EP2085284B1 - Drive device for a rail vehicle - Google Patents

Description

The invention relates to a drive device for initiating a drive movement in a wheelset of a rail vehicle, comprising an electric traction motor, a transmission, a arranged between the traction motor and the transmission Lammellenkupplung having coupling components, and holding means, the drive motor vollabgefedert, the drive device as a whole However, keep teilabgefedert on the rail vehicle, the transmission is supported on the drive motor and the support is such that relative movements of the coupling components are reduced in coupling levels of the clutch.

The invention also relates to a rail vehicle with at least one such drive device.

Such a drive device is from the CH 331 740 A already known. The drive device has a traction motor, a transmission and a clutch, wherein retaining means are provided which fully sprung the traction motor, the drive device as a whole but partially sprung, hold on a bogie frame.

The DE 600 170 67 T2 discloses a drive bogie for a rail vehicle equipped with drive elements. The drive elements have a motor, a transmission, a clutch and holding means which fully sprung the traction motor, but the drive device as a whole but partially sprung, keep in the bogie.

Further drive devices for rail vehicles, which are mounted in the bogies of the rail vehicle, are in the FR 931 469 A as well as in the AT 254 257 B described.

Both fully sprung and partially sprung and unsprung drive devices are known from the prior art for diesel-electric or electric rail vehicles with maximum speeds of up to 160 km / h. However, rail vehicles with maximum speeds in excess of 160 km / h, according to the state of the art in power cars and locomotives with higher power (over 4000kW) but only fully sprung drive devices. Freight trains with low speeds and high Anfahrzugkräften are often equipped with a simple Tatzlagerantrieb without clutch, the traction motor is robust and heavy and is supported via the gearbox on the axle via so-called Tatzlager. At higher speeds impact, which are transmitted by unevenness on the rails on the wheels on the wheelset, unfavorable effect on this drive device. In addition, the loads for the track construction by the high unsprung masses are very high. Therefore, according to the prior art rail vehicles for maximum speeds over 160km / h, especially power cars and locomotives, equipped with vollabsprederten drive devices, such as with cardan hollow shaft drives, which are complex and heavy.
The invention has for its object to provide a particularly simple design, compact and low-weight drive device for a high-performance rail vehicle especially for power cars and locomotives for the speed range above 160 km / h, at the same time for heavy goods traffic at low speed and high tensile forces and high performance can be used economically.

The object is achieved in that the drive motor shaft with the multi-plate clutch from the traction motor is connected before a first coupling plane with the multi-plate clutch and a pinion hollow shaft is connected to a second coupling plane with the multi-plate clutch, wherein the hollow pinion shaft as part of the transmission, the multi-plate clutch in their central, achsförmigen area enclosing a game encloses.

The invention provides that between the transmission and the traction motor, a clutch which transmits the rotation of a motor shaft of the traction motor to the transmission, is arranged. The gearbox is supported on the traction motor in such a way that relative movements of clutch components are reduced in the coupling planes in order to realize a simple and compact design of the clutch. This is based on the finding that the fully sprung traction motor at speeds of more than 160 km / h is sufficient Shock is secured when the traction motor is supported only partially cushioned or unsprung transmission. This allows easy execution of the drive motor relative to the traction motor when Tatzlagerantrieb.

In the context of the present invention, the component partially sprung component designates a component which can be fastened to an abutment with holding means, wherein a part of the holding means comprises spring elements and a further part is realized as unsprung holding means. In this case, the holding means with the spring elements on a spring characteristic, which shows the relationship between restoring force and spring travel represents. Shocks, which are transmitted from the abutment on the holding means with the spring elements on the gear, are thereby resiliently received and lowered over the spring elements immanent damping effects.
As an example of a non-sprung transmission is called an achsreitendes gear, which has a large wheelset comprehensive gear, which is rotatably connected to the wheelset. The drive device according to the invention has a partially sprung or unsprung transmission, which is constructed simpler, in contrast to the gears of a fully sprung drive device. Due to the simpler structure weight of the drive device can be saved. In addition, a higher maintenance freedom of the drive device is ensured. The transmission may for example be fastened to the rail vehicle such that a part of the transmission weight is supported on the wheel set shaft and / or on the bogie and / or chassis of the rail vehicle. For example, the transmission could be unsupported connected to the axle and / or to the bogie. It is essential here that the transmission is supported on the traction motor, so that relative movements of coupling components in clutch planes of the clutch are reduced. Depending on the configuration of the clutch, directions can exist in the clutch planes along which a relative movement of clutch components in the clutch planes has no adverse effect on the clutch characteristics of the clutch. In order to ensure a safe coupling of the coupling components in the coupling planes, the support of the gearbox on the traction motor is designed such that at least the relative movement of coupling components are reduced in coupling levels of the coupling, which would hinder a proper engagement of the coupling components. For this purpose, for example, the transmission may be articulated on the traction motor.

It can also be considered advantageous that the traction motor has a motor shaft, wherein in an assembled state of the drive device pinion, clutch and motor shaft are arranged in alignment in an axis, wherein the pinion is formed as a hollow shaft and the clutch at least partially surrounds.

Such a structure of the drive device is particularly compact.

It can be advantageously provided that the drive device is designed for travel speeds of the rail vehicle over 160 km / h.

The drive device according to the invention can be used advantageously both in slow-moving rail vehicles, for example freight trains, and in high-speed rail vehicles traveling at high speeds. Due to the simple and lightweight design, it is particularly advantageous for rail vehicles with maximum speeds over 160km / h used.

It can also be considered advantageous that the drive device for Anfahrzugkräfte of at least 250 kN, in particular at least 280 kN, is designed.

This allows the creation of a universal locomotive with very low axle loads.

Furthermore, it can be advantageously provided that the holding means have motor holding means for fully spring-loaded holding of the traction motor on the rail vehicle.

The drive motor can be kept fully sprung by the engine support means, for example in the bogie.

It can also be considered advantageous for the transmission to have a large wheel arranged to encompass the wheel set shaft with a large wheel axle, the motor shaft running parallel to the large wheel axle.

In other words, the motor can be arranged transversely to the direction of travel of the rail vehicle. For example, the traction motor can be arranged transversely in the bogie. This allows a compact design of the drive device.

Advantageously, it may further be provided that the motor holding means are arranged for transversely elastic fastening of the drive motor.

It may also be considered advantageous that the retaining means comprise fastening means for non-resilient attachment to the rail vehicle.

Since it is sufficient according to the invention for the speed range above 160 km / h only to fully secure the traction motor cushioned on the rail vehicle, fastening means for non-resilient mounting these are arranged on the rail vehicle for holding the drive device. These have a simpler structure than resilient holding means.

Furthermore, it can be advantageously provided that the fastening means comprise gear fastening means for fastening the gearbox to the wheelset shaft.

The gear attachment means may, for example, rotatably connect the gearbox with the wheelset shaft, so that the gearbox is designed to be axle-riding. Such a transmission is particularly simple and has a low weight.

The steel disc clutch is maintenance-free and has a compact design with low weight. This creates sufficient space for a designed for high speeds traction motor with high performance in the arrangement of the drive device in the bogie.

A further advantageous embodiment of the invention can provide that the transmission has a large wheel provided for encompassing the wheel set shaft and a pinion which engages with this front end and which is in connection with the clutch and can be driven by the traction motor.

The large wheel, for example, be rotatably connected to the wheelset.

Furthermore, it can be advantageously provided that the transmission is supported by gear fastening means on the traction motor.

The transmission attachment means may be, for example, a Tatzlager or a rigid or hinged to the transmission and the drive motor connected rod. According to a further embodiment of the transmission attachment means, the transmission may be welded to the traction motor. The transmission attachment means may, for example, also be a component of the transmission or of the traction motor or around a common housing, which surrounds the transmission and drive motor.

It may also be considered advantageous that the gear fasteners provide unsprung and undamped attachment.

It can also be considered advantageous that the transmission is supported on a torque arm of the drive motor.

It can also be considered advantageous that the transmission is mounted articulated on the drive motor.

A rigid connection of the transmission with the traction motor is not absolutely necessary to reduce relative movements of components in the coupling levels of the clutch.

According to a further advantageous embodiment, the transmission can be rigidly connected to the traction motor.

A further object of the invention is to specify a rail vehicle with at least one drive device which is set up for maximum speeds of more than 160 km / h and has a particularly low axle load weight.

The object is achieved by a rail vehicle with at least one drive device according to one of claims 1 to 16, wherein the rail vehicle for maximum speeds of more than 160 km / h is set up.

It can also be considered advantageous that the drive devices of the rail vehicle together have a drive power of at least 4000 kW.

An advantageous embodiment of the rail vehicle may provide that the rail vehicle has a Anfahrzugkraft of at least 250 kN, in particular at least 280 kN.

Such a rail vehicle is suitable as a universal locomotive.

Further expedient refinements and advantages of the invention are the subject matter of the description of embodiments of the invention with reference to the figure of the drawing, wherein like reference numerals refer to the same acting components.

• Figur 1 einen Ausschnitt eines Längsschnitt eines ersten Ausführungsbeispiels der erfindungsgemäßen Antriebsvorrichtung in schematischer Darstellung,
• Figur 2 eine Draufsicht eines zweiten, an einer Radsatzwelle angeordneten Ausführungsbeispiels der Antriebsvorrichtung in schematischer Darstellung,
• Figur 3 eine zur Radsatzwelle parallele Seitenansicht des in Figur 2 dargestellten zweiten Ausführungsbeispiels der Antriebsvorrichtung in schematischer Darstellung,
• Figur 4 eine der Figur 3 gegenüberliegende Seitenansicht des zweiten Ausführungsbeispiels der Antriebsvorrichtung in schematischer Darstellung,
• Figur 5 eine Draufsicht eines dritten Ausführungsbeispiels der Antriebsvorrichtung in schematischer Darstellung,
• Figur 6 das in Figur 5 dargestellte dritte Ausführungsbeispiel der Antriebsvorrichtung in zur Radsatzwelle paralleler Seitenansicht in schematischer Darstellung,
• Figur 7 eine der Figur 6 gegenüberliegende Seitenansicht des dritten Ausführungsbeispiel der Antriebsvorrichtung in schematischer Darstellung.

It shows

• FIG. 1 a section of a longitudinal section of a first embodiment of the drive device according to the invention in a schematic representation,
• FIG. 2 a top view of a second, arranged on a Radsatzwelle embodiment of the drive device in a schematic representation,
• FIG. 3 a parallel to the wheelset shaft side view of in FIG. 2 illustrated second embodiment of the drive device in a schematic representation,
• FIG. 4 one of the FIG. 3 opposite side view of the second embodiment of the drive device in a schematic representation,
• FIG. 5 a top view of a third embodiment of the drive device in a schematic representation,
• FIG. 6 this in FIG. 5 illustrated third embodiment of the drive device in parallel to the wheelset shaft side view in a schematic representation,
• FIG. 7 one of the FIG. 6 opposite side view of the third embodiment of the drive device in a schematic representation.

The FIG. 1 shows a portion of the motor shaft 1, with which a steel disc clutch 2 is arranged, in such a way that the traction motor shaft is connected to the steel disc clutch 2 viewed from the traction motor before a first coupling plane 3 with the steel disc clutch 2 and a hollow pinion shaft 4 for a second coupling plane 5 is connected to the steel disk clutch 2, wherein the pinion hollow shaft 4 surrounds the steel disk clutch 2 as part of the transmission in its central, axle-shaped region with a game. When rotating the drive motor shaft 1, the rotation is transmitted to the hollow pinion shaft 4 via the first coupling plane 3 and the second coupling plane 5, which transmits this rotation on the large gear 6 via a frontal toothing of a large wheel 6. With respect to the hollow pinion shaft 4 of the large gear 6 opposite and with neither the large gear 6 nor the pinion hollow shaft 4 mitdrehende parts of the transmission via a torque arm 7 of the drive motor (not shown) on the drive motor (not shown) attached, so that shocks to the transmission through the support of the gearbox on the traction motor can not be noticed within the clutch planes 3 and 5, since these movements cancel each other out here. In other words, coupling components 8, 9, 10, 11 are thus moved in the coupling planes 3, 5 of the steel disk clutch 2 in a similar manner.

The FIG. 2 shows a second embodiment of a drive device 12 according to the invention, which can be arranged on a wheelset shaft 13. The drive device 12 has a drive motor 14, a gear 15 and between the drive motor 14 and the gear 15, a clutch 16. Of the gear 15, the gear housing 17 is shown, which surrounds the wheelset shaft 13 with the large wheel therein and surrounds the center of the clutch 16 with the end face of the large gear meshing pinion. The traction motor has a cooling air inlet 18 for cooling and is fully suspended at the suspension points 19, 20, 21 on the bogie (not shown) suspended. To the wheels 22, 23 acting jolts, which are about the Wheelset 13 transmitted to the transmission 15 to prevent in the coupling planes 3, 5 relative movements of both sides of the coupling levels arranged clutch components trigger, the transmission 16 is supported on a torque arm 24 of the drive motor 14.

The FIG. 3 shows the in FIG. 2 shown drive device in a side view. The suspension of the traction motor 14 on the bogie (not shown) serve support arms 25 with the suspension point 21 extend between the traction motor 14 and the transmission 15. The traction motor 14 is additionally suspended at the arranged on the traction motor housing suspension point 20 vollabgefedert the bogie.

The FIG. 4 shows one from the perspective of FIG. 3 opposite side view of the drive device. The serving between the transmission 15 and the traction motor 14 of the suspension of the drive motor 14 supporting arms 25 are shown hidden by the transmission 15. The gear 15 is supported by the torque arm 24 on the traction motor 14.

The FIG. 5 shows a third, at a Radsatzwelle 13 a-nordnetbares embodiment of a drive device 26 in plan view. In this case, the drive device 26 differs from the in FIG. 2 illustrated drive device 12 by differently arranged support arms 30 for suspending the drive motor 14 on the bogie, wherein the support arms 30 are fixed with its one end to the traction motor and open at their ends in suspension points 28, 29. The suspension points 28, 29, 27 are opposite to in FIG FIG. 2 illustrated suspension of the drive motor 14 configured in another way.

The FIG. 6 shows the in FIG. 5 shown drive device 26 in a side view. The suspension of the drive motor 14 on the bogie (not shown) are support arms 30 with the suspension points 28, 29 extend between the drive motor 14 and the transmission 15. The drive motor 14 is additionally fully sprung on the drive motor housing suspension point 27 on the bogie (not shown) hung.

The FIG. 7 shows one from the perspective of FIG. 6 opposite side view of the drive device 26. The serving between the transmission 15 and the traction motor 14 of the suspension of the drive motor 14 support arms 30 are shown covered by the transmission 15. The gear 15 is supported by the torque arm 24 on the traction motor 14.

LIST OF REFERENCE NUMBERS

1

Driving motor shaft

2

Steel lamina coupling

3

coupling plane

4

Hollow pinion shaft

5

coupling plane

6

Großrad

7

Torque support of the traction motor

8th

coupling member

9

coupling member

10

coupling member

11

coupling member

12

second embodiment of the drive device

13

axle

14

traction motor

15

transmission

16

clutch

17

gearbox

18

Cooling air intake

19

Suspension point of the drive motor to the bogie

20

Suspension point of the drive motor to the bogie

21

Suspension point of the drive motor to the bogie

22

wheel

23

wheel

24

Torque support of the traction motor

25

Beam

26

third embodiment of the drive device

27

Suspension point of the drive motor to the bogie

28

Suspension point of the drive motor to the bogie

29

Suspension point of the drive motor to the bogie

30

Beam

31

railhead

Claims (17)

1. Drive apparatus (12, 26) for introduction of a drive movement into a wheelset shaft (13) of a rail vehicle, having

   - an electrical traction motor (14) having a motor shaft (1)

   - a gearbox (15),

   - a disk clutch (2, 16) which is arranged between the traction motor (14) and the gearbox (15) and has clutch components (8, 9, 10, 11) and

   - holding means which, providing full suspension for the traction motor, hold the drive apparatus overall, however, in a partially sprung manner on the rail vehicle, wherein the gearbox (15) is supported on the traction motor (14), and is supported such that relative movements of the clutch components (8, 9, 10, 11) on clutch levels (3, 5) of the clutch (2, 16) are reduced,
   characterized in that the traction motor shaft (1) is connected to the disk clutch (2), viewed from the traction motor, before a first clutch level (3) and a pinion hollow shaft (4) is connected to the disk clutch (2) after a second clutch level (5), wherein the pinion hollow shaft (4), as part of the gearbox, surrounds the disk clutch (2) in its central area, which is in the form of an axle, with clearance between them.
2. Drive apparatus according to Claim 1,
   characterized in that
   this drive apparatus (12, 26) is designed for rail vehicle speeds of travel of more than 160 km/h.
3. Drive apparatus according to Claim 1 or 2,
   characterized in that
   this drive apparatus (12, 26) is designed for starting traction forces of at least 250 kN, in particular at least 280 kN.
4. Drive apparatus according to one of Claims 1 to 3,
   characterized in that
   the holding means have motor holding means for fully sprung holding of the traction motor (14) on the rail vehicle.
5. Drive apparatus according to one of Claims 1 to 4,
   characterized in that
   the gearbox (15) has a large wheel (6), which is designed to surround the wheelset shaft (13) and has a large wheel axle, wherein the traction motor (14) has a motor shaft (1) which runs parallel to the large wheel axle.
6. Drive apparatus according to Claim 4,
   characterized in that
   the motor holding means are designed for laterally elastic attachment of the traction motor (14).
7. Drive apparatus according to one of the preceding claims,
   characterized in that
   the holding means comprise attachment means for non-sprung attachment to the rail vehicle.
8. Drive apparatus according to Claim 7,
   characterized in that
   the attachment means comprise gearbox attachment means for attachment of the gearbox (15) to the wheelset shaft (13).
9. Drive apparatus according to one of the preceding claims,
   characterized in that
   the gearbox (15) has a large wheel (6) which is intended to clasp the wheelset shaft (13) and a pinion (4) which engages therewith at the end, is connected to the clutch (2, 16) and can be driven by means of the latter, by the traction motor (14).
10. Drive apparatus according to one of the preceding claims,
    characterized in that
    the gearbox (15) is supported on the traction motor by gearbox attachment means.
11. Drive apparatus according to Claim 10,
    characterized in that
    the gearbox attachment means provide an unsprung and undamped attachment.
12. Drive apparatus according to one of Claims 10 or 11,
    characterized in that
    the gearbox (15) is supported on a torque support (24) of the traction motor (14).
13. Drive apparatus according to one of Claims 10 to 12,
    characterized in that
    the gearbox (15) is attached to the traction motor (14) in an articulated manner.
14. Drive apparatus according to one of Claims 10 to 12,
    characterized in that
    the gearbox (15) is rigidly connected to the traction motor (14).
15. Rail vehicle having at least one drive apparatus (12, 26) according to one of the preceding claims, wherein the rail vehicle is designed for maximum speeds of more than 160 km/h.
16. Rail vehicle according to Claim 15,
    characterized in that
    the drive apparatuses (12, 26) together have a drive power of at least 4000 kW.
17. Rail vehicle according to one of Claims 15 to 16,
    characterized in that
    the rail vehicle has a starting traction force of at least 250 kN, in particular at least 280 kN.

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