EP2569197B1 - Drive for rail vehicles - Google Patents

Description

The invention relates to a drive for rail vehicles with a drive motor and with at least one of the drive motor driven wheel or wheelset. The wheel or the wheels of the wheelset roll during operation of the rail vehicle on the rails of a rail track. The invention further relates to a method for producing such a drive. Moreover, the invention relates to a rail vehicle with such a drive.

Drive motors of rail vehicles are often supported on the bogie whose wheels drive the drive motor. Support is understood to mean the absorption of the weight of the drive motor and of the dynamic forces by movements of the rail vehicle and impacts during operation as well as the support of the motor for generating the torque. In this case, in particular relative movements of the drive motor on the one hand and the driven wheel or wheel set on the other hand can occur. The related problems will be discussed in more detail. As an alternative to the support of the drive motor on the bogie is a support on the car body of the rail vehicle or components in question, which are connected to the bogie and / or the car body. These parts may also be movable relative to the carbody and / or the bogie, although they are mechanically coupled thereto. For example, may be attached to the car body, a motor suspension, which allows the drive motor to perform a pendulum motion relative to the car body.

The mentioned relative movement between the drive motor and the driven wheel or wheel set is due in large part to the fact that the wheel or the wheel set does not execute a straight, uniform movement during the travel of the rail vehicle (ie rolls straight on the running rail at a constant speed), but instead Longitudinal accelerations and lateral accelerations due to bumps, cornering and others Events is suspended. In particular, the wheel or the wheel set relative to the bogie frame and against the suspension of the vehicle to perform movements in the vertical direction (z-direction). In a wheel with two oppositely mounted wheels rotatably mounted on a wheelset, for example, the wheelset can move relative to the bogie in any direction from its neutral position, in particular tilt. The pivot point of a tilting movement can not only be in the middle of the axle, but also in their end or near the wheels. Also, the axle can shift parallel to its neutral position. In addition, the wheelset is subjected to torsional and bending vibrations.

Therefore, it is customary to design the transmission means for transmitting the drive torque from the drive motor to the wheel or the wheel set shaft in such a way that an elasticity or mobility is present which protects the drive system from damage. It is known e.g. the hollow shaft drive, wherein the wheelset is disposed within a hollow shaft and wherein the drive motor transmits the drive torque via the hollow shaft to a wheel of the wheelset or to the wheelset. The hollow shaft is connected to the driven wheel via a coupling (eg rubber coupling, diaphragm coupling, tab coupling or toothed coupling). At the opposite end of the hollow shaft, this is connected via a cardanically movable joint with a gear, which is driven by the drive motor. Drives with hollow shafts are structurally and manufacturing technically complex. In addition, they limit the space available for the drive motor space, since the hollow shaft and coupled to the hollow shaft joints and / or gear require correspondingly large space.

A cardanically movable joint is understood as meaning a joint which allows the parts which are coupled to one another via the joint to move relative to one another about two mutually perpendicular rotary axes (also called rotation axes). The axes of rotation can be imaginary axes of rotation act, which do not have to correspond to the axes of rotation of waves, as it is for example in the universal joint (also called universal joint) the case. A cardanically movable joint also does not have to be designed in one piece. For example, it may consist of parts which each allow rotation about one of the two mutually perpendicular axes of rotation. In addition, a relative movement of the parts coupled together via the joint from a neutral position of the joint to a deflected position of the joint can be connected to an elastic deformation, which leads to restoring forces in the neutral position. This is especially the case when parts of the joint consist of elastic materials, as is the case, for example, with the Hardy disc.

In particular, the gimbal joint itself has no linear mobility in the direction of the axis which is perpendicular to the two axes of rotation. Likewise, the cardanically movable joint does not itself allow a linear mobility in the direction of the two axes of rotation. Further, the gimbal movable joint is not rotationally movable about the axis which is perpendicular to the two axes of rotation.

The above-described coupling of the hollow shaft via a rubber coupling with annular rubber element to the driven wheel is another example of a gimbal joint with elastic restoring forces. Instead of rubber materials, a gimbal joint may e.g. also comprise components of high modulus (e.g., steel) materials, but which are elastically deformable in shape (e.g., spring elements such as steel leaf springs).

The elastic or non-elastic relative mobility of parts of the drive train can also be referred to as mass decoupling, since unwanted dynamic excitations and movements of masses (eg the wheel or the wheelset) are not or not completely transferred to other masses (eg the drive motor).

For mass decoupling of components of the drive train other special clutches, special gear and / or propeller shafts can be used in addition to the described hollow shaft system. Often, axial compliance in the powertrain, i. a compliance in the direction of the axis of rotation, desired to rotate the one or more parts of the drive train to transmit the drive torque. Of course, when we speak of the driving torque, this obviously includes the case where this torque is e.g. is converted by a gear in the drive train. For example, in the drive used in ICE 3 Deutsche Bahn AG, a so-called transverse drive is realized in which the axis of rotation of the rotor of the drive motor is approximately parallel to the axle of the driven wheelset. The stator of the drive motor is supported on a cross member of the bogie. The rotor shaft has a double curved tooth coupling. This coupling corresponds to the series connection of two joints with gimbal mobility, in addition also an axial mobility of the coupled via the gear coupling shaft sections is given. A disadvantage of this type of mass decoupling is that only a short section of the drive train lies between the two cardanically movable joints in the axial direction of the drive train. Therefore, unlike the above-described decoupling with hollow shaft, only a relatively small offset of the wheelset axle can be compensated from its neutral position. In the transverse drive, the end of the rotor shaft remote from the runner's view is via a so-called off-axis gear, i. a transmission, which is at least partially supported on the axle, coupled to the wheelset.

DE 9116159 U1 describes an axle drive, in particular for a wheelset axle arranged in a bogie, of a rail vehicle, wherein the axis of the drive motor runs parallel to the wheelset axle. On the axis of a spur gear is fixed, with which the axle is driven. The spur gear is supported by a torque arm opposite the bogie. The torque arm is on the one hand by a universal joint with the Bogie and on the other hand connected by a universal joint with the spur gear. The universal joints allow limited pivoting and twisting of the torque arm relative to the articulation points. A gimbal coupling connects the drive shaft to the drive motor, which is attached to the bogie.

DE 2925836 A1 describes a drive device for an electric locomotive with a drive motor, which is connected to a gearbox. A drive end of the drive motor is provided with a ring which carries an elastic Gummringkupplung. This is pressed inside a flange. A pinion of the transmission is connected by means of a fastening screw with the flange, wherein the contact surfaces of the pinion and the flange have teeth, which prevent the sliding of the contact surfaces. The gearbox is supported by bearings on the axle shaft. The non-drive end of the drive motor is provided with a bracket which is fastened with fastening screws. The middle part of the bracket is connected to the bogie via a spherical bearing, which is rotatably mounted in brackets. To connect the drive motor and the gear box serve a connected to the drive motor inner ring and connected to the gear box outer ring, between which an elastic Gummiringkupplung is pressed. In the fork-shaped extension 9 'of the gear box rotatably mounted a spherical bearing, which is connected via a torque arm and a mounting arm to the bogie.

EP 1 197 412 A2 describes a drive unit for rail vehicles with a vehicle frame or on the suspension suspended electric motor, a transmission and a gimbal-acting clutch system, which is arranged between the wheelset and the transmission. In one embodiment, the drive unit is arranged on the outside of the wheelset and connected by means of fastening devices with the bogie.

EP 0 175 867 A1 describes a cardanic double clutch. In an application of the double clutch in a double axle for rail vehicles an angle gear is flange-mounted on the front sides of an electric motor lying longitudinally to the direction of travel, which drives by means of bevel gears hollow shafts one of the double clutches. The electric motor is connected together with the angular gears by elastic suspensions to the bogie frame.

It is an object of the present invention to provide a drive for rail vehicles, which allows relative movement of the driven wheel or wheelset on the one hand and the drive motor on the other hand over the widest possible range of motion with little space required. Furthermore, it is an object of the present invention to provide a manufacturing method for such a transmission and a rail vehicle with such a transmission.

The appended claims define the scope of protection.

It is proposed that the stator of the drive motor is supported via a cardanically movable suspension on a bogie of the rail vehicle, on a car body of the rail vehicle or on a construction connected to the bogie and / or the car body.

Under a gimbal-mounted suspension analogous to the above definition of a gimbal joint is understood a joint that allows the parts coupled together via the joint to move relative to each other about two mutually perpendicular axes of rotation, i. to rotate. In particular, in the same manner as described above for the gimbal joint, the cardanic mobile suspension may be linearly immovable with respect to the two axes of rotation, linearly immovable with respect to the axis perpendicular to the two axes of rotation, and also with respect to the axis perpendicular to the two axes of rotation be rotationally immobile. However, as will be explained in more detail, in addition to the actual cardanically movable joint or gimbal mobile suspension, a linear mobility in the direction of the axis can be provided, which is perpendicular to the two axes of rotation.

However, the gimbal-mounted suspension is not located in the drive train (between rotor and wheel or wheelset) and therefore does not rotate continuously to transmit torque. On the other hand, the gimbal movable suspension supports the stator of the drive motor so that the torque of the rotor is transferable. The two mutually perpendicular axes of rotation of the gimbal-mounted suspension are approximately perpendicular to the axis of rotation of the rotor.

Depending on the design, the gimbals of the gimbal-mounted suspension need not necessarily cross each other, as is the case with a universal joint (so for the definition and execution of the gimbal joint).

Under perpendicular is also understood that the one axis of rotation crosses only a parallel of the other axis of rotation perpendicular. Also, the location of the axes of rotation in the space and relative to the stand and the supporting part (eg bogie frame) may vary slightly during rotation. Furthermore, the stiffnesses and / or resistances of the rotational movements about the two axes of rotation of the gimbal mobile suspension need not be equal.

The gimbal mobile suspension can be realized in the same way as described above in the definition of the term gimbal movable joint. In particular, it can consist of an arrangement of several parts which are not directly connected to each other, but are connected to each other only via the supporting structure and the stand. However, as also mentioned above, one-piece gimbals (eg the universal joint) are also suitable for the suspension.

In a preferred embodiment, the gimballed suspension is realized by two elongated elements of elastic material, in particular natural or synthetic rubber material. The stiffness of the two elongated elements for linear movements in the direction of their longitudinal axis (the axis in which the elements are elongated) is substantially greater than for curvatures of the elements about their longitudinal axis. The curvatures may be torsions about the longitudinal axis and / or curvatures of the longitudinal axis in two different mutually perpendicular directions. The two elongated elements are arranged with their longitudinal axes parallel to each other, wherein in each case one end of the elongate member in the longitudinal direction of the car body of the rail vehicle or connected to the bogie and / or the car body construction is connected and each with the other, in the Longitudinally opposite end of the elongated member of the rotor of the drive motor is connected, so that due to the curvatures described rotational movements of the gimbal movable suspension are realized. It is further preferred that the Longitudinal axes of the elongated elements in the neutral position (see below) in the vertical direction. Since the elongated elements are designed very stiff in this direction, carried by them weight of the drive motor and optionally a portion of the drive train does not lead to an uneven change in length of the two identically designed elongated elements. In particular, therefore, an equal bending of both elongate elements about their longitudinal axes leads to a rotational movement about an axis of rotation, which crosses the two longitudinal axes of the elongated elements approximately perpendicularly. Further torsional movements of the two elongate elements lead to a rotational movement of the stator relative to the supporting structure, said second axis of rotation approximately in the middle of the two longitudinal axes of the elongated elements in the direction of the longitudinal axes in the neutral position, ie parallel to the longitudinal axes in neutral position. Combinations of the rotational movements about the two said axes of rotation are also possible, which may lead to a slight shift in the position of the two axes of rotation.

According to a further preferred embodiment, which is suitable in particular for a longitudinal drive (the axis of rotation of the rotor of the drive motor extends in the direction of travel), the cardanically movable suspension is realized by two annular elements of elastic material, in particular of natural or synthetic rubber material. The annular elements each extend about an axis, which is in particular a rotational axis of symmetry. The two axes are parallel to each other at a distance. About the two annular elements, the bogie or the other part of the supporting structure of the vehicle are interconnected. In this case, one part of the two parts to be joined together (eg the motor housing) is connected to the radially inner surfaces of the annular elements and the other part (eg the bogie frame) is connected to the radially outer surface of the annular elements. For example, the rubber material may be vulcanized to a first annular sleeve on the radially inner side and to a second annular sleeve on the radially outer side. The Sleeves in turn are firmly connected to the respective part to be connected. The directional stiffness of the annular elastic members may now be selected and / or adjusted to achieve the desired cardan motion of the suspension.

A gimbal-mounted joint in the drive train and a separate gimbal-mounted suspension are easier to implement than two gimbal-mounted joints in the drive train. Therefore, the weight of the arrangement can be reduced. Generally, for all embodiments, the number of complex components for ensuring the offset (e.g., parallel offset of the rotational axis of a driveline portion) can be reduced.

An additional axial mobility of the rotor relative to the stator of the electric motor has the advantage that the gimbal-mounted joint in the drive train can be made simpler. For example, No curved tooth coupling with axial compliance is required. The axial mobility of the motor also has the advantage that the bearing of the rotor by the magnetic field of the motor is completely friction and wear-free.

For the gimbal-mounted suspension, a neutral position can be defined, in which the axis of rotation of the rotor crosses the two axis of rotation of the gimbal-mounted suspension perpendicularly but not necessarily in the same point.

Since - as mentioned - rotational movements of the stator and the supporting part about the two axis of rotation of the gimbal movable suspension are possible and there is also a gimbal movable joint in the drive train, a joint chain is realized, wherein the drive motor is part of the joint chain. The drive motor is located in the force flow between the supporting structure and the drive train between the gimbal movable suspension and the gimbal joint.

The following embodiment particularly relates to a transverse drive, i. the axis of rotation of the motor rotor is transverse to the direction of travel: in particular, the degrees of freedom of movement of the drive motor relative to the bogie of the rail vehicle relative to the railcar body or relative to that with the bogie and / or the gantry due to the gimbal mobile suspension Car Body connected construction can be the same degrees of freedom of the movement, which can perform the part of the drive train, which is coupled via the gimbal movable joint with the rotor relative to the rotor. This means that the rotor is coupled via the cardanically movable joint with a part of the drive train, which rotates during operation of the drive motor about an axis of rotation, which runs in a neutral position coaxial with the axis of rotation of the rotor. However, the agreement in the degrees of freedom of the movement that the axis of rotation of said part of the drive train can be offset parallel to the neutral position, for. B. if appropriate deflections take place during operation. Of course, the axis of rotation of the said part of the drive train can also be moved out of the neutral position in a different way than by parallel displacement or be permanently or predominantly in a deflected position.

In the case of transverse drive, it is particularly preferred that the cardanically movable joint is located in the drive train between the rotor and a transmission, via which the driving forces generated by the engine are transmitted to the wheel or the wheelset. In particular, the gimbal movable joint is located between the rotor and the first transmission in the course of the drive train, if several transmissions are present. This means that the stator of the drive motor and the immovable parts of the transmission (in particular the gear housing) are not connected. According to an embodiment, which does not belong to the scope of the claims, the stand and the immovable parts of the housing are movably connected relative to each other.

Furthermore, in particular in the case of a transverse drive, the transmission of the drive torque can take place with the aid of a hollow shaft. On the principle of a hollow shaft has already been discussed above. It is preferred that in the case of the transverse drive, the torque transmission from the hollow shaft to the wheelset, which has two wheels connected to each other via an axle, takes place only on one of the wheels. Consequently, there is no direct transmission of the drive torque from the hollow shaft to the other impeller. This other impeller is driven only via the axle of the wheelset.

The following embodiment particularly relates to a longitudinal drive, i. the axis of rotation of the rotor extends in the direction of travel: In particular, a rotational axis of the gimbal movable suspension parallel to a rotational axis of the gimbal joint in the drive train run and the other axis of rotation of the gimbal movable suspension perpendicular to the other axis of rotation of the gimbal joint. The rotor is coupled via an angle gear with the wheel or the wheelset. In this case, the stator or the housing of the drive motor and the gear housing or the immovable parts of the transmission are fixed, i. immobile relative to each other, interconnected. The motor and the angle gear therefore form a common drive module which is suspended by the gimbal-mounted suspension on the supporting structure of the vehicle, wherein the output side of the angular gear is coupled via the gimbal movable joint with the driven wheel or wheelset.

The connection of the motor with the angular gear saves additional suspension, which would have to be designed accordingly movable. The fixed connection between the motor and bevel gear prevents a linear movement of the bevel gear in the vertical direction without an additional suspension of the angular gear.

An angular gear is understood to mean a gear which converts a drive torque about a first rotational axis into a second drive torque about a second rotational axis, wherein the first and the second rotational axis extend transversely and in particular exactly perpendicular to one another.

In contrast to the above-mentioned arrangement of two gear couplings in the drive train can be compensated by the combination of the gimbal mobile suspension with the gimbal joint in the drive train a much larger offset. The offset is understood in particular to mean the offset of the axis of rotation of the rotor or the offset of the drive train from the perspective of the rotor beyond the cardanically movable joint. At the same offset angle of the deflections of the gimbal movable suspension and gimbal joint are lower. Thus, e.g. gimbals movable joints are used, which have a smaller construction volume, because they allow only a lower deflection. This is especially true for curved gear couplings. The invention is therefore particularly suitable for transverse drive and for operating situations in which particularly strong or rapid movements of the wheel or the wheelset relative to the drive motor are to be expected. This is e.g. at high speed trains the case. In transverse drive, the length of the drive train in extension of the axis of rotation of the rotor is limited by the width transverse to the direction of travel, which is available for installation. If lower deflections are to be expected, lower demands can also be placed on the precision of the components of the gimbal-mounted joint in the drive train.

The above-mentioned combination of two bottom gear couplings in the drive train enables the length compensation in the direction of the axis of rotation of the drive train required during deflection or offset of the drive train. In conventional drive motors with a rotor which is mounted within the stator via the magnetic field, an axial movement of the rotor in the direction of its Rotation axis take place relative to the stator. Since the gimbal-mounted suspension and typically at the other end of the engine or even further away from the engine arranged gimbal joint are very far apart compared to the combination of two bottom teeth couplings, the axial compensation in the direction of the axis of rotation of the rotor is comparatively low , Common drive motors allow the required axial compensation without any structural change.

The axial mobility in the direction of the axis of rotation of the rotor and / or in the direction of the other connected to the rotor shaft via the gimbal movable joint further drive train can be achieved alternatively to an axial mobility of the rotor relative to the stator via a gimbal movable joint in the axial direction. This variant is used when the motor has no axial mobility. On the other hand, if the motor has such an axial mobility, the axial mobility of the gimbal-type joint is dispensed with so that the rotor can not move freely in the axial direction between two end points. A third possibility of axial mobility consists in a mobility of the gimbal mobile suspension, which is particularly preferred for the above-described embodiment of a longitudinal drive with fixedly connected engine and transmission. In this case, neither the motor nor the gimbal movable joint are deflectable in the axial direction. In the case of the drive module with fixed motor and bevel gear, the axial mobility of the gimbal-mounted suspension prevents driving forces from being transmitted through the gimbal-mounted suspension. In this case, driving forces are understood to mean forces which act between the wheel and the rail and are transmitted to the supporting structure of the vehicle for acceleration or braking of the vehicle.

It has been mentioned that the gimbal-mounted suspension and the gimbal-movable joint (viewed in the direction of the axis of rotation of the rotor) at opposite ends of the motor or even at a distance from the ends can be. However, it is also possible that the gimbals movable suspension is arranged laterally of the engine. An embodiment will be discussed. Although this arrangement shortens the distance between the suspension and the joint. As a rule, however, the distance will still be significantly greater than with two cardanically movable joints in the drive train. The lateral arrangement of the gimbal movable suspension further space for the arrangement of the engine and the drive train is saved.

If previously or in the following the gimbal articulated joint in the drive train is mentioned, this implies that instead of the gimbal movable joint a gimbal movable coupling is provided in the drive train. According to the above definition of the term cardanically movable joint, this also means a coupling with gimbal mobility. In practice, components and assemblies are already used, which are designated by the term coupling. Therefore, it will be understood that the element or assembly with gimbal mobility in the powertrain may also be a clutch.

In particular, a drive for rail vehicles is proposed, which has a drive motor with a stator and a rotor and at least one driven by the drive motor wheel or a drive motor driven wheelset that rolls in the operation of the rail vehicle on the rails of a rail track. The stator of the drive motor is supported via a gimbal-mounted suspension on a bogie of the rail vehicle, on a car body of the rail vehicle or on a construction connected to the bogie and / or the car body. The rotor of the drive motor is coupled via a cardanically movable joint and / or a cardanically movable coupling with the wheel, with the wheelset, with at least one wheel of the wheelset and / or with a shaft of the wheelset, so that during operation of the rail vehicle, the driving force of Drive motor is transmitted via the joint and / or the clutch.

In particular, during operation of the drive, the rotor drives a drive shaft which drives a wheel of the wheelset or a wheelset shaft of the wheelset via a transmission.

The rotor may drive a drive shaft during operation of the drive, the gimbal movable joint coupling a first portion of the drive shaft connected to the rotor to a second portion of the drive shaft such that the rotational axes of the first portion and the second portion are angled relative to one another can. In this case, the transmission mentioned in the previous paragraph is preferably located in the course of the drive train from the perspective of the runner beyond the second portion of the drive shaft, i. H. In particular, the second portion of the drive shaft has a rotation axis coaxial with the axis of rotation of the rotor in a neutral position in which the gimbal-type joint does not lead to angling of the first and second portions of the drive shaft.

In a realization as a transverse drive, the axes of rotation of the drive shaft extend transversely to the direction of travel of the rail vehicle. However, z. B. also a longitudinal drive possible, in which the axes of rotation of the drive shaft extend approximately in the direction of travel of the rail vehicle.

In a specific embodiment, the joint allows axial relative movement of the first portion and the second portion in the direction of at least one of the axes of rotation of the sections. However, it is preferred that the axial compliance or mobility is realized by the motor, relatively between rotor and stator, ie, the rotor is movably mounted in the direction of its axis of rotation, preferably solely by the magnetic field of the motor.

• an einer der ersten Seite gegenüberliegenden zweiten Seite des Motors (so genannte B-Seite) angeordnet sein und/oder
• zwischen der ersten und der zweiten Seite des Motors angeordnet sein, insbesondere näher an der zweiten Seite des Motors als an der ersten Seite.

A drive shaft connected to the rotor can, as usual, be arranged on a first side of the motor (so-called A side) and can be the gimbal-mounted suspension on the stator of the motor

• be arranged on one of the first side opposite the second side of the engine (so-called B-side) and / or
• be arranged between the first and the second side of the engine, in particular closer to the second side of the engine than on the first side.

The scope of the invention also includes a rail vehicle, wherein the rail vehicle has a drive according to one of the described embodiments.

• ein Antriebsmotor mit einem Ständer und einem Läufer und
• zumindest ein vom Antriebsmotor angetriebenes Rad oder ein vom Antriebsmotor angetriebener Radsatz, das/der beim Betrieb des Schienenfahrzeugs auf den Fahrschienen eines Schienenweges rollt,

wobei

• der Ständer des Antriebsmotors über eine kardanisch bewegliche Aufhängung an einem Drehgestell des Schienenfahrzeugs, an einem Wagenkasten des Schienenfahrzeugs, oder an einer mit dem Drehgestell und/oder dem Wagenkasten verbundenen Konstruktion abgestützt wird und
• der Läufer des Antriebsmotors über ein kardanisch bewegliches Gelenk und/oder über eine kardanisch bewegliche Kupplung mit dem Rad, mit dem Radsatz, mit zumindest einem Rad des Radsatzes und/oder mit einer Welle des Radsatzes gekoppelt wird, sodass beim Betrieb des Schienenfahrzeugs die Antriebskraft des Antriebsmotors über das Gelenk und/oder die Kupplung übertragen wird.

Further, within the scope of the invention is a method of manufacturing a drive for a rail vehicle, the following being provided:

• a propulsion engine with a stand and a runner and
• at least one wheel driven by the drive motor or a wheel set driven by the drive motor, which rolls on the rails of a rail track during operation of the rail vehicle,

in which

• the stator of the drive motor is supported via a gimbal-mounted suspension on a bogie of the rail vehicle, on a car body of the rail vehicle, or on a construction connected to the bogie and / or the car body, and
• the rotor of the drive motor is coupled via a cardanically movable joint and / or via a cardanically movable coupling to the wheel, to the wheelset, to at least one wheel of the wheelset and / or to a shaft of the wheelset, so that during operation of the rail vehicle the driving force of the Drive motor is transmitted via the joint and / or the clutch.

In particular, the drive motor drives the wheel or wheelset via a transmission.

As already described above with reference to a particular embodiment, the drive motor and a transmission, in particular a bevel gear, form a drive module, wherein the stator of the drive motor and non-movable parts of the transmission (in particular the gear housing) are fixedly and immovably connected to each other. In this case, the drive module is coupled via the cardanically movable joint and / or via the cardanically movable coupling with the wheel, with the wheelset, with at least one wheel of the wheelset and / or with the shaft of the wheelset.

As usual, the rotor of the drive motor may have a drive shaft or be rotatably connected to a drive shaft. In this case, the drive shaft is coupled via the cardanically movable joint and / or the cardanically movable coupling with the wheel, the wheel or the shaft of the wheelset.

Fig. 1

schematisch eine erste Ausgestaltung eines Querantriebes, wobei die axiale Nachgiebigkeit durch eine Beweglichkeit des kardanisch beweglichen Gelenks im Antriebsstrang realisiert ist,

Fig. 2

eine Frontalansicht der Draufsicht gemäß Fig. 1 in Richtung des Pfeils A in Fig. 1,

Fig. 3

eine Ausgestaltung ähnlich der in Fig. 1, wobei jedoch die axiale Beweglichkeit durch eine Relativbeweglichkeit des Läufers und des Ständers des Antriebsmotors gegeben ist,

Fig. 4

eine Draufsicht ähnlich der in Fig. 1 und Fig. 3, wobei jedoch gemäß dem Stand der Technik keine kardanisch bewegliche Aufhängung des Motors vorgesehen ist, sondern zwei kardanisch bewegliche Gelenke mit axialer Beweglichkeit relativ zueinander im Antriebsstrang,

Fig. 5

eine Draufsicht ähnlich der in Fig. 1, 3 und 4, die schematisch eine Ausführungsform des in Fig. 1 oder Fig. 3 gezeigten Querantriebs zeigt,

Fig. 6

einen Schnitt entlang der Linie B-B in Fig. 5, um die elastische Aufhängung des Getriebes darzustellen,

Fig. 7

eine Variante der Aufhängung des Getriebes zu der Ausführungsform von Fig. 6,

Fig. 8

einen Schnitt entlang der Linie C-C in Fig. 5, wobei die Schnittebene wie auch bei den Fig. 6 und 7 senkrecht zu der Bildebene der Fig. 5 verläuft,

Fig. 9

eine Ausführungsform bei einem Längsantrieb in Draufsicht,

Fig. 10

schematisch eine Neutralstellung einer Anordnung mit einem Antriebsmotor, der über eine kardanisch bewegliche Aufhängung aufgehängt ist und dessen Läufer über ein kardanisch bewegliches Gelenk einen Antriebsstrang antreibt,

Fig. 11

schematisch eine Anordnung wie in Fig. 10, wobei jedoch die Anordnung nicht nur dem Ausgleich eines parallelen Versatzes der Antriebswelle dient, sondern eine asymmetrische Anordnung der kardanisch beweglichen Aufhängung ausgleicht,

Fig. 12

schematisch eine Variante der kardanisch beweglichen Aufhängung bei einer Anordnung wie in Fig. 10 und Fig. 11, wobei die kardanisch bewegliche Aufhängung seitlich des Motors angeordnet ist,

Fig. 13

eine Ansicht auf eine Ausführungsform der seitlich des Motors angeordneten kardanisch beweglichen Aufhängung,

Fig. 14

eine Ausführungsform eines langgestreckten Elements, das als Gummifeder zur Realisierung der kardanisch beweglichen Aufhängung ausgestaltet ist,

Fig. 15

eine Draufsicht auf eine Anordnung, bei der mit Hilfe von zwei langgestreckten elastisch verformbaren Elementen eine kardanisch bewegliche Aufhängung realisiert ist,

Fig. 16

die Anordnung von Fig. 15, wobei jedoch die Anordnung in einem ausgelenkten Zustand gegenüber der Neutralstellung aus Fig. 15 zu sehen ist, bei der bezüglich einer Drehachse der kardanisch beweglichen Aufhängung, die parallel zu den Längsachsen der langgestreckten Elemente verläuft, eine Auslenkung um den Winkel α stattgefunden hat,

Fig. 17

eine Seitenansicht auf die Anordnung gemäß Fig. 15, die die Neutralstellung zeigt,

Fig. 18

die Anordnung von Fig. 17, wobei jedoch eine Auslenkung um eine Drehachse der kardanisch beweglichen Aufhängung stattgefunden hat, die senkrecht zu den Längsachsen der langgestreckten Elemente verläuft, wobei eine Auslenkung um den Winkel β stattgefunden hat,

Fig. 19

eine Draufsicht ähnlich der von Fig. 1 und Fig. 3, wobei jedoch die Welle des Radsatzes in einer Hohlwelle des Motors angeordnet ist und der Motor an einem Querträger des Drehgestells über eine kardanisch bewegliche Aufhängung aufgehängt ist,

Fig. 20

in Draufsicht von oben schematisch ein Drehgestell mit einem außenliegenden Antriebsmodul, wobei ein angetriebenes Laufrad teilweise aufgeschnitten dargestellt ist,

Fig. 21

eine vergrößerte Darstellung des Antriebsmoduls, der Aufhängung des Antriebsmoduls und des von dem Antriebsmodul angetriebenen Laufrades, wobei die drei genannten Teile und Baugruppen in Explosionsdarstellung, d.h. noch nicht miteinander verbunden, dargestellt sind, und

Fig. 22

in vergrößerter Darstellung ein ringförmiges elastisches Element zur Realisierung der kardanischen Beweglichkeit der Aufhängung des Antriebsmoduls gemäß Fig. 20 und Fig. 21.

Further embodiments and embodiments of the invention will now be described with reference to the accompanying drawings. The individual figures of the drawing show:

Fig. 1

schematically a first embodiment of a transverse drive, wherein the axial compliance is realized by a mobility of the gimbal joint in the drive train,

Fig. 2

a frontal view of the top view according Fig. 1 in the direction of the arrow A in Fig. 1 .

Fig. 3

an embodiment similar to the one in Fig. 1 but wherein the axial mobility is given by a relative mobility of the rotor and the stator of the drive motor,

Fig. 4

a plan view similar to the one in Fig. 1 and Fig. 3 However, according to the prior art, no gimbal movable suspension of the engine is provided, but two gimbals movable joints with axial mobility relative to each other in the drive train,

Fig. 5

a plan view similar to the one in Fig. 1 . 3 and 4 schematically showing an embodiment of the in Fig. 1 or Fig. 3 shown transverse drive,

Fig. 6

a section along the line BB in Fig. 5 to represent the elastic suspension of the transmission,

Fig. 7

a variant of the suspension of the transmission to the embodiment of Fig. 6 .

Fig. 8

a section along the line CC in Fig. 5 , where the section plane as well as the Fig. 6 and 7 perpendicular to the image plane of the Fig. 5 runs,

Fig. 9

an embodiment in a longitudinal drive in plan view,

Fig. 10

schematically a neutral position of an arrangement with a drive motor, which is suspended via a gimbal-mounted suspension and the rotor drives a drive train via a gimbal movable joint,

Fig. 11

schematically an arrangement as in Fig. 10 However, the arrangement not only compensates for a parallel offset of the drive shaft, but compensates for an asymmetric arrangement of the gimbal movable suspension,

Fig. 12

schematically a variant of the gimbal mobile suspension in an arrangement as in 10 and FIG. 11 in which the cardanically movable suspension is arranged laterally of the motor,

Fig. 13

a view of an embodiment of the side of the motor arranged gimbal mobile suspension,

Fig. 14

An embodiment of an elongated element, which is designed as a rubber spring for the realization of the gimbal movable suspension,

Fig. 15

a plan view of an arrangement in which is realized by means of two elongated elastically deformable elements a gimbal movable suspension,

Fig. 16

the arrangement of Fig. 15 However, wherein the arrangement in a deflected state from the neutral position Fig. 15 can be seen, with respect to a rotational axis of the gimbal movable Suspension, which runs parallel to the longitudinal axes of the elongate elements, a deflection has taken place by the angle α,

Fig. 17

a side view of the arrangement according to Fig. 15 showing the neutral position,

Fig. 18

the arrangement of Fig. 17 however, a deflection has taken place about an axis of rotation of the gimbal-mounted suspension, which is perpendicular to the longitudinal axes of the elongate elements, with a deflection having taken place by the angle β,

Fig. 19

a plan view similar to that of Fig. 1 and Fig. 3 wherein, however, the shaft of the wheel set is disposed in a hollow shaft of the engine and the motor is suspended on a cross member of the bogie via a gimbal movable suspension,

Fig. 20

schematically a top view from above of a bogie with an external drive module, wherein a driven impeller is shown partially cut away,

Fig. 21

an enlarged view of the drive module, the suspension of the drive module and driven by the drive module impeller, wherein the three parts and assemblies in an exploded view, that is not yet connected to each other, are shown, and

Fig. 22

in an enlarged view of an annular elastic element for the realization of the cardan motion of the suspension of the drive module according to Fig. 20 and Fig. 21 ,

Fig. 1 shows a plan view of a bogie with a wheel, which is driven by a transverse drive. The bogie has a bogie frame 100 with an open in the direction of travel H-shaped support profile, whose cross member is denoted by 9 and whose longitudinal members are designated 3a, 3b. On opposite longitudinal members of the bogie frame 100 bearings 11 a and 11 b are arranged, in which the wheelset shaft 6 of the wheelset 7a, 7b is rotatably mounted. The wheel set shaft 6 is driven by an axle riding gear 8, which suspended by an elastic suspension 25 on the cross member 9. The drive torque is introduced via a drive shaft 19 in the transmission 8.

The drive shaft 19 is driven by a gimbal movable joint 5 of the rotor shaft 18 of an electric motor 1. The cardanically movable joint 5 has an axial compliance or mobility in the direction of the axis of rotation of the rotor shaft 18. The rotor of the drive motor 1 is denoted by 4. On the stand 22, a fastening 21 is mounted, which is suspended via a gimbal movable suspension 2 on a longitudinal support 12 which is fixed to the cross member 9.

Fig. 2 shows the arrangement in a front view, wherein also still the suspension 16a, 16b can be seen, via which the wheel bearings 11 a, 11 b are resiliently connected to the car body 14 of the rail vehicle.

In the following figures, the same reference numerals are used for the same or corresponding parts as in Fig. 1 or as in various of the following figures.

Fig. 3 shows a plan view, the top view in Fig. 1 is very similar, but the gimbal movable joint 5 is replaced by a gimbal movable joint 15, which has no axial compliance. Instead, the axial compliance in the direction of the rotor shaft is given by a mobility of the rotor 4 relative to the stator 22.

In the Fig. 4 A top view of an embodiment according to the prior art differs from that in FIG Fig. 1 in that the motor is suspended by a rigid suspension 29 on the cross member 9. In addition, the rotor shaft 18 and the drive shaft 19 are coupled together via two gimbals movable joints 35a, 35b for transmitting the torque, wherein the gimbals movable joints 35 are movable relative to each other in the axial direction.

In Fig. 1 . 3 and 4 are each represented by a triangular symbol bearing, which allow a rotation of the rotor shaft 18 and the rotor 4. However, the further function of the pivot bearing shown in each case on the right of the rotor 4 in the cases of Fig. 1 . 3 and 4 different. In the case of Fig. 1 has the gimbal movable joint 5 as mentioned on an axial compliance. Therefore, said rotary bearing does not allow axial mobility of the rotor shaft 18. In the case of Fig. 4 the same applies. In contrast, has the gimbal movable joint 15 in the embodiment of Fig. 3 no axial compliance. Therefore, said rotary bearing allows axial mobility of the rotor shaft 18th

Fig. 5 shows a plan view of an arrangement, the one embodiment of the arrangement according to Fig. 3 is. The design relates to the gimbals movable suspension and the suspension of the transmission 8. These two suspensions can also be used in the in Fig. 1 shown arrangement can be used.

The gimbals movable suspension of the electric motor 1 connects the longitudinal support 12 with the stator 22 of the motor 1. In order to ensure the rotational mobility of the gimbal mobile suspension about the two mutually perpendicular axes of rotation, the suspension has two elongated elastic members 52a, 52b, whose longitudinal axes in the presentation of Fig. 5 perpendicular to the image plane. The longitudinal support 12 extends at the level of the crossbeam 9 of the bogie frame 100. The two elongate elements 52a, 52b are spaced apart in the longitudinal direction of the rail vehicle, ie in the direction of the longitudinal extension of the longitudinal support 12, and extend upwards in the direction of their longitudinal axes. At its upper end, the elements 52 are connected to a bracket 51, which is fastened to the stand 22 in the upper region. A similar arrangement is still based on the 15 to 18 described. This also explains the mobility of the elongated elements 52. The elements 52 are stiff in the direction of their longitudinal axis, ie the length in the direction of the longitudinal axis does not change or only slightly by the action of the forces usually occurring during operation of the bogie.

The suspension 55 of the transmission 8 is also from the sectional drawing in Fig. 6 recognizable. As Fig. 6 shows, a C-shaped bracket is attached to the cross member 9 of the bogie. At the opposite inner sides of the free ends of the C-shaped bracket 63 put rubber springs 61 a, 61 b, the opposite ends between them receive an end portion of the transmission 8 and are attached thereto. The opposed rubber springs 61 each have a longitudinal axis which is aligned with the longitudinal axis of the other rubber spring and which intersects the drive shaft 10 perpendicular to its axis of rotation. However, it is also possible that the longitudinal axes of the in Fig. 6 shown position and therefore intersect a parallel axis of rotation. Also recognizable in Fig. 6 is the position of the wheelset shaft 6, which is driven via the transmission 8. Details of the gear design are out Fig. 6 not visible. The suspension 55 allows in particular rotations of the drive shaft 10 by three mutually perpendicular axes of rotation. These axes of rotation run in Fig. 6 in the vertical and horizontal direction in the plane of the figure and perpendicular to the plane of the figure.

In the Fig. 7 illustrated variant of a suspension of the transmission 8 has a pendulum support. With the cross member 9, a pendulum carrier 71 is fixedly connected, which has at its upper end projecting in the direction of gear 8, a first joint 73, the rotational movement of a pendulum 77 about a perpendicular to the image plane of Fig. 7 running axis of rotation allowed. At the lower end of the pendulum 77 this is connected via a further joint 75 to the transmission. The second joint 75 also allows a rotational movement about a perpendicular to the image plane of Fig. 7 extending axis of rotation. Thus, the suspension mainly allows movements in the direction of the horizontal axis Fig. 7 to, which runs approximately at the height of the drive shaft 10 and the wheelset shaft 6. Unlike in Fig. 7 shown, the second joint 75 may also extend above or below the height of the drive shaft 10.

Out Fig. 8 is already based on Fig. 5 described gimbal movable suspension visible. On the cross member 9 sets (in Fig. 8 extending to the left) the longitudinal support 12, on the upper side of which the elongated elements 52a, 52b are fastened, namely at a distance from each other. At the upper ends of the elements 52 are connected to the bracket 51, which is secured in the upper part of the stator housing.

Fig. 9 shows in plan view a longitudinal drive for a wheel with wheels 7a, 7b. Again, the wheelset shaft 6 via wheel bearings 11 a, 11 b connected to the bogie frame 101, which is unilaterally open in the direction of travel. At the opposite end of the opening of the frame, the bogie on a cross member 91, to which the gimbal movable suspension 92 attaches, which also a linear movement of the motor 1 in the direction of travel (from top to bottom in Fig. 9 extending) relative to the cross member allows. The suspension 92 can rotate about a horizontally, transversely to the direction of travel (in the plane of the figure Fig. 9 from left to right) and a rotation axis perpendicular to the plane of the figure Fig. 9 extending axis of rotation. In contrast, rotational movements are prevented by the axis extending in the direction of travel, which is aligned with the axis of rotation of the rotor shaft 108. The motor 1 is fixed, ie immovable relative thereto, connected to a gear 98, which is coupled via a hollow shaft 109 and a gimbal movable coupling 95 with the wheelset shaft 6.

The rotor 4 of the motor 1 transmits the torque produced by it via the rotor shaft 108, the gear 98, the hollow shaft 109 and the cardanically movable coupling 95 to the wheelset shaft 6 and therefore drives them.

A longitudinal drive with the suspension of the engine according to the invention can also be different than based on Fig. 9 be realized explained. For example, the rotor of the supported via a gimbal on the cross member of the bogie motor directly, without the interposition of a gimbal joint with a gear, for example, a bevel-helical gear to be coupled. The rotor shaft of the motor rotor is therefore not gimbal movable relative to the transmission. The gimbal mobility in the drive train is realized in this case in the area of the drive train between the gearbox and the wheelset. For example, a pinion of the transmission can drive a large gear, which is rotatably connected to the drive side of a gimbal joint. This gimbal joint may be, for example, a curved tooth coupling. The output side of the curved tooth coupling can for example be connected directly to the shaft of the driven wheelset.

Fig. 10 shows schematically the basic principle of the mobility of the arrangement according to the invention. The supporting structure on the left in the image is designated by the reference numeral 90. At this supporting structure 90, the motor 1 is suspended by its stand 22 via a connecting element 21 and the cardanically movable suspension 2. Rotatable, the stator 22 is thus relative to the supporting structure 90 about two mutually perpendicular axes of rotation, in particular perpendicular to the image plane in Fig. 10 extending axis of rotation. In practice, this axis of rotation extending perpendicular to the image plane may be, for example, the horizontal or the vertical axis.

Fig. 10 shows two rotational positions of the engine 1 and the movable parts of the assembly together with the motor 1. One position is represented by the outlines shown by solid lines. The other position is represented by the broken line parts. It can be seen that from the neutral position (position drawn by the solid lines) in the axis of rotation by the gimbal movable suspension 2, a rotational movement can take place, so that the connection 21, the stator 22, the rotor 4 and the rotor shaft 18 to an angle against the neutral position are aligned rotated. Due to the gimbal joint 5 at the transition between the rotor shaft 18 and the drive shaft 19, the drive shaft 19 only offset parallel to the neutral position but in the same direction run. However, it is also possible that in the deflected position, the drive shaft 19 is not aligned parallel to the neutral position, but unlike in Fig. 10 shown aligned at a point approximately at the right end of the drive shaft, on which it is suspended.

The axial mobility in the direction of the axis of rotation of the rotor shaft or the drive shaft is from the example of Fig. 10 not visible. Rather, the example corresponds for example to an axial mobility at the transition between the drive shaft and not in Fig. 10 shown gear.

Fig. 11 shows a variant in which the in Fig. 10 shown arrangement in its neutral position, but the connection 21 is not aligned in the direction of the rotor shaft, but already inclined with respect to the supporting structure 90 extends. This example shows that the gimballed suspension 2 also allows the suspension to be set within certain limits without interfering with the function. The arrangement according to the invention therefore allows within certain limits tolerances in the production and assembly, without jeopardizing the function.

Fig. 12 shows schematically that the gimbal movable suspension can also be arranged laterally of the engine 1. The supporting structure 109 is connected via a connection 31 to the cardanically movable suspension 32, which acts on the motor 1 in the left-hand area of the stator housing.

A concrete embodiment shows Fig. 13 , Supporting parts 19a, 19b can be seen on the right and left in the figure. About these parts, the suspension is connected, for example, with the cross member of a bogie. Of the supporting parts 19a, 19b extending in the direction of the other supporting part 19, a connecting element 131, 132 which is attached to the lower end of an elastic member 135a and 135b, respectively. At the upper end of the elastic element 135, a connecting element 136a, 136b of non-elastic material is fixed, which the elastic element 135a, 135b with the housing of the motor 1 connects. The function of gimbal mobile suspension according to Fig. 13 is eg like in the Fig. 8 shown suspension. The function is still based on the 15 to 18 explained.

Fig. 14 shows an example of an elongate elastic member. This element has a cylindrical shape. In practice, however, the shape does not have to be cylindrical, but rather can be as in Fig. 13 represented have a longitudinally curved course.

At the longitudinal direction (horizontal direction in Fig. 14 ) opposite ends of the element is in each case a disc-shaped part 141 a, 141 b of a non-elastic material, for example of metal, arranged. Disc-shaped segments 142a to 142e of elastic material, for example of natural or synthetic rubber material, are located between these end discs 141 in the exemplary embodiment. Through all disks 141, 142 through a bore extends in the longitudinal direction. Not shown in Fig. 14 in that, in the case of the ready-to-operate elastic element, a tension element of non-elastic material extends through which the end disks 141 are braced against one another, so that the disks 142 of elastic material are clamped together in the longitudinal direction. Therefore, no or only a very small elastic deformation is possible in the longitudinal direction. In contrast, the tension is designed so that the elastic element can twist around its longitudinal axis and can bend so that the longitudinal axis is no longer straight, but curved.

Fig. 15 schematically shows an arrangement with two elastic elements 151 a, 151 b, whose longitudinal axes perpendicular to the image plane of Fig. 15 run. In the longitudinal direction at one end of the elements 151, these are connected to the supporting structure 150. At the other end, the elements 151 are each connected to a connecting structure 153a, 153b, wherein the connecting structures 153a, 153b can also be a single structure, ie they can also be fixed to one another be connected or form a piece. With the supporting structure 153, the housing of the motor 1 is connected. Again, the rotor shaft 18 is connected via a gimbal movable joint 155 in the drive train to the drive shaft 19.

Fig. 15 FIG. 12 shows the neutral position of the gimbals of the motor 1 realized by the elastic elements 151.

Fig. 16 shows a deflected position. In the figure, the end of the elastic members 151 fixedly connected to the supporting structure 150 is shown by a broken line, while the end connected to the connecting structure 153 is shown by a continuous line. It can be seen that by a rotation about a perpendicular to the image plane in Fig. 16 extending axis of rotation, which is located in the middle between the longitudinal axes of the elastic members 151 (the angle of rotation is α), which has moved to the connecting structure 153a fixed end of the element 151 a slightly to the left, while the attached to the connecting structure 153 b end of the Elements 151 b has moved something to the right. Both elements 151 have therefore carried out both a torsional movement about its longitudinal axis, as well as a bending movement, in which the longitudinal axis is slightly curved.

FIGS. 17 and 18 show the arrangement of Fig. 15 in a side view. Fig. 17 shows the neutral position. In the view of Fig. 17 the elastic elements 151 are above the supporting structure 150 one behind the other. Therefore, only the outlines of one of the elements 151 can be seen.

Fig. 18 shows a different rotational position than Fig. 16 , The connection structure 153 and the associated motor 1 are at a perpendicular to the image plane of FIGS. 17 and 18 extending axis of rotation turned up. To make this possible, the elastic elements have made a movement in which their longitudinal axis (runs in FIGS. 17 and 18 in the vertical direction) has curved. The longitudinal axis runs from bottom to top, leaning slightly to the left.

Fig. 19 schematically shows a plan view of another embodiment of a transverse drive according to the invention. Again, the wheelset 207a, 207b, which is rotatably mounted on the wheelset shaft 6, via pivot bearings 11 a, 11 b attached to the bogie frame 200.

With regard to the attachment of the drive motor 201 is already on the basis of Fig. 13 described embodiment. Fig. 19 Thus, with respect to the arrangement of cross members 19a, 19b and the drive motor shows a plan view of the arrangement according to Fig. 13 , However, the dimensions of the drive motor 1 in relation to the dimensions of the attachment and the cross member may be chosen differently than in Fig. 13 , which is why in Fig. 19 for the drive motor, the reference numeral 201 is used. A first cross member 19b of the bogie connects the opposite side members to which the pivot bearings 11 are mounted. Further connects a second cross member 19 a, the two side members (top in the figure).

Its rotor 221 is designed as a hollow shaft and concentrically surrounds the wheelset shaft 6. By the reference numerals 205a, 205b, the gimbal movable joint is referred to, however, differently than schematically shown as described above and as with hollow shafts can be realized with cardanic mobility usual over annular elastic elements. As a result, the runner 221 is connected via the cardanically movable joint 205 to a transmission 208 or to a transmission element fixedly mounted on the wheel set shaft 6.

According to the invention, the stator of the electric motor 201 is also fastened to the cross members 19a, 19b via a cardanically movable suspension. For this purpose, the description of the Fig. 13 Referenced. The rotary axes of gimbal movable suspension run with respect to the image plane of Fig. 19 perpendicular to the image plane and vertically in the image plane, ie perpendicular to the axis of rotation of the wheelset shaft 6.

This in Fig. 20 illustrated drive module is formed by a drive motor 1 and an angle gear 181. The stator 22 of the motor 1 is fixedly connected to the housing 190 of the angle gear 181, so that the motor and bevel gear are not movable relative to each other. For example, motor housing and gear housing are flanged together and bolted. The drive module is attached to the bogie frame 9 via a suspension 182. At least one axle 6 of a wheel set with the wheels 7a and 7b is mounted on the bogie frame 9.

The direction of travel of the vehicle is in Fig. 20 represented by a left-to-right arrow having the lettering "x". This indicates that the direction of travel is usually referred to as the x-direction.

The suspension 182 has two recesses 192 (see Fig. 21 ), in each of which an annular elastic element 184 is introduced. The elements 184 are substantially rotationally symmetrical, with a radially inner cylindrical sleeve 198 (see FIG Fig. 22 ) is secured to the radially inward surface of a rubber ring 199 and a second annular cylindrical sleeve 197 is secured to the radially outer surface of the rubber ring 199. The two sleeves 197, 198 and also the rubber ring 199 are arranged coaxially to a rotational axis of symmetry.

To make the gimbals movable suspension two such annular elastic members 184 are inserted into the corresponding recesses 192 of the suspension 182, wherein the recesses 192 come into contact with the outer periphery of the annular member 184 and also its Limit linear mobility in the direction of the axis of rotational symmetry, for example by a constriction 193 in one direction.

Before or after the insertion of the annular elements 184 into the recesses 192, a projection 191 of the motor 1 is inserted into the cylindrical interior of the annular element 184, which is formed radially inwardly by the inner sleeve 198.

The illustrated schematically angular gear 181 is rotatably connected to a first bevel gear 185 with the rotor shaft of the motor 1. The first bevel gear 185 is part of a first angular gear, which transmits the drive torque to a first gear 187, which in turn drives a second gear 188. The second gear 188 is non-rotatably mounted on an output shaft 186 of the angular gear 181, which drives the impeller 7b via a cardanically movable joint 180. The right part of the impeller 7b is in Fig. 20 and Fig. 21 shown cut. It can be seen on the cut side and the gimbal joint movable, which is designed for example as Bogenzahnkupplungshälfte. The gear coupling half 180 can (as in Fig. 21 shown) via screws 194 and threaded holes 195 of the impeller 7b to be screwed. As an alternative to a curved tooth coupling, for example, an elastic bolt coupling can be used which, like the cardanically movable suspension, can have annular elastic elements for transmitting torque.

Due to the annular elastic elements 184 of the suspension 182 in the illustrated case, a rotational mobility of the drive module relative to the suspension 182 about a vertical to the image plane of the Fig. 20 respectively. Fig. 21 extending axis of rotation (z-axis) and about a horizontal and perpendicular to the x-axis and z-axis extending second axis of rotation (y-axis). Further, there is a linear mobility of the annular elastic members 184 relative to the recesses 192 in the x-direction. This linear mobility in the x-direction can also be achieved in other ways, for example by a corresponding relative mobility of the Projections 191 of the engine 1 relative to the annular elastic members 184. This linear mobility prevents forces acting as driving forces or braking forces between the impellers 7 and the rails from being transmitted via the gimbal movable suspension 182.

Alternatively to the external construction according to Fig. 20 in that the drive module is arranged outside the bogie frame 9, the drive module can also be arranged within the bogie frame, ie between the wheels 7a, 7b. Instead of a curved tooth coupling or elastic pin coupling can optionally be used in this case, a hollow shaft coupling, which also has a gimbal mobility.

Claims (10)

1. A drive for rail vehicles, comprising

   - a drive motor (1) having a stator (22) and a rotor (4) and

   - at least one wheel (7) driven by the drive motor (1) or a wheel set (7a, 7b) driven by the drive motor, which wheel or wheel set rolls on the rails of a track during operation of the rail vehicle,

   wherein

   - the stator (22) of the drive motor (1) is supported by means of a cardanically movable suspension (2; 92) on a bogie (100) of the rail vehicle, on a car body of the rail vehicle, or on a structure connected to the bogie and/or the car body.

   - the rotor (4) of the drive motor (1) is coupled by means of a cardanically movable joint (5; 95) and/or by means of a cardanically movable coupling to the wheel (7), to the wheel set (7a, 7b), to at least one wheel of the wheel set and/or to a shaft of the wheel set, such that, during operation of the rail vehicle, the driving force of the drive motor (1) is transferred via the joint (5; 95) and/or the coupling, and

   - the rotor (4) drives a driveshaft (19) during operation of the drive, which driveshaft drives the wheel (7) or the wheel set shaft (6) of the wheel set (7a, 7b) by means of a transmission,

   characterised in that

   - the stator (22) is not connected to stationary parts of the transmission (8), or in that the stator is fixedly connected to the stationary parts of the transmission (98).
2. The drive according to claim 1, wherein the rotor (4) during operation of the drive drives a driveshaft, wherein the cardanically movable joint (5) couples a first portion (18) of the driveshaft, which is connected to the rotor (4), to a second portion (19) of the driveshaft, such that the axes of rotation of the first portion (18) and of the second portion (19) can extend angled relative to one another.
3. The drive according to the preceding claim, wherein the axes of rotation of the driveshaft (18, 19) run transversely to the direction of travel of the rail vehicle.
4. The drive according to claim 2 or 3, wherein the joint (5) permits an axial relative movement of the first portion (18) and of the second portion (19) in the direction of at least one of the axes of rotation of the portions.
5. The drive according to any one of claims 1 to 3, wherein the rotor (4) is mounted linearly movably in the direction of its axis of rotation.
6. The drive according to any one of the preceding claims, wherein a driveshaft (18, 19) connected to the rotor (4) is arranged on a first side of the motor (A side), and wherein the cardanically movable suspension (2) at the stator (22) of the motor (1)

   - is fastened on a second side of the motor (B side) opposite the first side and/or

   - is fastened between the first and the second side of the motor, closer to the second side of the motor.
7. The drive according to any one of the preceding claims, wherein the cardanically movable suspension has two elongate elements (52a, 52b) made of resilient material, the rigidity of which for linear movements in direction of their longitudinal axis is essentially greater than for bendings of the elements about their longitudinal axis, wherein the two elongate elements (52a, 52b) are arranged with their longitudinal axes parallel to one another, and wherein the car body of the rail vehicle or the structure connected to the bogie (9) and/or the car body is connected to one end of each of the elongate elements (52a, 52b) and the rotor (4) of the drive motor (1) is connected to the other end of each of the elongate elements (52a, 52b), said ends being opposite in the longitudinal direction of the elongate element, such that the cardanically movable suspension is provided on account of the bendings.
8. The drive according to any one of claims 1 to 6, wherein the cardanically movable suspension (182) has two annular elements (184) made of resilient material, which each extend about an axis, wherein the axes of the two annular elements (184) extend parallel to one another and at a distance from one another, wherein the bogie (9) or the other part of the supporting structure of the vehicle are connected to each other by means of the two annular elements, wherein the one part of the two parts connected to each other by means of the annular elements (184) is connected to the radially inner surfaces of the annular elements (184) and the other part is connected to the radially outer surface of the annular elements (184).
9. A rail vehicle, wherein the rail vehicle has a drive according to any one of the preceding claims.
10. A method for producing a drive for a rail vehicle, wherein the following is provided:

    - a drive motor (1) having a stator (22) and a rotor (4), and

    - at least one wheel (7) driven by the drive motor or a wheel set (7a, 7b) driven by the drive motor, which wheel or wheel set rolls on the rail of a track during operation of the rail vehicle,

    wherein

    - the stator (22) of the drive motor (1) is supported by means of a cardanically movable suspension (2; 92) on a bogie (100) of the rail vehicle, on a car body of the rail vehicle, or on a structure connected to the bogie and/or the car body,

    - the rotor (4) of the drive motor (1) is coupled by means of a cardanically movable joint (5; 95) and/or by means of a cardanically movable coupling to the wheel (7), to the wheel set (7a, 7b), to at least one wheel of the wheel set and/or to a shaft of the wheel set, such that, during operation of the rail vehicle, the driving force of the drive motor (1) is transferred via the joint (5; 95) and/or the coupling,

    - the rotor (4) drives a driveshaft (19) during operation of the drive, which driveshaft drives the wheel (7) or the wheel set shaft (6) of the wheel set (7a, 7b) by means of a transmission, and

    - the stator (22) is not connected to stationary parts of the transmission (8), or the stator is fixedly connected to the stationary parts of the transmission (98).

Images