WO2011141510A1

WO2011141510A1 - Drive for rail vehicles

Info

Publication number: WO2011141510A1
Application number: PCT/EP2011/057612
Authority: WO
Inventors: Erwin Skumawitz; Thomas KÜRSTEN; Michael Stockmayer; Werner Cepak
Original assignee: Bombardier Transportation Gmbh
Priority date: 2010-05-12
Filing date: 2011-05-11
Publication date: 2011-11-17
Also published as: EP2569197A1; PL2569197T3; EP2569197B2; ES2635592T5; DE102010020981A1; CN103108790A; EP2569197B1; CN103108790B; ES2635592T3

Abstract

The invention relates to a drive for rail vehicles, comprising - a drive motor (1) with a stator (22) and a rotor (4) and - at least one wheel (7) which is driven by the drive motor (1), or a wheel set (7a, 7b) which is driven by the drive motor and which rolls on the rails of a track when the rail vehicle operates, wherein the stator (22) of the drive motor (1) is supported via a cardanically movable suspension (2) on a bogie (100) of the rail vehicle, on a wagon body of the rail vehicle or on a structure which is connected to the bogie and/or to the wagon body, and the rotor (4) of the drive motor (1) is coupled via a cardanically movable joint (5) and/or via 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, with the result that when the rail vehicle operates the drive force of the drive motor (1) is transmitted via the joint (5) and/or the coupling.

Description

Drive for rail vehicles

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. Under support, the recording of the weight of the drive motor and the dynamic forces through

Movements of the rail vehicle and shocks during operation and the support of the motor for generating the torque understood. In particular, relative movements of the drive motor on the one hand and the

driven wheel or wheelset on the other hand 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 body of the rail vehicle or on 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, can be attached to the car body, an engine mount, which allows the drive motor, a pendulum motion relative to the car body

perform.

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

Transverse 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 common for the transmission means for transmitting the drive torque from the drive motor to the wheel or the wheel set shaft so

to design that there is an elasticity or mobility that the

Drive system protected from damage. It is known e.g. the hollow shaft drive, wherein the wheel set shaft is disposed within a hollow shaft and wherein the drive motor, the drive torque via the hollow shaft to a wheel of the

Wheelset or on the wheelset transmits. 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 gearbox correspondingly large

Require 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 coupled via the joint parts from a neutral position of

Joint be connected in a deflected position of the joint with an elastic deformation, which leads to restoring forces in the neutral position. This is particularly the case when parts of the joint are made of elastic materials, e.g. Hardy disk is the case.

In particular, the gimbal joint itself has no linear

Mobility in the direction of the axis perpendicular to the two

Rotation axes stands. 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

Drivetrain can also be referred to as mass decoupling, since

unwanted dynamic excitations and movements of masses (eg the wheel or the wheel set) are not or not completely transferred to other masses (eg the drive motor). For the mass decoupling of components of the drive train, in addition to the described hollow shaft system, other special couplings, special

Gear and / or cardan shafts are used. Often, axial compliance in the powertrain, i. a yielding towards the

Rotation axis, desired to rotate one or more parts of the drive train to transmit the drive torque. Of course, when we speak of the driving torque, this naturally 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 gear 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 between the two gimbals movable joints in the axial direction of the drive train only a short section of the

Powertrain is located. Therefore, unlike the one described above

Decoupling with hollow shaft only a relatively small offset of

Axle axles are compensated from their neutral position. In which

Transverse drive is the end of the rotor shaft remote from the runner's point of view via a so-called off-axis gear, i. a transmission, which is at least partially supported on the axle, coupled to the wheelset.

It is an object of the present invention to provide a drive for rail vehicles, the relative movements of the driven wheel or wheelset on the one hand and the drive motor with low space required

on the other hand over a wide range of motion allows. 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. 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 rotatory

to be 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 axes of rotation of the gimbal movable

Suspension does not necessarily cross each other, as is the case with a universal joint (so for the definition and designs of 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 must be around the two

Rotary axes of gimbal mobile suspension are not 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 that are not directly connected to each other, but only on the supporting

Construction and connected to each other via 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) substantially larger than for curvature of the elements about its 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 parallel to one another with their longitudinal axes

are arranged, in each case with the 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 in each case with the other, in the longitudinal opposite end of the elongate 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, carries the weight carried by them

Drive motor and optionally a portion of the drive train not 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. Furthermore, torsional movements of the two elongated elements lead to a

Rotary movement of the stator relative to the supporting structure, said second axis of rotation being approximately in the center of the two longitudinal axes of the elongated elements in the direction of the longitudinal axes in neutral position, i. runs 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 (e.g., the motor housing) is connected to the radially inner surfaces of the annular elements, and the other part (e.g., the bogie frame) is connected to the radially outer surface of the annular elements. For example, the rubber material can at the radially inner side to a first annular sleeve and at the radial

be vulcanized outer side to a second annular sleeve. 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. In general, for all embodiments, the number of complex components for ensuring the offset (e.g., parallel offset of the

Rotation axis of a drive train part) 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. Of the

Drive motor is between the gimbal movable in terms of power flow between the supporting structure and the drive train

Suspension and gimbal joint. The following embodiment relates in particular to a transverse drive, ie the

The axis of rotation of the motor rotor runs transversely to the direction of travel: In particular, the degrees of freedom of movement, the drive motor due to the gimbal movable suspension relative to the bogie of the

Rail vehicle, relative to the car body of the rail vehicle or relative to the associated with the bogie and / or the car body construction, be the same degrees of freedom of movement, the part of the drive train, which is coupled via the gimbal movable joint with the rotor relative can run to the runner. 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 in other ways than by

Parallel displacement are moved out of the neutral position or are 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 in the course of the drive train

Transmission, if several gears are available. This means that the stator of the drive motor and the immovable parts of the transmission (in particular the gear housing) are not connected or at least movably 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 runs in the direction of travel: In particular, a rotation axis of the gimbal movable suspension parallel to a

Rotation axis of the gimbal movable joint run in the drive train and run the other axis of rotation of the gimbal-mounted 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. Furthermore, it is preferred that the stator or the housing of the

Drive motor and the gear housing or the immovable parts of the

Gearbox fixed, i. immobile relative to each other, are 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

Suspensions that 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 that has a

Drive torque about a first axis of rotation in a second

Drive torque converts about a second axis of rotation, wherein the first and the second axis of rotation transverse and in particular exactly perpendicular to each other.

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 at

Curved tooth couplings. The invention is therefore particularly suitable for the

Transverse drive and for operating situations in which particularly strong or fast movements of the wheel or the wheel set with respect to the drive motor can be expected. This is e.g. at high speed trains the case. At the

Transverse drive is the length of the drive train in extension of the axis of rotation of the rotor 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 rotor shaft via the gimbal movable joint

connected further drive train can be achieved as an alternative to an axial mobility of the rotor relative to the stator via a movable in the axial direction gimbal joint movable. 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

Agility consists in a mobility of 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 before or below of the gimbal joint in the

Drive train is mentioned, this includes that instead of the gimbal joint movable gimbals movable coupling is provided in the drive train. According to the above definition of the term cardanic

movable joint is to be understood as a clutch 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, comprising a drive motor with a stator and a rotor and at least one of

Drive motor driven wheel or driven by the drive motor wheelset that rolls in the operation of the rail vehicle on the rails of a rail track, having. 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, wherein the gimbal movable joint couples a first portion of the drive shaft connected to the rotor to a second portion of the drive shaft such that the axes of rotation of the first portion and the second portion

can run angled against each other. 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 section of the drive shaft has an axis of rotation which, in a neutral position in which the gimbal joint does not bend the first and second sections of the

Drive shaft leads, runs coaxially to the axis of rotation of the rotor.

In a realization as a transverse drive, the axes of rotation of the

Drive shaft transverse 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

Resilience or mobility by the motor, relatively between rotor and stator, realized, ie, the rotor is movably mounted in the direction of its axis of rotation, preferably solely by the magnetic field of the motor. 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

- On one of the first side opposite the second side of the engine (see above

be arranged 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 to 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.

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

a drive motor with a stator and a rotor 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 via a gimbal mobile suspension on a bogie of the rail vehicle, to a car body of the

Rail vehicle, or at one with the bogie and / or the

Car body connected construction is supported and

- The rotor of the drive motor is coupled via a cardanically movable joint and / or a gimbal mobile coupling with the wheel, with the wheel, 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 the drive motor is transmitted via the joint and / or the coupling.

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, a

Form drive module, wherein the stator of the drive motor and non-movable parts of the transmission (in particular the transmission housing) are fixed and immovable relative to each other. In this case, the drive module via the gimbal joint and / or via the gimbal movable

Coupling with the wheel, with the wheelset, with at least one wheel of the wheelset and / or coupled to 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.

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 shows schematically a first embodiment of a transverse drive, wherein the

axial compliance through a gimbal mobility

movable joint is realized in the drive train,

2 is a front view of the plan view of FIG. 1 in the direction of arrow A in FIG

Fig. 1,

Fig. 3 shows an embodiment similar to that 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 is a plan view similar to that in Fig. 1 and Fig. 3, but according to the

In the prior art, no gimbal-mounted suspension of the motor is provided, but two gimbal-movable joints with axial mobility relative to each other in the drive train, Fig. 5 is a plan view similar to that in Figs. 1, 3 and 4, schematically a

Embodiment of the transverse drive shown in FIG. 1 or FIG. 3,

6 is a section along the line B-B in Fig. 5, to illustrate the elastic suspension of the transmission,

Fig. 7 shows a variant of the suspension of the transmission to the embodiment of

6,

8 shows a section along the line C-C in FIG. 5, the sectional plane, as also in FIGS. 6 and 7, being perpendicular to the image plane of FIG. 5, FIG.

9 shows an embodiment in a longitudinal drive in plan view,

10 shows schematically a neutral position of an arrangement with a

Drive motor, which is suspended via a gimbal-mounted suspension and whose rotor drives a drive train via a gimbal-hinged joint,

1 1 schematically shows an arrangement as in FIG. 10, but with the arrangement not only compensating for a parallel offset of the drive shaft but compensating for an asymmetrical arrangement of the gimbal-mounted suspension;

12 schematically shows a variant of the cardanically movable suspension in an arrangement as in FIG. 10 and FIG. 1 1, wherein the cardanically movable suspension is arranged laterally of the motor,

Fig. 13 is a view of an embodiment of the side of the engine

arranged gimbal mobile suspension,

Fig. 14 shows an embodiment of an elongated element, referred to as

Rubber spring is designed to realize the gimbal movable suspension,

Fig. 15 is a plan view of an arrangement in which by means of two

elongated elastically deformable elements a cardanic movable suspension is realized

Fig. 16 shows the arrangement of Fig. 15, but wherein the arrangement in a

deflected state relative to the neutral position of Fig. 15 can be seen, in which with respect to a rotational axis of the gimbal movable Suspension parallel to the longitudinal axes of the elongated

Elements is running, a deflection has taken place by the angle α,

17 is a side view of the arrangement of FIG. 15, the

Neutral position shows,

FIG. 18 shows the arrangement of FIG. 17, but with a deflection around one. FIG

Axis of rotation of the gimbal mobile suspension has taken place, which is perpendicular to the longitudinal axes of the elongated elements, wherein a deflection has taken place by the angle ß,

19 is a plan view similar to that of FIGS. 1 and 3, but with the shaft of the wheel set disposed in a hollow shaft of the engine and the motor suspended from a cross member of the bogie via a gimbal movable suspension;

Fig. 20 in plan view from above schematically a bogie with a

external drive module, wherein a driven impeller is shown partially cut,

21 is an enlarged view of the drive module, the suspension of the

Drive module and driven by the drive module impeller, said three parts and assemblies in an exploded view, i. not yet connected, are shown, and

Fig. 22 in an enlarged scale an annular elastic element for

Realization of the gimbal mobility 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 wheelset, 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. At

opposite longitudinal members of the bogie frame 100 bearings 1 1 a and 1 1 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 connected via a gimbal movable joint 5 of the

Rotor shaft 18 of an electric motor 1 driven. 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 bearing 1 1 a, 1 1 b resiliently with the

Car body 14 of the rail vehicle are connected.

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 which is very similar to the plan view in Fig. 1, but with the gimbal joint 5 being replaced by a cardan joint 15 having 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.

The top view of an embodiment according to the prior art shown in FIG. 4 differs from that in FIG. 1 in that the motor is suspended on the cross member 9 via a rigid suspension 29. 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 bearings that allow rotation of the rotor shaft 18 and the rotor 4. In this case, however, the further function of the respective pivot bearing shown on the right of the rotor 4 in the cases of Fig. 1, 3 and 4 is different. In the case of Fig. 1, the gimbal movable joint 5 as mentioned has an axial compliance. Therefore, said pivot bearing does not allow axial mobility of the rotor shaft 18. In the case of FIG. 4, the same applies. In contrast, the gimbal movable joint 15 in the embodiment of Fig. 3 has 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 of FIG. 3 is. The embodiment relates to the gimbals movable suspension and the suspension of the transmission 8. These two suspensions can also be used in the arrangement shown in Fig. 1.

The gimbal movable suspension of the electric motor 1 connects the

Longitudinal support 12 with the stator 22 of the engine. 1 In order to ensure the rotational mobility of the gimbal-mounted suspension about the two mutually perpendicular axes of rotation, the suspension has two elongated elastic elements 52a, 52b, the longitudinal axes of which extend in the illustration of Fig. 5 perpendicular to the image plane. At the level of the cross member 9 of the bogie frame 100, the longitudinal support 12 extends. The two elongate elements 52a, 52b are longitudinally of the rail vehicle, i. in the direction of

Longitudinal extent of the longitudinal support 12, spaced from each other and extend in the direction of their longitudinal axes upwards. 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 will be described with reference to FIGS. 15 to 18. This also explains the mobility of the elongated elements 52. The elements 52 are stiff in the direction of their longitudinal axis, i. the length in the direction of

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 can also be seen from the sectional drawing in Fig. 6. As shown in FIG. 6, 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, whose

opposite ends between them an end portion of the transmission. 8

pick up and attached to it. The mutually opposite rubber springs 61 each have a longitudinal axis, with the longitudinal axis of the other

Rubber spring is aligned and the drive shaft 10 intersects perpendicular to the axis of rotation. However, it is also possible that the longitudinal axes are offset from the position shown in Fig. 6 and therefore intersect a parallel axis of rotation. Also visible in Fig. 6 is the position of the wheelset shaft 6, which is driven via the transmission 8. Details of the gear design are not apparent from Fig. 6. The suspension 55 allows in particular rotations of the

Drive shaft 10 about three mutually perpendicular axes of rotation. These axes of rotation extend in Fig. 6 in the vertical and horizontal directions in the

Figure plane and perpendicular to the figure plane.

The variant of a suspension of the transmission 8 shown in FIG. 7 has a pendulum support. With the cross member 9, a pendulum carrier 71 is fixedly connected, which has at its upper, in the direction of gear 8 projecting end a first joint 73 which allows a rotational movement of a pendulum 77 about a perpendicular to the image plane of Fig. 7 axis of rotation. 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 an axis of rotation perpendicular to the image plane of FIG. Thus, the suspension leaves mainly

Movements in the direction of the horizontal axis in Fig. 7, which extends approximately at the height of the drive shaft 10 and the wheelset shaft 6. Unlike shown in Fig. 7, the second joint 75 can also extend above or below the height of the drive shaft 10. From Fig. 8 the already described with reference to FIG. 5 gimbal movable suspension can be seen. On the cross member 9 sets (in Fig. 8 extending to the left) to the longitudinal support 12, on the upper side of the elongated elements 52a, 52b are fixed, in 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 bearing 1 1 a, 1 1 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) relative to the cross member allows. The suspension 92 can rotate about a horizontal, transversely to the direction of travel (in the plane of FIG. 9 from left to right) extending rotational axis and about a perpendicular to the plane of FIG. 9 extending over a connected to the stator of the motor 1 support structure 97 Rotation axis too. In contrast, rotational movements are around the in

Direction extending axis prevents alignment with the axis of rotation of the rotor shaft 108. The engine 1 is fixed, i. relatively immovable, connected to a gear 98 which is coupled via a hollow shaft 109 and a gimbal movable coupling 95 with the wheelset 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 motor according to the invention can also be realized differently than explained with reference to FIG. 9. 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

inventive arrangement. 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 the perpendicular to the image plane in Fig. 10 extending axis of rotation. In practice, this axis of rotation perpendicular to the image plane may be e.g. be the horizontal or the vertical axis.

FIG. 10 shows two rotational positions of the engine 1 and the parts of the arrangement which are movable together with the engine 1. The one position is through with the

represents contours represented 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 shown in Fig. 10 is aligned at a point approximately at the right end of the drive shaft, where it is suspended.

The axial mobility in the direction of the axis of rotation of the rotor shaft or the drive shaft can not be seen from the example of FIG. The example corresponds rather to e.g. an axial mobility at the transition between the

Drive shaft and the transmission not shown in Fig. 10.

Fig. 1 1 shows a variant in which the arrangement shown in Fig. 10 in its

Neutral position is, 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 cardanically movable suspension can also be arranged laterally of the motor 1. The supporting structure 109 is over a

Connection 31 is connected to the gimbal movable suspension 32 which engages in the left area of the stator housing to the motor 1.

A concrete embodiment is shown in FIG. 13. Supporting parts 19a, 19b can be seen on the right and left in the figure. Over these parts the suspension is e.g. connected to the cross member of a bogie. Of the supporting parts 19 a, 19 b extends in each case 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. 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 the gimbal-mounted suspension according to FIG. 13 is, for example, as in the suspension shown in FIG. 8. The function will also be explained with reference to FIGS. 15 to 18.

Fig. 14 shows an example of an elongate elastic member. This element has a cylindrical shape. In practice, however, the shape need not be cylindrical, but rather may be e.g. as shown in Fig. 13 have a longitudinally curved course.

At the opposite in the longitudinal direction (horizontal direction in Fig. 14) ends of the element is a respective disc-shaped part 141 a, 141 b made of a non-elastic material, e.g. made of metal. Disposed between these end disks 141 in the exemplary embodiment 5 are disk-shaped segments 142a to 142e of elastic material, e.g. from natural or artificial

Rubber material. Through all disks 141, 142 through a bore extends in the longitudinal direction. Not shown in Fig. 14, that in the ready-elastic element is a tension element made of non-elastic material

extends through which the end discs 141 are braced against each other, so that the discs 142 of elastic material in the longitudinal direction

be clamped together. 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 shows schematically an arrangement with two elastic elements 151 a, 151 b, whose longitudinal axes are perpendicular to the image plane of Fig. 15. In

The longitudinal direction at one end of the elements 151, these are with the supporting

Structure 150 connected. 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 is the

Housing of the engine 1 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 shows the neutral position of the cardanically movable suspension 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 rotation about an axis of rotation perpendicular to the image plane in FIG. 16, which is located midway between the longitudinal axes of the elastic elements 151 (the angle of rotation is a), the end of the element 151 a attached to the connecting structure 153 a has moved slightly to the left while at the

Connection structure 153b fixed end of the element 151 b has moved slightly 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 are the

elastic elements 151 above the supporting structure 150 in succession. Therefore, only the outlines of one of the elements 151 can be seen.

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

Fig. 19 shows schematically a plan view of another invention

Embodiment of a transverse drive. Again, the wheelset 207a, 207b, which is rotatably mounted on the wheelset shaft 6, via pivot bearings 1 1 a, 1 1 b on the

Bogie frame 200 attached.

With regard to the attachment of the drive motor 201, reference is made to the embodiment already described with reference to FIG. 13. Thus, with respect to the arrangement of cross members 19a, 19b and the drive motor, FIG. 19 shows a top view of the arrangement according to FIG. 13. However, the dimensions of the drive motor 1 may be chosen differently than in FIG. 13 in relation to the dimensions of the attachment and the cross members , 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, on which the pivot bearing 1 1 are mounted. Further connects a second cross member 19 a, the two side members (top in the figure).

Its rotor 221 is configured 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 in

Hollow shafts with cardan motion usual over annular elastic

Elements can be realized. As a result, the rotor 221 via the gimbal movable joint 205 with a gear 208 or a fixed on the

Wheelset 6 mounted transmission element connected.

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, reference is made to the description of FIG. The rotary axes of gimbal movable suspension with respect to the image plane of Fig. 19 perpendicular to the image plane and vertically in the image plane, that is perpendicular to the axis of rotation of the wheelset 6th

The drive module illustrated in FIG. 20 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

Gearbox flanged together and bolted. The drive module is attached to the bogie frame 9 via a suspension 182. To the

Bogie frame 9 is at least one axle 6 of a wheel with the

Wheels 7a and 7b stored.

The direction of travel of the vehicle is shown in Fig. 20 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 182 (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. 22) secured to the radially inward surface of a rubber ring 199 and a second annular cylindrical sleeve 197 secured to the radially outer surface of the rubber ring 199 is attached. The two sleeves 197, 198 and also the rubber ring 199 are arranged coaxially to a rotational axis of symmetry.

To produce the gimbals movable suspension two such annular elastic elements 184 are inserted into the corresponding recesses 192 of the suspension 182, wherein the recesses 192 in Appendix

Outside periphery of the annular member 184 reach 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 shown cut open in FIGS. 20 and 21. It can be seen on the cut side and the gimbal joint, which, for example. designed as a curved tooth coupling half. The

Turned gear coupling half 180 may be threaded (as shown in FIG. 21) via bolts 194 and threaded bores 195 of impeller 7b. As an alternative to a curved tooth coupling, for example, an elastic pin coupling can be used, which, like the cardanically movable suspension ring

may have elastic elements for torque transmission.

Due to the annular elastic members 184 of the suspension 182, in the illustrated case there is a rotational mobility of the drive module relative to the suspension 182 about an axis of rotation (z-axis) that is vertical to the image plane of Figures 20 and 21 and about one horizontal and vertical to the x-axis and z-axis extending second axis of rotation (y-axis). Further, there is 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 which the

Drive module is arranged outside the bogie frame 9, the

Drive module also within the bogie frame, i. between

Impellers 7a, 7b are arranged. 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

claims

1 . Drive for rail vehicles, comprising

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

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

- The stator (22) of the drive motor (1) via a gimbal movable

Suspension (2, 92) on a bogie (100) of the rail vehicle, on a car body of the rail vehicle or at one with the

Bogie and / or the car body connected construction is supported and

- The rotor (4) of the drive motor (1) via a gimbal movable joint (5, 95) and / or a cardanically movable coupling with the wheel (7), with the wheelset (7a, 7b), with at least one wheel of Wheel set and / or coupled to a shaft of the wheelset, so that during operation of the

Rail vehicle, the driving force of the drive motor (1) via the joint (5, 95) and / or the clutch is transmitted.

2. Drive according to the preceding claim, wherein the rotor (4) drives a drive shaft (19) during operation of the drive, via a gear (8) drives a wheel of the wheelset or a wheelset of the wheelset.

3. Drive according to one of the preceding claims, wherein the rotor (4) drives a drive shaft during operation of the drive, wherein the gimbal movable joint (5) has a first portion (18) of the drive shaft, which is connected to the rotor (4), coupled with a second portion (19) of the drive shaft, so that the axes of rotation of the first portion (18) and the second portion (19) may be angled against each other.

4. Drive according to the preceding claim, wherein the axes of rotation of the drive shaft (18, 19) extend transversely to the direction of travel of the rail vehicle.

5. Drive according to claim 3 or 4, wherein the joint (5) has an axial

Relative movement of the first portion (18) and the second portion (19) towards at least one of the axes of rotation of the sections allowed.

6. Drive according to one of claims 1 to 4, wherein the rotor (4) is mounted linearly movable in the direction of its axis of rotation.

7. Drive according to one of the preceding claims, wherein a with the rotor (4) connected drive shaft (18, 19) on a first side of the motor (A side) is arranged and wherein the gimbal movable suspension (2) on the stand (22 ) of the engine (1)

- On one of the first side opposite the second side of the engine

(B-side) is attached and / or

- Is attached between the first and the second side of the engine closer to the second side of the engine.

8. Drive according to one of the preceding claims, wherein the gimbal

movable suspension two elongate elements (52a, 52b)

elastic material, the stiffness for linear movements in the direction of its longitudinal axis is substantially greater than for curvatures of the elements about its longitudinal axis, wherein the two elongate elements (52a, 52b) are arranged with their longitudinal axes parallel to each other and wherein each with the one end of the elongated In the longitudinal direction of which the body of the rail vehicle or the construction connected to the bogie (9) and / or the body is connected and in each case connected to the other, in the longitudinal direction opposite end of the elongate element (52a, 52b) Rotor (4) of the drive motor (1) is connected, so that due to the curvatures of the gimbals movable suspension is realized.

9. Drive according to one of claims 1 to 7, wherein the gimbal movable

Suspension (182) comprises two annular elements (184) of elastic material, each extending about an axis, the axes of the two annular elements (184) parallel to each other and at a distance

run to each other, over the two annular elements the

Bogie (9) or the other part of the supporting structure of the vehicle are interconnected, wherein the one part of the two on the annular elements (184) interconnecting parts with the radially inner surfaces of the annular elements (184) is connected and the other part is connected to the radially outer surface of the annular elements (184).

10. Rail vehicle, wherein the rail vehicle has a drive according to one of the preceding claims.

1 1. A method for producing a drive for a rail vehicle, wherein

the following is provided:

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

- At least one driven by the drive motor (1) wheel (7) or one of

Drive motor driven wheelset (7a, 7b) which rolls during operation of the rail vehicle on the rails of a rail track, wherein

- The stator (22) of the drive motor (1) via a gimbal movable

Suspension (2, 92) on a bogie (100) of the rail vehicle, on a body of the rail vehicle, or on one with the

Bogie and / or the car body connected construction is supported and - The rotor (4) of the drive motor (1) via a gimbal movable joint (5, 95) and / or a cardanically movable coupling with the wheel (7), with the wheelset (7a, 7b), with at least one wheel of Wheel set and / or is coupled to a shaft of the wheelset, so that during operation of the rail vehicle, the driving force of the drive motor (1) via the joint (5, 95) and / or the clutch is transmitted.