US3576166A - Dual hydraulic transmission diesel locomotive - Google Patents

Dual hydraulic transmission diesel locomotive Download PDF

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Publication number
US3576166A
US3576166A US271795A US3576166DA US3576166A US 3576166 A US3576166 A US 3576166A US 271795 A US271795 A US 271795A US 3576166D A US3576166D A US 3576166DA US 3576166 A US3576166 A US 3576166A
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US
United States
Prior art keywords
locomotive
gears
frame
gear
trucks
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
US271795A
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English (en)
Inventor
Ernst Bollmann
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Sulzer AG
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Sulzer AG
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Filing date
Publication date
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Publication of US3576166A publication Critical patent/US3576166A/en
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C9/00—Locomotives or motor railcars characterised by the type of transmission system used; Transmission systems specially adapted for locomotives or motor railcars
    • B61C9/38—Transmission systems in or for locomotives or motor railcars with electric motor propulsion
    • B61C9/52—Transmission systems in or for locomotives or motor railcars with electric motor propulsion with transmission shafts at an angle to the driving axles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C5/00—Locomotives or motor railcars with IC engines or gas turbines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C9/00—Locomotives or motor railcars characterised by the type of transmission system used; Transmission systems specially adapted for locomotives or motor railcars
    • B61C9/08—Transmission systems in or for locomotives or motor railcars with IC reciprocating piston engines
    • B61C9/10—Transmission systems in or for locomotives or motor railcars with IC reciprocating piston engines mechanical
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C9/00—Locomotives or motor railcars characterised by the type of transmission system used; Transmission systems specially adapted for locomotives or motor railcars
    • B61C9/08—Transmission systems in or for locomotives or motor railcars with IC reciprocating piston engines
    • B61C9/14—Transmission systems in or for locomotives or motor railcars with IC reciprocating piston engines hydraulic, including combinations with mechanical gearing
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/19—Gearing
    • Y10T74/19023—Plural power paths to and/or from gearing
    • Y10T74/19074—Single drive plural driven
    • Y10T74/19112—Aligned
    • Y10T74/19116—Vehicle

Definitions

  • This invention relates to a heavy diesel locomotive having two trucks and a diesel engine supported on the locomotive frame between the two trucks.
  • the invention provides a diesel locomotive of this type in which a diesel engine, disposed with its crankshaft parallel to the longitudinal axis of the locomotive and hence parallel to the direction of locomotive travel, has its crankshaft coupled to the input shaft of a hydraulic transmission unit, this input shaft being also parallel to the direction of locomotive travel, and in which the transmission unit includes two output shafts, also parallel to the direction of locomotive travel, which are coupled by separate bevel gear drives to spur gear drive trains leading to the locomotive wheels.
  • preponderantly hydraulic drive transmission unit a drive of known type, which may comprise for example two hydraulic torque converters, a hydraulic coupling, necessary speed change gears and, optionally, a reversing gear mechanism. Such a device will hereinafter be referred to as a hydraulic drive unit.
  • each of the two hydraulic drive units in the middle of a separate one of the trucks. This makes it possible to concentrate the weight of the hydraulic drive units over the center of the trucks. This produces a uniform loading of the truck axles and con sequently an essentially equal utilization of the adhesion of the various locomotive wheels.
  • each of the hydraulic drive units may be home with its related bevel andl spur gear drives in one of the trucks.
  • the drive ele' ments of each truck remain in fixed relative position and that the transmission of the rotational moment from the intermediate spur gears to the drive axles is effected substantially by universally yielding resilient drives.
  • the masses fixed with reference to the drive axles are small, as is desirable, the masses associated with supply of torques to those axles being supported in the trucks.
  • the shafts which couple the diesel engine with the hydraulic transmission units be jointed or articulated. Rather they may be shafts provided with two elastic couplings permitting angular and lateral displacements of the ends of those shafts.
  • the two outputs of the primarily hydraulic transmission unit are constituted by a common delivery shaft, the latter may then have built into it an elastic intermediate element. In this way an undesired mutual influence via the spur gear drive on the forces delivered to the two outputs is avoided.
  • FIG. 1 is a longitudinal sectional view through a locomotive according to the invention
  • FIG. 2 is a side elevation of one of the trucks of the locomotive of FIG. 1;
  • FIG. 3 is a transverse end view of the truck of FIG. 2;
  • FIG. 4 is a detailed view of part of the structure of FIG. 3;
  • FIG. 5 is a partial plan view of the truck of FIG. 2;
  • FIG. 6 is a partial plan view of another embodiment of the truck of the locomotive of the invention.
  • FIG. 7 is a view in side elevation of a hydraulic drive unit having spur gear drive as employed in a truck having two driving axles;
  • FIG. 8 is a diagram useful in explaining the operation of the invention.
  • the diesel engine for driving the locomotive is schematically indicated at l, where it is shown as being of the supercharged-type. It is supported on elastic mountings 2 from the frame or bridge girder 3 of the locomotive.
  • the crankshaft of the engine is parallel to the longitudinal axis of the locomotive and has a flywheel 4 affixed at one end thereof.
  • the crankshaft is moreover provided with means for delivery of power at each end.
  • Reference character 5 indicates the muffler and reference character 6 indicates the radiator for dissipation of heat from the engine cooling water. Fans therefor are indicated at 6'.
  • Other customary elements of a diesel engine installation have been omitted from the drawing as unnecessary.
  • an elastic coupling or power takeoff 7 which connects through a shaft 8 provided with universal joints to the input shaft 10 of a hydraulic drive unit 11, one such unit being provided at each end of the engine, for each truck of the locomotive.
  • the two hydraulic drive units or transmissions 11 both face in the same direction.
  • the universal joints are of the crossarm or balltype as shown respectively at 12 and at 9, at the leftand right-hand sides of the engine 1 in FIG. 1.
  • shafts 8 there may be employed, in place of the shafts 8 with universal joints, shafts having two elastic couplings provided to accommodate axial and lateral misalignments.
  • the particular construction of the transmission unit 11 is not of the essence of the present invention and it may comprise other and different components from those just recited, for example three torque converters in place of the two converters and one coupling just mentioned.
  • the drive units 11 are supported at mountings 13 from the truck frames 14. For each truck, the frame 14 thereof rests via springs 15 on the drive axle journal boxes 16 of that truck.
  • the coupling between the locomotive frame 3 and the truck frames 14 is not shown in detail in FIG. 1. It can be carried out in conventional manner.
  • the line 17-17 indicates for each truck the axis of rotation thereof with respect to the remainder of the locomotive.
  • the output of the transmission unit 11, parallel to the direction of locomotive travel, comprises shafts l8 and 19 extending from sides of the transmission facing lengthwise of the locomotive and bearing output bevel gears 20 and 20'. Each of these meshes with a second bevel gear (not shown in FIG. I) mounted on a shaft oriented transversely to the direction of locomotive travel.
  • These transverse shafts carry pinions 21 and which mesh respectively with spur gears 22 and 26 on the end axles of the six wheel trucks shown in FIG. 1.
  • the spur gear 22 meshes with a pinion 23 which in turn meshes with a spur gear 24 on the middle locomotive axle of the truck.
  • gears 2l27 are in mesh with the axle spur gears 26 and 24.
  • the gears 2l27 constitute a spur gear train. Since this gear train forms a closed circuit into which drive can be communicated from either end of the transmission unit 11 via outputs l8 and 19, an elastic element can, of course, be included in this gear train. If the inputs and outputs 18 and 19 of the drive unit 11 are on a common shaft, it is convenient to include an elastic element in that shaft. 4
  • the drive units 11, the bevel gear drives connecting to their outputs 18, 19 and the spur gear trains 2l27 are as to each unit 11 borne in the frame 14 of a separate one of the trucks.
  • the transmission of the torque from the gear trains 21-27 to the locomotive wheels 28, 29 and 30 is effected by means of universally compliant spring couplings not shown in FIG. 1.
  • FIGS. 2 to 5 illustrate further details of the embodiment of the invention of FIG. 1.
  • FIG. 2 shows fragmentarily the springs 15 by means of which the driving axles are supported and fixed beneath the tnrck.
  • the drive unis 11 are shown in FIGS. 2, 3 and 5 as being supported from the truck frames 14 by means of support members 32.
  • the locomotive frame 3 rests via struts 36 on springs 33, which in turn are supported on coupling pieces 37 which rest on hangers 34, depending from struts afiixed to the truck frames 14. (see FIG. 4.)
  • This support of the locomotive frame from the truck frames is so arranged that a differential rotation can occur about the axis 17-17 between each truck and the locomotive frame.
  • FIG. 3 shows in elevation the bevel gear 20 on the output with a bevel distributor gear 39, on a shaft 40 extending transversely of the direction of locomotive travel.
  • the pinion 21 of the spur gear train 2l27 is affixed to this shaft.
  • Reference character 41 identifies one of the universally compliant spring couplings, schematically shown, by means of which the torque is communicated from the gear train 21-27 to the locomotive wheels 28-30.
  • the axles 28' to 30' of the drive wheels 28- 30 are disposed in hollow shafts so that they can execute differential movements with respect to the truck frames.
  • the hollow shaft for the axle 28 is identified at 42 in FIGS. 3 and 5.
  • the gear train 21- 27 collectively indicated by reference character 38 has all of the gear elements thereof on the same side of the truck.
  • the shaft 19 of the transmission unit 11 is supported in bearings 44 and 45 (FIG. 5).
  • This shaft 46 carries a bevel gear 20' which meshes with the bevel distributor gear 39 on the shaft 40, supported in bearings 47 and 48.
  • Shaft 40 also has affixed thereto the gear train pinion 25.
  • the coupling of the torque from the output 18 of unit 11 via the bevel gears 20 and 39 to the pinion 21 is effected in the same manner (FIG. 5). If the torque outputs l8 and 19 of the unit 11 are effected by means of a common shaft, the elastic intermediate element then required is advantageously provided in this shaft.
  • gear train 50 provides coupling between the middle and left truck axles in FIG. 6, while gear train 51 provides coupling between the middle and right-hand truck axles in that FIG.
  • FIG. 7 illustrates an embodiment of the invention in which a hydraulic drive unit 11, disposed longitudinally of the locomotive, delivers power at two outputs 18 and 19 to the axles of a four-wheel truck.
  • the two outputs l8 and 19 couple through bevel gears 53, 54 and 53, 54 respectively to separate spur gear trains comprising in each case a pinion 55 and a spur gear 56.
  • Reference character 57 identifies housings enclosing these spur gear trains.
  • FIG. 8 The reduced stressing of the elements achieved by the use of two bevel gear drives at the output of the hydraulic drive unit, as contrasted with that existing in the prior art structure employing a single-bevel gear drive at the input to such a unit is indicated in FIG. 8.
  • the ordinate represents torque whereas the abscissae represent locomotive speed.
  • Curve 0 shows, for a particular locomotive, the torque output of the diesel engine which is delivered to the hydraulic drive unit provided for coupling the diesel engine to one of the locomotive trucks. It is seen to be substantially independent of speed.
  • the output torque from the hydraulic drive unit is shown at curve b.
  • the hydraulic drive unit has its input shaft parallel to the crankshaft of the diesel engine
  • the torquea of the engine is delivered to the hydraulic drive unit through a shaft coupling not involving bevel gears and the output torque from the hydraulic drive unit appears at shaft 18 of one transmission unit 11.
  • This bevel gear meshes two output shafts, also parallel to the long dimension of the locomotive.
  • the torque at each of these output shafts conforms to the curve c of FIG. 8, for the case of a locomotive employing four-wheel trucks and it conforms to the curve d in the case of a locomotive employing six-wheel trucks.
  • Curve c shows that in the case of four-wheel trucks the arrangement according to the invention requires transmission through bevel gears, at the output of the hydraulic drive unit, of a torque which is at all locomotive speeds lower than that (curve a which must be transmitted through bevel gears at the input side of the hydraulic drive unit in the arrangements of the prior art.
  • the bevel-gear-transmitted torque at each output of the hydraulic drive unit of the invention is seen to be likewise lower than that involved in the input bevel gear transmission of the prior art under all operating conditions except for the short interval during which the locomotive builds up a speed of some km. per hour when starting from rest.
  • a locomotive comprising trucks and a bridge girder connecting said trucks and having an engine mounted thereon, a power takeoff on each end of the engine, a first pair of drive shafts each connecting one of the power takeotfs with an hydraulic transmission carried by the locomotive, and a second pair of drive shafts each connecting one hydraulic transmission with a distributor gear on a truck whereby power from the engine is transmitted to the trucks to drive said locomotive, the second pair of drive shafts being connected to sides of the hydraulic transmissions, which sides both face in the same direction lengthwise of the locomotive, saidhydraulic transmissions facing in the same direction lengthwise of the locomotive.
  • a diesel locomotive comprising a frame, two three-axle, six-wheeled trucks supporting said frame, a diesel engine supported in said frame with its crankshaft disposed longitudinally of said frame, a separate hydraulic drive unit supported in each of said trucks, an input shaft and two output shafts in each of said drive units, said input and output shafts being disposed longitudinally of said frame, a separate flexible coupling means coupled between said crankshaft and the input shaft to each of said drive units, a first gear train including a beveled gear attached to each of said output shafts, a second beveled gear meshing with one of each of said first beveled gears, a shaft extending transversely of said crankshaft securely attached to each of said second beveled gears, and pinion gears carried by each transverse shaft, a second gear train comprising spur gears coupled to each of said axles and idle gears positioned between the spur gears and meshing therewith, said respective gear trains so arranged that said pinion gears mesh with said spur gears, and a flexible coup
  • a diesel locomotive comprising a frame, two three-axle, six-wheeled trucks supporting said frame, a diesel engine supported in said frame with its crankshaft disposed longitudinally of said frame, a separate hydraulic drive unit supported in each of said trucks, an input shaft and two output shafts in each of said drive units, said input and outputs shafts being disposed longitudinally of said frame, an intermediate shaft coupled between said crankshaft and the input shaft to each of said drive units, two universal joints in each of said intermediate shafts, a first gear train including a beveled gear attached to each of said output shafts, a second beveled gear meshing with one of each of said first beveled gears, a shaft extending transversely of said crankshaft securely attached to each of said second beveled gears and pinion gears carried by each transverse shaft, a second gear train comprising spur gears coupled to each of said axles and idle gears, positioned between the spur gears and meshing therewith, said respective gear trains so arranged that said pinion gears mesh with said spur

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Structure Of Transmissions (AREA)
  • Transmission Devices (AREA)
  • Arrangement Of Transmissions (AREA)
US271795A 1962-04-11 1963-04-09 Dual hydraulic transmission diesel locomotive Expired - Lifetime US3576166A (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CH446162A CH391764A (de) 1962-04-11 1962-04-11 Grossdiesellokomotive

Publications (1)

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US3576166A true US3576166A (en) 1971-04-27

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US271795A Expired - Lifetime US3576166A (en) 1962-04-11 1963-04-09 Dual hydraulic transmission diesel locomotive

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US (1) US3576166A (de)
AT (1) AT243848B (de)
CH (1) CH391764A (de)
ES (1) ES286172A1 (de)
GB (1) GB961650A (de)

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3919948A (en) * 1963-02-18 1975-11-18 Rheinstahl Ag Dual transmission locomotive
US4395953A (en) * 1980-02-19 1983-08-02 Sig Societe Industrielle Suisse Railway track tamping machine
US4411202A (en) * 1979-07-11 1983-10-25 Schweizerische Lokomitiv-Und Maschinenfabrik Rail vehicle
RU2168426C2 (ru) * 1999-05-13 2001-06-10 Государственное унитарное предприятие Всероссийский научно-исследовательский институт тепловозов и путевых машин Локомотив
US20060096347A1 (en) * 2003-06-25 2006-05-11 Rudolf Sommerer Locomotive
CN102490729A (zh) * 2011-11-30 2012-06-13 北京二七轨道交通装备有限责任公司 动力系统及牵引动力车
US20220212697A1 (en) * 2019-05-30 2022-07-07 Crrc Qingdao Sifang Co., Ltd. Gearbox for rail vehicle, bogie for rail vehicle and rail vehicle

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1776480A (en) * 1926-09-28 1930-09-23 Emory Winship Drive mechanism for motor vehicles
US2715876A (en) * 1950-03-06 1955-08-23 Schneider Brothers Company Locomotives
US2779212A (en) * 1952-12-19 1957-01-29 Fell Developments Ltd Power units
US2918830A (en) * 1951-06-20 1959-12-29 Charles M O'leary Drive mechanism
FR1251261A (fr) * 1959-11-06 1961-01-20 Voith Gmbh J M Véhicule de traction, notamment motrice ferroviaire équipée d'un moteur à combustion interne et d'une transmission hydraulique, installée entre deux trains de rouesmotrices voisins
US3019742A (en) * 1957-07-19 1962-02-06 Kershaw Mfg Company Inc Road and rail vehicle

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1776480A (en) * 1926-09-28 1930-09-23 Emory Winship Drive mechanism for motor vehicles
US2715876A (en) * 1950-03-06 1955-08-23 Schneider Brothers Company Locomotives
US2918830A (en) * 1951-06-20 1959-12-29 Charles M O'leary Drive mechanism
US2779212A (en) * 1952-12-19 1957-01-29 Fell Developments Ltd Power units
US3019742A (en) * 1957-07-19 1962-02-06 Kershaw Mfg Company Inc Road and rail vehicle
FR1251261A (fr) * 1959-11-06 1961-01-20 Voith Gmbh J M Véhicule de traction, notamment motrice ferroviaire équipée d'un moteur à combustion interne et d'une transmission hydraulique, installée entre deux trains de rouesmotrices voisins

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3919948A (en) * 1963-02-18 1975-11-18 Rheinstahl Ag Dual transmission locomotive
US4411202A (en) * 1979-07-11 1983-10-25 Schweizerische Lokomitiv-Und Maschinenfabrik Rail vehicle
US4395953A (en) * 1980-02-19 1983-08-02 Sig Societe Industrielle Suisse Railway track tamping machine
RU2168426C2 (ru) * 1999-05-13 2001-06-10 Государственное унитарное предприятие Всероссийский научно-исследовательский институт тепловозов и путевых машин Локомотив
US20060096347A1 (en) * 2003-06-25 2006-05-11 Rudolf Sommerer Locomotive
CN102490729A (zh) * 2011-11-30 2012-06-13 北京二七轨道交通装备有限责任公司 动力系统及牵引动力车
US20220212697A1 (en) * 2019-05-30 2022-07-07 Crrc Qingdao Sifang Co., Ltd. Gearbox for rail vehicle, bogie for rail vehicle and rail vehicle
US12168465B2 (en) * 2019-05-30 2024-12-17 Crrc Qingdao Sifang Co., Ltd. Gearbox for rail vehicle, bogie for rail vehicle and rail vehicle

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Publication number Publication date
ES286172A1 (es) 1963-10-16
GB961650A (en) 1964-06-24
AT243848B (de) 1965-12-10
CH391764A (de) 1965-05-15

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