EP0163612B1 - Kraftübertragungssystem für Motordrehgestelle von Eisenbahnfahrzeugen und damit ausgerüstete Fahrzeuge - Google Patents

Kraftübertragungssystem für Motordrehgestelle von Eisenbahnfahrzeugen und damit ausgerüstete Fahrzeuge Download PDF

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Publication number
EP0163612B1
EP0163612B1 EP85830058A EP85830058A EP0163612B1 EP 0163612 B1 EP0163612 B1 EP 0163612B1 EP 85830058 A EP85830058 A EP 85830058A EP 85830058 A EP85830058 A EP 85830058A EP 0163612 B1 EP0163612 B1 EP 0163612B1
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EP
European Patent Office
Prior art keywords
output member
coupling
teeth
drive motor
guide element
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 - Lifetime
Application number
EP85830058A
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English (en)
French (fr)
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EP0163612A2 (de
EP0163612A3 (en
Inventor
Oreste Santanera
Ettore Pavese
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.)
Fiat Ferroviaria Savigliano SpA
Original Assignee
Fiat Ferroviaria Savigliano SpA
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Priority to AT85830058T priority Critical patent/ATE53968T1/de
Publication of EP0163612A2 publication Critical patent/EP0163612A2/de
Publication of EP0163612A3 publication Critical patent/EP0163612A3/en
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Publication of EP0163612B1 publication Critical patent/EP0163612B1/de
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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, wherein said at least one motor is supported in such a way that it is not coupled to the bogie.
  • a transmission system of the above-mentioned type is known generally from US-A-3408954.
  • 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 such as defined in the characterizing portion of claim 1.
  • 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 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, 52 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 respectively.
  • 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 axial 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.
  • 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)
  • Auxiliary Drives, Propulsion Controls, And Safety Devices (AREA)
  • Automobile Manufacture Line, Endless Track Vehicle, Trailer (AREA)
  • Lubrication Of Internal Combustion Engines (AREA)
  • Control Of Electric Motors In General (AREA)

Claims (8)

1. Kraftübertragungssystem für Motordrehgestelle (10) von Eisenbahnfahrzeugen (12), das ein Paar von beabstandeten Antriebsachsen (14, 16), zumindest einen Antriebsmotor (22), der so gelagert ist, daß er nicht mit dem Drehgestell (10) gekuppelt ist, sowie eine Kraftübertragungseinrichtung (24, 25) zwischen dem Antriebsmotor (22) und jeder Antriebsachse (14, 16) besitzt, dadurch gekennzeichnet, daß die Kraftübertragungseinrichtung eine Kupplung (26) mit faßartigen Zähnen aufweist, die jede Antriebsachse (14, 16) mit dem Antriebsmotor (22) verbindet und eine Relativbewegung jeder Antriebsachse (14, 16) zum Antriebsmotor (22) zuläßt, wobei die Kupplung (26) für jede Antriebsachse (14, 16) aufweist:
ein ringförmiges, rotierendes Eingangsglied (32), das vom Antriebsmotor (22) um eine Achse (B) parallel zur Längsachse (L) des Drehgestells (10) in Drehung versetzt wird und Innenzähne (36, 38) besitzt;
ein rotierendes Ausgangsglied (80, 82), um die Antriebsachse (14, 16) in Drehuung zu versetzen, wobei das Ausgangsglied Außenzähne (96, 98) besitzt, die zu den Zähnen (36, 38) des Eingangsglieds (32) konzentrisch liegen;
ein ringförmiges, rotierendes Zwischenglied (44, 46), das zwischen dem Eingangsglied (32) und dem Ausgangsglied (80, 82) liegt und Außenzähne (54, 56), die in die Innenzähne (36, 38) des Eingangsglieds (32) über eine erste Kupplung (58, 60) mit faßartigen Zähnen eingreifen, sowie Innenzähne (62, 64) besitzt, die in die Außenzähne (96, 98) des Ausgangsglieds (80, 82) über eine zweite Kupplung (100, 102) mit faßartigen Zähnen eingreifen; wobei die erste Kupplung (58, 60) mit faßartigen Zähnen Schwankungen des Ausgangsglieds (80, 82) zusammen mit dem Zwischenglied (44, 46) relativ zum Eingangsglied (32) bis zu einem vorgegebenen maximalen Winkelwert (X) zulassen kann, und wobei die zweite Kupplung (100,102) mit faßartigen Zähnen weitere Schwankungen des Ausgangsglieds (80, 82) relativ zum Eingangsglied (32) mit einem Wert (Y) zulassen kann, der größer als der vorgegebene maximale Winkelwert (X) ist, und daß das Zwischenglied (44, 46) und das Eingangsglied (32) mit seitlichen Anschlägen (40, 70; 42, 72) versehen sind, die beim vorgegebenen maximalen Winkelwert (X) zusammenwirken, und daß das Zwischenglied (44, 46) und das Ausgangsglied (80, 82) axial mit Hilfe einer Reihe von elastisch nachgebenden Einspanneinrichtungen (104,106) gekuppelt sind, um Schwankungen des Ausgangsglieds (80, 82) relativ zum Zwischenglied (44, 46) zuzulassen, wobei sie auf das Einwirken der Anschläge (40, 70; 42, 72) folgen.
2. System gemäß Anspruch 1, dadurch gekennzeichnet, daß eine Antriebswelle (18, 20) mit dem Ausgangsglied (80, 82) für eine Drehung verbunden ist, um die entsprechende Antriebsachse (14, 16) in Drehung zuu versetzen.
3. System gemäß Anspruuch 2, dadurch gekennzeichnet, daß die Antriebswelle (18, 20) mit einer Einrichtung für das Aufnehmen eines Axialspiels versehen ist, die eine Keilkupplung mit einer Kegelfläche (154, 92; 156, 94) zwischen der Welle (18, 20) und dem entsprechenden Ausgangsglied (80, 82) aufweist.
4. System gemäß Anspruch 6, dadurch gekennzeichnet, daß die Einspanneinrichtungen (104, 106) in einem Ring konzentrisch mit dem Ausgangsglied (80, 82) angeordnet sind, wobei jede Einrichtuung ein rohrartiges Führungselement (108), das mit einer Gleitkupplung in eine Axialöffnung (110) im Ausgangsglied (80, 82) eingesetzt wird, eine Federeinrichtung (116), die zwischen dem Ausgangsglied (80, 82) und dem Führungselement (108) wirkt und dazu dient, um das Führungselement (108) in einer zentrierten Stellung relativ zur öffnung (110) im Ausgangsglied (80, 82) zu halten, sowie eine Einrichtung (122, 124) aufweist, uum eine gelenkige Axialverbindung zwischen dem Führungselement (108) und dem Zwischenglied (44,46) herzustellen und eine relative Gleitbewegung zwischen dem Ausgangsglied (80, 82) und dem Führungselement (108) gegen die Wirkung der Federeinrichtung (116) zu ermöglichen.
5. System gemäß Anspruch 4, dadurch gekennzeichnet, daß die gelenkige Axialverbindung (122, 124) einer jeden Einspanneinrichtung (104) zwei gegenüberliegende Schubstangen mit kugelförmigen Endflächen (134,136,138,140) enthält, die mit zwei externen Lagern mit Kugelflächen (146, 148) in gleitender Berührung stehen, die auf dem Führungselement (108) sitzen.
6. System gemäß Anspruch 5, dadurch gekennzeichnet, daß die kugelförmigen Endflächen (134, 136, 138, 140) der Schubstangen (122, 124) konkav und die Kugelflächen der äußeren und inneren Lager (142, 144, 146, 148) konvex sind.
7. System gemäß Anspruch 1, dadurch gekennzeichnet, daß ein einziger Antriebsmotor (22) vorhanden ist, der ein einziges Eingangsglied (32) mit zwei axial beabstandeten Reihen von Innenzähnen (36, 38) antreibt, die mit den Außenzähnen (54, 56) von Zwischengliedern (44, 46) in Eingriff stehen, die den beiden Antriebsachsen (14, 16) zugeordnet sind, wobei die Zwischenglieder (44, 46) mit einer gelenkigen Kupplung (78) verbunden sind.
8. System gemäß Anspruch 1, dadurch gekennzeichnet, daß zwei Antriebsmotoren (22, 23) vorhanden sind, die entsprechende getrennte Eingangsglieder antreiben, von denen jedes eine entsprechende Reihe von Innenzähnen (36, 38) besitzt, die mit den Außenzähnen (54, 56) des Zwischenglieds (44, 46) im Eingriff stehen, das einer entsprechenden Antriebsachse (14, 16) zugeordnet ist.
EP85830058A 1984-05-29 1985-03-06 Kraftübertragungssystem für Motordrehgestelle von Eisenbahnfahrzeugen und damit ausgerüstete Fahrzeuge Expired - Lifetime EP0163612B1 (de)

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
IT6754684 1984-05-29
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

Publications (3)

Publication Number Publication Date
EP0163612A2 EP0163612A2 (de) 1985-12-04
EP0163612A3 EP0163612A3 (en) 1987-10-14
EP0163612B1 true EP0163612B1 (de) 1990-06-20

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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)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
ATE227221T1 (de) 1997-05-09 2002-11-15 Siemens Ag Antriebseinheit für schienenfahrzeuge
DE19719746C1 (de) * 1997-05-09 1998-08-20 Siemens Ag Antriebseinheit für Schienenfahrzeuge
DE19739127A1 (de) * 1997-09-06 1999-03-11 Zahnradfabrik Friedrichshafen Getriebe mit abtriebsseitiger Abschaltung

Family Cites Families (3)

* Cited by examiner, † Cited by third party
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
DE2936732C2 (de) * 1979-09-07 1982-03-04 Siemens AG, 1000 Berlin und 8000 München Schienengebundenes elektrisches Triebfahrzeug

Also Published As

Publication number Publication date
IT8467546A1 (it) 1985-11-29
DE3578326D1 (de) 1990-07-26
EP0163612A2 (de) 1985-12-04
ATE53968T1 (de) 1990-07-15
EP0163612A3 (en) 1987-10-14
IT8467546A0 (it) 1984-05-29
IT1179695B (it) 1987-09-16

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