WO2014177592A1 - Système d'arbre comprenant une unité d'écartement souple - Google Patents

Système d'arbre comprenant une unité d'écartement souple Download PDF

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Publication number
WO2014177592A1
WO2014177592A1 PCT/EP2014/058768 EP2014058768W WO2014177592A1 WO 2014177592 A1 WO2014177592 A1 WO 2014177592A1 EP 2014058768 W EP2014058768 W EP 2014058768W WO 2014177592 A1 WO2014177592 A1 WO 2014177592A1
Authority
WO
WIPO (PCT)
Prior art keywords
shaft
hub
spacer unit
stiffness
axial direction
Prior art date
Application number
PCT/EP2014/058768
Other languages
German (de)
English (en)
Inventor
Armin Luzi
Nathan Cartwright
Original Assignee
Bombardier Transportation Gmbh
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Bombardier Transportation Gmbh filed Critical Bombardier Transportation Gmbh
Priority to EP14720965.4A priority Critical patent/EP2991884A1/fr
Publication of WO2014177592A1 publication Critical patent/WO2014177592A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F15/00—Axle-boxes
    • B61F15/12—Axle-boxes with roller, needle, or ball bearings
    • B61F15/14—Axle-boxes with roller, needle, or ball bearings constructed for taking-up axial pressure

Definitions

  • the present invention relates to a shaft assembly, in particular a
  • Wheel set shaft assembly for a rail vehicle comprising a shaft member, in particular for transmitting a drive torque, a first hub member and a second hub member, wherein the shaft member defines an axial direction, a radial direction and a circumferential direction.
  • the first hub member and the second hub member are seated adjacent to each other in the axial direction and fixed on the shaft member in the axial direction and the circumferential direction.
  • the first hub element has a first rigidity in a load direction, in particular in the axial direction, while the second hub element has a second rigidity in the load direction.
  • the invention further relates to a chassis and a vehicle with such a shaft assembly and a method for producing such a shaft assembly.
  • abrasion particles In turn require a local Stress concentration, so increase the local stress concentrations, which can lead to the formation of local stress cracks, the crack propagation and ultimately to an early failure of the wave.
  • this mechanism can still be significantly enhanced by high contact forces between these components, which act in the axial direction due to the deflection of the shaft (on the curvature center of the bend side facing). These contact forces may possibly even lead to an undesired axial displacement of the components.
  • a plastic deformation can occur, which is often referred to as free embossing. This ultimately creates a gap between these components, penetrate into the moisture and oxygen, thus further promoting corrosion damage.
  • Wave arrangement is subjected. This is typically the lever arm or the
  • the present invention is therefore based on the object to provide a shaft assembly of the type mentioned, which does not bring the above-mentioned problems or at least to a lesser extent and in particular in a simple way a reduction of the axial forces acting in normal operation between adjacent Hub elements allows.
  • the present invention solves this problem, starting from a shaft assembly according to the preamble of claim 1 by the features stated in the characterizing part of claim 1.
  • the present invention is based on the technical teaching that at
  • the load direction in the sense of the present invention should not only designate a translational direction, for example the axial direction, but rather also rotational directions, in particular the direction of the bending of the shaft element about one perpendicular to the axis of the shaft element extending bending axis.
  • the corresponding rigidity along a translational direction in addition to the rigidity of the component in question, the corresponding rigidity along a translational direction,
  • the axial direction in certain variants of the invention thus also to the flexural rigidity of the component in question about the associated bending axis.
  • the rigidity of the spacer unit is not chosen arbitrarily. Rather, the geometric parameters and the
  • Material parameters, in particular the rigidity of the distance unit preferably coordinated so that at a predetermined end position or deformation in the idle state, a predetermined axial force acts on the two hub elements.
  • a predetermined axial force acts on the two hub elements.
  • Another advantage of such a coordinated design of the distance unit lies in the possibility of achieving a defined axial prestressing between the two hub elements which varies as little as possible during deflection of the shaft.
  • This advantageously ensures, for example, that one of the hub elements (for example a bearing ring) is fixed in its position by the defined axial prestress (for example against an adjacent one) Stop, like one
  • the invention therefore relates to a shaft assembly, in particular a wheel set shaft assembly for a rail vehicle, having a shaft element, in particular for transmitting a driving torque, a first hub member and a second hub member, wherein the rolling element defines an axial direction, a radial direction and a circumferential direction.
  • the first hub member and the second hub member are seated in the axial direction adjacent and fixed in the axial direction and the circumferential direction on the shaft member.
  • the first hub element has a first rigidity in a load direction, in particular in the axial direction, while the second hub element has a second rigidity in the load direction.
  • a spacer unit is disposed between the first hub member and the second hub member, the spacer unit communicating with the first hub member and the second hub member.
  • the distance unit has to reduce a Carbonaxialkraft, which in particular in a deflection of the shaft member along the axial direction of the first
  • Hub element and the second hub member acts in the load direction, at least in an undeformed initial state, a third stiffness, which is less than the first stiffness and / or the second stiffness.
  • the third stiffness can basically be chosen arbitrarily low to a
  • the third stiffness is 2% to 80%, preferably 5% to 60%, more preferably 5% to 30%, of the first stiffness.
  • the two hub elements can have substantially the same as well as different stiffness along the load direction. Additionally or alternatively, therefore, the first stiffness may be 50% to 150%, preferably 75% to 125%, more preferably 90% to 110%, in particular substantially 100%, of the second stiffness.
  • the Stiffness is, the lower the variation of the Basicaxialkraft.
  • the parameters (in particular the material and the geometry) of the spacer unit are selected such that during operation the smallest possible variation of the operating axial force (between the idle state and the state with maximum deflection of the shaft element) results.
  • the space available between the two hub elements and the axial force or axial prestress to be achieved in the rest state between the two hub elements can be limiting. For example, if a small variation of
  • the third stiffness is selected so that the operating axial force between a rest state and a maximum loaded state, ie a state with in the
  • the reduced third stiffness can be achieved via one or more measures reducing the rigidity of the spacer unit in the load direction. So it can be realized alone or in combination with other measures on the material properties of the distance unit.
  • the first hub element may comprise a first material having a first material rigidity
  • the second hub element may comprise a second material having a second material rigidity
  • the spacer unit may comprise a third material having a third material rigidity, the third material rigidity being 10% to 80%, preferably 20%. to 70%, more preferably 30% to 60%, of the first material stiffness is.
  • the two hub elements along the load direction may have both substantially the same and different stiffness. Additionally or alternatively, therefore, the first material stiffness 50% to 150%, preferably 75% to 125%. more preferably 90% to 1 10%, in particular substantially 100%, of the second material stiffness.
  • the vote of the third stiffness on the desired geometric boundary conditions for example, the desired axial distance of the hub elements
  • the desired axial force on the adjacent hub elements in particular their variation in operation, possibly even alone on the geometry of Distance unit
  • the same material can also be used for the spacer unit as for the hub elements.
  • the spacer unit can also be formed in one piece with one of the hub elements.
  • the resilient element may be formed by at least one elastic element, which is displaceably delimited by at least one casing device in the axial direction, which may in particular be a substantially cylindrical elastic element.
  • the sheath means displaceable relative to the elastic element ensures that the elastic element remains in its position, whereby an axial stiffening by the sheathing device can be avoided by the displaceability.
  • the elastic element may in certain variants of the invention also comprise a fluid which is enclosed in at least one fluid chamber of the spacer unit. This may in particular be a compressible fluid. Furthermore, it can be provided that the fluid chamber can be filled with the fluid via a valve device and / or emptied. Additionally or alternatively, an internal pressure in the fluid or the fluid chamber can be set via the valve device for setting the third rigidity and / or the operating axial force.
  • the use of a fluid has the particular advantage that the pressure balance in the (circulating) fluid chamber ensures that the entire circumference of the
  • a (compressible or incompressible) fluid in a (in the circumferential direction of the shaft member) circulating fluid chamber this movement may even compensate without increasing the internal pressure, and therefore without resistance, as long as the total volume of the fluid chamber does not change.
  • the third stiffness in the sense of the present invention designates a flexural rigidity, while the spacer unit with the fluid chamber in the axial direction (that is to say with a purely axial load) can have a significantly higher rigidity.
  • the internal pressure in the Fiuidhunt may optionally be reduced again to realize the desired in operation low third stiffness or a desired axial bias.
  • incompressible fluid such as water to fill
  • incompressible fluid can then optionally be replaced by a correspondingly compressible fluid or medium, which is then optionally applied with the desired internal pressure in order to achieve the desired, correspondingly reduced (axial) third stiffness.
  • any suitable media can be considered for the fluid.
  • media may be used which (in the temperature range to be expected in normal operation) have a correspondingly high viscosity, ie are viscous, so that (compared to a low-viscosity medium) correspondingly less effort is required for sealing of the
  • Fiuidhunt must be operated.
  • a silicone oil is used as the fluid in normal operation.
  • fluid systems made of liquids and gases, for example foamed liquids, or only gases.
  • the sealing of the fluid chamber can basically be done in any suitable manner. So separate sealing elements can be used.
  • the fluid chamber may be limited or sealed by a corresponding pressure-tight element. This makes it particularly easy to produce configurations with high reliability.
  • the spacer unit comprises at least one in the
  • Axial direction compliant portion wherein the resilient portion comprises a plastic material and / or a composite material and / or a metallic material.
  • the material properties of the spacer unit are chosen such that the maximum operating loads acting in normal operation remain below the plastic limit of the material, so that the spacer unit does not plastically deform or creep during operation.
  • the material properties are therefore preferably chosen so that the distance unit has no or only very small setting amounts during operation. In principle, all materials which fulfill this requirement can be used for the distance unit.
  • the reduced third stiffness can be achieved in whole or in part, but also by constructive or geometric measures, for example by means of one or more recesses or the like in the spacer unit in the yielding sections are formed, which reduce the rigidity of the spacer unit in the load direction.
  • the spacer unit may comprise at least one resilient element in the load direction, wherein the resilient element is designed in particular in the manner of a spring and / or in the manner of a sleeve and / or in the manner of a bellows.
  • the compliance can be realized in any way.
  • An increased compliance or reduced rigidity can be achieved particularly easily if the resilient element has at least one bending section to achieve the reduced third rigidity, the bending section then undergoing a bending deformation under a force acting on the spacer unit in the axial direction.
  • the bending section can be a particularly easy to implement variants
  • Bieeformeformierbaren arm portion in the region of at least one extending in the radial direction indentation or bulge of the resilient element is trained.
  • the resilient element is designed as a substantially annular or cylindrical element and the indentation or bulge is formed circumferentially, in particular in the circumferential direction.
  • the indentation or bulge may in this case be slit-shaped. Additionally or alternatively, the indentation or bulge may be formed in particular by a radial cut of the resilient element.
  • the compliant element can be manufactured as a separate element and then connected in any manner with one or both hub elements.
  • the compliant element is formed integrally with the first hub member or the second hub member.
  • the spacer unit can contact the two hub elements in the assembled state in any way in a contact area. So it can easily at corresponding, for example, perpendicular to the longitudinal axis of the shaft member
  • the spacer unit preferably contacts the first hub element or the second hub element in a contact region, wherein a centering device for centering the spacer unit with respect to the hub element is provided in the contact region. This results in a simple manner a defined position of the spacer unit with respect to the hub member.
  • a design may be chosen in which (for example, due to continuous in the radial direction
  • a generally annular space defined by the spacer unit, the hub members and the shaft member is open to the environment.
  • a gap is sealed in order to prevent the entry of moisture or oxygen as much as possible and thus possible
  • the spacer unit is formed and connected to the hub members such that the annular space is sealed from the environment.
  • a sealing device for sealing a gap between the spacer unit and the hub member is provided.
  • the hub elements can in principle be fixed in any manner on the shaft element, in particular, the connection can be made at least partially in a form-fitting and / or frictional and / or cohesive manner. Because of the connection which is particularly simple to manufacture, the first hub element and / or the second hub element is preferably connected to the shaft element via a press fit or a shrink fit.
  • the thrust force that exceeds the joining resistance (primarily a frictional resistance) between the hub element and the shaft element is then preferably adjusted so that the deformed distance unit at the desired end position of the hub element causes an elastic restoring force which just compensates for this excess of thrust force and thus the advancement of the hub member finished.
  • the deformation capacity of the spacer unit should then preferably not be exhausted in order to be able to realize the reduced rigidity in a simple manner.
  • at least one of the hub members is seated in a seating area with a press fit on the shaft member and a maximum thrust force is applied to produce the interference fit in the axial direction which exceeds the joint resistance between the hub member and the shaft member by a differential force.
  • Distancing unit is then designed such that it assumes a pre-formed state under the action of the differential force in the axial direction, in which a required for the reduction of Radio Quality deformation reserve of the distance unit is available.
  • the interference fit is predetermined by a maximum torque and / or a maximum axial force which, via the pairing of hub element and shaft element, is lower than the operating conditions to be expected in normal operation, in particular
  • the third stiffness (ie, the rigidity of the spacer unit in the load direction) may optionally vary in the bending deformation of the shaft assembly, for example, by contacting certain portions of the spacer unit in this deformed state or by otherwise altering the geometry in a manner (e.g. changed power flow or changed lever ratios) leads to a variation of the axial stiffness.
  • the distance unit in the cases in which the shaft element in the region of the distance unit undergoes a maximum deflection in a normal operation, the distance unit is designed such that it assumes a maximum deformed final state at the maximum deflection, wherein the third stiffness of the distance unit in the maximum deformed final state corresponds to at most 150%, preferably at most 120%, more preferably 100% to 110% of the third stiffness in the initial state.
  • the stiffening of the spacer unit to be as small as possible during the deformation, so that there is no significant increase in the axial force acting on the adjacent hub elements as a result.
  • the spacer unit comprises at least one axially compliant section whose free deformation capacity is not exhausted in the maximum deformed final state.
  • the resilient portion is preferably designed as a bending section whose free bending deformation capacity is not exhausted in the maximum deformed final state.
  • the present invention further relates to a chassis, in particular for a
  • Shaft assembly is designed in particular as internally mounted Radsatzwellenan Aunt. It further relates to a vehicle, in particular a rail vehicle, with such a chassis according to the invention.
  • the present invention finally relates to a process for the preparation of a
  • Hub element is applied in a seating area with a press fit on the shaft member.
  • a press fit is in this case in the axial direction a
  • Shaft arrangement are to be transmitted.
  • Hub element increases, while the third stiffness of the spacer unit is reduced after the production of the press fit in an end position of the other hub member. In this case, to vary the rigidity of the spacer unit and / or to vary the
  • Figure 1 is a schematic view of a portion of a preferred embodiment of the vehicle according to the invention with a preferred embodiment of the chassis according to the invention, which comprises a preferred embodiment of the shaft assembly according to the invention in a first state.
  • Figure 2 is a schematic view of the shaft assembly of Figure 1 in a second
  • FIG. 3 is a schematic view of part of another preferred embodiment
  • Figure 4 is a schematic view of part of another preferred embodiment
  • FIG. 5 is a schematic view of part of another preferred embodiment
  • Figure 6 is a schematic view of part of another preferred embodiment
  • the vehicle 101 comprises a (not shown) car body, which is supported in the region of both ends in a conventional manner in each case on a chassis in the form of a (only partially shown in Figure 1) bogie 102 with two internally mounted wheelsets 103 (of which in Figure 1 only one wheel set 103 is shown in fragmentary form).
  • a (not shown) car body which is supported in the region of both ends in a conventional manner in each case on a chassis in the form of a (only partially shown in Figure 1) bogie 102 with two internally mounted wheelsets 103 (of which in Figure 1 only one wheel set 103 is shown in fragmentary form).
  • the present invention may be used in conjunction with any other configurations. So it can also be used for externally mounted wheelsets. Likewise, it can be used in variants in which the car body is only supported directly on a chassis.
  • other wheel units such as pairs of wheels, or individual wheels may be provided instead of wheelsets.
  • FIG. 1 shows a vehicle coordinate system x, y, z (predefined by the wheel contact plane of the bogie 102) in which the x-coordinate is the vehicle longitudinal direction, the y-coordinate is the vehicle transverse direction and the z-coordinate Coordinate the vehicle height direction of the
  • Rail vehicle 101 denote.
  • the wheelset 103 comprises a shaft arrangement according to the invention in the form of a
  • the wheelset shaft assembly 104 includes for this purpose a shaft element in Shape of a shaft 105 on which an inner ring 106.1 of a wheel bearing 106 is seated with a press fit as a first hub element. In an axial direction of the wheelset (y-direction) is seated on the shaft 105 with a press fit a second hub member in the form of a hub 107.1 of an impeller 07 of the wheel 103. Further, on the shaft 105, among other things, a drive gear (not shown) of a transmission 106 sit over which the drive torque or the drive power of a (not shown) motor is transmitted to the shaft 105.
  • Radsatzwellenan Extract 104 is subjected and which from view or in a
  • Coordinate system of the shaft assembly 04 rotates.
  • the ratio of this lever arm to the average press fit diameter D of the pressed-on components is L> 1.5 D, so that a comparatively high deflection of the shaft 105 occurs.
  • Such a deflection of the shaft 105 leads in conventional designs in which the two adjacent hub elements in the axial direction (y-direction) abut each other, on the curvature center of the bend side facing (in the present example, on the top of the shaft 105) to one caused by the curvature of the shaft 105 axial approach of the two adjacent hub elements.
  • This axial approach of the adjacent hub elements can lead to relatively high axial contact forces FB between the two hub elements with the disadvantages described above with regard to the accelerated or reinforced
  • Contact force FB thereby depends on the respective first stiffness S1 of the first hub element 106.1 and the second rigidity S2 of the second hub element 107.1 present in the axial direction (as the load direction).
  • a spacer unit 108 designed in the manner of a substantially cylindrical sleeve is arranged between the first hub element 106.1 and the second hub element 107.1.
  • Distance unit 108 is arranged coaxially with the shaft 105 and is in each case with the first Hub element 106.1 and the second hub member 107.1 via a centering 106.2 and 107.2 in conjunction.
  • the distance unit 108 has to reduce a Carbonaxialkraft FB, which acts in the (caused by the bending moment MB) deflection of the shaft 105 along the axial direction of the first hub member 106.1 and the second hub member 107.1, in the
  • Axialraum in the undeformed initial state (shown in Figure 1) a third stiffness S3, which is less than a first stiffness S1 of the first hub member 106.1 and the second rigidity S2 of the second hub member 107.1.
  • axial rigidity S3 of the spacer unit 108 causes between the hub elements 106.1 and 107.1 (in comparison to conventional, directly adjacent hub elements) in
  • the spacer unit 108 thus forms a resilient axial buffer between the two hub elements 106.1 and 107.1.
  • the first stiffness S1 and the second stiffness S2 are in the present example in FIG.
  • third stiffness S3 is about 20% of the first stiffness. It is understood, however, that in other variants of the invention, other relationships between the axial stiffnesses may be present.
  • the third stiffness S3 reduced (compared to the first stiffness S1 and the second stiffness S2) is important insofar as it has an influence on the increase in the operating axial force FB with increasing deflection of the shaft 105.
  • the reduced compared to S1 and S2 third stiffness S3 is achieved in the present example over several the axial rigidity of the spacer unit 108 reducing measures.
  • One factor here is the material or the material properties of the spacer unit 108.
  • the first hub element 106.1 is produced from a first material having a first material stiffness
  • the second hub element 107.1 is produced from a second material having a second material stiffness
  • the spacer unit 108 is made from a third material is made with a third material stiffness. While the first material rigidity and the second material rigidity essentially correspond to one another, wherein the third material rigidity is approximately 70% of the first material rigidity, this alone results in a reduced third stiffness S3 of the spacer unit 108 compared with S1 and S2.
  • the (in the axial direction) central part of the spacer unit 108 is formed as a resilient element 108.1, by two in the radial direction and the circumferential direction of the cylindrical distance unit 108 (or the shaft 105) extending recesses 108.2 and 108.3 are provided.
  • the recesses 108.2 and 108.3 are each in the circumferential direction of the cylindrical distance unit 108 extending (to the shaft 105 and each other) coaxial slots formed in the resilient element 108.1. While the first slot 108.2 extends in the manner of a recess from the outside into the resilient element 108.1 into close to the inner circumference, the second slot 108.3 extends in the manner of a
  • the resilient element 108.1 has a substantially S-shaped sectional contour in a sectional plane containing the longitudinal axis of the shaft 105 (eg, the plane of the drawing of Figure 1), wherein at the bottom of the respective recess 108.2 and 108.3 a bend deformable arm portion 108.4 or 108.5 is formed.
  • the axial compliance or the third stiffness S3 can be particularly simple in this design on the dimensions of the arm portions 108.4 and 108.5 in the axial direction and the radial direction and the distance of the arm sections 108.4 and 108.5 in the
  • Radial direction can be adjusted. It is true that the smaller the dimension of the arm sections 108.4, 108.5 in the radial direction, the smaller the dimension of the arm sections 108.4, 108.5 in the radial direction and the greater the distance between the arm sections 108.4, 108.5 in FIG the radial direction.
  • only one of the slots for example the outer slot 108.2 can be provided, so that in a sectional plane containing the longitudinal axis of the shaft 105 (eg the drawing plane of FIG U-shaped sectional contour results.
  • the resilient element 108.1 preferably does not lie against the end surfaces of the hub elements in the region above the bending-deformable arm section 108.4 in order not to block the relative movement at this point.
  • the substantially annular space 1 which is defined by the spacer unit 108, the hub elements 106.1, 107.1 and the shaft 105, sealed to the environment to prevent the entry of moisture or
  • the outer skin of the sleeve-shaped, the spacer unit is formed closed, while the gap between the hub member 106.1, 107.1 and the spacer unit 108 in the respective contact area over a
  • Sealing device in the form of an O-ring 111 (or the like) is sealed.
  • the hub elements 106.1, 107.1 are connected in the present example because of the particularly easy to manufacture connection via a press fit with the shaft 105.
  • the respective interference fit is designed so that under normal operating conditions,
  • the first hub element 106.1 (with the larger inner diameter) is first pressed onto the shaft 105 in the axial direction until it rests against a stop in the form of a shaft shoulder 105.1. Subsequently, the spacer unit 108 is pushed onto the first hub member 106.1, before then the second hub member 107.1 (with the smaller inner diameter) is pressed onto the shaft 105 in the axial direction.
  • Hub member are omitted 107.1 when pressing, since the distance unit 108 is designed so that it represents a Voschubbegrenzung or a stop for the hub member 107.1.
  • the maximum thrust force or joining force FS is adjusted such that a differential thrust force DFS which exceeds the joining resistance WF between the hub element 107.1 and the shaft 105 results, which is compensated at the desired end position of the hub element 107.1 by an elastic restoring force FRS which consists of a slight deformation of the spacer unit 108 results. Therefore, so will the
  • the material parameters and the geometric parameters of the spacer unit 108 are selected such that the spacer unit 108 in the pre-formed state exerts a defined axial force FBR on the hub elements 106.1, 107.1 already in the quiescent state (see FIG. 1).
  • FBR axial force
  • Shaft shoulder 105.1 experiences, which in addition to its interference fit on the shaft 105 secures its correct position on the shaft. This can be particularly advantageous in the case of the use of bearings, which also transmit considerable forces in the axial direction, for example in tapered roller bearings.
  • Distance unit 108 may also be ensured that even at maximum deflection of the shaft 105 on the center of curvature of the shaft 105th
  • Allow distance unit 108 Allow distance unit 108.
  • the distance unit 108 is designed so that the third stiffness S3 remains substantially unchanged over the entire normal operating range, that is, up to the maximum deflection of the shaft 105 to be expected in normal operation, so that even in a maximum deformed final state sufficient reduction of the force acting on the hub elements 106.1, 107.1 axial force FB is achieved.
  • the third stiffness S3 is also chosen so that over the entire
  • the third stiffness (in the present example but also in any other variants of the invention) is selected so that the Cellaxialkraft FB between the idle state and the maximum loaded state (with the maximum in normal operation expected deflection of the shaft 105) by less than 30 %, preferably less than 20%, more preferably less than 10%, varies.
  • the axial stiffness S3 of the spacer unit 108 may also vary in the bending deformation of the shaft assembly 104, for example by certain portions of the spacer unit successively contacting each other during deformation.
  • the third stiffness S3 in the maximum deflection is preferably at most 150%, preferably at most 120%, more preferably 100% to 110% of the third stiffness S3 in undeformed initial state.
  • the spacer unit 108 or the compliant element 108.1 is manufactured as a separate element, which is then connected in the manner described above with the two hub elements 106.1 and 107.1. It is understood, however, that in other variants of the invention it can also be provided that the spacer unit 108 or the resilient element 108.1 is formed integrally with the first hub element 106.1 or the second hub element 107.1.
  • the spacer unit 108 With regard to the materials used for the spacer unit 108, basically there is an almost unlimited freedom of choice, as provided in the present example, no one-piece connection with one of the hub elements 106.1, 107.1.
  • the resilient element 108.1 of the spacer unit 108 is formed of a metallic material.
  • the resilient element 108.1 can additionally or alternatively also be constructed from any other materials.
  • the material of the resilient element 108. 1 additionally or alternatively a plastic material and / or a
  • the distance unit 108 only fulfills the function of
  • the distance unit 108 may integrate other functions in other variants of the invention. For example, it can carry other functional components, such as
  • depressions or rings for non-contact sealing devices as indicated in Figure 1 by the dashed contour 113.
  • the shaft assembly 204 may replace the shaft assembly 104 in the vehicle 101.
  • the shaft assembly 204 is similar in its basic function and its basic structure of the shaft assembly 104, so that only the differences should be discussed here.
  • similar components are provided with reference numerals increased by 100, while identical components are provided with identical reference numerals. Unless otherwise stated below, reference is made expressly to the above statements with regard to the features and properties of these components.
  • the difference of the shaft assembly 204 to the shaft assembly 104 is merely that the compliant member 208.1 of the spacer 208 seated on the assembly of shaft and hub members indicated by the contour 214 is bellows-like with substantially undulating or sinusoidal indentations 208.2 or bulges 208.3 is formed.
  • the shaft assembly 304 may replace the shaft assembly 104 in the vehicle 101.
  • the shaft assembly 304 is similar in its basic function and its basic structure of the shaft assembly 104, so that only the differences will be discussed here, in particular similar components are provided with increased by 200, reference numerals, while identical components are provided with identical reference numerals. Unless otherwise stated below, reference is made expressly to the above statements with regard to the features and properties of these components.
  • FIG. 4 which shows a part of the spacer unit 308, the difference between the shaft arrangement 304 and the shaft arrangement 104 is merely that the resilient element 308.1 of the spacer unit 308 is in the form of a cylindrical elastic Bush is formed, which is held by a sheath means 308.6 in position.
  • the casing device 308.6 comprises an outer cylindrical bushing 308.7, an inner cylindrical bushing 308.8 and two end disks 308.9 for this purpose.
  • the outer sleeve 308.7 sits (sealed) on the hub members 106.1, 107.1, while the end plates 308.9 are slidably engaged with the inner periphery of the outer sleeve 308.7 and with the outer periphery of the inner sleeve 308.8.
  • the end plates 308.9 lie in the axial direction on the hub elements 106.1, 107.1 and limit the resilient element 308.1 in the axial direction.
  • the elastic element may also be formed by a plurality of elastic sub-elements, which may adjoin one another in the radial direction and / or in the axial direction.
  • the shaft assembly 404 may replace the shaft assembly 104 in the vehicle 101.
  • the shaft assembly 404 is similar in its basic function and its basic structure of the shaft assembly 104, so that only the differences should be discussed here.
  • similar components are provided with reference numerals increased by the value 200, while identical components are provided with identical reference numerals. Unless otherwise stated below, reference is made expressly to the above statements with regard to the features and properties of these components.
  • FIG. 4 which shows a part of the spacer unit 408, the difference between the shaft arrangement 404 and the shaft arrangement 104 consists only in that the resilient element 408.1 of the spacer unit 408, in the form of a cylindrical bushing with two rows of substantially one another extending the circumferential direction
  • elongated, slot-shaped openings 408.2 and 408.3 of the cylinder jacket is formed.
  • the elongated apertures 408.2 and 408.3 are offset relative to each other in the circumferential direction (in the present example by about half a period of the openings 408.2 and 408.3).
  • bending-deformable arm sections 408.4 are formed, which ensure the reduction of the axial rigidity S3.
  • the shaft assembly 504 may replace the shaft assembly 104 in the vehicle 101.
  • the shaft assembly 504 is similar in its basic function and its basic structure of the shaft assembly 304, so that only the differences should be discussed here.
  • similar components are provided with reference numerals increased by the value 200, while identical components are provided with identical reference numerals. Unless otherwise stated below are made, reference is made expressly to the above statements with regard to the features and properties of these components.
  • FIG. 6 which shows a part of the spacer unit 508, the difference between the shaft arrangement 504 and the shaft arrangement 304 is merely that the resilient element 508.1 of the spacer unit 508 is again formed in the manner of a cylindrical elastic bush which passes through a wrapping device 508.6 is held in position, the compliant element 508.1 but is designed as a fluid chamber with a resilient hollow chamber element 508.10, whose sealed against the environment (in the circumferential direction of the shaft 105) circulating interior 508.11 is filled with a fluid 508.12.
  • the casing 508.6 again comprises an outer cylindrical bushing 508.7, an inner cylindrical bushing 508.8 and two end plates 508.9.
  • the outer sleeve 508.7 is seated (sealed) on the hub members 106.1, 107.1, while the end discs 508.8 are slidably engaged with the inner periphery of the outer sleeve 508.7 as well as with the outer periphery of the inner sleeve 508.8.
  • the end plates 508.8 lie in the axial direction on the hub elements 106.1, 107.1 and limit the resilient element 508.1 in the axial direction. They continue to center the inner sleeve 508.8, whose axial length is chosen so that even with maximum deflection of the shaft 105 to (the axial stiffness S3 increasing) simultaneous contact with the hub elements 106.1, 107.1 comes.
  • the fluid chamber 508.10 of the resilient element 508.1 can be filled in the present example via a valve device 508.13 with the fluid 508.12 and emptied.
  • the internal pressure P in the compressible fluid 508.12 or the fluid chamber 508.10 can be adjusted via the valve device 508.13 in order to set the third stiffness S3 and the operating axial force FB and their deflection-dependent course.
  • a valve device may also be missing.
  • the use of the fluid has the particular advantage that the pressure compensation in the (circulating) fluid chamber ensures that the entire circumference of the hub elements 106.1, 107.1 prevails substantially the same axial surface pressure, as already described above.
  • the highest possible third stiffness S3 can be set when pressing on the second hub element 107.1 in order to achieve a clearly defined limitation of the end position of the second hub element 107.1 in a simple manner. Thereafter, the internal pressure P in the fluid chamber 508.10 can be reduced again in order to realize the desired low third stiffness S3 or a predetermined operating axial force FB during operation.
  • substantially incompressible fluids 508.11 becomes possible due to the particular load situation or kinematics of the deformation of the shaft arrangement 504.
  • the hub elements 106.1, 107.1 approach, while the hub elements 106.1, 107.1 move away from one another on the opposite side of the shaft 105.
  • the fluid 508.1 in the circulating fluid chamber 508.10 may compensate for this movement, possibly even without an increase in the internal pressure, and therefore without resistance, as long as the total volume of the fluid chamber 508.10 does not change.
  • Deformation is then determined substantially only by the flow resistance of the fluid 508.12 in the fluid chamber 508.10). It should be noted at this point that the third stiffness S3 in this case relates to the specific deformation situation with deflection of the shaft element, while the spacer unit 508 with the fluid chamber 508.10 under purely axial load (for example, during assembly or pressing the second hub member 107.1) can have a significantly higher axial rigidity.
  • valve device 508.13 may be missing, since the distance unit 508 or the fluid chamber 508.10 has different third rigidities S3, depending on the load case.
  • the second hub element 107.1 under purely axial load (due to the incompressibility of the fluid 508.12), it has a very high axial rigidity S3, while this axial rigidity S3 under bending load of the shaft 105 may also be without changing the filling or the internal pressure P in the fluid chamber 508.10 goes to zero.
  • the sealing of the fluid chamber 508.10 takes place in the present example by its design as a pressure-tight hollow chamber element with an elastic wall
  • such a hollow chamber element may also be missing.
  • the resilient or elastic element may also be formed by a plurality of elastic sub-elements, which may adjoin one another in the radial direction and / or in the axial direction.
  • Wheelset shaft assembly described. It is understood, however, that the invention may also be used in connection with any other drive components in which correspondingly high drive torques or drive powers are to be transmitted and damage mechanisms, such as fretting corrosion, play a role.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)

Abstract

La présente invention concerne un système d'arbre, en particulier un système d'arbre d'essieu pour un véhicule ferroviaire, comprenant un élément d'arbre (105), en particulier pour transmettre un couple d'entraînement, un premier élément de moyeu (106.1) et un deuxième élément de moyeu (107.1), l'élément d'arbre (105) définissant une direction axiale, une direction radiale et une direction périphérique. Le premier élément de moyeu (106.1) et le deuxième élément de moyeu (107.1) sont voisins dans la direction axiale et fixés sur l'élément d'arbre (105) dans la direction axiale ainsi que dans la direction périphérique. Le premier élément de moyeu (106.1) présente une première rigidité dans une direction de charge, en particulier dans la direction axiale, tandis que le deuxième élément de moyeu (107.1) présente une deuxième rigidité dans la direction de charge. Une unité d'espacement (108) est disposée entre le premier élément de moyeu (106.1) et le deuxième élément de moyeu (107.1) dans la direction axiale, l'unité d'espacement (108) étant en liaison avec le premier élément de moyeu (106.1) et le deuxième élément de moyeu (107.1). Pour réduire une force axiale de fonctionnement qui agit sur le premier élément de moyeu (106.1) et le deuxième élément de moyeu (107.1) en particulier en présence d'une flexion de l'élément d'arbre (105) le long de la direction axiale, l'unité d'espacement (108) présente dans la direction de charge, au moins dans un état de départ non déformé, une troisième rigidité qui est moindre que la première rigidité et/ou que la deuxième rigidité.
PCT/EP2014/058768 2013-04-30 2014-04-29 Système d'arbre comprenant une unité d'écartement souple WO2014177592A1 (fr)

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DE102013104406.9 2013-04-30
DE201310104406 DE102013104406A1 (de) 2013-04-30 2013-04-30 Wellenanordung mit nachgiebiger Distanzeinheit

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Publication number Priority date Publication date Assignee Title
DE102015211898A1 (de) * 2015-06-26 2016-12-29 Aktiebolaget Skf Distanzring für eine Achse eines Schienenfahrzeugs
DE102015211896A1 (de) * 2015-06-26 2016-12-29 Aktiebolaget Skf Distanzring für eine Achse eines Schienenfahrzeugs und Verfahren zum Einstellen einer axialen Ausdehnung des Distanzrings

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BE501815A (fr) *
DE560698C (de) * 1932-10-06 Fried Krupp Akt Ges Waelzlager, bei dem der Lagerzapfen einen den Innenring des Waelzlagers tragenden Bund besitzt
DE733970C (de) * 1941-03-20 1943-04-06 Skf Svenska Kullagerfab Ab Achsbuchse fuer Fahrzeuge mit Pendelrollenlagern
US3268278A (en) * 1964-06-17 1966-08-23 Skf Ind Inc Rolling bearings
DE2035944A1 (de) * 1969-10-01 1971-04-15 Timken Roller Bearing Co Lageranordnung

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AT132764B (de) * 1930-10-25 1933-04-10 Krupp Ag Wälzlager.
BE401226A (fr) * 1934-03-04
US3986754A (en) * 1975-08-18 1976-10-19 The Torrington Company Bearing with axial fit-up ring
DE4104611A1 (de) * 1991-02-15 1992-08-20 Skf Gmbh Waelzlager
US5549395A (en) * 1995-06-06 1996-08-27 Brenco, Incorporated Shaft journal bearing having improved seal wear ring
JP2000104747A (ja) * 1998-07-29 2000-04-11 Nsk Ltd 密封転がり軸受
US20060079335A1 (en) * 2004-10-11 2006-04-13 Wieslaw Muskus Method and apparatus for coupling components
DE102006025551A1 (de) * 2006-06-01 2007-12-06 Schaeffler Kg Mehrreihiges axial vorgespanntes Schrägkugellager und Verfahren zu seiner Herstellung
US7607836B2 (en) * 2007-03-16 2009-10-27 Amsted Rail Company, Inc Seal for railway car journal bearing

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
BE501815A (fr) *
DE560698C (de) * 1932-10-06 Fried Krupp Akt Ges Waelzlager, bei dem der Lagerzapfen einen den Innenring des Waelzlagers tragenden Bund besitzt
DE733970C (de) * 1941-03-20 1943-04-06 Skf Svenska Kullagerfab Ab Achsbuchse fuer Fahrzeuge mit Pendelrollenlagern
US3268278A (en) * 1964-06-17 1966-08-23 Skf Ind Inc Rolling bearings
DE2035944A1 (de) * 1969-10-01 1971-04-15 Timken Roller Bearing Co Lageranordnung

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EP2991884A1 (fr) 2016-03-09

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