), consistant en un moteur d'entraînement (1) monté entre les essieux (9) avec son axe en direction longitudinale du véhicule et un engrenage angulaire (4, 5) monté par bride sur chaque côté frontal du moteur, chacun de ces engrenages angulaires (4, 5) présentant du côté sortie un arbre creux (6) entourant essentiellement concentriquement t'essieu de roues respectif (9), et dont chaque extrémité est accouplée par un accouplement élastique (7, 8; 7', 8'), consistant en une moitié d'accouplement (11, 21) disposée sur l'arbre creux (6), et une moitié d'accouplement (19, 26) disposée sur l'essieu (9), reliée à la première moitié par des éléments en caoutchouc, de telle sorte que plusieurs de ces moitiés d'accouplement (11, 19) s'étendant radialement vers l'extérieur et des tourillons (12) reliés rigidement à celles-ci, et également plusieurs bras (20) s'étendant radialement vers l'extérieur à partir des autres moitiés d'accouplement (19, 11) soient disposés l'un derrière l'autre alternativement en direction du pourtour, et entre lesquels les éléments de caoutchouc (32, 40) soient montés avec tension préalable, caractérisé en ce que les éléments en caoutchouc sont des blocs de caoutchouc (32) orientés par paire en directions opposées, avec une section transversale en forme de portion d'anneau circulaire, dont les surfaces enveloppes (33) intérieures sont appliquées contre les surfaces de forme convexe correspondante des tourillons (12) de l'une des moitiés d'accouplement (11, 19), et dont leurs surfaces enveloppes extérieures (34) sont appliquées contre des surfaces (35) de forme concave correspondante des bras (20) des autres moitiés d'accouplement (19, 11).
3. Dispositif d'entraînement à double essieu suivant l'une des revendications 1 ou 2, caractérisé en ce que les surfaces d'application qui sont affectées, d'une part, aux tourillons (12) et d'autre part, aux bras (20) sont inclinées l'une par rapport à l'autre suivant un angle (a).
4. Dispositif d'entraînement suivant l'une des revendications 1 ou 2, caractérisé en ce que les éléments en caoutchouc (32, 40) sont constitués chacun par une pièce en caoutchouc vulcanisée entre deux pièces métalliques, ce telle sorte que la réception ainsi que l'application des éléments en caoutchouc (32, 40) contre les tourillons (12) et contre les bras (20) s'effectuent par l'intermédiaire des pièces métalliques.
5. Dispositif d'entraînement suivant l'une des revendications 1 ou 2, caractérisé en ce que les éléments en caoutchouc (40) sont constitués chacun par deux ou plusieurs pièces en caoutchouc vulcanisées entre deux pièces métalliques (41, 43), auquel cas une pièce métallique commune (42) est vulcanisée entre des pièces de caoutchouc voisines (44, 45) et la réception aiasi que l'application des éléments en caoutchouc (40) contre les tourillons (12) et les bras (20) s'effectuent par l'intermédiaire des pièces métalliques.
6. Dispositif d'entraînement suivant l'une des revendications 1 ou 2, caractérisé en ce que les éléments en caoutchouc (32, 40) sont maintenus radialement par les plaques de recouvrement (28, 29) ou analogues qui sont montées sur les surfaces de pourtour des tourillons (12) et des bras (20) et qui font saillie, au moins en partie, au-delà des éléments en caoutchouc.
EP81100681A 1980-07-15 1981-01-30 Dispositif de traction à deux essieux pour véhicules ferroviaires Expired EP0043887B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT81100681T ATE13030T1 (de) 1980-07-15 1981-01-30 Doppelachsantrieb fuer drehgestelle von schienenfahrzeugen.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3026756 1980-07-15
DE19803026756 DE3026756A1 (de) 1980-07-15 1980-07-15 Doppelachsantrib fuer drehgestelle von schienenfahrzeugen

Publications (2)

Publication Number Publication Date
EP0043887A1 EP0043887A1 (fr) 1982-01-20
EP0043887B1 true EP0043887B1 (fr) 1985-05-02

Family

ID=6107230

Family Applications (1)

Application Number Title Priority Date Filing Date
EP81100681A Expired EP0043887B1 (fr) 1980-07-15 1981-01-30 Dispositif de traction à deux essieux pour véhicules ferroviaires

Country Status (6)

Country Link
US (1) US4409904A (fr)
EP (1) EP0043887B1 (fr)
AT (1) ATE13030T1 (fr)
AU (1) AU6956681A (fr)
CA (1) CA1170911A (fr)
DE (2) DE3026756A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3843496C1 (fr) * 1988-12-23 1990-04-26 Carl Hurth Maschinen- Und Zahnradfabrik Gmbh & Co, 8000 Muenchen, De

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AU584010B2 (en) * 1987-05-14 1989-05-11 Mitsubishi Denki Kabushiki Kaisha Running gear for electric rolling stock
DE3733567C1 (de) * 1987-10-03 1989-04-27 Hurth Masch Zahnrad Carl Getriebegehaeuse mit einer Lagerung fuer eine mindestens ein Zahnrad tragende Welle
GB9803627D0 (en) * 1998-02-20 1998-04-15 Vickers Shipbuilding & Eng Flexible coupling
JP3725492B2 (ja) * 2002-05-29 2005-12-14 川崎重工業株式会社 圧縮型弾性継手装置
DE202005008758U1 (de) * 2005-06-02 2006-10-12 Voith Turbo Gmbh & Co. Kg Antriebseinheit zum Antrieb mindestens einer Radantriebswelle, insbesondere einer Radsatzwelle
CN206171481U (zh) * 2013-09-09 2017-05-17 庞巴迪运输有限公司 限定纵向方向、横向方向和高度方向的轨道车辆的走行部及轨道车辆
EP3199418A1 (fr) * 2016-01-26 2017-08-02 Siemens Aktiengesellschaft Entrainement d'essieu double
CN115455551B (zh) * 2022-10-18 2023-04-21 中铁二十一局集团电务电化工程有限公司 铁路接触网软横跨数据处理方法、设备和存储介质

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CH279158A (de) * 1950-03-17 1951-11-15 Bbc Brown Boveri & Cie Einzelachsantrieb für elektrisch betriebene Fahrzeuge.
DE838452C (de) * 1949-12-06 1952-05-08 Duesseldorfer Waggonfabrik Ag Elektrischer Antrieb fuer zweiachsige Strassenbahn-Triebgestelle, deren Radsaetze von nur einem auf den Radsaetzen gelagerten Motor ueber fest am Motor gelagerte Winkelgetriebe angetrieben werden
DE2245329A1 (de) * 1972-09-15 1974-03-21 Rheinstahl Ag Doppelachsantrieb fuer schienenfahrzeuge
DE2756445A1 (de) * 1977-12-17 1979-06-21 Hurth Masch Zahnrad Carl Doppelachsantrieb fuer drehgestelle von schienenfahrzeugen
DE2853839A1 (de) * 1978-12-13 1980-06-19 Hurth Masch Zahnrad Carl Doppelachsantrieb fuer drehgestelle von schienenfahrzeugen

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DE2438088B2 (de) * 1974-08-08 1981-06-04 Brown, Boveri & Cie Ag, 6800 Mannheim Kraftübertragungseinrichtung zwischen Hohlwelle und Treibrad eines elektrischen Schienentriebfahrzeuges
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Publication number Priority date Publication date Assignee Title
DE838452C (de) * 1949-12-06 1952-05-08 Duesseldorfer Waggonfabrik Ag Elektrischer Antrieb fuer zweiachsige Strassenbahn-Triebgestelle, deren Radsaetze von nur einem auf den Radsaetzen gelagerten Motor ueber fest am Motor gelagerte Winkelgetriebe angetrieben werden
CH279158A (de) * 1950-03-17 1951-11-15 Bbc Brown Boveri & Cie Einzelachsantrieb für elektrisch betriebene Fahrzeuge.
DE2245329A1 (de) * 1972-09-15 1974-03-21 Rheinstahl Ag Doppelachsantrieb fuer schienenfahrzeuge
DE2756445A1 (de) * 1977-12-17 1979-06-21 Hurth Masch Zahnrad Carl Doppelachsantrieb fuer drehgestelle von schienenfahrzeugen
DE2853839A1 (de) * 1978-12-13 1980-06-19 Hurth Masch Zahnrad Carl Doppelachsantrieb fuer drehgestelle von schienenfahrzeugen

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3843496C1 (fr) * 1988-12-23 1990-04-26 Carl Hurth Maschinen- Und Zahnradfabrik Gmbh & Co, 8000 Muenchen, De

Also Published As

Publication number Publication date
ATE13030T1 (de) 1985-05-15
AU6956681A (en) 1982-01-21
DE3026756A1 (de) 1982-05-27
DE3170236D1 (en) 1985-06-05
EP0043887A1 (fr) 1982-01-20
CA1170911A (fr) 1984-07-17
US4409904A (en) 1983-10-18

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DE3337695A1 (de) Doppelachsantrieb fuer schienenfahrzeuge

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