CA2416984C - Drive unit for driving at least one wheel drive shaft, especially a wheelset axle - Google Patents
Drive unit for driving at least one wheel drive shaft, especially a wheelset axle Download PDFInfo
- Publication number
- CA2416984C CA2416984C CA002416984A CA2416984A CA2416984C CA 2416984 C CA2416984 C CA 2416984C CA 002416984 A CA002416984 A CA 002416984A CA 2416984 A CA2416984 A CA 2416984A CA 2416984 C CA2416984 C CA 2416984C
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- Canada
- Prior art keywords
- braking
- hollow shaft
- transmission assembly
- drive unit
- embodied
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C9/00—Locomotives or motor railcars characterised by the type of transmission system used; Transmission systems specially adapted for locomotives or motor railcars
- B61C9/02—Transmission systems in or for locomotives or motor railcars with reciprocating piston steam engines
- B61C9/06—Transmission systems in or for locomotives or motor railcars with reciprocating piston steam engines having toothed, chain, friction, or belt gearing
-
- 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
- B61C9/48—Transmission systems in or for locomotives or motor railcars with electric motor propulsion with motors supported on vehicle frames and driving axles, e.g. axle or nose suspension
- B61C9/50—Transmission systems in or for locomotives or motor railcars with electric motor propulsion with motors supported on vehicle frames and driving axles, e.g. axle or nose suspension in bogies
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
- B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
- B60T1/06—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels acting otherwise than on tread, e.g. employing rim, drum, disc, or transmission or on double wheels
-
- 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
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
- B61H5/00—Applications or arrangements of brakes with substantially radial braking surfaces pressed together in axial direction, e.g. disc brakes
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D65/00—Parts or details
- F16D65/02—Braking members; Mounting thereof
- F16D65/12—Discs; Drums for disc brakes
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D65/00—Parts or details
- F16D65/02—Braking members; Mounting thereof
- F16D2065/13—Parts or details of discs or drums
- F16D2065/1304—Structure
- F16D2065/1316—Structure radially segmented
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D65/00—Parts or details
- F16D65/02—Braking members; Mounting thereof
- F16D2065/13—Parts or details of discs or drums
- F16D2065/1304—Structure
- F16D2065/132—Structure layered
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D65/00—Parts or details
- F16D65/02—Braking members; Mounting thereof
- F16D2065/13—Parts or details of discs or drums
- F16D2065/134—Connection
- F16D2065/1388—Connection to shaft or axle
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D65/00—Parts or details
- F16D65/02—Braking members; Mounting thereof
- F16D2065/13—Parts or details of discs or drums
- F16D2065/134—Connection
- F16D2065/1392—Connection elements
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- General Engineering & Computer Science (AREA)
- Braking Arrangements (AREA)
- Arrangement And Driving Of Transmission Devices (AREA)
- Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
- Gear Transmission (AREA)
- Friction Gearing (AREA)
Abstract
The invention relates to a drive unit for driving at least one wheel drive shaft, in particular of a wheelset axle, in particular a cross-drive for use in rail vehicles with a driving engine and a transmission assembly coupled thereto; the output of the transmission assembly is formed by a hollow shaft which is coupled to the wheel drive shaft, in particular the wheelset axle, via an articulated coupling; with a braking system. The invention is defined by the following features: the braking system comprises two braking subsystems; a first braking subsystem and a second braking subsystem; the braking subsystems are embodied as disk brake systems, each comprising at least one brake disk; an attachment flange of the brake disk of a braking subsystem is embodied in integral fashion with the hollow shaft.
Description
Drive unit for driving at least one wheel drive shaft, in particular of a wheelset axle The invention relates to a drive unit for driving at least one wheel drive shaft, in particular of a wheelset axle, for rail vehicles, in particular having the features from the preamble of claim 1.
Such a drive unit has been disclosed by DE 4 137 233 A.
The solution described there has, however, the disadvantage that the necessary installation space is relatively large, which has disadvantageous effects particularly in vehicles of the low-platform type. The fabrication and mounting are also relatively complex.
A similar design of a drive unit has been disclosed by US 4 042 071 - see column 1, lines 12 - 14 in this document.
Drive units for rail vehicles, in particular having an integrated cross-drive, are known in a multiplicity of embodiments. These comprise a driving engine which is coupled to a transmission assembly. The drive of the transmission assembly is formed by a hollow shaft which is coupled via an articulated coupling to the wheel drive shaft, in particular the wheelset axle, in order to compensate the relative movements between the wheelset axle and cross-drive- The driving engine is arranged here in the direct spatial AMENDED SHEEET
G 05779W0 - la - EP01107662 vicinity of the transmission assembly, preferably both -driving engine and transmission assembly - are connected to one another by flanges in the region of their housings. As a result of this measure, only one radial bearing is necessary for the driving engine and a corresponding end shield. The coupling of the drive shaft of the driving engine to the transmission input shaft is carried out by means of what is referred to as a rotationally rigid and radially rigid diaphragm coupling. The transmission assembly itself is usually embodied in two stages or in a single stage with an AMENDED SHEEET
Such a drive unit has been disclosed by DE 4 137 233 A.
The solution described there has, however, the disadvantage that the necessary installation space is relatively large, which has disadvantageous effects particularly in vehicles of the low-platform type. The fabrication and mounting are also relatively complex.
A similar design of a drive unit has been disclosed by US 4 042 071 - see column 1, lines 12 - 14 in this document.
Drive units for rail vehicles, in particular having an integrated cross-drive, are known in a multiplicity of embodiments. These comprise a driving engine which is coupled to a transmission assembly. The drive of the transmission assembly is formed by a hollow shaft which is coupled via an articulated coupling to the wheel drive shaft, in particular the wheelset axle, in order to compensate the relative movements between the wheelset axle and cross-drive- The driving engine is arranged here in the direct spatial AMENDED SHEEET
G 05779W0 - la - EP01107662 vicinity of the transmission assembly, preferably both -driving engine and transmission assembly - are connected to one another by flanges in the region of their housings. As a result of this measure, only one radial bearing is necessary for the driving engine and a corresponding end shield. The coupling of the drive shaft of the driving engine to the transmission input shaft is carried out by means of what is referred to as a rotationally rigid and radially rigid diaphragm coupling. The transmission assembly itself is usually embodied in two stages or in a single stage with an AMENDED SHEEET
- 2 - PCT/EPO1/07662 of rotation to the hollow shaft or else forming one physical unit with said hollow shaft. The assembly composed of the driving engine and transmission assembly, which is referred to as an integrated cross-drive, is attached only at three points in the bogie frame with primary suspension. If necessary, a braking system is assigned to the drive unit, the brake disk being arranged on the hollow shaft. The attachment elements are arranged in the housing of the transmission assembly. The disadvantage of the previous solution is that, on the one hand, the overall costs for the structural implementation and fabrication are relatively high. Furthermore, in particular for embodiments which are to be used in low-platform vehicles, the available radial and axial installation space is considerably reduced as a result of wheel diameters which are becoming ever smaller while at the same time drive hollow shaft internal diameters are becoming larger owing to the softer suspensions. There is thus no longer sufficient installation space available to arrange the braking system in this region in order to achieve sufficient braking deceleration. Solutions for this are to arrange the braking system at another location or else to do without conventional mechanical braking systems and use other braking systems, for example electrical braking systems, which are however more costly.
The invention has therefore been based on the object of developing a drive unit for a wheel drive shaft, in particular a wheelset axle, in particular for the use of rail
The invention has therefore been based on the object of developing a drive unit for a wheel drive shaft, in particular a wheelset axle, in particular for the use of rail
- 3 - PCT/EP01/07662 vehicles of the type mentioned at the beginning, in such a way that sufficient braking deceleration is achieved with simple means and also with an axial and radial installation space which is becoming smaller and smaller. The structural solution is intended here to be defined by a simple embodiment, cost-effective fabrication and mounting.
Furthermore, the solution according to the invention is to be applicable in particular for vehicles of the low-platform type.
The solution according to the invention is characterized by the features of claim 1. Advantageous refinements are given in the subclaims.
The drive unit for driving at least one wheel drive shaft, in particular of a wheelset axle, comprises a cross-drive with a driving engine and a transmission assembly which is coupled thereto. The output of the transmission assembly is embodied as a hollow shaft and is connected to the wheel drive shaft or the wheelset axle via a coupling, in particular an articulated coupling. The braking system comprises two braking subsystems by means of which the entirety of the braking force necessary can be generated by activating two braking subsystems.
The solution according to the invention provides the advantage that as a result of the distribution between a plurality of braking systems said braking systems can, in their entirety, be kept respectively smaller in terms of their dimensions in the radial and axial directions and the
Furthermore, the solution according to the invention is to be applicable in particular for vehicles of the low-platform type.
The solution according to the invention is characterized by the features of claim 1. Advantageous refinements are given in the subclaims.
The drive unit for driving at least one wheel drive shaft, in particular of a wheelset axle, comprises a cross-drive with a driving engine and a transmission assembly which is coupled thereto. The output of the transmission assembly is embodied as a hollow shaft and is connected to the wheel drive shaft or the wheelset axle via a coupling, in particular an articulated coupling. The braking system comprises two braking subsystems by means of which the entirety of the braking force necessary can be generated by activating two braking subsystems.
The solution according to the invention provides the advantage that as a result of the distribution between a plurality of braking systems said braking systems can, in their entirety, be kept respectively smaller in terms of their dimensions in the radial and axial directions and the
- 4 - PCT/EPO1/07662 installation space available can thus be used to an optimum degree.
There are a multiplicity of ways in which the individual braking subsystems can be arranged. They can either be arranged on the two sides of the transmission assembly, one of the two braking subsystems being arranged between the transmission assembly and the first coupling element of the coupling which is necessary for coupling to the wheelset axle. In order to provide the necessary braking force while taking into account the necessary installation space for the individual braking subsystems, additional attachment means, which take up space, for the elements to be connected to one another have been dispensed with and the entire system has been structurally simplified. Here, the hollow shaft is embodied integrally with at least one of the attachment flanges for one of the braking subsystems. In a further advantageous refinement, the first coupling part of the articulated coupling is also embodied in one piece with the hollow shaft. As a result, the radial installation space necessary for the connecting elements is significantly reduced in comparison with that in embodiments according to the prior art. The solution according to the invention provides the advantage that the available radial and axial installation space resulting from the wheel diameters which are becoming smaller and smaller while at the same time the output hollow shaft 'internal diameters are becoming larger and larger owing to the softer suspensions is utilized to an
There are a multiplicity of ways in which the individual braking subsystems can be arranged. They can either be arranged on the two sides of the transmission assembly, one of the two braking subsystems being arranged between the transmission assembly and the first coupling element of the coupling which is necessary for coupling to the wheelset axle. In order to provide the necessary braking force while taking into account the necessary installation space for the individual braking subsystems, additional attachment means, which take up space, for the elements to be connected to one another have been dispensed with and the entire system has been structurally simplified. Here, the hollow shaft is embodied integrally with at least one of the attachment flanges for one of the braking subsystems. In a further advantageous refinement, the first coupling part of the articulated coupling is also embodied in one piece with the hollow shaft. As a result, the radial installation space necessary for the connecting elements is significantly reduced in comparison with that in embodiments according to the prior art. The solution according to the invention provides the advantage that the available radial and axial installation space resulting from the wheel diameters which are becoming smaller and smaller while at the same time the output hollow shaft 'internal diameters are becoming larger and larger owing to the softer suspensions is utilized to an
- 5 - PCT/EP01/07662 optimum degree and at the same makes available the necessary braking deceleration.
There are also a multiplicity of possible ways of arranging the hollow shaft and an attachment flange of a braking subsystem and/or of the first coupling element of the articulated coupling in an integrated fashion. Here, the embodiment can be effected in an integral fashion as a cast part or forged part. However, the specific selection depends on the requirements of use and is at the discretion of the person skilled in the related art.
According to a further aspect of the invention, it is also possible to arrange both braking subsystems between the transmission assembly and articulated coupling. In this case, both attachment flanges form one physical unit with the hollow shaft.
In one development there is provision for the transmission housing to be embodied in an integral fashion.
The hollow shaft is supported by means of a bearing arrangement in the housing of the transmission assembly. For the sake of simplification and standardization there is provision for the external diameter of the bearings to be identical for all embodiment variants, while adjustment is carried out to the requirements of use by means of variable bearing arrangement internal diameters and thus hollow shaft external diameters.
The solution according to the invention is explained below with reference to figures. They are, in particular as
There are also a multiplicity of possible ways of arranging the hollow shaft and an attachment flange of a braking subsystem and/or of the first coupling element of the articulated coupling in an integrated fashion. Here, the embodiment can be effected in an integral fashion as a cast part or forged part. However, the specific selection depends on the requirements of use and is at the discretion of the person skilled in the related art.
According to a further aspect of the invention, it is also possible to arrange both braking subsystems between the transmission assembly and articulated coupling. In this case, both attachment flanges form one physical unit with the hollow shaft.
In one development there is provision for the transmission housing to be embodied in an integral fashion.
The hollow shaft is supported by means of a bearing arrangement in the housing of the transmission assembly. For the sake of simplification and standardization there is provision for the external diameter of the bearings to be identical for all embodiment variants, while adjustment is carried out to the requirements of use by means of variable bearing arrangement internal diameters and thus hollow shaft external diameters.
The solution according to the invention is explained below with reference to figures. They are, in particular as
- 6 - PCT/EPO1/07662 follows:
Fig.l shows an axial section of a schematic simplified view of the basic design of a drive unit designed according to the invention;
Figs 2a and 2b show the coupling of the attachment flanges of the individual braking subsystems to the hollow shaft.
Figure 1 shows a schematic simplified view of the basic design of a drive unit designed according to the invention for driving at least one wheel drive shaft which is coupled to at least one wheel and which is formed by a wheelset axle 3 in the case illustrated. The drive unit 1 comprises an integrated cross-drive 4. This comprises a driving engine 5 which is coupled to the transmission assembly 6. For this purpose, the drive shaft 7 of the driving engine 5 is connected fixed in terms of rotation to an input 8 of the transmission assembly 6, preferably via a coupling element 9 in the form of a diaphragm coupling which is rotationally rigid and embodied so as to be rigid in the radial direction. The transmission assembly 6 comprises an output 10 which is formed by a hollow shaft 11 which encloses the wheelset axle 3 in the circumferential direction and over at least part of its axial extent. Said hollow shaft 11 is connected to the wheelset axle 3 via an articulated coupling 12. The articulated coupling 12 comprises here a first
Fig.l shows an axial section of a schematic simplified view of the basic design of a drive unit designed according to the invention;
Figs 2a and 2b show the coupling of the attachment flanges of the individual braking subsystems to the hollow shaft.
Figure 1 shows a schematic simplified view of the basic design of a drive unit designed according to the invention for driving at least one wheel drive shaft which is coupled to at least one wheel and which is formed by a wheelset axle 3 in the case illustrated. The drive unit 1 comprises an integrated cross-drive 4. This comprises a driving engine 5 which is coupled to the transmission assembly 6. For this purpose, the drive shaft 7 of the driving engine 5 is connected fixed in terms of rotation to an input 8 of the transmission assembly 6, preferably via a coupling element 9 in the form of a diaphragm coupling which is rotationally rigid and embodied so as to be rigid in the radial direction. The transmission assembly 6 comprises an output 10 which is formed by a hollow shaft 11 which encloses the wheelset axle 3 in the circumferential direction and over at least part of its axial extent. Said hollow shaft 11 is connected to the wheelset axle 3 via an articulated coupling 12. The articulated coupling 12 comprises here a first
- 7 - PCT/EP01/07662 coupling part 13 and a second coupling part 14 which can be connected to one another in a rotationally elastic fashion.
The first coupling part 13 is connected here fixed in terms of rotation to the hollow shaft 11. The second coupling part 14 is coupled at least indirectly fixed in terms of rotation to the wheelset axle 3. Here, at least indirectly means that the connection is made directly to the wheelset axle or else via further transmission elements, for example a second coupling level. In one advantageous refinement, the hollow shaft 11 and the first coupling part 13 are of integral design. Furthermore, the drive unit 1 comprises a braking system 15 which is preferably embodied in the form of a disk brake unit 16.
According to the invention, the braking system 15 comprises at least two braking subsystems 17.1 and 17.2 which are each embodied as disk brake systems. The necessary overall braking force is thus generated by two braking subsystems 17.1 and 17.2. These comprise here a brake disk 18.1 or 18.2 which is only indicated and which can be attached to the hollow shaft 11. For this purpose, the hollow shaft has in each case two attachment flanges 19.1 and 19.2 which form one physical unit with the hollow shaft 11, and at least one flange - the attachment flange arranged between the transmission assembly 6 and articulated coupling 12 - is preferably formed with the hollow shaft 11 from one component. The other 'second attachment flange is attached to the hollow shaft 11 by means of attachment elements. The two
The first coupling part 13 is connected here fixed in terms of rotation to the hollow shaft 11. The second coupling part 14 is coupled at least indirectly fixed in terms of rotation to the wheelset axle 3. Here, at least indirectly means that the connection is made directly to the wheelset axle or else via further transmission elements, for example a second coupling level. In one advantageous refinement, the hollow shaft 11 and the first coupling part 13 are of integral design. Furthermore, the drive unit 1 comprises a braking system 15 which is preferably embodied in the form of a disk brake unit 16.
According to the invention, the braking system 15 comprises at least two braking subsystems 17.1 and 17.2 which are each embodied as disk brake systems. The necessary overall braking force is thus generated by two braking subsystems 17.1 and 17.2. These comprise here a brake disk 18.1 or 18.2 which is only indicated and which can be attached to the hollow shaft 11. For this purpose, the hollow shaft has in each case two attachment flanges 19.1 and 19.2 which form one physical unit with the hollow shaft 11, and at least one flange - the attachment flange arranged between the transmission assembly 6 and articulated coupling 12 - is preferably formed with the hollow shaft 11 from one component. The other 'second attachment flange is attached to the hollow shaft 11 by means of attachment elements. The two
- 8 - PCT/EPO1/07662 attachment flanges 19.1 and 19.2 are arranged here on both sides of the transmission assembly 6. The activation elements (not illustrated here) can thus easily be arranged and attached to the housing 20 of the transmission assembly. The integral embodiment of the hollow shaft 11 with the simultaneously integrated attachment flange 19.1 and 19.2 for the braking subsystems 17.1 and 17.2 and the fact that the crown gear known from the prior art between the hollow shaft 11 and the first coupling part 13 provides, in addition to more cost-effective fabrication, the advantage of requiring less radial installation space. By dispensing with the crown gear between the hollow shaft 11 and the first coupling part 13, less installation space is required in the radial direction for the coupling between the hollow shaft 11 and first coupling part 13. Furthermore, as a result of the distribution of the braking force between two braking systems, the available radial and axial installation space which is becoming smaller and smaller between the hollow shaft 11 and the wheel diameter while at the same time the hollow shaft internal diameter D[illegible] is becoming larger and larger is utilized to an optimum degree.
The driving engine 5 and the transmission assembly 6 are arranged spatially near to one another, preferably connected to one another by flanges in the region of their housings 21 and 20. There are also a multiplicity of possible designs of the transmission assembly 6. In the simplest case it comprises two pairs of spur wheels, a first set of spur
The driving engine 5 and the transmission assembly 6 are arranged spatially near to one another, preferably connected to one another by flanges in the region of their housings 21 and 20. There are also a multiplicity of possible designs of the transmission assembly 6. In the simplest case it comprises two pairs of spur wheels, a first set of spur
- 9 - PCT/EPO1/07662 wheels 22 and a second set of spur wheels 23. The first set of spur wheels 22 comprises a spur wheel 24 which is coupled fixed in terms of rotation to the transmission input shaft 8, the spur wheel 24 either forming one integral assembly with the transmission input shaft 8 or else being connected fixed in terms of rotation to it. The spur wheel 24 intermeshes with a spur wheel 26 which is arranged on an intermediate shaft 25. Furthermore, a second spur wheel 27 is arranged on the intermediate shaft 25, said second spur wheel 27 being a component of the second set of spur wheels 23 and intermeshing with a spur wheel 28 which is connected fixed in terms of rotation to the hollow shaft 11. In one particularly advantageous embodiment, the hollow shaft 11 and spur wheel 28 are embodied as an integral component. In terms of fabrication, the integral component composed of the hollow shaft 11, the attachment flange 19.2 and the first coupling part 13, and optionally also the spur wheel 28, can be embodied as a cast part or forged part. As a result, in the case of minimum external diameter of the articulated coupling 12, here with D12 and of the brake disks, here with D18.1 or 18.2, a simultaneously maximum internal diameter D[illegible] is possible.
According to a further aspect of the invention, the housing 20 of the transmission assembly 6 is embodied in an integral fashion/one piece structure, whereby the bearing arrangement 29 of the hollow shaft 11 in the housing 20
According to a further aspect of the invention, the housing 20 of the transmission assembly 6 is embodied in an integral fashion/one piece structure, whereby the bearing arrangement 29 of the hollow shaft 11 in the housing 20
- 10 - PCT/EP01/07662 provides for a fine gradation of the internal diameter D 129 with simultaneously keeping the roller bearing external diameter DA29 constant.
The inventive solution of the embodiment of the hollow shaft 11, attachment flange 19.2 and of the first coupling part 13 as one integral component can be used for a multiplicity of integrated cross-drives 4 and is not tied to a specific embodiment of the transmission assembly 6 or of the driving engine S. Other embodiments which lie within the field of activity of a person skilled in the respective art are also conceivable.
According to figure 2a, the attachment flange 19.2 of the second braking system 17.2 is embodied in an integral fashion with the hollow shaft 11. The attachment flange 19.1 of the first braking system 17.1 is connected, as a separate component, fixed in terms of rotation to the hollow shaft 11 by means of attachment elements 30, for example in the form of screw elements which are arranged at specific intervals in the circumferential direction of the attachment flange 19.1.
A structural embodiment of the connection of the brake disk of the second braking system 17.2 to the attachment flange 19.2 is illustrated in figure 2a. Figure 2b shows a possible structural embodiment of the connection of the brake disk 18.1 to the attachment flange 19.1 of the first braking subsystem 17.1, and the attachment of the attachment flange 19.1 to the hollow shaft 11.
The inventive solution of the embodiment of the hollow shaft 11, attachment flange 19.2 and of the first coupling part 13 as one integral component can be used for a multiplicity of integrated cross-drives 4 and is not tied to a specific embodiment of the transmission assembly 6 or of the driving engine S. Other embodiments which lie within the field of activity of a person skilled in the respective art are also conceivable.
According to figure 2a, the attachment flange 19.2 of the second braking system 17.2 is embodied in an integral fashion with the hollow shaft 11. The attachment flange 19.1 of the first braking system 17.1 is connected, as a separate component, fixed in terms of rotation to the hollow shaft 11 by means of attachment elements 30, for example in the form of screw elements which are arranged at specific intervals in the circumferential direction of the attachment flange 19.1.
A structural embodiment of the connection of the brake disk of the second braking system 17.2 to the attachment flange 19.2 is illustrated in figure 2a. Figure 2b shows a possible structural embodiment of the connection of the brake disk 18.1 to the attachment flange 19.1 of the first braking subsystem 17.1, and the attachment of the attachment flange 19.1 to the hollow shaft 11.
Claims (9)
1. A drive unit (1) for driving at least one wheel drive shaft (2), in particular of a wheelset axle (3), for use in rail vehicles, having a driving engine (5) and a transmission assembly (6) coupled thereto; the output of the transmission assembly (6) is formed by a hollow shaft (11) which is coupled to the wheel drive shaft (2), in particular the wheelset axle (3), via an articulated coupling (12); having a braking system (15); an attachment flange (19.2) for a braking subsystem (17.2) and the hollow shaft (11) are formed by one component; characterized by the following features:
the braking system (15) comprises two braking subsystems - a first braking subsystem (17.1) and a second braking subsystem (17.2); the housing (20) of the transmission assembly (6) is embodied in an integral fashion; the hollow shaft (11) is supported by means of a bearing arrangement (29) in the housing (20); the bearing arrangement having a fixed diameter independent of particular requirements of use and an internal diameter to accommodate the external diameter of the transmission output shaft.
the braking system (15) comprises two braking subsystems - a first braking subsystem (17.1) and a second braking subsystem (17.2); the housing (20) of the transmission assembly (6) is embodied in an integral fashion; the hollow shaft (11) is supported by means of a bearing arrangement (29) in the housing (20); the bearing arrangement having a fixed diameter independent of particular requirements of use and an internal diameter to accommodate the external diameter of the transmission output shaft.
2. The drive unit (1) as claimed in claim 1, characterized in that the braking subsystems (17.1, 17.2) are embodied as disk brake systems (18), each comprising at least one brake disk (18.1, 18.2), and the attachment flange (19.2) of the brake disk (18.2) of the one braking subsystem (17.2) and the hollow shaft (11) being formed by one component.
3. The drive unit (1) as claimed in claim 1, characterized by the following features: the first braking subsystem (17.1) and the second braking subsystem (17.2) are arranged on the two sides of the transmission assembly (6), the second braking subsystem (17.2) being arranged, in the installation position, between the transmission assembly (6) and the articulated coupling (12); the attachment flange (19.1) of the first braking subsystem (17.1) being embodied as a separate component; having means (30) for attaching the first attachment flange (19.1) to the hollow shaft (11).
4. The drive unit (1) as claimed in claim 2, characterized by the following features: the transmission assembly (6) has a housing (20), the activation device of the braking subsystems - of the first braking subsystem (17.1) and of the second braking subsystem (17.2) - are arranged on and attached to the housing of the transmission assembly (20).
5. The drive unit (1) as claimed in any one of claims 1 to 4, characterized in that the hollow shaft (11) and the attachment flange (19.2) are embodied integrally as a cast part.
6. The drive unit (1) as claimed in any one of claims 1 to 4, characterized in that the hollow shaft (11) and the attachment flange (19.2) of the second braking system (17.2) are embodied integrally as a forged part.
7. The drive unit (1) as claimed in any one of claims 1 to 6, characterized by the following features: the articulated coupling (12) comprises a first coupling part (13) which is coupled to the hollow shaft (11); the first coupling part (13) is embodied integrally with the hollow shaft (11).
8. The drive unit (1) as claimed in claim 1, characterized in that both braking subsystems - first braking subsystem (17.1) and second braking subsystem (17.2) are arranged between the transmission assembly (6) and the articulated coupling (12), and the attachment flanges (19.1, 19.2) of the two braking subsystems (17.1, 17,2) are embodied integrally with the hollow shaft (11).
9. The drive unit (1) as claimed in claim 1, characterized in that both braking subsystems - first braking subsystem (17.1) and second braking subsystem (17.2) are arranged between the transmission assembly (6) and the articulated coupling (12), and the attachment flange (19.1, 19.2) of the two braking subsystems (17.1, 17.2) are embodied in an integral fashion with the hollow shaft (11).
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE10032707A DE10032707A1 (en) | 2000-07-07 | 2000-07-07 | Drive unit for driving at least one wheel drive shaft, in particular a wheel set shaft |
| DE10032707.9 | 2000-07-07 | ||
| PCT/EP2001/007662 WO2002004274A1 (en) | 2000-07-07 | 2001-07-04 | Drive unit for driving at least one wheel drive shaft, especially a wheelset axle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CA2416984A1 CA2416984A1 (en) | 2003-01-06 |
| CA2416984C true CA2416984C (en) | 2009-04-21 |
Family
ID=7647907
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002416984A Expired - Fee Related CA2416984C (en) | 2000-07-07 | 2001-07-04 | Drive unit for driving at least one wheel drive shaft, especially a wheelset axle |
Country Status (10)
| Country | Link |
|---|---|
| US (3) | US20040035648A1 (en) |
| EP (1) | EP1409323B1 (en) |
| JP (1) | JP2004502598A (en) |
| KR (1) | KR100796259B1 (en) |
| CN (1) | CN1297430C (en) |
| AT (1) | ATE359202T1 (en) |
| AU (2) | AU2001277525C1 (en) |
| CA (1) | CA2416984C (en) |
| DE (3) | DE10032707A1 (en) |
| WO (1) | WO2002004274A1 (en) |
Families Citing this family (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE10354141A1 (en) * | 2003-11-19 | 2005-06-23 | Voith Turbo Gmbh & Co. Kg | Powered chassis for rail vehicles, especially bogies for low floor vehicles |
| DE102006019453B4 (en) * | 2006-04-24 | 2022-12-22 | Sew-Eurodrive Gmbh & Co Kg | Gear coupling with spring and electric motor with brake connected via a gear coupling |
| DE102007041749A1 (en) * | 2007-09-04 | 2009-03-05 | Voith Patent Gmbh | Final drive for a rail vehicle |
| DE102010049764B4 (en) * | 2010-10-29 | 2019-05-02 | Siemens Aktiengesellschaft | Achsgetriebe a rail vehicle |
| CN102765395B (en) * | 2011-05-05 | 2016-02-17 | 同济大学 | A kind of Stereo tramcar |
| EP3020611A1 (en) * | 2014-11-14 | 2016-05-18 | Siemens Aktiengesellschaft | Railway drive with braking device |
| DE102014226630B4 (en) * | 2014-12-19 | 2017-06-22 | Siemens Aktiengesellschaft | Vehicle, in particular rail vehicle with wheelset shaft |
| DE102018001501A1 (en) * | 2018-02-26 | 2019-08-29 | Siemens Ag | Drive arrangement for a rail vehicle |
Family Cites Families (21)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE1921565U (en) * | 1965-05-21 | 1965-08-19 | Krauss Maffei Ag | AXLE DRIVE DEVICE FOR RAIL DRIVE VEHICLES. |
| DE6750770U (en) * | 1968-07-16 | 1969-01-16 | Rheinstahl Huettenwerke Ag | DOUBLE AXLE DRIVE FOR RAIL VEHICLES |
| DE1921565A1 (en) * | 1969-04-28 | 1970-10-29 | Tuerk & Hillinger Kg | Electric heating element for night storage heaters |
| US4148262A (en) * | 1973-05-22 | 1979-04-10 | Carl Hurth Maschinen-Und Zahnradfabrik | Railway vehicle drive |
| DE2514597A1 (en) * | 1975-04-03 | 1976-10-14 | Knorr Bremse Gmbh | WHEEL SET FOR RAIL VEHICLES WITH BRAKE DISCS |
| US4301895A (en) * | 1978-04-08 | 1981-11-24 | Girling Limited | Disc brakes for railway vehicles |
| DE7821951U1 (en) * | 1978-07-19 | 1978-10-26 | Siemens Ag, 1000 Berlin Und 8000 Muenchen | DRIVE A RAIL-MOUNTED ELECTRIC TRAINING VEHICLE |
| DE2933706B2 (en) * | 1979-08-21 | 1981-07-02 | Thyssen Industrie Ag, 4300 Essen | Bogie for rail vehicles, e.g. trams |
| DE3047412A1 (en) * | 1980-12-17 | 1982-07-15 | Thyssen Industrie Ag, 4300 Essen | DISC BRAKE ARRANGEMENT ON A RAIL VEHICLE |
| DE3130603A1 (en) * | 1981-08-01 | 1983-02-17 | Krauss-Maffei AG, 8000 München | DRIVE BOG FOR A RAIL VEHICLE |
| DE3308499C2 (en) * | 1983-03-10 | 1995-11-02 | Rexroth Pneumatik Mannesmann | Brake caliper for a disc brake |
| DE3479992D1 (en) * | 1983-10-17 | 1989-11-09 | Hurth Masch Zahnrad Carl | Drive unit for railway vehicles |
| US4729455A (en) * | 1985-08-02 | 1988-03-08 | Urban Transportation Development Corporation Ltd. | Wheel assembly and brake therefor |
| JPH0674524B2 (en) * | 1986-07-30 | 1994-09-21 | 小林テキスタイルエンジニヤリング株式会社 | Flying fineness prevention device of automatic reeling machine |
| DE4137234A1 (en) * | 1991-11-13 | 1993-05-19 | Abb Patent Gmbh | DRIVE UNIT FOR RAIL VEHICLES |
| DE4137233C2 (en) * | 1991-11-13 | 2000-04-20 | Abb Patent Gmbh | Drive unit for rail locomotives |
| FR2697218B1 (en) * | 1992-10-26 | 1994-12-16 | Alsthom Gec | Braking system for rail vehicles using carbon-based materials. |
| DE19506678A1 (en) * | 1995-02-25 | 1996-08-29 | Gutehoffnungshuette Radsatz | Wheel and axle set for railed vehicles |
| JP3695488B2 (en) * | 1996-05-21 | 2005-09-14 | 独立行政法人鉄道建設・運輸施設整備支援機構 | Rail vehicle variable gauge truck |
| FR2749223B1 (en) * | 1996-05-29 | 1998-07-31 | Gec Alsthom Transport Sa | MOTORIZED AXLE WITH INDEPENDENT ROTATING WHEELS |
| US6049138A (en) * | 1998-07-22 | 2000-04-11 | The Whitaker Corporation | Axle-mounted electrical power device having an improved drive coupling |
-
2000
- 2000-07-07 DE DE10032707A patent/DE10032707A1/en not_active Withdrawn
-
2001
- 2001-07-04 CN CNB018124569A patent/CN1297430C/en not_active Expired - Lifetime
- 2001-07-04 US US10/332,483 patent/US20040035648A1/en not_active Abandoned
- 2001-07-04 AU AU2001277525A patent/AU2001277525C1/en not_active Ceased
- 2001-07-04 AU AU7752501A patent/AU7752501A/en active Pending
- 2001-07-04 KR KR1020037000219A patent/KR100796259B1/en active IP Right Grant
- 2001-07-04 JP JP2002508955A patent/JP2004502598A/en active Pending
- 2001-07-04 DE DE50112349T patent/DE50112349D1/en not_active Expired - Lifetime
- 2001-07-04 AT AT01955330T patent/ATE359202T1/en active
- 2001-07-04 CA CA002416984A patent/CA2416984C/en not_active Expired - Fee Related
- 2001-07-04 WO PCT/EP2001/007662 patent/WO2002004274A1/en active IP Right Grant
- 2001-07-04 EP EP01955330A patent/EP1409323B1/en not_active Expired - Lifetime
- 2001-07-09 DE DE20111110U patent/DE20111110U1/en not_active Expired - Lifetime
-
2005
- 2005-08-25 US US11/211,305 patent/US20050274577A1/en not_active Abandoned
-
2007
- 2007-11-06 US US11/935,720 patent/US20080060543A1/en not_active Abandoned
Also Published As
| Publication number | Publication date |
|---|---|
| EP1409323B1 (en) | 2007-04-11 |
| DE20111110U1 (en) | 2001-11-22 |
| US20080060543A1 (en) | 2008-03-13 |
| JP2004502598A (en) | 2004-01-29 |
| KR100796259B1 (en) | 2008-01-21 |
| US20050274577A1 (en) | 2005-12-15 |
| US20040035648A1 (en) | 2004-02-26 |
| ATE359202T1 (en) | 2007-05-15 |
| EP1409323A1 (en) | 2004-04-21 |
| CA2416984A1 (en) | 2003-01-06 |
| DE10032707A1 (en) | 2002-01-17 |
| AU2001277525B2 (en) | 2005-02-24 |
| CN1297430C (en) | 2007-01-31 |
| KR20030046385A (en) | 2003-06-12 |
| AU7752501A (en) | 2002-01-21 |
| DE50112349D1 (en) | 2007-05-24 |
| WO2002004274A1 (en) | 2002-01-17 |
| CN1440342A (en) | 2003-09-03 |
| AU2001277525C1 (en) | 2006-02-02 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| EEER | Examination request | ||
| MKLA | Lapsed |
Effective date: 20160704 |