JPS5848380B2 - Drive mechanism of rail vehicle - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention provides a drive unit having a driving shaft movably supported on a car body or a bogie car and equipped with a mission, and this driving shaft being fixedly supported on the car body or a bogie car. The present invention relates to a drive mechanism for a rail vehicle which is driven through a deflection shaft without the need for length compensation.

Drive mechanisms are known in which a power take-off gear is fixedly mounted on the main frame of the vehicle body and is connected via a flexible shaft to an axle transmission of a wheel set.

The above-mentioned deflection shaft then compensates for the relative movement between the wheel set and the main body frame.

Since the above-mentioned power take-off gear is supported on the main frame of the car body, and the single bogie makes rocking motion relative to the car body, in the case of this single drive mechanism, the deflection shaft must be equipped with a length compensator and swung to an L angle ( German Publication No. 1056645).

A disadvantage here is that the telescoping length compensator of the flexible shaft is subject to wear and therefore requires maintenance.

A further drawback is that the flexible shaft with length compensation device can only be manipulated with a minimum structural length, which is a hindrance to achieving short wheelbases.

Furthermore, in known drive mechanisms, the deflection shaft between the drive unit and the transmission is constructed in one piece, with the first driven shaft of the drive unit being able to move freely in the axial direction (German Patent Publication No. No. 1775238).

Such a drive mechanism avoids the disadvantages of a flexible shaft with a telescoping length compensator as described above, but
Since the drive shaft needs to move in the axial direction, the output stage of the drive unit must be equipped with spur gears, and these spur gears are especially necessary due to the high peripheral speed in the case of high-speed rail vehicles. Unable to achieve quiet movement.

The main object of the invention is to provide a rail vehicle of the above-mentioned type in such a way that there is no need to provide structural parts that are subject to wear due to length compensation in the case of torque transmission between the drive unit and the driven shaft. It is to configure the drive mechanism.

The above-mentioned problems are solved by the present invention as follows.

That is, the driving shaft is supported flexibly in the longitudinal direction of the vehicle between fixed stoppers, and the driving shaft is non-slidably supported in the axial direction. is connected via a flexible shaft that can be loaded with traction and compressive forces in the axial direction to a non-slidably supported driven shaft of the drive unit L; It is configured as a geared power transmission having a spur gear on the shaft, and the inclination angle of the teeth of said gear is determined by the axial direction resulting from the gear engagement of the output stage of the geared power transmission of said driven shaft. The sliding force is oriented so as to oppose the driving force directed in the axial direction of the deflection shaft: The inclination angle of the gear teeth present on the human power shaft of the axle transmission is the input of the gear type power transmission device. The solution is that the axial sliding force of the input shaft generated from the gear engagement of the stages is oriented against the axially directed driving force of the deflection shaft.

The advantages achieved with the invention are that during torque transmission no longer wear occurs on the structural parts of the length compensator and that the thrust bearings of the flexible shafts are overloaded by the additional transmission of the drive force. The advantage is that the load on the flexible shaft is reduced, and that the cardan joint of the flexible shaft is only slightly loaded and therefore does not require the reinforcement of the normally used flexible shaft.

The invention will be explained in more detail below by means of embodiments of the invention, which are illustrated in the accompanying drawings.

The drive unit 1, which is fixedly supported in the vehicle body 10 in the drive mechanism according to FIG. Deflection shaft 3 without compensator
, 3' through 1 to both missions 5, 5' human power shaft 4
, 4'.

The transmissions 5, 5' are mounted in a known manner on axles 6, 6', which themselves are connected to drive wheels 7, 7.
' and is supported in the bearing housings 8, 8'.

As can be seen from FIG. 3, the bearing boxes 8, 8' are supported by a rubber buffer 9 provided on the vehicle body 10 at the -L portion of the bearing boxes in this embodiment.

In this rubber buffer body 9, these springs not only elastically support the bearing boxes 8, 8' in the vertical direction, but also have mobility in the horizontal direction, and this mobility allows the bogie 10 to be It is formed so as to be limited by a fixed stopper 11.

The transmissions 5, 5' are each provided with a torque support 12.

These 1-lux supports 12 are fixed to the vehicle body 10 via cardan forks 13 and spring elements 14.

The flexible shafts 3, 3' without length compensators each have 2
It has two cardan link mechanisms 15 and 15'.

Therefore, it is necessary to have a length compensator L/deflection shaft 3, 3'
The wheel shaft, which is connected to the power take-off gear via , can move freely in all directions as long as the spring 9 and stopper 11 allow.

Therefore, 1 driving force V acting between the driving wheels 7, 7' and the rail
is the vehicle body 10 via a deflection shaft without a length compensator.
is transmitted to the drive unit 1 fixed to.

If the loads on the four driving wheels 7, 7' shown in FIG. 2 are uniform, the axial force of each deflection shaft will be twice the driving force per driving wheel.

That is, in the single drive mechanism shown in FIGS. 1 and 2, the total tractive force Z-4×■ is transmitted to the vehicle body 10 via the drive unit 1.

The thrust +- shaft 17 of the bevel pinion shaft 4 is AK
is the axial force generated from the engagement of the bevel pinion 16, then it is loaded with PK=2V-AK.

In the thrust bearing 19 of the driven shaft 2, the AS is the spur gear 18.
If the axial force results from the engagement of the teeth, then the axial force P8=4. Loaded with V-A3.

By suitably configuring the bevel pinion 16 and the spur gear 180 face angle, the axial forces AK and A8 are determined according to their magnitude and direction so that the thrust bearings 1γ and 19 are loaded as optimally as possible.

Description L will be explained in detail with reference to calculation examples.

In this case the following data are selected: Wheel pressure - 8000kg Driving wheel diameter -1m Tunnel/rail adhesive value μ Axle mission transmission ratio i Average diameter of bevel gear - 0. 4-m Therefore 1 O : 2 3 *1 Driving force■ 8000X0.3 2400kg/wheel Wheel torque MA 2X2 4 0 0X! A 2400k9m Circumferential force U of bevel gear 2400 .

4/21 If the 2000 kg bevel gear is spirally toothed and has a transmission ratio i=1:2, then.

The thrust bearing 17※※ of the bevel pinion shaft 4 is
Under the effects of the driving force and torque transmission described above, axial forces are applied in accordance with the running direction or rotational direction.

If the travel time proportions ☆☆ are equal for forward and reverse travel, the average bearing load is ? Same as above - If the bearing is loaded only by 1-lux transmission, then
As in the case of a conventional flexible shaft chain with a length compensator, the average bearing load is:

This means that in the case of torque transmission only, this thrust l/bearing 17 is more effective than in the case of the drive according to the invention, in which the flexible shaft without a length compensation device additionally also transmits a driving force as an axial force. The load is increased by 2%.

Calculation of the additional load on the cardan link of the deflection shaft due to the drive force to be transmitted.

Axle torque MA - 2400 kgm A flexible shaft GWB with a link diameter of 190.55 was selected (Gerenckvehlenbau GmbH, Essen).
From the data sheet "Deflection axis of intermediate weight") Average radius of the roller bearing on both journal shafts of the above cross link r 95 myx = 0.0 95 m Circumferential force to be transmitted per journal shaft Power to be transmitted as a force in the direction PA 2 ・V 2 ・2400 kg 4 8 0 0 kg Axial force to be transmitted per journal shaft* Forces to be transmitted per journal shaft Pu and PAZ are almost orthogonal There is.

Therefore, the journal [Resultant load per shaft Load per journal E41 of the cardan joint cross link pro8 = 6 7 5 0 kg and the circumferential force Pu
The above-mentioned additional load of about 7% of the cardan weight of this flexible shaft, which is 450 kg compared to 6300 kg, is transmitted without the need for reinforcement by the normally used folding shaft. is possible.

[Brief explanation of drawings]

Fig. 1 is a plan view of the transmission mechanism of the two-axis traveling mechanism, Fig. 2 is a vertical sectional view taken along line A-A' in Fig. 1, and Fig.
The figure is a vertical sectional view taken along line B-B' in FIG. 1... Drive unit, 2... 1 driven shaft, 3, 3'... Deflection shaft, 4, 4'...
・・Input shaft, 5, 5′・・・axis transmission, 6
, 6'... Drive shaft.

Claims (1)

[Scope of Claims] 1. A driving shaft is movably supported on a car body or a bogie car and is equipped with a mission, and this moving shaft receives a deflection shaft from a drive unit fixedly supported on the car body or a bogie car. In the drive mechanism of a rail running vehicle, which is driven without the need for length compensation through the drive shafts 6, 6',
is flexibly supported in the longitudinal direction of the vehicle between fixed stops, and the driving shaft is non-slidably supported in the axial direction.5. The drive unit 1 is loaded with traction and compression forces in the axial direction with the input shaft 4, 4' of the input shaft 4, 4' and the deflection @ 3.3' of the drive unit 1.
4. The drive unit 1 is formed as a gear-type power transmission device with a spur gear 818 at the drive shaft 2 -L, which is non-slidably supported. , the inclination angle of the teeth of the gear is determined by the sliding force in the axial direction generated from the gear engagement of the output stage of the gear type power transmission device of the driven shaft 2 in the axial direction of the flexible shafts 3, 3'. The inclination angle of the teeth of the gear 16 present on the input shaft 4 of the seven axle transmissions 5, 5' is oriented so as to oppose the directed driving force; 1. A drive mechanism characterized in that the sliding force in the axial direction of the input shaft generated from gear engagement is oriented so as to oppose the driving force directed in the axial direction of the flexible shafts 3, 3'.