EP2419311B1 - Drive unit for rail vehicles - Google Patents

Description

The invention relates to a drive unit for electric rail vehicles. See for example DE 195 30 155 A1 . WO 96/25314 A1 , DE 102 25 708 B4 describes a gear housing for receiving a Getriebegrßrades, with a housing cover which is equipped with a flange. The gearbox is made in one piece in the area of a bearing. The lid is designed as a partial hood.

DE 10 2008 008 027 A1 describes a drive with a gear that is supported on the traction motor.

A drive unit with the features defined in the preamble of claim 1 is made EP 0 792 784 A1 known.

Especially with fast moving vehicles, it depends on a favorable vibration behavior of the drive unit. The masses of non-sprung components should be kept as low as possible, and indeed to protect the drive unit itself, but also the track. This is not always the case with the previously known drive units.

The invention has for its object to design a drive unit of the type mentioned in such a way that the mass of the components involved can be kept as low as possible, and that the driving dynamics compared to known drive units is improved.

This object is solved by the features of claim 1.

• Das Gehäuse besteht aus einem einzigen Hauptteil und einem Deckel.
• Der Motor sitzt auf einer einzigen Konsole, die am Tragrohr befestigt ist.
• Das Tragrohr ist dem Hauptteil des Gehäuses angegossen, sodass diese beiden eine starre Einheit miteinander bilden.

Important features of the invention are the following:

• The housing consists of a single body and a lid.
• The motor sits on a single bracket, which is attached to the support tube.
• The support tube is cast on the main part of the housing, so that these two form a rigid unit with each other.

The inventor has recognized a significant disadvantage of conventional drive units: If the housing consists of two components, they must each be clamped separately on processing machines for machining, for example for drilling or milling. This leads to the fact that manufacturing tolerances add up when pairing. Instead, the one-piece housing allows its manufacture in a single set-up on the machine tool. The otherwise additive manufacturing tolerances are thus significantly reduced.

In previously known drive units, the engine mount construction is statically over-determined. This leads to deviations of the desired position, and thus to the risk of unwanted tension and vibration.

While it might be with the two-piece design of the housing remember to screw the two housing parts together before finishing. But this has the disadvantage that the housing parts are then no longer freely interchangeable. Rather, they must be marked as belonging together.

Figur 1

zeigt Stand der Technik.

Figur 2

zeigt Stand der Technik.

Figur 3

zeigt die wesentlichen Teile einer erfindungsgemäßen Antriebseinheit in perspektivischer Darstellung.

Figur 4

zeigt einen Teil des Gehäuses und des Antriebsritzels in Draufsicht auf einen Horizontalschnitt.

The prior art and the invention are explained in more detail with reference to the drawing. The following is shown in detail:

FIG. 1

shows state of the art.

FIG. 2

shows state of the art.

FIG. 3

shows the essential parts of a drive unit according to the invention in a perspective view.

FIG. 4

shows a part of the housing and the drive pinion in plan view of a horizontal section.

In FIG. 1 can be seen a drive shaft 1, which carries not shown wheels at both ends. The drive shaft is mounted on a support tube 2, by means of Tatzlager not recognizable here. A housing 3 is divided into two - see the housing main body 3.1 and the cover 3.2.

Support tube 2 and housing 3 are connected by a flange 2.1 and by means of screws firmly together.

The housing encloses a spur gear, not shown here, and a drive pinion 4.

At the support tube 2, two brackets 5, 6 are provided. These carry an engine, not shown here. The output shaft of the engine operates on the drive pinion. 4

In this two-part design of housing and support tube created at the junction of the two housing parts 2 and 3 an interface * with the usual manufacturing errors. Adding these unfavorably, so this has a negative impact on the accuracy of fit of the joints to the engine. This is namely firmly connected both to the support tube 2 and to the housing 3.

FIG. 2 In turn, the housing can be seen, more precisely parts of the lower housing part also the drive pinion 4 enclosed thereby.

• Vor allem ist das Gehäuse 3 einteilig. Es umfasst einen Hauptteil 3.1, der Stirnrad (nicht gezeigt) und Antriebsritzel 4 voll und ganz umschließt, anders als bei der Ausführung gemäß der Figuren 1 und 2. Ein Deckel 3.2 ist vorgesehen, der das Hauptteil 3.1 des Gehäuses 3 abdeckt und dicht verschließt. Deckel 3.2 besteht im vorliegenden Falle aus einer ebenen Platte.

The embodiment according to the invention differs from the embodiment according to FIG Figures 1 and 2 in the following:

• Above all, the housing 3 is in one piece. It comprises a main part 3.1, the spur gear (not shown) and drive pinion 4 fully encloses, unlike the embodiment according to the Figures 1 and 2 , A lid 3.2 is provided which covers the main part 3.1 of the housing 3 and seals tightly. Lid 3.2 consists in the present case of a flat plate.

Again, the shaft 1 and the support tube 2 can be seen. The support tube 2 has a single console 5. The bracket 5 is attached to the support tube 2. Support tube 2 can be produced for example as a casting, in a single operation together with the housing parts 3.1 and 3.2.

The engine is again not shown here. However, one recognizes a motor bell 7. This is in the present case frustoconical. It includes a ring 7.1 and spokes 7.2. The spokes 7.2 are - viewed in the direction of the axis of rotation of the drive pinion 4 - arranged radially. Their radially outer ends engage the ring 7, and their radially inner ends on the main part 3.1 of the housing.

The motor is mounted on console 5 and on ring 7.1 of the motor bell. The fan air of the engine passes through the spaces between the spokes 7.2 to the outside.

A significant advantage of the embodiment according to the invention according to the FIGS. 3 and 4 consists in the one-piece of the housing 3, more precisely, the main part of the housing 3.1. This can be achieved when editing the housing significant savings. Although you could also screw the housing parts 3.1 and 3.2 in two-part design before finishing, to avoid adding manufacturing tolerances. Then, however, the two parts would have to be marked so that they can later be assigned to each other. In the one-part embodiment according to the invention, this is eliminated.

Furthermore, the main part 3.1 of the housing 3 and support tube are in one piece, since the support tube 2 is molded onto the housing main body 3.1. The sole console 5 and the exact positioning of the motor bell 7 ensure an exact positioning of the motor and its fixation with significant reduction of the negative effects of static overdetermination.

Due to the one-part of the main part 3.1 of the housing 3, there is no connection interface, and thus a higher functional accuracy.

The drive pinion 4 is connected to the engine via a diaphragm coupling 8 in drive connection. Please refer FIG. 4 , Due to the high running accuracy and the high radial rigidity of the diaphragm coupling 8, the rotor of the motor is accurately and reliably felt, even without own storage.

In order to facilitate the assembly and disassembly of the engine, diaphragm coupling 8 can be divided and the parts connected to one another with a screw connection

• Verringerung des Bearbeitungsaufwandes des Gehäuses.
• Verringerung der Anzahl der einzelnen Bauteile, und damit geringere Kosten von Lagerhaltung, Beschaffung und so weiter.
• Das technische Risiko wird verringert, da Fehler beim Abdichten und Verbinden zweier Gehäuseteile entfallen.

Further advantages are the following:

• Reduction of the processing effort of the housing.
• Reduction of the number of individual components, and thus lower costs of warehousing, procurement and so on.
• The technical risk is reduced, since errors in sealing and connecting two housing parts omitted.

LIST OF REFERENCE NUMBERS

1

wave

2

support tube

2.1

flange

3

casing

3.1

Bulk

3.2

cover

4

pinion

5

console

6

console

7

motor bell

7.1

ring

7.2

spoke

8th.

diaphragm coupling

*

Place where manufacturing tolerances add up

Claims (4)

1. A drive unit for rail vehicles, comprising the following components or characteristics:

   1.1 a shaft (1), which has a bearing pin on each of both its ends for carrying a drive wheel;

   1.2 a supporting tube (2), which encloses the shaft (1) and is journalled thereon;

   1.3 an engine, which is mounted on the supporting tube (2);

   1.4 a transmission having a spur wheel and a drive pinion (4);

   1.5 a housing (3), which encloses the spur gear and the drive pinion (4);

   1.6 the engine rests on a single bracket (5), which is fastened to the supporting tube (2); characterised in that

   1.7 the housing (3) of a single main part (3.1) and of a lid (3.2) consists;

   1.8 the housing includes a engine bell (7), which forms a fixed connection between the engine housing and the main part (3.1) of the housing (3); and

   1.9 the supporting tube (2) is moulded to the main part (3.1) of the housing (3), so that both of them form a rigid unit.
2. A drive unit according to claim 1, characterised in that the engine bell contains a ring (7.1) which is concentric to the rotational axis of the engine, as well as a plurality of spokes (7.2), and that the spokes are connected to the main part (3.1) of the housing (3) with their radially internal ends.
3. A drive unit according to claim 1, characterised in that the drive pinion (4) is connected to and actuated by the engine via a membrane coupling (8).
4. A drive unit according to one of the claims 1 to 3, characterised by the following features:

   4.1 the rotor of the engine is only journalled on a single bearing;

   4.2 the rotor of the engine is supported at the transmission side on the membrane coupling (8);

   4.3 the membrane coupling (8) is carried by the fully journalled drive pinion (4).

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