EP0163612A2 - Kraftübertragungssystem für Motordrehgestelle von Eisenbahnfahrzeugen und damit ausgerüstete Fahrzeuge - Google Patents
Kraftübertragungssystem für Motordrehgestelle von Eisenbahnfahrzeugen und damit ausgerüstete Fahrzeuge Download PDFInfo
- Publication number
- EP0163612A2 EP0163612A2 EP85830058A EP85830058A EP0163612A2 EP 0163612 A2 EP0163612 A2 EP 0163612A2 EP 85830058 A EP85830058 A EP 85830058A EP 85830058 A EP85830058 A EP 85830058A EP 0163612 A2 EP0163612 A2 EP 0163612A2
- Authority
- EP
- European Patent Office
- Prior art keywords
- coupling
- output member
- teeth
- barrel
- drive motor
- 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.)
- Granted
Links
- 230000005540 biological transmission Effects 0.000 title claims abstract description 28
- 230000008878 coupling Effects 0.000 claims abstract description 36
- 238000010168 coupling process Methods 0.000 claims abstract description 36
- 238000005859 coupling reaction Methods 0.000 claims abstract description 36
- 230000033001 locomotion Effects 0.000 claims abstract description 24
- 230000000452 restraining effect Effects 0.000 claims description 7
- 230000010355 oscillation Effects 0.000 claims description 5
- 230000000694 effects Effects 0.000 description 6
- 230000006835 compression Effects 0.000 description 2
- 238000007906 compression Methods 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 238000009434 installation Methods 0.000 description 2
- 230000001050 lubricating effect Effects 0.000 description 2
- 230000003071 parasitic effect Effects 0.000 description 2
- 238000005096 rolling process Methods 0.000 description 2
- 230000002411 adverse Effects 0.000 description 1
- 230000000295 complement effect Effects 0.000 description 1
- 230000000670 limiting effect Effects 0.000 description 1
- 230000003137 locomotive effect Effects 0.000 description 1
- 238000005461 lubrication Methods 0.000 description 1
- 230000002829 reductive effect Effects 0.000 description 1
- 230000003068 static effect Effects 0.000 description 1
Images
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
- B61C9/52—Transmission systems in or for locomotives or motor railcars with electric motor propulsion with transmission shafts at an angle to the driving axles
-
- 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
- B61C9/08—Transmission systems in or for locomotives or motor railcars with IC reciprocating piston engines
- B61C9/26—Transmission systems in or for locomotives or motor railcars with IC reciprocating piston engines with transmission shafts at an angle to the driving axles
-
- 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
Definitions
- the present invention relates generally to railway vehicles with motor-bogies with a pair of spaced-apart driving axles rotated by at least one drive motor through transmission means between the drive motor and each driving axle.
- the invention concerns railway vehicles of the type defined above, in which the or each drive motor is supported by the body of the vehicle and is therefore independent of and not coupled to the respective bogie.
- the object of the present invention is precisely that of avoiding these disadvantages, by providing a transmission system for railway vehicles of the type defined initially, which is capable of ensuring a noticeably greater degree of relative movement between the motors and axles compared to conventional transmission means, ensuring at the same time a drastic reduction in the weight which affects the motion of the bogies and a significant facilitation of the installation of the motors and the changing of the gear ratios.
- this object is achieved by means of a transmission system for motor-bogies of railway vehicles, having a pair of spaced-apart driving axles, at least one drive motor supported in such a way that it is not coupled to the bogie, and transmission means between the drive motor and each driving axle, the main characteristic of which lies in the fact that the transmission means include a coupling with barrel-shaped teeth, which connects each driving axle to the drive motor and is capable of allowing relative movement of each of the driving axles with respect to the drive motor.
- the coupling with barrel-shaped teeth includes, for each of the driving axles, first and second couplings with barrel-shaped teeth arranged in series, of which the second is capable of allowing relative movements of the driving axles with respect to the drive motor of a degree greater than a threshold value corresponding to the maximum degree of movement allowed by the first coupling.
- the transmission system according to the invention is capable of allowing angles and relative movements of a significant degree between the axles and motor, and permits the following important advantages to be achieved compared with conventional solutions:
- the transmission system according to the invention gives the bogie in which it is used considerable stability, above all laterally, at the same time reducing the "rail aggressiveness" of the vehicle.
- the coupling with barrel-shaped teeth includes for each of the driving axles:
- the structure of the bogie 10 supports a pair of spaced-apart axles comprising respective driving axles 14, 16 driven by an electric drive motor 22 through two drive-shafts 18, 20.
- the motor 22 is supported by the body 12 and is therefore not coupled to the bogie 10, and drives the two drive-shafts 18, 20 by means of a transmission system, generally indicated 24 in Figure 1.
- the transmission system 24 comprises a coupling 26 contained in a lubricating casing 28 out of which the two drive-shafts 18, 20 project through seals, and driven in rotation by means of a gear wheel 30 forming part of a reduction gear incorporated in the casing 28 and driven by the shaft of the drive motor 22.
- the axis of rotation of the wheel 30 is parallel to the longitudinal axis L of the bogie 10.
- the coupling 26 includes an annular input member 32 supported rotatably by the casing 28 about an axis B parallel to the axis of rotation A of the toothed wheel 30 by means of rolling bearings 29.
- the input member 32 has an external ring gear 34 meshing with the gear wheel 30, and a pair of axially spaced internal gears 36, 38. Between each of the sets of teeth 36, 38 and the external body of the input member 32, is defined a lateral annular stop surface 40, 42 the function of which will be explained below.
- Two intermediate rotary members 44, 46 each comprise a disc-like part 47, 48 carrying an annular part 50, 52 concentric on 0,0' with a respective internal gear 36, 38 of the input member 32.
- Each annular part 50, 62 has an external ring gear 54, 56 with barrel-shaped teeth which mesh with the internal gears 36, 38 of the input member 32 in such a way as to define a respective first coupling 58, 56 with barrel-shaped teeth.
- Each annular element 50, 52 also has an internal gear 62, 64 and is provided, on its end opposite the respective disc 47, 48, with an annular member 66, 68 forming respective stops 70, 72 for cooperating with the stop surfaces 40 and 42 in the manner explained in what follows.
- the disc parts 47 and 48 of the two rotary input members 44 and 46 have central coupling parts 74, 76 with spherical surfaces, which are articulated together by an articulated coupling of known type, for example an Oldham coupling 78, which will not be described in these details for the sake of brevity.
- Two rotary output members 80, 82 are coupled for rotation with the two drive-shafts 18, 20 respectively.
- Each output member 80, 82 comprises a disc-like part 84, 86 forming an internally threaded hub 88, 90 and an externally splined hub with a conical surface 92, 94 facing the respective drive-shaft 18, 20.
- each rotary output member 80, 82 has an external ring gear 96, 98 with barrel-shaped teeth which meshes with the internal gear 62, 64 of the respective intermediate rotary member 44, 46 in such a way as to define a respective second coupling 100, 102 with barrel-shaped teeth.
- gears 36, 54, 62 and 96 on the one hand, and the gears 38, 56, 64 and 98 on the other hand, that is, the first and second couplings 58, 100 and 60, 102 with barrel-shaped teeth, are arranged concentrically on 0 and 0' repsectively.
- each rotary output member 80, 82 is coupled axially to the corresponding intermediate rotary member 44, 46 by means of a respective ring centred on 0, 0' and formed by a respective series of angularly spaced-apart, elastically yielding restraining units 104, 106.
- the unit 104 illustrated in Figure 3 comprises a tubular guide element 108 inserted slidably in an axial hole 110 formed in the output member 80 between the external hub part 92 and the ring gear 96.
- the hole 110 has an intermediate part of larger diameter 112 with which an external annular rebate 114 of the guide element 108 corresponds.
- a helical compression spring 116 which coaxially surrounds the guide element 114 is inserted in the part 112 and its ends bear against washers 118, 120 the radially internal portions of which bear against the guide element 114 and the radially external portions of which bear against the ends of the widened part 112 of the hole 110 on the output member 80.
- the spring 116 biasses the tubular guide element 108 into a centered position relative to a diametral median plane of the hole 110.
- each push rod 112, 124 is formed by telescopically-engaged external and internal parts, 126,130 and 128, 132 respectively, having ends with spherical surfaces 134, 136 and 138, 140 arranged in sliding contact with corresponding bearing members with spherical surfaces 142, 144 and 146, 148 carried respectively by the intermediate rotary member 44 and the tubular guide element 108.
- the bearing elements 142 and 144 are carried respectively by the annular element 66 and by the disc-like part 47 of the intermediate rotary member 44, while the elements 146 and 148 are fitted in correspondence with the central part of the cavity in the guide element 108.
- the spherical bearing surfaces 134, 138 and 136, 140 of the push rods 122 and 124 are concave, while the complementary spherical bearing surfaces of the elements 142, 144 and 146, 148 are convex.
- the correct contact pressure between these surfaces is ensured by means of compression springs 150, 152 interposed axially between the parts 126, 128 and 130, 132 of the two push rods 122 and 124.
- each of the drive shafts 18, 20 has, at its end 18a, 20a within the casing 28, a splined end part with a conical surface 154, 156 engaged in the splined hub 92, 94 of the respective output member 80, 82.
- the ends 18a,20a are hollow and house respective axiar screws 158 160 which are screwed into the internal hubs 88, 90 and urge the ends 18a, 20a towards the disc-like parts 84, 86 of the output members 80, 82 through resilient members 162, 164.
- the opposite ends of the drive-shafts 18, 20 are connected to the driving axles 14, 16 through two conventional connections including toothed couplings, not illustrated.
- the couplings 58, 100 and 60, 102 with barrel-shaped teeth each constitute a double coupling with barrel-shaped teeth for the transmission of drive from the drive motor 22 to the respective driving axle 14, 16, thus allowing the necessary angular and axial movement between these axles and the motor supported by the body 12 of the vehicle.
- Figure 4 illustrates the system in static conditions, or in the configuration in which the axis H of the drive-shaft 18 or the output member 80 is aligned with the axis B of the input member 32.
- the contact points P 1 between the gears 36 and 54 of the first connection 58 and P 2 between the gears 62 and 96 of the second connection 100 are arranged. on a common plane passing through the centre 0 and perpendicular to the axis B. In this position, the respective lateral stop surfaces 40 and 70 of the input member 32 and the intermediate member 44 are spaced from each other.
- FIG. 7 and 8 This configuration is illustrated in Figures 7 and 8, in which the respective drive motors are indicated 22, 23 and drive the shaft 18 and the shaft 20 respectively through a single central unit 25.
- the unit 25 is substantially similar to the unit 24 described above, and differs therefrom only in that the input member 32 is divided and is thus constituted by two separate internal ring gears each actuated by a respective motor 22, 23.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Gear Transmission (AREA)
- Control Of Electric Motors In General (AREA)
- Lubrication Of Internal Combustion Engines (AREA)
- Auxiliary Drives, Propulsion Controls, And Safety Devices (AREA)
- Automobile Manufacture Line, Endless Track Vehicle, Trailer (AREA)
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
AT85830058T ATE53968T1 (de) | 1984-05-29 | 1985-03-06 | Kraftuebertragungssystem fuer motordrehgestelle von eisenbahnfahrzeugen und damit ausgeruestete fahrzeuge. |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
IT67546/84A IT1179695B (it) | 1984-05-29 | 1984-05-29 | Dispositivo di trasmissione per carrelli motori di veicoli ferroviari e veicolo ferroviario utilizzante tale dispositivo di trasmissione |
IT6754684 | 1984-05-29 |
Publications (3)
Publication Number | Publication Date |
---|---|
EP0163612A2 true EP0163612A2 (de) | 1985-12-04 |
EP0163612A3 EP0163612A3 (en) | 1987-10-14 |
EP0163612B1 EP0163612B1 (de) | 1990-06-20 |
Family
ID=11303331
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP85830058A Expired - Lifetime EP0163612B1 (de) | 1984-05-29 | 1985-03-06 | Kraftübertragungssystem für Motordrehgestelle von Eisenbahnfahrzeugen und damit ausgerüstete Fahrzeuge |
Country Status (4)
Country | Link |
---|---|
EP (1) | EP0163612B1 (de) |
AT (1) | ATE53968T1 (de) |
DE (1) | DE3578326D1 (de) |
IT (1) | IT1179695B (de) |
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE19719746C1 (de) * | 1997-05-09 | 1998-08-20 | Siemens Ag | Antriebseinheit für Schienenfahrzeuge |
EP0878368A1 (de) | 1997-05-09 | 1998-11-18 | Siemens Aktiengesellschaft | Antriebseinheit für Schienenfahrzeuge |
DE19739127A1 (de) * | 1997-09-06 | 1999-03-11 | Zahnradfabrik Friedrichshafen | Getriebe mit abtriebsseitiger Abschaltung |
Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US3408954A (en) * | 1965-02-16 | 1968-11-05 | Rheinstahl Henschel Ag | Driving mechanism for a railway truck |
US3673814A (en) * | 1970-11-16 | 1972-07-04 | Koppers Co Inc | Gear type coupling |
EP0025410A1 (de) * | 1979-09-07 | 1981-03-18 | Siemens Aktiengesellschaft | Schienengebundenes elektrisches Triebfahrzeug |
-
1984
- 1984-05-29 IT IT67546/84A patent/IT1179695B/it active
-
1985
- 1985-03-06 DE DE8585830058T patent/DE3578326D1/de not_active Expired - Fee Related
- 1985-03-06 AT AT85830058T patent/ATE53968T1/de not_active IP Right Cessation
- 1985-03-06 EP EP85830058A patent/EP0163612B1/de not_active Expired - Lifetime
Patent Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US3408954A (en) * | 1965-02-16 | 1968-11-05 | Rheinstahl Henschel Ag | Driving mechanism for a railway truck |
US3673814A (en) * | 1970-11-16 | 1972-07-04 | Koppers Co Inc | Gear type coupling |
EP0025410A1 (de) * | 1979-09-07 | 1981-03-18 | Siemens Aktiengesellschaft | Schienengebundenes elektrisches Triebfahrzeug |
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE19719746C1 (de) * | 1997-05-09 | 1998-08-20 | Siemens Ag | Antriebseinheit für Schienenfahrzeuge |
EP0878368A1 (de) | 1997-05-09 | 1998-11-18 | Siemens Aktiengesellschaft | Antriebseinheit für Schienenfahrzeuge |
DE19739127A1 (de) * | 1997-09-06 | 1999-03-11 | Zahnradfabrik Friedrichshafen | Getriebe mit abtriebsseitiger Abschaltung |
Also Published As
Publication number | Publication date |
---|---|
IT8467546A1 (it) | 1985-11-29 |
IT1179695B (it) | 1987-09-16 |
ATE53968T1 (de) | 1990-07-15 |
EP0163612B1 (de) | 1990-06-20 |
EP0163612A3 (en) | 1987-10-14 |
IT8467546A0 (it) | 1984-05-29 |
DE3578326D1 (de) | 1990-07-26 |
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