WO2021058629A1 - Embrayage pour véhicules ferroviaires - Google Patents

Embrayage pour véhicules ferroviaires Download PDF

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Publication number
WO2021058629A1
WO2021058629A1 PCT/EP2020/076669 EP2020076669W WO2021058629A1 WO 2021058629 A1 WO2021058629 A1 WO 2021058629A1 EP 2020076669 W EP2020076669 W EP 2020076669W WO 2021058629 A1 WO2021058629 A1 WO 2021058629A1
Authority
WO
WIPO (PCT)
Prior art keywords
coupling
shaft
stud bolt
coupling half
transmission shaft
Prior art date
Application number
PCT/EP2020/076669
Other languages
German (de)
English (en)
Inventor
Thomas HÄHNEL
Nils Fischer
Original Assignee
Kwd Kupplungswerk Dresden 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 Kwd Kupplungswerk Dresden Gmbh filed Critical Kwd Kupplungswerk Dresden Gmbh
Priority to EP20780652.2A priority Critical patent/EP4034445A1/fr
Priority to CN202080081111.3A priority patent/CN114728665A/zh
Publication of WO2021058629A1 publication Critical patent/WO2021058629A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C9/00—Locomotives or motor railcars characterised by the type of transmission system used; Transmission systems specially adapted for locomotives or motor railcars
    • B61C9/38—Transmission systems in or for locomotives or motor railcars with electric motor propulsion
    • B61C9/44—Transmission systems in or for locomotives or motor railcars with electric motor propulsion with hollow transmission shaft concentric with wheel axis

Definitions

  • the invention relates to the field of rail vehicle technology and relates to a coupling for rail vehicles.
  • the coupling according to the invention can be used in particular in rail vehicles which have a double-cardanic coupling to compensate for axial, radial and angular displacements between the transmission and the wheel
  • Known clutches for rail vehicles are used as transmission means to transmit the torques emanating from a motor shaft to the wheel of the rail vehicle via a gearbox and a coupling arranged downstream and connected to the gearbox and the wheel.
  • a cardanic double joint coupling for rail vehicles with two joint planes which contains two coupling joints and is connected to one another for torque transmission through a hollow pinion shaft via a shaft enclosed by the hollow pinion shaft.
  • One joint plane is assigned to a coupling joint with crowned toothing with angular and axial compensatory capacity and the other joint plane is assigned to a torsionally rigid, flexible coupling joint.
  • the coupling joint with crowned toothing has an exchangeable sleeve with internal teeth and an exchangeable coupling hub with associated external teeth, the shaft designed as an intermediate shaft being connected to the exchangeable coupling hub at the end area and the hollow pinion shaft being attached to the outer wall of the sleeve outside the exchangeable sleeve.
  • EP 1 197 412 A1 Also known from EP 1 197 412 A1 is a drive unit for
  • a first part of the clutch system is integrated in the form of a curved tooth clutch in the output gear of the transmission and in its lubricating oil circuit.
  • a second part of the clutch system on the output side is provided between the transmission and the gear set.
  • a gear unit for driving a wheel in particular a wheel of a rail vehicle, with a gear, a connecting shaft for connecting the wheel and the gear and a gimbal provided between the wheel and the gear, arranged on the connecting shaft acting, two-part clutch system, wherein the connecting shaft is guided through the hollow wheel hub and a first part of a clutch system is arranged on the side facing the transmission and a second part of the sides of the wheel facing away from the transmission, the two parts of the connecting shaft at the point of separation by means of a central screw are connected.
  • a disadvantage of the solutions known from the prior art is that the assembly and disassembly of such couplings is complex and damage can occur during assembly when the coupling halves to be joined are brought together.
  • the solutions known from the prior art also only allow insufficient accuracy when assembling the coupling.
  • a possibility of checking the correct and precisely positioned assembly is not possible in a simple manner according to the prior art.
  • the object of the present invention is to provide an at least 2-part coupling for rail vehicles that is simple and safe to assemble, largely avoids damage during assembly of the coupling and has a high positional accuracy of the joined coupling halves.
  • the solution according to the invention relates to a coupling for rail vehicles, containing a 2-part coupling system which has a first coupling half facing a drive and a second coupling half facing a wheel, the first coupling half being connected to the drive and at least a first coupling shaft and a drive-side Has sleeve, and wherein the second coupling half is connected to a wheel of the rail vehicle and has a second coupling shaft, wherein the second coupling shaft is guided through a hollow hub of a wheel, and the separation point of the first and second coupling shaft is realized in such a way that on the respective mutually facing end face of the coupling shafts toothings or friction surfaces are present, which at least non-positively and / or positively transmit at least one torque, a preassembled stud bolt arranged axially centrally in the second coupling shaft at least for Ausri right, centering, guiding and checking the second coupling half to the first coupling half is available, wherein the stud bolt is arranged within a centrally
  • the solution according to the invention also relates to a coupling for rail vehicles, containing a 3-part coupling system which has a first coupling half facing a drive and a second coupling half facing a wheel and a transmission shaft, the first coupling half being connected to the drive and at least one first Having a coupling shaft and a drive-side sleeve, and wherein the second coupling half is connected to a wheel of the rail vehicle and has a second coupling shaft, wherein the second coupling shaft is guided through a hollow hub of a wheel, and wherein the separation point of the first and second coupling shafts with the transmission shaft is realized in such a way that on the respective facing end of the clutch shafts and the transmission shaft there are toothings and / or friction surfaces with which a torque can be transmitted at least non-positively and / or positively, wherein between the clutch ngswellen the first and second coupling halves axially aligned, a transmission shaft which is releasably connected to the first and / or second
  • the first coupling half is a toothed coupling and / or the second coupling half that can be released from the transmission shaft is a toothed coupling, an annular disk coupling, a wedge set ring coupling, a wedge set, a tab coupling or a link coupling.
  • the connection of the transmission shaft to the first and / or the second coupling half is also advantageously implemented by means of face gearing, face gearing, interference fit and / or flange screw connection. It is also advantageous if two centrally axially arranged stud bolts are preassembled in the transmission shaft on the end region side.
  • a preassembled stud bolt is axially arranged centrally in the second coupling shaft and extends through a through hole in the transmission shaft and a through hole in the first coupling half and protrudes from the first coupling half.
  • the at least one stud bolt is screwed in, glued in and / or preassembled by means of a press fit.
  • the fit of the through hole and the stud bolt is designed as a sliding fit or a sliding fit.
  • connection between the transmission shaft and the second coupling shaft of the second coupling half facing the wheel is realized by means of a stud bolt, a screw on the wheel side or a press fit.
  • the sleeve on the drive side has an opening with a closure element, the closure element being particularly advantageously a closure plug or a closure screw.
  • the first coupling half is connected to a transmission or directly to a motor.
  • the connection of the second coupling half to the wheel and / or the grounding contact element is also advantageously implemented in a form-fitting, force-fitting, or material fit.
  • the present invention provides a coupling for rail vehicles which is designed as a 2-part or 3-part coupling system and is characterized in particular by simple, inexpensive and safe assembly.
  • the coupling according to the invention enables quick and inexpensive maintenance and repair and, in the case of a 3-part coupling system, the simplified manufacture of the individual parts enables rapid adaptation to different track widths of different rail systems.
  • a coupling for rail vehicles in which a centered, axially arranged stud bolt is preassembled in a 2-part coupling system in the coupling shaft of the second coupling half.
  • One end of the axially preassembled stud bolt is introduced into the coupling shaft of the second coupling half and can be screwed in there, for example, non-positively, locked in a form-fitting manner and / or glued in with a material fit.
  • the other end of the stud bolt is completely passed through a through-hole which is axially introduced centrally in the coupling shaft of the first coupling half and protrudes from the first coupling half.
  • At least the protruding area of the stud bolt is provided with an external thread onto which a nut is screwed, with which the two coupling halves are connected in a 2-part coupling system.
  • At least one stud bolt according to the invention is also used in the 3-part coupling system according to the invention.
  • a transmission shaft is axially aligned between the first clutch half assigned to the drive and the second clutch half assigned to the wheel, in which at least one stud bolt is preassembled axially at one or both ends and centrally.
  • the stud bolt according to the invention represents a simple and effective assembly aid for aligning the two coupling halves when the first and second coupling halves are brought together This effectively and easily avoids colliding with the corresponding toothings that are present on the end faces of the first and second coupling shafts or on the end face of the transmission shaft at the point of separation of the two coupling halves.
  • the stud bolt according to the invention is a centering and guiding aid for finding the central position and for bringing the two coupling halves together in a controlled manner. This ensures that when assembling the two coupling halves, the stud bolt can be easily inserted into the opening of the prefabricated through-hole of the first coupling half and by subsequently guiding the stud bolt through the first coupling half assigned to the drive with the one already present in the first coupling shaft Through hole a defined translational movement is realized when the two coupling halves are brought together.
  • the stud bolt advantageously has a section tapering towards the end of the stud bolt at the end that is inserted into the through hole of the first or second coupling shaft in order to facilitate the damage-free insertion of the stud bolt into the through hole during assembly of the coupling.
  • the stud bolt according to the invention can be used to check the correct and precisely positioned assembly of the two coupling halves. So it is possible to measure the correct fit of the first and second coupling halves by measuring the protruding protrusion of the stud bolt or the seat of the nut on the stud bolt through the opening of the drive-side sleeve and, if necessary, the position of the coupling halves on the basis of a specified test dimension using a test gauge, for example to correct each other.
  • the two coupling halves are fastened by means of a nut over the external thread, which is located at the end of the stud bolt protruding from the first coupling half. screwed.
  • the two coupling halves are separated in a simple manner by loosening and removing the nut from the stud bolt according to the invention by means of a tool that can be inserted through the opening of the sleeve.
  • the fit of the stud bolt and the through hole is designed as a slide fit or a slide fit.
  • a sliding fit or sliding fit of the through hole and stud bolt enables the stud bolt to be inserted safely, precisely and quickly into the through hole of the first coupling half with little effort due to the low friction of the stud bolt in the through hole when the coupling halves are brought together.
  • the advantageous fit ensures that a high level of axial positional accuracy is achieved during the assembly of the first and second coupling halves, which avoids time-consuming axial readjustment of the two coupling halves.
  • the coupling system between the first coupling half facing the drive and the second coupling half facing the wheel can have a transmission shaft which is axially aligned with the first and second coupling shafts.
  • the first and second coupling halves are each connected to the transmission shaft via a releasable connection.
  • connection of the transmission shaft with the first coupling half assigned to the drive is always realized according to the invention via the stud bolt which is preassembled axially in the center of the transmission shaft and which is guided through the axially centered through hole in the first coupling half during assembly of the coupling and at its end with a nut is screwed.
  • the connection of the transmission shaft to the second coupling half assigned to the wheel can advantageously be configured in different ways. It is thus possible that the connection is also realized by means of a stud bolt that is already pre-assembled in the end area of the transmission shaft.
  • the screw connection the second half of the coupling takes place with a nut, which is screwed onto the external thread of the stud bolt, as on the drive side.
  • connection between the transmission shaft and the second coupling half is realized by a screw supplied on the wheel side or by a press fit.
  • the releasable connections at the two ends of the transmission shaft with the first and second coupling halves ensure that, in the event of wear, one or both coupling halves can be replaced independently of the transmission shaft. This leads to savings in maintenance and repair costs, since only that or those coupling halves have to be replaced that are actually worn. It is therefore not necessary to remove and replace the transmission shaft from the hollow wheel hub of the wheel.
  • Another advantage of detachable connections between the transmission shaft and the first and second coupling halves is that the 3-part coupling system can be easily and inexpensively adapted by the variable adjustment of the length of the transmission shaft for different gauges of different regional rail systems.
  • the 3-part clutch system enables the first clutch half assigned to the drive and the second clutch half assigned to the wheel to be variably combined in terms of their design and function, so that the use of the clutch can be variably adapted to the desired applications.
  • the first clutch half assigned to the drive is designed as a toothed clutch
  • the second clutch half assigned to the wheel is designed as an annular disc clutch, wedge set ring clutch, wedge set plate clutch, link clutch or also as a toothed clutch. This enables a wide range of applications for the coupling according to the invention.
  • Another advantage of a 3-part coupling is that the manufacturing costs compared to, for example, a 2-part coupling can be lowered. It is thus possible to use more cost-effective material for the production of the transmission shaft, which is less stressed, so that the cost of materials can be reduced compared to conventionally two-part couplings.
  • the torque transmission from the first coupling half to the transmission shaft and / or the transmission shaft to the second coupling half is advantageously implemented via face gearing, face gearing, knurling, an interference fit and / or flange screw connection. This ensures reliable torque transmission from the first clutch half assigned to a drive via the transmission shaft to the second clutch half assigned to the wheel.
  • the sleeve has an opening with a closure element for easy assembly and disassembly of the coupling.
  • the opening is designed in such a way that it is arranged axially in alignment with the coupling shafts and the transmission shaft, so that a suitable tool for loosening or tightening the nut on the stud bolt can be inserted and inserted.
  • the opening also enables the controlled introduction of lubricant, the relubrication of the coupling teeth and the lubricant control.
  • the opening of the sleeve has a removable closure element.
  • the closure element can be a plug or a screw plug that protects the coupling from dust and dirt.
  • the first coupling half is connected directly to a motor without a gearbox.
  • the direct connection of the first coupling half to a motor has the advantage that the entire drive with the coupling system according to the invention is more cost-effective and lighter. A gear unit is therefore not required.
  • the first coupling half on the drive side is connected to a gear via a toothing of the sleeve.
  • the special advantages and technical effects of the coupling according to the invention are seen in the fact that the use of a preassembled stud bolt in the second coupling half and / or in the transmission shaft enables safe, cost-effective and time-saving assembly of the coupling while avoiding damage when the coupling halves are brought together becomes.
  • a simple solution for pre-centering and controlled guiding of the coupling halves is achieved with the use of one or two stud bolts.
  • Another significant advantage is that with the help of the end of the stud bolt or studs protruding from the coupling halves, a test dimension is available with which the correct fit and the correct position of the coupling halves can be measured and determined and, if necessary, corrections before the Final assembly of the coupling can be made.
  • a disadvantageous blind assembly of the two coupling halves previously known from the prior art is eliminated with the solution according to the invention.
  • a 3-part coupling system offers the option of adapting the coupling to different track widths of rail vehicles by simply and quickly exchanging the transmission shaft. The invention is explained in more detail below using three exemplary embodiments. Show it
  • FIG. 1 shows a schematic sectional view of the 2-part coupling system according to the invention with a stud bolt arranged in the second coupling half
  • Fig. 2 is a schematic sectional view of a 3-part
  • FIG. 3 shows a schematic sectional illustration of a 3-part
  • FIG. 4 is a schematic sectional view of a 3-part
  • FIG. 5 is a schematic sectional view of a 3-part clutch system with a stud bolt connection
  • FIG. 1 a wheel drive for a rail vehicle with a 2-part clutch system is shown.
  • the first coupling half 1 shows a first coupling half 1, which is designed as a toothed coupling and is connected to a gear (not shown) via the toothing of the sleeve 13 on the drive side.
  • the first coupling half 1 has a first coupling shaft 11 in which a through-hole 8 is made centrally and axially.
  • the first coupling shaft 11 is arranged axially in alignment with the second coupling shaft 12.
  • the second coupling shaft 12 is part of the second coupling half 2 and has a centrally axially arranged stud bolt 4 on the end region side, which is screwed into the second coupling shaft 12 via the inner thread 7 of the stud bolt 4.
  • At the other end of the stud 4 there is an external thread 6 onto which a nut 5 is screwed and thus connects the two coupling halves 1 and 2 in a non-positive manner.
  • a grounding contact element 10 is connected both to the second coupling half 2 and to the wheel 9 of the rail vehicle via the releasable wheel connections 17 as an electrically conductive contact.
  • the locking element 14 is removed from the opening of the sleeve 13 and the nut 5 is loosened and removed from the first coupling half 1 and the stud bolt 4 from the external thread 6 and then the first coupling half 1 is removed from the stud bolt 4 pulled and removed.
  • the nut 5 of the first coupling half 1 and the stud bolt 4 is also from outer thread 6 loosened and removed and the wheel connections 17 and the connection of the grounding contact element 10 from the wheel 9 loosened.
  • the second coupling half 2 with grounding contact element 10 and stud bolt 4 can now be removed.
  • FIGS. 2, 3 and 4 a wheel drive for a rail vehicle with a 3-part coupling system is shown.
  • 2 shows a coupling system with a coupling half 1, which is designed as a toothed coupling, the toothed coupling engaging with a gear (not shown) and the toothing on the end face of a transmission shaft 3.
  • the first coupling half 1 has a first coupling shaft 11 in which a through-hole 8 is made centrally and axially.
  • the first coupling shaft 11 is arranged axially in alignment with the transmission shaft 3 and the second coupling shaft 12.
  • the transmission shaft 3 has a centrally axially arranged stud bolt 4 which is screwed into the transmission shaft 3 via the inner thread 7 of the stud bolt 4.
  • the stud bolt 4 At the other end of the stud bolt 4 there is an external thread 6 onto which a nut 5 is screwed and thus connects the transmission shaft 3 with the first coupling half 1 in a non-positive manner.
  • the transmission shaft 3 has a further stud bolt 4 which is screwed into the transmission shaft 3 via the inner thread 7 of the stud bolt 4.
  • the stud bolt 7 arranged on the right-hand side, there is an external thread 6 onto which a nut 5 is screwed, the stud bolt 4 on the right-hand side being guided through a centrally axially arranged through-hole 8 of the second coupling shaft 12 and out of the second coupling half 2 with its external thread 6 protrudes.
  • the second coupling shaft 12 is arranged axially in alignment with the transmission shaft 3 and the first coupling shaft 11 and is part of the second coupling half 2.
  • the second coupling half 2 is designed as an annular disc coupling which is releasably connected to the transmission shaft 3 via the screw connection of the nut 5 with the Stud 4 is connected.
  • the annular disk coupling is in turn connected to the wheel 9 of the rail vehicle in a non-positive and positive manner.
  • the closure element 14 is removed from the opening of the sleeve 13 and the nut 5 is loosened and removed from the first coupling half 1 and the stud bolt 4 from the external thread 6 and then the first coupling half 1 is removed from the stud bolt 4 pulled and removed.
  • the nut 5 is loosened from the second coupling half 2 and the stud bolt 4 from the external thread 6 and removed.
  • the second coupling half 2 with grounding contact element 10 and stud bolt 4 can then be removed.
  • the transmission shaft 3 can remain in the wheel hub of the wheel 9 and is available for the subsequent connection with the new coupling halves.
  • FIG. 3 and 4 also show a 3-part coupling system, the second coupling half 2 assigned to the wheel being connected to the transmission shaft 3 via a screw 15 according to FIG. 3 or with a press fit 16 according to FIG. 4.
  • FIG. 5 shows a 3-part coupling system in which the stud bolt 4 is axially preassembled centrally in the second coupling half 2 assigned to the wheel.
  • the stud bolt 4 extends through a through hole 8 of the aligned transmission shaft 3 and further through the through hole 8 of the first coupling half 1 assigned to the drive.
  • the end of the stud bolt protrudes from the first coupling half 1, whereby the frictional connection of the first coupling half 1, the transmission shaft 3 and the second coupling half 2 by means of a nut 5 screwed onto the outer thread 6 of the stud bolt 4.
  • the coupling is assembled in such a way that the stud bolts 4 are preassembled in the second coupling half 2 assigned to the wheel in the coupling shaft 12.
  • the transmission shaft 3 with the through-hole 8 is pushed onto the stud bolt 4 and then the first coupling half 1 with the through-hole 8 assigned to the drive is also pushed onto the stud bolt 4 and the clutch is connected positively by means of nut 5.
  • the correct fit of the first coupling half 1 and the transmission shaft 3 to the second coupling half 2 is checked by means of a test gauge through the opening of the drive-side sleeve 13 on the nut 5 and the protruding stud bolt 4. After assembly, the opening of the sleeve 13 is closed by means of the closure element 14.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Arrangement And Mounting Of Devices That Control Transmission Of Motive Force (AREA)
  • Mechanical Operated Clutches (AREA)

Abstract

L'invention se rapporte au domaine de la technologie des véhicules ferroviaires et concerne un embrayage à double cardan permettant d'égaliser des repositionnements axiaux, radiaux et angulaires entre une transmission et une roue. Le but de l'invention est de fournir un embrayage au moins en deux parties pour véhicules ferroviaires qui est simple et sûr à installer, empêche les dommages lors de l'assemblage de l'embrayage et présente un degré élevé de précision de positionnement des moitiés d'embrayage jointes. Selon l'invention, un embrayage pour véhicules ferroviaires est divulgué, qui est un système d'embrayage en deux parties ou en trois parties, un goujon pré-assemblé disposé au centre axialement dans le second arbre d'embrayage étant présent à l'intérieur d'un trou traversant axial central au moins pour l'alignement, le centrage, le guidage et le test de la seconde moitié d'embrayage par rapport à la première moitié d'embrayage, une zone du côté du goujon opposée à la face d'extrémité du premier arbre d'embrayage, au moyen de laquelle au moins une liaison par friction de la première moitié d'embrayage et de la deuxième moitié d'embrayage est réalisée en saillie hors de la première moitié d'embrayage.
PCT/EP2020/076669 2019-09-27 2020-09-24 Embrayage pour véhicules ferroviaires WO2021058629A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP20780652.2A EP4034445A1 (fr) 2019-09-27 2020-09-24 Embrayage pour véhicules ferroviaires
CN202080081111.3A CN114728665A (zh) 2019-09-27 2020-09-24 用于轨道车辆的离合器

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE202019105391.7 2019-09-27
DE202019105391.7U DE202019105391U1 (de) 2019-09-27 2019-09-27 Kupplung für Schienenfahrzeuge

Publications (1)

Publication Number Publication Date
WO2021058629A1 true WO2021058629A1 (fr) 2021-04-01

Family

ID=68419526

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2020/076669 WO2021058629A1 (fr) 2019-09-27 2020-09-24 Embrayage pour véhicules ferroviaires

Country Status (4)

Country Link
EP (1) EP4034445A1 (fr)
CN (1) CN114728665A (fr)
DE (1) DE202019105391U1 (fr)
WO (1) WO2021058629A1 (fr)

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GB600389A (en) 1944-11-20 1948-04-07 Secheron Atel Single drive for axle with cardan shaft and gearing for electrically propelled vehicles
EP1197412A2 (fr) 2000-10-13 2002-04-17 ZF FRIEDRICHSHAFEN Aktiengesellschaft Unité d'entraínement pour véhicules ferroviaires
EP1940667A1 (fr) 2005-09-30 2008-07-09 KWD Kupplungswerk Dresden GmbH Transmission a joint a double cardan de vehicules sur rails
CN203496892U (zh) * 2013-09-30 2014-03-26 南车株洲电力机车有限公司 一种低地板车齿轮箱与轮对间连接结构
CN105460023A (zh) * 2015-12-25 2016-04-06 中车戚墅堰机车车辆工艺研究所有限公司 低地板轨道车辆用齿轮箱
DE102015222125A1 (de) * 2015-11-10 2017-05-11 Bombardier Transportation Gmbh Antriebsanordnung für ein Schienenfahrzeug, Schienenfahrzeug mit der Antriebsanordnung und Verfahren zur Herstellung
DE102017102138A1 (de) * 2017-02-03 2018-08-09 Andreas Fiedler System zur Verbindung eines Getriebes mit einer Radsatzwelle und Anordnung für ein Drehgestell für Schienenfahrzeuge
EP2776299B1 (fr) 2011-11-09 2018-12-05 ZF Friedrichshafen AG Unité transmission

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JP4009428B2 (ja) * 2001-02-13 2007-11-14 Ｎｔｎ株式会社 駆動車輪用軸受装置
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DE102014204590A1 (de) * 2014-03-12 2015-09-17 Siemens Aktiengesellschaft Zahnkupplung
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Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB600389A (en) 1944-11-20 1948-04-07 Secheron Atel Single drive for axle with cardan shaft and gearing for electrically propelled vehicles
EP1197412A2 (fr) 2000-10-13 2002-04-17 ZF FRIEDRICHSHAFEN Aktiengesellschaft Unité d'entraínement pour véhicules ferroviaires
EP1940667A1 (fr) 2005-09-30 2008-07-09 KWD Kupplungswerk Dresden GmbH Transmission a joint a double cardan de vehicules sur rails
EP2776299B1 (fr) 2011-11-09 2018-12-05 ZF Friedrichshafen AG Unité transmission
CN203496892U (zh) * 2013-09-30 2014-03-26 南车株洲电力机车有限公司 一种低地板车齿轮箱与轮对间连接结构
DE102015222125A1 (de) * 2015-11-10 2017-05-11 Bombardier Transportation Gmbh Antriebsanordnung für ein Schienenfahrzeug, Schienenfahrzeug mit der Antriebsanordnung und Verfahren zur Herstellung
CN105460023A (zh) * 2015-12-25 2016-04-06 中车戚墅堰机车车辆工艺研究所有限公司 低地板轨道车辆用齿轮箱
DE102017102138A1 (de) * 2017-02-03 2018-08-09 Andreas Fiedler System zur Verbindung eines Getriebes mit einer Radsatzwelle und Anordnung für ein Drehgestell für Schienenfahrzeuge

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Publication number Publication date
EP4034445A1 (fr) 2022-08-03
DE202019105391U1 (de) 2019-10-16
CN114728665A (zh) 2022-07-08

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