EP2244891A2

EP2244891A2 - Railroad axle

Info

Publication number: EP2244891A2
Application number: EP09710885A
Authority: EP
Inventors: Heinz B Winzeler
Original assignee: Individual
Current assignee: Individual
Priority date: 2008-02-15
Filing date: 2009-02-11
Publication date: 2010-11-03
Also published as: WO2009100557A2; WO2009100557A3

Abstract

The wheelset according to the invention for a rail vehicle having an axle and two terminal wheels is made less rigid by dividing it into two axle parts (10, 20). One axle part (10) has a length (11) that in some areas is turned to a smaller diameter, and the other axle part (20) has a longitudinal bore for surrounding a sleeve (21) for receiving the length turned to a smaller diameter in the form of a core (11). In the joined state, the axle can be rotated as if it were elastic. A hollow space provided on the front with respect to the turned length and a lubricating gap (7), which was created between the sleeve (21) and core (11), largely prevent the axle parts from being pulled apart in jerky motions. One embodiment comprises drives for the individual axle parts, said drives are coupled via a control system.

Description

TRACK AXLE

The invention is in the field of railway technology and relates to a wheelset for rail vehicles, in particular trams with their rail network with the known tight curve radii have a special meaning.

Wheels essentially comprise a pair of wheels with end wheels, which axles are mounted in a bogie connected to the car body. As a rule, the axles of conventional wheelsets are rigid axles, in which high directional stability is the characteristic feature and their greatest advantage. This includes the simplicity and robustness of the construction. Despite these advantages, the disadvantages are not negligible, which are: wear of the running surfaces of rails and wheels through curves (bends) in the rail network. In the case of the rails, the wear on the inside of the rail runs on the running surface, and in the case of the outer edge of the rail on the inner edge through the flange. In the wheels, there is uneven wear of the tread and wear of the wheel flange, the unpleasant Kurvenquitschen caused by the so-called stick-slip effect with resonant vibrations at the wheels. This is because, in curves, the two rails have different radii, where the wheels can not 'adjust' through the live axle, resulting in pothole and consequently uneven wear.

In railway technology, for example, attempts are being made to separate the rigidly connected wheels, something that has long been common practice in automotive engineering, but hardly any in railway technology. Independent wheel suspensions are expensive and prone to harsh conditions. Known intermediate solutions, such as the separation of the rigid axle and movable reconnection are complex and prone to harsh operation. Thus, a solution is sought that does not change much on an existing track axis and thus is inexpensive, and in rough operation as robust and little care as a rigid axle with fixed gear per se. It is interchangeable with rigid axles, as the outer geometry in comparison is unchanged with the rigid axle.

Known is a teaching in EP O'L 88 * 687, in which the axle of a wheelset for rail vehicles is divided into two half-axes, which are rotatably connected and non-positive for setting a differential speed via a clutch and which coupling in torsionally rigid connection with a the semi-axes is connected. This teaching is based on the object of getting along a set of wheels without highly stressed special bearings between the coupling parts and the axle shaft.

The wheelset according to the invention has no kind of clutch and allows a differential speed with the most simple means. The axle is in contrast to the cited prior art while maintaining the outer axle diameter divided into two parts axle axle with Schmiermittelzufuhrungen, one axle part a partially turned to a smaller diameter longitudinal part (hereinafter called core part) and the other axle part a longitudinal bore for Forming a receptacle (hereinafter called sleeve part) for the turned to the smaller diameter longitudinal part and in the merged state on the one hand has a wraparound longitudinal part end cavity and on the other hand between recording and wormed longitudinal part a lubricant reservoir in conjunction fertil with the lubricant supply. Various embodiments of the invention, as defined in the claims, illustrate the inventive teaching.

As briefly stated above, the rigid axle is, so to speak, entstarrt by a separation, so that the two axle ends in the small rotation angle range of a Kurven passage are rotated against each other. An axle part is turned over a certain length in diameter and thus forms the, core part of the axle and the other axle part receives a coaxial bore for receiving the core part and thus forms the 'sleeve part' so that the core part and sleeve part can be inserted into one another. This creates a new dimension of the rigid axle from the former, about its longitudinal axis movable axis of the same dimension, without the mechanical strength is impaired.

The figures listed below show various embodiments of the inventive axis.

Fig.l shows a basic embodiment of the wheelset with the so-called 'starved' wheel axle with stylized brake pads on the axis.

Fig. 2 shows shows a longitudinal section through the wheel set, where a lubricant supply passes through the sleeve part and

Fig. 3 shows an enlarged detail of Figure 2 and the

4 and 5 show perspective views of the wheelset.

Fig. 6 shows the exploded axle parts of a further embodiment. Figure 7 shows in a longitudinal section of this embodiment of the wheelset as a lubricant supply through the core part of the axis leads and

FIG. 8 shows a detail of FIG. 7.

Fig. 9 to 12 show a further embodiment for the lubrication of the two axle parts

Fig. 10 shows a longitudinal section through Figure 9 and

FIGS. 11 and 12 show details of FIG. 10 and FIG

Fig. 13 shows a stylized use for the lubricant propulsion simultaneously fulfilling the seal to the outside

14 to 18 show a proposed solution with an exemplary frictional and positive locking device for securing a divergence of the track outside the rail.

FIGS. 19 to 22 show a further proposed solution with an exemplary positive-locking device for securing a divergence of the track outside the rail.

FIGS. 23 and 24 show an exemplary form fit for the two proposed solutions according to FIGS. 14-18 and FIGS. 19-24

Figs. 25 and 26 schematically show another embodiment of a wheel set and its axle parts, which are operated coaxially by two independent motors. Figs. 27 to 29 schematically show a similar embodiment as in Figs. 25 and 26, but the motors are not positioned coaxially with the axle parts.

Figures 1 and 2 show the principle of the invention in a basic embodiment, once in view and once in section A. In Figure 1 can be seen an axle 10, here called core part and an axle 20, here called sleeve part. Both parts show in stylized form an attached brake device 5, usually a disc brake. Furthermore, it can be seen on both axle parts, the terminal wheels with flange 1 and tread 2 and the hub 3, where the wheelset is connected to the bogie. In section A, FIG. 2, the core 11 wound on the axle part 10 and the bored sleeve 21 in the axle part 20 and a scrapping channel 22 leading up to the sleeve 21 can be seen. In the axle part 10 there is a discharge channel 19 for expelling the shaft Air when filling the lubricant on the one hand and for evacuation of vaporized lubricant in case of overheating. The discharge channel is completed with a stylistically illustrated valve or bursting head 18.

In the case of the two assembled axle parts, a lubricant cavity 6 can also be seen, which cavity is exaggerated in size here. This cavity forms together with bore 22 a lubricant reservoir, which may also be outside, created at the other end of the lubricant channel. Between the core and sleeve is a narrow, not shown in the drawing concentric gap, the lubrication gap 7, for receiving lubricant. A labyrinth seal 25 shown later, for example, seals the lubrication to the outside. The seal is essential because the two axle parts are held together in the axial direction by the incompressible lubricant. The type of lubricant will be further commented below. But this in advance; The lubricant is a high-boiling medium of medium, at temperatures of 10 to 30 degrees Celsius still flowing viscosity, so that at rest, the lubricant can be distributed. During operation, so in motion, the temperature rises due to small radial and axial friction movements as well as through the brake heat transfer from the brake device to the axle. By small axial movements, a negative pressure in the incompressible lubricant depot is constantly generated, so that the boiling point can be temporarily lowered considerably as well as temporarily increased when compressing the axle parts. Thus, when choosing the lubricant, it must be considered that not only is the specified boiling point, usually given at sea level pressure, relevant, but also boiling points at very low and very high pressures. As long as the lubricant produces no compressible bubbles, the axle parts for normal operation, so to speak firmly connected this, of course, only as long as the seal in the lubrication gap 7 is tight.

FIG. 3 shows an enlarged detail of the assembled axle parts with the lubricant volume, and FIGS. 4 and 5 show the inventive wheel set for a better illustration in a perspective view. The illustrated wheel set is not shown to scale according to a star-axle wheel set.

Figures 6, 7 and 8 show an exploded view of the two axle parts Ausfuhrungsfoπn, in which the lubricant is not supplied through the sleeve part but through the core part. As in the figures discussed above can be seen in Figure 6 the now exposed Kemteil 11 with here visible radially to the longitudinal axis applied lubrication channels 13. In section B, Figure 7, you can see the lubrication channels 13, which, when plugged together, in a labyrinth seal 25 in the sleeve part lead. In the other axle part 10, a discharge channel 19 with a stylized valve or bursting head 18 is applied. Again, a lubricant cavity 6 is provided which is filled with incompressible lubricant. By incompressible is meant the incompressibility of liquids in general and not an absolute incompressibility. FIG. 8 shows a detail of FIG. 7 in an enlarged form. The lubricant channel 12 is open at the end of the core 11, so that the lubricant cavity 6 can be filled. Preferably, this is very small, for example. Only a gap to keep the amount of lubricant small. The larger the volume of the lubricant, the more material can evaporate at high temperature and low pressure and form bubbles. However, it is important to ensure that no compressible gas (air) is pressed in or left behind when it is tightened. Of course, any other suitable type of seal can be used instead of a labyrinth seal.

FIGS. 9 to 13 show an embodiment with a device for aiding lubrication. As shown in FIG. 8, radial channels for supplying lubricant can also be applied in this example. FIG. 19 shows the structure discussed in detail above, wherein it stands out that the morphology of the rigid axle always remains unchanged in every embodiment, and that the means used to solve the task are respective robust and relatively simple, cost-effective 'ingredients' on the wheelset , In the section of FIG. 9, that is to say in FIG. 10, one can see the structure as already discussed. In the lubrication channel 12 of the core part of the axis is shown by a small square insert 40 for the lubricant propulsion, see also in the detailed illustration of Figure 11, the stylized is shown in Figure 13 by some larger, but the saw teeth should be asymmetrical. This lubricant advance is a type of insert that moves forward against the mouth of the lubrication channel 12 in the core but not back. The rail distance always varies a little between millimeters and one to two centimeters, which could cause the two axle parts 10 and 20 to disperse and rejoin. These small deflections are sufficient to advance the insert 40 step by step, whereby the lubricant distribution in the annular gap between the core and sleeve is always secured. Figure 12 shows a detail of Figure 10, in which one sees the lubricant cavity 6 and between the core 11 and sleeve 21, the labyrinth seal. It may be arranged that the volume of the lubricant reservoir is approximately 100 times greater than the volume of the concentric lubrication gap 7, which is sufficient for the lubrication of several ten thousand kilometers. In the case of an additional lubricant dispenser, it is possible to set up additional lubricant behind the insert 40. The lubricant cavity 6 must be dimensioned in this Ausfϊihrungsform so that the insert 40 finds sufficient space during the feed in these.

Figures 14 to 18 show an embodiment in which a larger axial deflection is to be prevented not only by the lubricant depot but also by mechanical means.

There are three basic types of fastening in mechanics, namely: the positive connection, where mechanical parts intermesh; the friction, where mechanical parts are pressed tightly together and the friction is high, as well as the material connection, where mechanical parts are joined together with substances, for example by gluing or welding.

Figures 14 to 18 show an example of a friction fit to support the binding forces of the lubricant and the pressure closure of the air column on the lubricant and the binding forces thereof. The exemplary frictional connection shown here consists of two double-angular roller bearings 16 and 26 for one axle each and a shrink sleeve 30 connecting them over the two roller bearings. The roller bearings are pressed onto the axle parts and the shrink sleeve pulled over warm. The wheels are usually mounted equally with a press fit on the axis, so that a press and shrink fit the Reibschlussmittel are located in the same mounting and in the same safety area. Figures 9 and 10 show once in view and once in section this example additional attachment. FIG. 14 shows the wheelset again pulled apart. In front of the core part 11, just where the transition from the axle part 10 to the core part 11 begins, a Doppelschrägwalzenlager 16 is pressed. At the sleeve part, the shrink sleeve 30 is arranged above the second double bevel roller bearing 26, so that in this perspective this second bearing is not visible. In section C, Figure 15, recognizes the second bearing, which has been covered by the shrink sleeve 30. The enlargement of a detail from FIG. 15 is shown in FIG. 16. During mounting, the sleeve 30 is heated, over which a skew roller bearing 26 is pushed onto the sleeve part 20 and then the skew roller bearing 16 is inserted on the core part 11 (or vice versa) and then allowed to cool. The seat is strong enough that it can only be separated again with great force. It should be noted again that such an axis can heat up significantly, which must be taken into account when heating the sleeve for the shrinkage.

Figures 17 and 18 show in two different perspectives the wheelset so that one can see in Figure 17 from below into the shrink sleeve, where to recognize the Schrägwalzenlager 26 and in Figure 18 from above, where you can see how the core part 11 in the shrink sleeve 30 protrudes.

In normal operation, the mutual rotations of the axle parts are very small, only a few angular degrees. So you could replace the roller bearings by an elastic medium, for example. By a tight on the axis patch ring eg. From a carbon fiber composite, wherein the axis would be provided with annular grooves and beads to achieve a positive connection. Since large forces act on the material, one should not go to the limit of the irreversible flow limit for the elastic tension. In such a solution, one could fix the sleeve 30 with radial pins as positive locking (not shown). These measures are in each case in support of the opposing forces in and on the lubricant provided so that the axle parts can not move over a small amount in the axial direction of each other.

Figures 19 to 22 show another example embodiment of a frictional engagement to support the binding forces of the lubricant and the vacuum resistance. On the two sub-axes 10 and 20 are each a form-locking ring 17 and 27 shrunk to a press fit. Although they are shown in one piece in the sectional view of Figure 20, it is cheaper to press a ring than to mold form-fitting rings, which of course is also possible if it is desired for some reason. In the collapsed state, the form-locking rings behave the same as the double-tapered roller bearings proposed above. However, one can then not use the solution with the shrink sleeve 30 according to Figures 14 to 18. However, for both embodiments, the next form-fitting variant according to FIGS. 23 and 24 can be used.

This further, shown here in Figures 23 and 24 variant of a positive connection exists, for example. In two half-shells 35 with flanges 39 which are connected to each other via screw. For 35 holes 37 are provided in the flanges. For reasons of strength, of course, several such holes can be provided on the flanges. Furthermore, one recognizes a recess 38 for the axes 10 and 20, in which recess a seal can be introduced. One of the two half-shells 37 optionally has a lubricating valve 36, by means of which lubricant can be filled in the encapsulated after the joining of the half-shells interior. Such a lubricant reservoir serves on the one hand to lubricate the angular roller bearings 16 and 26 and on the other hand to stabilize the encapsulation formed from the two half-shells 35 as soon as a sluggish turning on the axle occurs after starting up. Like all figures serve only for illustration and are not true to scale, so the half-shells are shown massively excessive to illustrate their trackability.

The embodiment shown in FIGS. 23 and 24, to be exact, is a combination of frictional engagement and positive locking. The form-locking rings 17 and 27 or Doppelschrägwalzenlager 16 and 26 are pressed onto the axis (frictional engagement) and they are supported on both sides by the half shells against axial deflection (positive locking). The external forces acting axially thus the vacuum and the binding forces in the lubricant reservoir 6 between the axle parts and the combination frictional / positive and opposite in normal driving and the two flanges 1. Thus, the safety precautions discussed here only in case of derailment, that is, when deflecting the flanges from the tracks, much burdened. However, this exceptional situation happens abruptly, ie with a very high shear acceleration of the lubricant. In addition to the force of inertia, such an acceleration is offset by the shear forces of a force of just over 100 kN that opposes the acceleration, so that the axle remains together until it stops. This hydrodynamic effect can be increased by using so-called dilatant fluids whose vapor pressures are, however, generally higher.

Silicone oils can achieve dilatant flow behavior as a particle suspension without increasing the vapor pressure, which is also the case, for example, with pure graphite particle lubrication. Furthermore, the restoring forces of the bogie also counteract a division of the axle halves. At a core length of, for example, one meter, it takes an enormous amount to provoke a complete sliding apart of the axle halves. Due to the conicity of the wheel treads constantly act forces against the center of the axle and stabilize the cohesion of the axle parts.

The labyrinth seal also shows a hydrodynamic effect due to the ribs. The sleeve or core parts may be ribbed on one or both surfaces radially (annular) or provided with a meandering structure, which is such a Make up the seal. During rotation, these baffles aligned parallel to the direction of flow increase the wall shear stress, respectively. the torque is low. In the axial direction of movement, ie transversely to the ribs leads a hydrodynamic effect (secondary flows, local vortex structures) but to a strong increase in the local shear forces. If, for example, the lubricant run dry or evaporate by heat, then the axle parts in a short time by friction seize against each other and from the differential speed capable axis is so a conventional rigid axle, which can be replaced at any given time by the inventive axis. This is another security feature, namely that, in the event of a claim of this kind, the mutually movable axis falls back, as it were, back to its origin.

Since the lubricant acting between the axle parts is of major importance, the choice of the same must be met with much consideration. Heat-resistant lubricants are found among most silicone compounds, which also have the property of largely independent viscosity. More important is the boiling point under low pressures, which always occurs when the axial length tends to increase.

For the "hydraulic" connection by means of a lubricating film between the axle parts, primarily liquid products, for example synthetic oils, are considered.This hydraulic connection and design of the components is also called viscous coupling.Silicone oils (linear polydimethylsiloxanes with dynes viscosities between 1 '0OO - 100'0OO mPa s), which are suitable for temperature ranges between -60 ... + 250 C. They are physiologically harmless and interesting also because of the low temperature dependence.Vapor formation, which could drive axle parts apart, can be largely excluded since most silicones have lowest vapor pressures and decompose into silica at higher temperatures. For the viscous coupling between the sleeve 21 and core 11 of the two axle parts, dilatante (shear-clogging) fluids are preferably used. For example, cross-linked silicones or suspension concentrates come into question, which become disproportionately tougher (harder) with increasing shear. For the Wälz-, roller or other types of bearings, which ensure the axial cohesion of the axis, such a theological behavior is best suited because there occur in curves the same small relative movements, when slippage of a wheel but a "hardening" is desirable.

The requirement for the lubrication of the axle bearings, usually pressure lubricated, is contradictory. For this purpose, only one common for the axle, usually a lubricant in question, which has low shear forces even at high shear rates. Railway technically easier would therefore be a combined lubrication of axle bearings, viscous coupling (socket) and bearings of the cohesion with the same pressure lubrication system. This type of lubrication is expedient for the following described driven axle.

Although solid lubricants such as graphite, molybdenum disulfide or boron trioxide would be suitable for high temperatures and loads at low relative speeds, as they occur in the inventive web axis, also because of the emergency running properties. By contrast, the sealing behavior is limited, which limits the application as a traction agent. PTFE could be suitable for this because of the flow behavior. The loading and storage of solid lubricants requires special procedures.

After a longer period of operation, the lubricant supply could become exhausted. Lack lubrication creates a certain surface wear, which can be accepted. Once locked, the axle is still operational as a conventional live axle. Figures 25 and 26 show a partially exploded wheelset, which is equipped with a drive 8 per axle, such as one electric motor for the core member 10 and the sleeve member 20, for example. These two motors 8 drive the two independently rotatable axle parts 10, 20 at. The schematically illustrated motor 8 has coaxially on the axle on the rotor, so that the rotors are coaxial with the respective axle part 10, 20 are positioned. The stator is attached to the structure of the bogie via a connection (not shown). Each axle part, in this case, the sleeve part 20 and the core part 10 have a braking device 5, which is cooled by cooling air fins 4 and preferably integrated in the wheel instead of on the axle. An advantage of this embodiment is that each axle part 10, 20 can be replaced independently of the partner part and can therefore be reduced in material and acquisition costs.

In Fig. 27 to 29, a further embodiment of the invention is shown schematically, wherein the common drive, the two motors 8.1, 8.2 not coaxial, but above resp. is positioned next to the wheelset, so that the unsprung mass is not increased. It is fixed by an engine mount 31 to the bogie. The drive is in turn divided into two independent drive units, an electric motor 8.1 for the sleeve part and an electric motor 8.2 for the core part and drives the corresponding sleeve part 20 and the core part 10 at. The drive takes place via the drive shaft of the motor 9.2, to which a corresponding positive drive toothing 9.1 is arranged. The embodiment shown here represents the respective axis 10, 20 with a drive toothing / core part 15.2 and drive toothing / sleeve part 15.1 coaxial to the axes. Another feature is that a braking effect in this embodiment on or through the common drive or the part motors 8.1, 8.2 can be done. In these figures, separate brakes are not shown for illustrative reasons of space. The proposed engine pair 8.1, 8.2 is electronically controlled and thus forms a system (not shown), which allows an anti-slip regulation, which can react per wheel to different conditions of detention, which, for example, in a conventional locomotive is not possible. In the traction control system, the sensor / actuator system consists of a motor and its control alone without external sensors. If one looks at the engine pair only as an actuator, the control of the system sensors / actuators proposed by sensors that are, for example, mounted before the curve entry to the rail and active (act as a transmitter) or passive (as a transponder). The rail can also be scanned optically or with radar frequencies and the information obtained are fed to the control loop.

Due to the different torques on the wheels, a radial alignment of the axle for cornering is made possible by, for example, the outer rail track, or larger radius of curvature speed and torque are increased relative to the inner wheel. On straight lines and at high speeds, the pairwise control of the drive motors increases the running stability and for the purpose of uniform wear of the wheel and rail, a controlled sinusoidal run is also impressed. With this system, the "elasticity" or stiffness of the axle can be controlled as required, for example, the axle should be essentially soft in curves (elastic) and essentially rigid in straight sections.

The extended wheel set for a rail vehicle with an axle and two end wheels, wherein the axis while maintaining the outer axle diameter in two axle parts 10,20 divided axle with lubricant feeds 12, 21, wherein an axle part 10 a partially turned to a smaller diameter longitudinal part 11 and the other axle part (20) has a longitudinal bore for forming a receptacle 21 for the smaller one Has diameter wormed longitudinal part 11, preferably has a first drive 8 for each axle part; 8.2 for the axle 10 with the core 11 and a second drive 8; 8.1 for the axle 20 with the sleeve 21, wherein the drives are preferably designed as electric motors and are electronically coupled to a common system.

Claims

1. Wheelset for a rail vehicle with an axle and two terminal wheels, wherein the axis while maintaining the outer axle diameter in two axle parts (10,20) divided axle with lubricant feeds (12, 21), wherein an axle part (10) is a partial on a smaller one

Has twisted diameter longitudinal part (11) and the other axle part (20) has a longitudinal bore for forming a receptacle (21) for the twined to the smaller diameter longitudinal part (11) and in the merged state on the one hand to the wormed longitudinal part (11) frontally and on the other hand terminally in the receptacle (21) for the wacky longitudinal part (11)

Lubricant cavity (6) in conjunction with the lubricant feeds (12,22).

2. Wheelset according to claim 1, characterized in that for receiving lubricant, a lubricant supply (12,22) is provided either by the axle part (10) with the core (11) or by the axle part (20) with the sleeve (21) ,

3. Wheels according to one of claims 1 or 2, characterized in that to support the lubricant addition, a discharge channel (19) is provided.

4. Wheelset according to claim 3, characterized in that the discharge channel (19) against the outside a conclusion (18).

5. Wheels according to one of claims 1 to 4, characterized in that in the lubricant supply a lubricant advance by means of a propelling insert (40) is provided.

6. Set of wheels according to one of claims 1 to 5, characterized in that the dimensioning between the concentric lubricant annulus and cavity

(6) with one of the lubricant channels (12,22) a volume ratio of at least 1: 100 is created.

7. Wheel set according to one of claims 1 to 5, characterized in that the lubricant cavity (6) with the volume of the cavity associated with the lubricant channel (12,22) a total lubricant reservoir for a

Mileage of approximately 50 ¹ 000 kilometers.

8. Wheelset according to one of claims 1 to 7, characterized in that in order to support the axial strength of each axle part (10, 20) has a device (16, 26; 17,27), which by another device part (30,35) held together.

9. Wheelset according to claim 8, characterized in that the devices mounted on the axle parts are roller bearings (16, 26) and the roller shutter holding together device part is a shrink sleeve (30) for frictional engagement.

10. Wheelset according to claim 8, characterized in that the devices mounted on the axle parts roller blinds (16,26) and the retractors cohesive device part half-shells (35) are for a positive connection.

11. Wheelset according to claim 8, characterized in that the devices arranged on the axle parts are form-fitting rings (17,27) and the part of the form-locking rings cohesive device part half-shells (35) for a positive connection.

12. Wheels according to one of claims 1 to 11, characterized in that the lubricant used has dilatant properties.

13. Wheels according to one of claims 1 to 11, characterized in that the lubricant used has solid particles.

14. Wheels according to one of claims 1 to 11, characterized in that the lubricant is a silicone oil with additives to achieve highly dilatant properties.

15. Wheel set for a rail vehicle with an axle and two terminal wheels, wherein the axis while maintaining the outer axle diameter in two axle parts (10,20) divided axle with lubricant feeds (12, 21), wherein an axle part (10) is a partial Having turned to a smaller diameter longitudinal part (11) and the other axle part (20) has a longitudinal bore for forming a receptacle (21) for the twined to the smaller diameter longitudinal part (11) and for each axle part first drive (8; 8.2) for the axle part (10) with the core (11) and a second drive (8; 8.1) for the axle part (20) with the sleeve (21) is provided.

16. Wheelset according to claim 15, characterized in that the drives are electric motors (8.1, 8.2), wherein the rotors of the electric motors coaxial or non-coaxial, but then via a transmission (9.1) drive the axle parts together but separately.

17. Wheels according to claims 16 and 16, characterized in that the electric motors (8.1, 8.2) are electronically coupled together.

18. Wheels according to claim 16, characterized in that the electric motors are part of a control system of actuators / sensors.