ORIGINAL
Drive for rail vehicles
The invention relates to a drive for rail vehicles,
comprising a drive motor and comprising at least one
5 wheel or wheel set which is driven by the drive motor.
The wheel or the wheels of the wheel set roll on the
running rails of a railroad track during operation of
the rail vehicle. The invention furthermore relates to
a method for producing such a drive. In addition, the
10 invention relates to a rail vehicle with such a drive.
Drive motors of rail vehicles are frequently supported
on the truck, the wheels of which are intended to be
driven by the drive motor. Support is understood as
15 meaning the absorption of the weight of the drive motor
and of the dynamic forces due to movements of the rail
vehicle and jolting during operation and the support of
the motor in order to produce torque. In this case, in
particular, relative movements of the drive motor, on
20 the one hand, and of the driven wheel or wheel set, on
the other hand, may occur. The problems associated
therewith are entered into in more detail. As an
alternative to the support of the drive motor on the
truck, support on the car body of the rail vehicle or
25 on components which are connected to the truck and/or
to the car body is suitable. Said parts may also be
movable relative to the car body and/or to the truck
although said parts are mechanically coupled thereto.
For example, a motor suspension may be fastened to the
30 car body, the motor suspension making it possible for
the drive motor to carry out a swinging movement
relative to the car body.
The abovementioned relative movement between the drive
35 motor and the driven wheel or wheel set can be put down
to a substantial part to the fact that, during the
travel of the rail vehicle, the wheel or the wheel set
does not carry out a rectilinear, uniform movement
- 2 -
(i. e. rolls on the running rail with a constant speed
straight ahead) but rather is exposed to longitudinal
accelerations and transverse accelerations due to
jolting, taking of curves and other events. In
5 particular, the wheel or the wheel set can carry out
movements in the vertical direction (z direction)
relative to the truck frame and counter to the spring
mounting of the vehicle. For example, in the case of a
wheel set having two mutually opposite wheels mounted
10 for conjoint rotation on a wheel set shaft, the wheel
set shaft can move, in particular tilt, in any
direction from the neutral position thereof relative to
the truck. The pivot point of a tilting movement can be
located not only in the center of the wheel set shaft
15 but, for example, also in the end regions thereof or in
the vicinity of the wheels. The wheel set shaft may
also be displaced parallel to the neutral position
thereof. In addition, the wheel set shaft is exposed to
torsional and bending vibration.
20
It is therefore customary to configure the transmission
means for transmitting the drive torque from the drive
motor to the wheel or the wheel set shaft so as to
result in elasticity or movability which keeps the
25 drive system from damage. For example, the hollow shaft
drive, in which the wheel set shaft is arranged within
a hollow shaft and wherein the drive motor transmits
the drive torque via the hollow shaft to a wheel of the
wheel set or to the wheel set, is known. The hollow
30 shaft is connected via a coupling (for example rubber
coupling, membrane coupling, strap-type coupling or
toothed coupling) to the driven wheel. At the opposite
end of the hollow shaft, the latter is connected via a
cardanically movable j oint to a transmission which is
35 driven by the drive motor. Drives having hollow shafts
are complicated in terms of design and production. In
addition, they restrict the construction space
available for the drive motor, since the hollow shaft
- 3 -
and the joints and/or
hollow shaft require
construction space.
transmissions coupled
a correspondingly
to the
large
5 A cardanically movable joint is understood as meaning a
j oint which enables the parts coupled to one another
via the joint to move relative to one another about two
mutually perpendicular axes of rotation. The axes of
rotation may be imaginary axes of rotation which do not
10 have to correspond to the axes of rotation of shafts,
as is the case, for example, with the universal joint
(also called cardan joint). A cardanically movable
joint also does not have to be configured as a single
piece. For example, said joint may consist of parts
15 which each enable rotation about one of the two
mutually perpendicular axes of rotation. In addition, a
relative movement of the parts coupled to one another
via the joint from a neutral position of the joint into
a deflected position of the joint may be associated
20 with elastic deformation which results in resetting
forces into the neutral position. This is the case in
particular whenever parts of the joint consist of
elastic materials, as is the case, for example, with a
flexible disk.
25
In particular, the cardanically movable joint itself
does not have any linear movability in the direction of
the axis which is perpendicular to the two axes of
rotation. Similarly, the cardanically movable joint
30 does not itself enable linear movability in the
direction of the two axes of rotation. Furthermore, the
cardanically movable j oint is not rotatable about the
axis running perpendicularly to the two axes of
rotation.
35
The abovedescribed coupling of the hollow shaft via a
rubber coupling with an annular rubber element to the
driven wheel is a further example of a cardanically
- 4 -
movable joint having elastic resetting forces. Instead
of rubber materials, a cardanically movable joint may,
for example, also have components made of materials
having a high modulus of elasticity (for example
5 steel), but which are elastically changeable in shape
(for example spring elements, such as leaf springs made
of steel).
The elastic or non-elastic relative movability of parts
10 of the drive train can also be referred to as mass
decoupling, since undesired dynamic excitations and
movements of masses (for example of the wheel or of the
wheel set) are not or are not completely transmitted to
other masses (for example the drive motor) .
15
Apart from the abovedescribed hollow shaft system,
other special couplings, special transmissions and/or
cardan shafts may also be used for the mass decoupling
of components of the drive train. Axial flexibility is
20 frequently also desired in the drive train, for example
flexibili ty in the direction of the axis of rotation,
in order to rotate one part or more than one part of
the drive train so as to transmit the drive torque.
When the drive torque is discussed here, this does, of
25 course, include the case in which said torque is
converted, for example, by a transmission in the drive
train. For example, in the case of the drive used in
ICE 3 from Deutsche Bahn AG, a "transverse drive" is
realized, in which the axis of rotation of the rotor of
30 the drive motor runs approximately parallel to the
wheel set shaft of the driven wheel set. The stator of
the drive motor is supported on a crossmember of the
truck. The rotor shaft has a double curved teeth
coupling. Said coupling corresponds to the consecutive
35 connection of two joints having cardanic movability,
wherein, in addition, axial movability of the shaft
sections coupled to one another via the curved teeth
coupling is also provided. A disadvantage of this type
- 5 -
of mass coupling is that only a short section of the
drive train is located between the two cardanically
movable joints in the axial direction of the drive
train. Therefore, unlike in the case of the
5 abovedescribed decoupling with a hollow shaft, only a
relatively small offset of the wheel set shaft axis
from the neutral position thereof can be compensated
for. In the case of the transverse drive, that end of
the rotor shaft which is remote from view of the rotor
10 is coupled to the wheel set shaft via a "transmission
supported on the axleY, i.e. a transmission which is at
least partially supported on the wheel set shaft.
It is an object of the present invention to provide a
15 drive for rail vehicles, said drive enabling relative
movements of the driven wheel or wheel set, on the one
hand, and of the drive motor, on the other hand, over
as wide a range of movement as possible with little
construction space being required. Furthermore, it is
20 an object of the present invention to provide a
production method for a transmission of this type and a
rail vehicle with a transmission of this type.
It is proposed that the stator of the drive motor is
25 supported via a cardanically movable suspension on a
truck of the rail vehicle, on a car body of the rail
vehicle or on a structure connected to the truck and/or
the car body.
30 Analogously to the abovementioned definition of a
cardanically movable joint, a cardanically movable
suspension is understood as meaning a joint which
enables the parts which are coupled to one another via
the joint to move, i.e. to rotate, relative to one
35 another about two mutually perpendicular axes of
rotation. In particular, the cardanically movable
suspension, in the same manner as described above for
the cardanically movable joint, may be immovable
- 6 -
linearly with respect to the two axes of rotation, may
be immovable linearly with respect to the axis
perpendicular to the two axes of rotation and also may
be immovable rotationally with respect to the axis
5 running perpendicularly to the two axes of rotation.
However, as is explained in more detail, in addition to
the actual cardanically movable joint or the
cardanically movable suspension, it is possible to
provide linear movability in the direction of the axis
10 which is perpendicular to the two axes of rotation.
However, the cardanically movable suspension is not
arranged in the drive train (between the rotor and
wheel or wheel set) and therefore does not rotate
15 continuously in order to transmit a torque. Secondly,
the cardanically movable suspension supports the stator
of the drive motor in such a manner that the torque of
the rotor can be transmitted. The two mutually
perpendicular axes of rotation of the cardanically
20 movable suspension are approximately perpendicular to
the axis of rotation of the rotor.
Depending on the embodiment, the axes of rotation of
the cardanically movable suspension do not absolutely
25 have to intersect one another, as is the case for a
universal joint (see above for the definition and for
explanations of the cardanically movable joint).
Perpendicular is also understood as meaning that one
axis of rotation merely perpendicularly intersects a
30 parallel of the other axis of rotation. The position of
the axes of rotation may also change slightly in space
and relative to the stator and the supporting part (for
example truck frame) during rotation. Furthermore, the
rigidities and/or resistances of the rotational
35 movements about the two axes of rotation of the
cardanically movable suspension do not have to be
identical.
- 7 -
The cardanically movable suspension can be realized in
the same manner as above for the definition of the term
cardanically movable joint. In particular, said
suspension may consist of an arrangement of a plurality
5 of parts which are not connected directly to one
another but rather are merely connected to one another
via the supporting structure and via the stator.
However, as likewise mentioned above, single-piece,
cardanically movable joints (for example the universal
10 joint) are also suitable for the suspension.
In a preferred embodiment, the cardanically movable
suspension is realized by two elongate elements made of
elastic material, in particular of natural or synthetic
15 rubber material. In this case, the rigidity of the two
elongate elements for linear movements in the direction
of the longitudinal axis thereof (the axis in which the
elements are elongate) is substantially greater than
for distortions of the elements about the longitudinal
20 axis thereof. The distortions may be torsions about the
longitudinal axis and/or curvatures of the longitudinal
axis in two different mutually perpendicular
directions. The two elongate elements are arranged with
the longitudinal axes thereof parallel to each other,
25 wherein the car body of the rail vehicle or the
structure connected to the truck and/or the car body is
in each case connected to one end of the elongate
element in the longitudinal direction thereof, and the
rotor of the drive motor is in each case connected to
30 the other end, opposite in the longitudinal direction,
of the elongate element such that, on the basis of the
distortions, the abovedescribed rotational movements of
the cardanically movable suspension are realized. In
this case, it is furthermore preferred for the
35 longitudinal axes of the elongate elements to run in
the vertical direction in the neutral position (see
below). Since the elongate elements are of very stiff
configuration in this direction, the weight of the
- 8 -
drive motor and optionally of part of the drive train
that said elements bear does not result in an unequal
change in length of the two identically configured
elongate elements. In particular, identical bending of
5 both elongate elements about the longitudinal axes
thereof therefore results in a rotational movement
about an axis of rotation which intersects the two
longitudinal axes of the elongate elements
approximately perpendicularly. Furthermore, torsional
10 movements of the two elongate elements lead to a
rotational movement of the stator relative to the
supporting structure, wherein said second axis of
rotation runs approximately centrally to the two
longitudinal axes of the elongate elements in the
15 direction of the longitudinal axes in the neutral
position, i.e. parallel to the longitudinal axes in the
neutral position. Combinations of the rotational
movements about the two axes of rotation mentioned are
likewise possible, wherein a slight displacement of the
20 position of the two axes of rotation may occur.
According to a further preferred embodiment, which is
suitable in particular for a longitudinal drive (the
axis of rotation of the rotor of the drive motor
25 extends in the direction of travel), the cardanically
movable suspension is realized by two annular elements
made of elastic material, in particular of natural or
synthetic rubber material. The annular elements each
extend about an axis which, in particular, is a
30 rotationally symmetrical axis. The two axes run
parallel to each other at a distance. The truck or the
other part of the bearing structure of the vehicle are
connected to one another via the two annular elements.
In this case, one of the two parts to be connected to
35 each other (for example the motor housing) is connected
to the radially inner surfaces of the annular elements
and the other part (for example the truck frame) is
connected to the radially outer surface of the annular
- 9 -
elements. For example, the rubber material on the
radially inner side can be vulcanized onto a first
annular sleeve and on the radially outer side onto a
second annular sleeve. The sleeves in turn are fixedly
5 connected to the part to be connected in each case. The
directionally dependent rigidity of the annular elastic
elements may then be selected and/or set in such a
manner that the desired cardanic movability of the
suspension is obtained.
10
A cardanically movable j oint in the drive train and a
separate cardanically movable suspension can be
realized more simply than two cardanically movable
joints in the drive train. The weight of the
15 arrangement can therefore also be reduced. It is
generally true of all of the embodiments that the
number of complex components for ensuring the offset
(for example parallel offset of the axis of rotation of
a drive train part) can be reduced.
20
An additional axial movability of the rotor in relation
to the stator of the electric motor has the advantage
that the cardanically movable joint in the drive train
can be designed more simply. For example, a curved
25 teeth coupling having axial flexibility is not
required. The axial movability of the motor furthermore
has the advantage that the mounting of the rotor by the
magnetic field of the motor is completely free from
friction and wear.
30
For the cardanically movable suspension, a neutral
position can be defined, in which the axis of rotation
of the rotor intersects the two axes of rotation of the
cardanically movable suspension in each case
35 perpendicularly, but not inevitably at the same point.
Since as mentioned rotational movements of the
stator and of the supporting part about the two axes of
- 10 -
rotation of the cardanically movable suspension are
possible, and since there is also a cardanically
movable joint in the drive train, a chain of joints is
realized, wherein the drive motor is part of the chain
5 of joints. With regard to the force flux between the
supporting structure and the drive train, the drive
motor is located between the cardanically movable
suspension and the cardanically movable joint.
10 The following configuration relates in particular to a
transverse drive, i.e. the axis of rotation of the
motor rotor runs transversely with respect to the
direction of travel: in particular, the degrees of
freedom of the movement which can be carried out by the
15 drive motor relative to the truck of the rail vehicle,
relative to the car body of the rail vehicle or
relative to the structure connected to the truck and/or
to the car body on account of the cardanically movable
suspension may be the same degrees of freedom of the
20 movement which that part of the drive train which is
coupled to the rotor via the cardanically movable joint
can carry out relative to the rotor. This means that
the rotor is connected via the cardanically movable
joint to a part of the drive train, which part, during
25 operation of the drive motor, rotates about an axis of
rotation which runs coaxially to the axis of rotation
of the rotor in a neutral position. However, the
correspondence in the degrees of freedom of the
movement enables the axis of rotation of the
30 abovementioned part of the drive train to be able to be
offset parallel to the neutral position, for example if
corresponding deflections take place during operation.
Of course, the axis of rotation of the abovementioned
part of the drive train may also be moved out of the
35 neutral position in a different manner than by parallel
displacement, or may be permanently or predominantly
located in a deflected position.
- 11 -
In the case of the transverse drive, it is preferred in
particular for the cardanically movable joint to be
located in the drive train between the rotor and a
transmission via which the drive forces produced by the
5 motor are transmitted to the wheel or to the wheel set.
In particular, the cardanically movable joint is
located between the rotor and the first transmission in
the drive train profile when a plurality of
transmissions are present. This means that the stator
10 of the drive motor and the immovable parts of the
transmission (in particular the transmission housing)
are not connected or at least are connected movably
relative to one another.
15 Furthermore, in particular in the case of a transverse
drive, the drive torque can be transmitted with the aid
of a hollow shaft. The principle of a hollow shaft has
already been discussed above. It is preferred that, in
the case of the transverse drive, torque is transmitted
20 from the hollow shaft to the wheel set, which has two
track wheels connected to each other via an axle, only
at one of the track wheels. Consequently, there is no
direct transmission of drive torque from the hollow
shaft at the other track wheel. Said other track wheel
25 is driven merely via the axle of the wheel set.
The following configuration relates in particular to a
longitudinal drive, i. e. the axis of rotation of the
rotor runs in the direction of travel: in particular,
30 an axis of rotation of the cardanically movable
suspension can run parallel to an axis of rotation of
the cardanically movable j oint in the drive train and
the other axis of rotation of the cardanically movable
suspension can run perpendicularly to the other axis of
35 rotation of the cardanically movable joint. In this
case, the rotor is coupled to the wheel or to the wheel
set via an angular transmission. Furthermore, it is
preferred here for the stator or the housing of the
- 12 -
drive motor and the transmission housing or the
immovable parts of the transmission to be connected to
one another fixedly, i.e. immovably relative to one
another. The motor and the angular transmission
5 therefore form a common drive module which is suspended
on the bearing structure of the vehicle by the
cardanically movable suspension, wherein the output
side of the angular transmission is coupled to the
driven wheel or wheel set via the cardanically movable
10 joint.
The connection of the motor to the angular transmission
saves on additional suspensions which would have to be
configured to be correspondingly movable. The fixed
15 connection between the motor and angular transmission
prevents a linear movement of the angular transmission
in the vertical direction without an additional
suspension of the angular transmission.
20 An angular transmission is understood as meaning a
transmission which converts a drive torque about a
first axis of rotation into a second drive torque about
a second axis of rotation, wherein the first and the
second axes of rotation run transversely and in
25 particular exactly perpendicularly to each other.
In contrast to the abovementioned arrangement of two
curved teeth couplings in the drive train, a
substantially larger offset can be compensated for by
30 the combination of the cardanically movable suspension
with the cardanically movable joint in the drive train.
The offset is understood in particular as meaning the
offset of the axis of rotation of the rotor or the
offset of the drive train on the far side of the
35 cardanically movable joint from the view of the rotor.
At an identical offset, the angles of the deflections
of the cardanically movable suspension and of the
cardanically movable j oint are smaller. Use may
- 13 -
therefore be made, for example, of cardanically movable
joints which have a smaller overall volume because said
joints permit only smaller deflection. This applies in
particular in the case of curved teeth couplings. The
5 invention is therefore suitable particularly for the
transverse drive and for operating situations in which
particularly severe or rapid movements of the wheel or
of the wheel set in relation to the drive motor can be
anticipated. This is the case, for example, for high
10 speed trains. In the case of the transverse drive, the
length of the drive train in an extension of the axis
of rotation of the rotor is limited by the width
available for installation transversely with respect to
the direction of travel. If smaller deflections are to
15 be expected, it is also possible to place lower demands
on the precision of the components of the cardanically
movable joint in the drive train.
The abovementioned combination of two curved teeth
20 couplings in the drive train enables the length
compensation, which is required upon deflection or an
offset of the drive train, in the direction of the axis
of rotation of the drive train. In the case of
customary drive motors having a rotor which is mounted
25 within the stator via the magnetic field, the rotor can
move axially in the direction of the axis of rotation
thereof relative to the stator. Since the cardanically
movable suspension and the cardanically movable joint
typically arranged at the other end of the motor or
30 even more significantly further away from the motor lie
very far apart in comparison to the combination of two
curved teeth couplings, the axial compensation in the
direction of the axis of rotation of the rotor is also
comparatively small. Customary drive motors permit the
35 required axial compensation without any structural
change.
- 14 -
Alternatively to an axial movability of the rotor
relative to the stator, the axial movability in the
direction of the axis of rotation of the rotor and/or
in the direction of the further drive train connected
5 to the rotor shaft via the cardanically movable joint
can also be obtained via a cardanically movable joint
which is movable in the axial direction. This
alternative is used if the motor does not have any
axial movability. If, by contrast, the motor has such
10 axial movability, the axial movability of the
cardanically movable joint is omitted so that the rotor
cannot move freely to and fro in the axial direction
between two end points. A third possibility of the
axial movability resides in a movability of the
15 cardanically movable suspension, said movability being
preferred in particular for the abovedescribed
embodiment of a longitudinal drive with the motor and
transmission connected fixedly to each other. In this
case, neither the motor nor the cardanically movable
20 j oint are deflectable in the axial direction. In the
case of the drive module with the motor and angular
transmission fixedly connected, the axial movability of
the cardanically movable suspension prevents drive
forces being transmitted via the cardanically movable
25 suspension. Drive forces are understood in this case as
meaning forces which act between the wheel and rail and
are transmitted to the bearing structure of the vehicle
in order to accelerate or brake the vehicle.
30 It has been mentioned that the cardanically movable
suspension and the cardanically movable joint (as
viewed in the direction of the axis of rotation of the
rotor) can be located at opposite ends of the motor or
even at a distance from the ends. However, it is also
35 possible for the cardanically movable suspension to be
arranged to the side of the motor. An embodiment will
also be discussed. This embodiment does indeed shorten
the distance between the suspension and joint. However,
- 15 -
the distance will generally always be significantly
greater than the two cardanically movable joints in the
drive train. Further construction space for the
arrangement of the motor and the drive train is spared
5 by the lateral arrangement of the cardanically movable
suspension.
When the cardanically movable joint in the drive train
is discussed above or below, this includes the fact
10 that, instead of the cardanically movable joint, a
cardanically movable coupling is provided in the drive
train. According to the above definition of the term
cardanically movable joint, a coupling with cardanic
movability is also to be understood thereunder. In
15 practice, components and subassemblies which are
denoted by the term coupling are already used. It is
therefore clear that the element or the subassembly
with cardanic movability in the drive train may also be
a coupling.
20
In particular, a drive for rail vehicles is proposed,
said drive comprising a drive motor with a stator and a
rotor, and at least one wheel which is driven by the
drive motor, or a wheel set which is driven by the
25 drive motor, said wheel/wheel set rolling on the
running rails of a railroad track during operation of
the rail vehicle. The stator of the drive motor is
supported via a cardanically movable suspension on a
truck of the rail vehicle, on a car body of the rail
30 vehicle or on a structure connected to the truck and/or
to the car body. The rotor of the drive motor is
coupled via a cardanically movable j oint and/or via a
cardanically movable coupling to the wheel, to the
wheel set, to at least one wheel of the wheel set
35 and/or to a shaft of the wheel set such that, during
operation of the rail vehicle, the drive force of the
drive motor is transmitted via the joint and/or the
coupling.
- 16 -
In particular, during operation of the drive, the rotor
drives a drive shaft which, via a transmission, drives
a wheel of the wheel set or a wheel set shaft of the
5 wheel set.
During operation of the drive, the rotor can drive a
drive shaft, wherein the cardanically movable joint
couples a first section of the drive shaft, which
10 section is connected to the rotor, to a second section
of the drive shaft such that the axes of rotation of
the first section and of the second section can run in
an angled manner in relation to each other. In this
case, the transmission which has been mentioned in the
15 previous paragraph is preferably located in the drive
train profile on the far side of the second section of
the drive shaft from the view of the rotor, i. e. the
second section of the drive shaft in particular has an
axis of rotation which, in a neutral position in which
20 the cardanically movable joint does not lead to an
angling of the first and second sections of the drive
shaft, runs coaxially to the axis of rotation of the
rotor.
25 In a realization in the form of a transverse drive, the
axes of rotation of the drive shaft run transversely
with respect to the direction of travel of the rail
vehicle. However, for example, a longitudinal drive is
also possible, in which the axes of rotation of the
30 drive shaft run approximately in the direction of
travel of the rail vehicle.
In a special configuration, the joint permits an axial
relative movement of the first section and of the
35 second section in the direction of at least one of the
axes of rotation of the sections. It is preferred,
however, for the axial flexibility or movability
relative to the rotor and stator to be realized by the
- 17 -
motor, i.e. the
direction of the
rotor is mounted movably in the
axis of rotation thereof, preferably
30
solely by means of the magnetic field of the motor.
5 A drive shaft connected to the rotor can be arranged,
as customary, on a first side of the motor ("A side")
and the cardanically movable suspension can be arranged
on the stator of the motor
on a second side of the motor ("B side"), which
10 side is opposite the first side, and/or
can be arranged between the first and the second
side of the motor, in particular closer to the
second side of the motor than to the first side.
15 The scope of the invention also includes a rail
vehicle, wherein the rail vehicle comprises a drive
according to one of the abovedescribed configurations.
Furthermore, the scope of the invention includes a
20 method for producing a drive for a rail vehicle,
wherein the following is provided:
a drive motor with a stator and a rotor, and
at least one wheel which is driven by the drive
motor, or a wheel set which is driven by the drive
25 motor, said wheel/wheel set rolling on the running
rails of a railroad track during operation of the
rail vehicle, wherein
the stator of the drive motor is supported via a
cardanically movable suspension on a truck of the
rail vehicle, on a car body of the rail vehicle,
or on a structure connected to the truck and/or
35
the car body, and
the rotor of the drive motor is coupled via a
cardanically movable joint and/or via a
cardanically movable coupling to the wheel, to the
wheel set, to at least one wheel of the wheel set
and/or to a shaft of the wheel set such that,
during operation of the rail vehicle, the drive
- 18 -
force of the drive motor is transmitted via the
joint and/or the coupling.
In particular, the drive motor drives the wheel or the
5 wheel set via a transmission.
As already described above with reference to a
particular embodiment, the drive motor and a
transmission, in particular an angular transmission,
10 can form a drive module, wherein the stator of the
drive motor and immovable parts of the transmission (in
particular the transmission housing) are connected to
one another fixedly and immovably relative to one
another. In this case, the drive module is coupled via
15 the cardanically movable joint and/or via the
cardanically movable coupling to the wheel, to the
wheel set, to at least one wheel of the wheel set
and/or to the shaft of the wheel set.
20 As is customary, the rotor of the drive motor can have
a drive shaft or can be connected to a drive shaft for
conjoint rotation. In this case, the drive shaft is
coupled via the cardanically movable joint and/or the
cardanically movable coupling to the wheel, the wheel
25 set or the shaft of the wheel set.
Further configurations and exemplary embodiments of the
invention will now be described with reference to the
attached drawing. In the individual figures of the
30 drawing:
Figure 1 shows schematically a first configuration of
a transverse drive, wherein the axial
flexibility is realized by movability of the
35 cardanically movable j oint in the drive
train,
- 19 -
Figure 2 shows a frontal view of the top view
according to figure 1 in the direction of the
arrow A in figure 1,
Figure 3 shows a configuration similar to that in
5 figure 1, but wherein the axial movability is
provided by a relative movability of the
rotor and of the stator of the drive motor,
Figure 4 shows a top view similar to that in figure 1
and figure 3, but wherein, according to the
10 prior art, rather than a cardanically movable
suspension of the motor, two cardanically
movable joints with axial movability relative
to each other are provided in the drive
train,
15 Figure 5 shows a top view similar to that in
figures 1, 3 and 4, said view schematically
showing an embodiment of the transverse drive
shown in figure 1 or figure 3,
Figure 6 shows a section along the line B-B in
20 figure 5 in order to illustrate the elastic
suspension of the transmission,
Figure 7 shows an alternative of the suspension of the
transmission to the embodiment of figure 6,
Figure 8 shows a section along the line C-C in
25 figure 5, wherein the sectional plane, as
also in figure 6 and 7, runs perpendicularly
to the image plane of figure 5,
Figure 9 shows an embodiment for a longitudinal drive
in a top view,
30 Figure 10 shows schematically a neutral position of an
arrangement with a drive motor which is
suspended via a cardanically movable
suspension and the rotor of which drives a
drive train via a cardanically movable joint,
35 Figure 11 shows schematically an arrangement as in
figure 10, but wherein the arrangement serves
not only to compensate for a parallel offset
of the drive shaft but compensates for an
- 20 -
asymmetrical arrangement of the cardanically
movable suspension,
Figure 12 shows schematically an alternative of the
cardanically movable suspension with an
5 arrangement as in figure 10 and figure 11,
wherein the cardanically movable suspension
is arranged to the side of the motor,
Figure 13 shows a view of an embodiment of the
cardanically movable suspension arranged to
10 the side of the motor,
Figure 14 shows an embodiment of an elongate element
which is configured in the form of a rubber
spring for realizing the cardanically movable
suspension,
15 Figure 15 shows a top view of an arrangement, in which
a cardanically movable suspension is realized
with the aid of two elongate, elastically
deformable elements,
position from figure 15, wherein
by the angle ex has taken place
to an axis of rotation of the
25 movable suspension, said axis
Figure 16 shows the arrangement from
wherein the arrangement can
deflected state in relation
20
figure 15, but
be seen in a
to the neutral
a deflection
with respect
cardanically
of rotation
running parallel to the longitudinal axes of
the elongate elements,
Figure 17 shows a side view of the arrangement
according to figure 15, which shows the
30 neutral position,
Figure 18 shows the arrangement from figure 17, but
wherein a deflection has taken place about an
axis of rotation of the cardanically movable
suspension, said axis of rotation running
35 perpendicularly to the longitudinal axes of
the elongate elements, wherein a deflection
has taken place by the angle ~,
- 21 -
Figure 19 shows a top view similar to that of figure 1
and figure 3, but wherein the shaft of the
wheel set is arranged in a hollow shaft of
the motor, and the motor is suspended on a
5 crossmember of the truck via a cardanically
movable suspension,
Figure 20 shows schematically, in a top view from
above, a truck with an outer drive module,
wherein a driven track wheel is illustrated
10 partially cut open,
Figure 21 shows an enlarged illustration of the drive
module, of the suspension of the drive module
and of the track wheel driven by the drive
module, wherein the three abovementioned
15 parts and subassemblies are illustrated in an
exploded illustration, i. e. are not yet
connected to one another, and
Figure 22 shows, in an enlarged illustration, an
annular elastic element for realizing the
20 cardanic movability of the suspension of the
drive module according to figure 20 and
figure 21.
Figure 1 shows a top view of a truck with a wheel set
25 which is driven by a transverse drive. The truck has a
truck frame 100 with an H-shaped supporting profile
which is open in the direction of travel and the
crossmember of which is denoted by 9 and the
longitudinal members of which are denoted by 3a, 3b.
30 Bearings 11a and 11b, in which the wheel set shaft 6 of
the wheel set 7a, 7b is rotatably mounted, are arranged
on opposite longitudinal members of the truck frame
100. The wheel set shaft 6 is driven via a transmission
8 which is supported on the axle and is suspended on
35 the crossmember 9 via an elastic suspension 25. The
drive torque is introduced into the transmission 8 via
a drive shaft 19.
- 22 -
The drive shaft 19 is driven by the rotor shaft 18 of
an electric motor 1 via a cardanically movable joint 5.
The cardanically movable joint 5 has axial flexibility
or movability in the direction of the axis of rotation
5 of the rotor shaft 18. The rotor of the drive motor 1
is denoted by 4. A fastening 21 which is suspended via
a cardanically movable suspension 2 on a longitudinal
support 12 fastened to the crossmember 9 is attached to
the stator 22.
10
Figure 2 shows the arrangement in a front view, wherein
the spring mounting 16a, 16b, via which the wheel
bearings 11a, 11b are connected resiliently to the car
body 14 of the rail vehicle, can also be seen.
15
In the following figures, the same reference numbers as
in figure 1 or as in various of the following figures
are used for parts which are identical or correspond to
one another.
20
Figure 3 shows a top view which is very similar to the
top view in figure 1, but wherein the cardanically
movable joint 5 is replaced by a cardanically movable
joint 15 which does not have any axial flexibility.
25 Instead, the axial flexibility is provided in the
direction of the rotor shaft by movability of the rotor
4 relative to the stator 22.
The top view illustrated in figure 4 of an embodiment
30 according to the prior art differs from that in
figure 1 in that the motor is suspended on the
crossmember 9 via a rigid suspension 29. In addition,
the rotor shaft 18 and the drive shaft 19 are coupled
to each other via two cardanically movable joints 35a,
35 35b for transmitting the torque, wherein the
cardanically movable joints 35 are movable in the axial
direction relative to each other.
- 23 -
Bearings which permit rotation of the rotor shaft 18
and of the rotor 4 are illustrated in figures 1, 3 and
4 by a triangle sYmbol in each case. In this case,
however, the further function of the rotary bearing
5 illustrated in each case to the right of the rotor 4
differs in the cases of figures 1, 3 and 4. In the case
of figure 1, the cardanically movable joint 5 has axial
flexibility, as mentioned. The rotary bearing referred
to therefore does not permit any axial movability of
10 the rotor shaft 18. The same applies for the case of
figure 4. By contrast, in the embodiment of figure 3,
the cardanically movable joint 15 does not have any
axial flexibility. The rotary bearing referred to
therefore permits axial movability of the rotor shaft
15 18.
Figure 5 shows a top view of an arrangement which is a
refinement of the arrangement according to figure 3.
The refinement relates to the cardanically movable
20 suspension and to the suspension of the transmission 8.
Both of said suspensions may also be used in the
arrangement illustrated in figure 1.
The cardanically movable suspension of the electric
25 motor 1 connects the longitudinal support 12 to the
stator 22 of the motor 1. In order to ensure the
rotatability of the cardanically movable suspension
about the two mutually perpendicular axes of rotation,
the suspension has two elongate elastic elements 52a,
30 52b, the longitudinal axes of which run perpendicular
to the plane of the image in the illustration of
figure 5. The longitudinal support 12 extends level
with the crossmember 9 of the truck frame 100. The two
elongate elements 52a, 52b are spaced apart from each
35 other in the longitudinal direction of the rail
vehicle, i.e. in the direction of the longitudinal
extent of the longitudinal support 12, and extend
upward in the direction of their longitudinal axes. At
- 24 -
the upper end thereof, the elements 52 are connected to
a bracket 51 which is fastened in the upper region to
the stator 22. A similar arrangement is also described
with reference to figurers 15 to 18. The movability of
5 the elongate elements 52 is also explained with
reference thereto. The elements 52 are stiff in the
direction of the longitudinal axis thereof, Le. the
length in the direction of the longitudinal axis only
slightly changes, if at all, by the action of the
10 forces which customarily occur during the operation of
the truck.
The suspension 55 of the transmission 8 can also be
seen from the sectional drawing in figure 6. As
15 figure 6 shows, a C-shaped yoke is fastened to the
crossmember 9 of the truck. Rubber springs 61a, 61b are
fitted on the mutually opposite inner sides of the free
ends of the C-shaped yoke 63, the opposite ends of
which rubber springs accommodate an end region of the
20 transmission 8 therebetween and are fastened to said
end region. The mutually opposite rubber springs 61
each have a longitudinal axis which is aligned with the
longitudinal axis of the other rubber spring and which
intersects the drive shaft 10 perpendicularly to the
25 axis of rotation thereof. However, it is also possible
for the longitudinal axes to be offset from the
position shown in figure 6 and therefore to intersect a
parallel of the axis of rotation. The position of the
wheel set shaft 6 which is driven by the transmission 8
30 can likewise be seen in figure 6. Details of the
transmission structure cannot be seen in figure 6. The
suspension 55 permits in particular rotations of the
drive shaft 10 about three axes of rotation which are
perpendicular to one another. Said axes of rotation run
35 in the vertical and horizontal directions in the plane
of the figure and perpendicularly to the plane of the
figure in figure 6.
- 25 -
The alternative of a suspension of the transmission 8
that is illustrated in figure 7 has a swinging support.
A swinging carrier 71 is fixedly connected to the
crossmember 9, said swinging carrier, at the upper end
5 thereof projecting in the direction of the transmission
8, having a first joint 73 which permits rotation of a
swinging link 77 about an axis of rotation running
perpendicularly to the plane of the image of figure 7.
At the lower end of the swinging link 77, the latter is
10 connected to the transmission via a further joint 75.
The second joint 75 likewise permits rotation about an
axis of rotation running perpendicular to the plane of
the image of figure 7. The suspension therefore
primarily permits movements in the direction of the
15 horizontal axis of figure 7, said axis running
approximately level with the drive shaft 10 and the
wheel set shaft 6. In a different manner from that
shown in figure 7, the second joint 75 may also run
above or below the level of the drive shaft 10.
20
The cardanically movable suspension which has already
been described with reference to figure 5 can be seen
in figure 8. The longitudinal support 12 is fitted on
the crossmember 9 (extending to the left in figure 8),
25 to the upper side of which longitudinal support the
elongate elements 52a, 52b are fastened, specifically
at a distance from each other. At the upper ends
thereof, the elements 52 are connected to the bracket
51 which is fastened in the upper region to the stator
30 housing.
Figure 9 shows a longitudinal drive for a wheel set
with wheels 7a, 7b in top view. The wheel set shaft 6
is connected in turn via wheel bearings 11a, 11b to the
35 truck frame 101 which is open on one side in the
direction of travel. At the end opposite the opening in
the frame, the truck has a crossmember 91 to which the
cardanically movable suspension 92 is fitted, said
- 26 -
suspension also permitting a linear movement of the
motor 1 in the direction of travel (running from the
top downward in figure 9) relative to the crossmember.
The suspension 92, via a carrier structure 97 connected
5 to the stator of the motor 1, allows rotations about an
axis of rotation running horizontally, transversely
with respect to the direction of travel (from the left
to the right in the plane of the figure of figure 9)
and about an axis of rotation running perpendicularly
10 to the plane of the figure of figure 9. By contrast,
rotational movements about the axis running in the
direction of travel and being aligned with the axis of
rotation of the rotor shaft 108 are prevented. The
motor 1 is connected to a transmission 98 fixedly, i.e.
15 immovably relative thereto, the transmission being
coupled via a hollow shaft 109 and a cardanically
movable coupling 95 to the wheel set shaft 6.
The rotor 4 of the motor 1 transmits the torque
20 produced thereby via the rotor shaft 108, the
transmission 98, the hollow shaft 109 and the
cardanically movable coupling 95 to the wheel set shaft
6 and therefore drives the latter.
25 A longitudinal drive with the suspension according to
the invention of the motor may also be realized in a
different manner from that explained with reference to
figure 9. For example, the rotor of the motor, which is
supported on the crossmember of the truck via a
30 cardanic suspension, can be coupled directly, without
the interconnection of a cardanic joint, to a
transmission, for example a straight bevel transmission
pair. The rotor shaft of the motor rotor is therefore
not cardanically movable relative to the transmission.
35 In this case, the cardanic movability in the drive
train is realized in the region of the drive train
between the transmission and the wheel set. For
example, a pinion of the transmission can drive a large
- 27 -
wheel which is connected to the drive side of a
cardanic joint for conjoint rotation. Said cardanic
joint may be, for example, a curved teeth coupling. The
output side of the curved teeth coupling may be
5 connected, for example, directly to the shaft of the
wheel set to be driven.
Figure 10 shows schematically the basic principle of
the movability of the arrangement according to the
10 invention. The supporting structure on the left in the
image is denoted by the reference number 90. The motor
1 with the stator 22 thereof is suspended on said
supporting structure 90 via a connecting element 21 and
the cardanically movable suspension 2. The stator 22 is
15 therefore rotatable relative to the supporting
structure 90 about two mutually perpendicular axes of
rotation, in particular the axis of rotation running
perpendicularly to the plane of the image in figure 10.
In practice, said axis of rotation running
20 perpendicularly to the plane of the image may be, for
example, the horizontal or the vertical axis.
Figure 10 shows two rotary positions of the motor 1 and
of the parts of the arrangement which are movable
25 together with the motor l. The one position is
represented by the contours illustrated by solid lines.
The other position is represented by the parts
illustrated by broken lines. It can be seen that
rotation can take place from the neutral position
30 (position shown by the solid lines) in the axis of
rotation by the cardanically movable suspension 2 such
that the connection 21, the stator 22, the rotor 4 and
the rotor shaft 18 are oriented in a manner rotated
about an angle in relation to the neutral position.
35 Owing to the cardanically movable joint 5 at the
transmission between the rotor shaft 18 and the drive
shaft 19, the drive shaft 19 can extend in a manner
merely offset parallel to the neutral position, but in
- 28 -
• the same direction. However, it is also possible that,
in the deflected position, the drive shaft 19 is not
oriented parallel to the neutral position but, in a
manner different to that shown in figure 10, runs
5 oriented to a point approximately at the right end of
the drive shaft, at which end said drive shaft is
suspended.
The axial movability in the direction of the axis of
10 rotation of the rotor shaft or of the drive shaft
cannot be seen from the example of figure 10. On the
contrary, the example corresponds, for example, to an
axial movability at the transition between the drive
shaft and the transmission (not shown in figure 10).
15
Figure 11 shows an alternative in which the arrangement
shown in figure 10 is in the neutral position thereof,
but wherein the connection 21 is not oriented in the
direction of the rotor shaft but already runs in an
20 inclined manner with respect to the supporting
structure 90. This example shows that the cardanically
movable suspension 2 also permits the suspension to be
offset within certain limits without obstructing the
function. The arrangement according to the invention
25 therefore permits tolerances within certain limits
during the production and installation without putting
the function at risk.
Figure 12 shows schematically that the cardanically
30 movable suspension may also be arranged to the side of
the motor l. The supporting structure 109 is connected
via a connection 31 to the cardanically movable
suspension 32 which acts on the motor 1 in the left
region of the stator housing.
35
shows a specific embodiment. Supporting parts
can be seen in the right and left in the
Figure 13
19a, 19b
figure. Via said parts, the suspension is connected,
- 29 -
for example, to the crossmember of a truck. A
connecting element 131, 132 extends from the supporting
parts 19a, 19b in each case in the direction of the
other supporting part 19, the connecting element being
5 fastened to the lower end of an elastic element 135a or
135b. A connecting element 136a, 136b made of nonelastic
material is fastened in each case to the upper
end of the elastic element 135 and connects the elastic
element 135a, 135b to the housing of the motor 1. The
10 function of the cardanically movable suspension
according to figure 13 is, for example, as per the
suspension shown in figure 8. The function is also
explained with reference to figures 15 to 18.
15 Figure 14 shows an example of an elongate elastic
element. Said element has a cylindrical shape. In
practice, however, the shape does not have to be
cylindrical but rather may have a profile curved in the
longitudinal direction, for - example as illustrated in
20 figure 13.
A disk-shaped part 141a, 141b made of a non-elastic
material, for example of metal, is arranged at the
element ends which are opposite each other in the
25 longitudinal direction (horizontal direction in
figure 14). In the exemplary embodiment, five diskshaped
segments 142a to 142e made of elastic material,
for example of natural or synthetic rubber material,
are located between said end disks 141. A bore extends
30 through all of the disks 141, 142 in the longitudinal
direction. Figure 14 does not show that a tension
element made of non-elastic material extends through
the operationally ready elastic element, via which
tension element the end disks 141 are braced in
35 relation to each other such that the disks 142 made of
if any at all,
elastic material braced
longitudinal
deformation,
are
direction. Only
is
a
together in the
very small elastic
therefore possible in
- 30 -
the longitudinal direction. By contrast, the bracing is
carried out in such a manner that the elastic element
can twist about the longitudinal axis thereof and can
thus bend in such a manner that the longitudinal axis
5 no longer runs rectilinearly but rather in a curved
manner.
Figure 15 shows schematically an arrangement with two
elastic elements 151a, 151b, the longitudinal axes of
10 which run perpendicularly to the plane of the image of
figure 15. The elements 151 are connected in the
longitudinal direction at one end thereof to the
supporting structure 150. At the other end, the
elements 151 are connected to one connecting structure
15 153a, 153b each, wherein the connecting structures
153a, 153b may also be a single structure, i. e. said
connecting structures may also be connected fixedly to
one another or form a single piece. The housing of the
motor 1 is connected to the supporting structure 153.
20 The rotor shaft 18 is connected in turn via a
cardanically movable joint 155 in the drive train to
the drive shaft 19.
Figure 15 shows the neutral position of the
25 cardanically movable suspension of the motor 1 that is
realized by the elastic elements 151.
Figure 16 shows a deflected position. In the figure,
that end of the elastic elements 151 which is connected
30 fixedly to the supporting structure 150 is illustrated
by a dashed circular line while the end which is
connected fixedly to the connecting structure 153 is
illustrated by a solid line. It can be seen that, by
rotation about an axis of rotation which runs
35 perpendicularly to the plane of the image in figure 16
and is located in the center between the longitudinal
axes of the elastic elements 151 (the angle of rotation
is a), that end of the element 151a which is fastened
- 31 -
• to the connecting structure 153a has moved slightly to
the left while that end of the element 151b which is
fastened to the connecting structure 153b has moved
somewhat to the right. The two elements 151 have
5 therefore carried out both a torsional movement about
the longitudinal axis thereof and also a bending
movement, in which the longitudinal axis runs in a
slightly curved manner.
10 Figure 17 and figure 18 show the arrangement of
figure 15 in a side view. Figure 17 shows the neutral
position. In the view of figure 17, the elastic
elements 151 are located consecutively above the
supporting structure 150. Only contours of one of the
15 elements 151 can therefore be seen.
Figure 18 shows a different rotational position than
figure 16. The connecting structure 153 and the motor 1
connected thereto are rotated upward about an axis of
20 rotation running perpendicularly to the plane of the
image of figures 17 and 18. In order to permit this,
the elastic elements have carried out a movement in
which the longitudinal axis thereof (running in the
vertical direction in figures 17 and 18) has become
25 distorted. The longitudinal axis runs from the bottom
upward, wherein said longitudinal axis is slightly
inclined to the left.
30
Figure 19
embodiment
drive. The
shows schematically a top view of another
according to the invention of a transverse
wheel set 207a, 207b, which is mounted on
35
the wheel set shaft 6 for conjoint rotation is in turn
fastened to the truck frame 200 via rotary bearings
11a, 11b.
With regard to the fastening of the drive motor 201,
reference is made to the embodiment already described
with reference to figure 13. Figure 19 therefore shows
- 32-
a top view of the arrangement according to figure 13
with regard to the arrangement of crossmembers 19a, 19b
and the drive motor. However, the dimensions of the
drive motor 1 can be selected differently in relation
5 to the dimensions of the fastening and the crossmembers
than in figure 13, and therefore the reference number
201 is used in figure 19 for the drive motor. A first
crossmember 19b of the truck connects the opposite
longitudinal members, on which the rotary bearings 11
10 are mounted. Furthermore, a second crossmember 19a
connects the two longitudinal members (at the top in
the figure).
The drive motor 201 is located between the wheels 207.
15 The rotor 221 of said drive motor is configured as a
hollow shaft and concentrically surrounds the wheel set
shaft 6. The reference numbers 205a, 205b denote the
cardanically movable j oint which, however, unlike as
schematically illustrated, can customarily be realized
20 via annular elastic elements, as described above and as
in the case of hollow shafts with cardanic movability.
As a result, the rotor 221 is connected to a
transmission 208 via the cardanically movable joint 205
or to a transmission element mounted fixedly on the
25 wheel set shaft 6.
According to the invention, the stator of the electric
motor 201 is also fastened to the crossmembers 19a, 19b
via a cardanically movable suspension. For this
30 purpose, reference is made to the description of
figure 13. The axes of rotation of the cardanically
movable suspension run with respect to the plane of the
image of figure 19 perpendicularly to the plane of the
image and vertically in the plane of the image, i. e.
35 perpendicularly to the axis of rotation of the wheel
set shaft 6.
- 33 -
perpendicularly to the axis of rotation of the wheel
set shaft 6.
The drive module illustrated in figure 20 is formed by
5 a drive motor 1 and an angular transmission 181. The
stator 22 of the motor 1 is fixedly connected to the
housing 190 of the annular transmission 181 such that
motor and angular transmission are not movable relative
to each other. For example, the motor housing and
10 transmission housing are flange-mounted on and screwed
to each other. The drive module is fastened to the
truck frame 9 via a suspension 182. At least one axle 6
of a wheel set with the track wheels 7a and 7b is
mounted on the truck frame 9.
15
The direction of rotation of the vehicle is illustrated
in figure 20 by an arrow which runs from the left to
the right and is labeled by "x". This indicates that
the direction of travel is customarily referred to as
20 the x direction.
The suspension 182 has two recesses 192 (see
figure 21), into each of which an annular elastic
element 184 is introduced. The elements 184 are
25 designed to be substantially rotationally symmetrical,
wherein a radially inner cylindrical sleeve 198 (see
figure 22) is fastened to the radially inner surface of
a rubber ring 199, and wherein a second annular
cylindrical sleeve 197 is fastened to the radially
30 outer surface of the rubber ring 199. The two sleeves
197, 198 and also the rubber ring 199 are arranged
coaxially with respect to an axis of rotational
symmetry.
35 In order to produce the cardanically movable
suspension, two such annular elastic elements 184 are
inserted into the corresponding recesses 192 of the
suspension 182, wherein the recesses 192 come to bear
- 34 -
symmetry, for example by means of a constriction 193 in
one direction.
Before or after the annular elements 184 are inserted
5 into the recesses 192, a projection 191 of the motor 1
is inserted in each case into the cylindrical interior
space of the annular element 184, which interior space
is formed radially on the inside by the inner sleeve
198.
10
The schematically illustrated angular transmission 181
is connected for conj oint rotation to the rotor shaft
of the motor 1 by a first bevel gear 185. The first
bevel gear 185 is part of a first angular transmission
15 which transmits the drive torque to a first gearwheel
187 which, in turn, drives a second gearwheel 188. The
second gearwheel 188 is arranged for conjoint rotation
on an output shaft 186 of the angular transmission 181,
said output shaft driving the track wheel 7b via a
20 cardanically movable joint 180. The right part of the
track wheel 7b is illustrated cut open in figure 20 and
figure 21. The cardanically movable joint which is
configured, for example, as half a curved teeth
coupling can also be seen on the cut-open side. The
25 curved teeth coupling half 180 can be screwed in (as
illustrated in figure 21) via screws 194 and threaded
bores 195 in the track wheel 7b. As an alternative to a
curved teeth coupling, use may also be made, for
example, of an elastic bolt coupling which, in a
30 similar manner as the cardanically movable suspension,
can have annular elastic elements for transmitting
torque.
In the case illustrated, owing to the annular elastic
35 elements 184 of the suspension 182, the drive module is
rotatable relative to the suspension 182 about an axis
of rotation (z axis) running vertically to the plane of
the image of figure 20 and figure 21 and about a second
- 35 -
axis of rotation (y axis) running horizontally and
perpendicularly to the x axis and z axis. Furthermore,
the annular elastic elements 184 are linearly movable
relative to the recesses 192 in the x direction. Said
5 linear movability in the x direction can also be
achieved in a different manner, for example by
corresponding relative movability of the projections
191 of the motor 1 relative to the annular elastic
elements 184. Said linear movability prevents forces
10 which act as drive forces or brake forces between the
track wheels 7 and the running rails from being
transmitted via the cardanically movable suspension
182.
15 As an alternative to the outer structure according to
figure 20, in which the drive module is arranged
outside the truck frame 9, the drive module may also be
arranged within the truck frame, i.e. between the track
wheels 7a, 7b. In this case, instead of a curved teeth
20 coupling or elastic bolt coupling, use may optionally
be made of a hollow shaft coupling which likewise has
cardanic movability.

We claim:
5
10
15
20
25
30
35
1.
2.
3.
A drive for rail vehicles, comprising
a drive motor (1) with a stator (22) and a
rotor (4), and
at least one wheel (7) which is driven by the
drive motor (1), or a wheel set (7a, 7b) which
is driven by the drive motor, said wheel/wheel
set rolling on the running rails of a railroad
track during operation of the rail vehicle,
wherein
the stator (22) of the drive motor (1) is
supported via a cardanically movable suspension
(2, 92) on a truck (100) of the rail vehicle,
on a car body of the rail vehicle or on a
structure connected to the truck and/or to the
car body, and
the rotor (4) of the drive motor (1) is coupled
via a cardanically movable joint (5, 95) and/or
via a cardanically movable coupling to the
wheel (7), to the wheel set (7a, 7b), to at
least one wheel of the wheel set and/or to a
shaft of the wheel set such that, during
operation of the rail vehicle, the drive force
of the drive motor (1) is transmitted via the
joint (5, 95) and/or the coupling.
The drive as claimed in the preceding claim,
wherein, during operation of the drive, the rotor
(4) drives a drive shaft (19) which, via a
transmission (8), drives a wheel of the wheel set
or a wheel set shaft of the wheel set.
The drive as claimed in either of the preceding
claims, wherein, during operation of the drive,
the rotor (4) drives a drive shaft, wherein the
cardanically movable joint (5) couples a first
section (18) of the drive shaft, which section is
- 37 -
5
10
15
4.
5.
connected to the rotor (4), to a second section
(19) of the drive shaft such that the axes of
rotation of the first section (18) and of the
second section (19) can run in an angled manner in
relation to each other.
The drive as claimed in the preceding claim,
wherein the axes of rotation of the drive shaft
(18, 19) run transversely with respect to the
direction of travel of the rail vehicle.
The drive as claimed in claim 3 or 4, wherein the
joint (5) permits an axial relative movement of
the first section (18) and of the second section
(19) in the direction of at least one of the axes
of rotation of the sections.
20
6. The drive as claimed
wherein the rotor (4)
movable manner in the
rotation thereof.
in one of claims
is mounted in a
direction of the
1 to 4,
linearly
axis of
25
30
35
7.
8.
The drive as claimed in one of the preceding
claims, wherein a drive shaft (18, 19) which is
connected to the rotor (4) is arranged on a first
side of the motor (A side), and wherein the
cardanically movable suspension (2) is fastened to
the stator (22) of the motor (1)
on a second side of the motor (8 side), which
side is opposite the first side, and/or
is fastened between the first and the second
side of the motor closer to the second side of
the motor.
The drive as claimed in one of the preceding
claims, wherein the cardanically movable
suspension has two elongate elements (52a, 52b)
made of elastic material, the rigidity of which
- 38 -
5
10
15
20
25
30
9.
elements is substantially greater for linear
movements in the direction of the longitudinal
axis thereof than for distortions of the elements
about the longitudinal axis thereof, wherein the
two elongate elements (52a, 52b) are arranged with
the longitudinal axes thereof parallel to each
other, and wherein the car body of the rail
vehicle or the structure connected to the truck
(9) and/or to the car body is connected in each
case to the one end of the elongate element (52a,
52b) in the longitudinal direction thereof and the
rotor (4) of the drive motor (1) is in each case
connected to the other end, opposite in the
longitudinal direction, of the elongate element
(52a, 52b) such that the cardanically movable
suspension is realized on the basis of the
distortions.
The drive as claimed in one of claims 1 to 7,
wherein the cardanically movable suspension (182)
has two annular elements (184) made of elastic
material, said elements each extending about an
axis, wherein the axes of the two annular elements
(184) run parallel to each other and at a distance
from each other, wherein the truck (9) or the
other part of the bearing structure of the vehicle
are connected to each other via the two annular
elements, wherein one of the two parts connected
to each other via the annular elements (184) is
connected to the radially inner surfaces of the
annular elements (184) and the other part is
connected to the radially outer surface of the
annular elements (184).
35 10. A rail vehicle, wherein the rail vehicle has a
drive as claimed in one of the preceding claims.
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25
15
11. A method for producing a drive for a rail vehicle,
wherein the following is provided:
a drive motor (1) with a stator (22) and a
rotor (4), and
5 at least one wheel (7) which is driven by the
drive motor (1), or a wheel set (7a, 7b) which
is driven by the drive motor, said wheel/wheel
set rolling on the running rails of a railroad
track during operation of the rail vehicle,
10 wherein
the stator (22) of the drive motor (1) is
supported via a cardanically movable suspension
(2, 92) on a truck (100) of the rail vehicle,
on a car body of the rail vehicle, or on a
structure connected to the truck and/or the car
body, and
the rotor (4) of the drive motor (1) is coupled
via a cardanically movable joint (5, 95) and/or
via a cardanically movable coupling to the
wheel (7), to the wheel set (7a, 7b), to at
least one wheel of the wheel set and/or to a
shaft of the wheel set such that, during
operation of the rail vehicle, the drive force
of the drive motor (1) is transmitted via the
joint (5, 95) and/or the coupling.
Dated this 30th day ofNovember, 2012.
30
oer Transportation GmbH
(Nitin Ma °la ni)
of Amarchan & Mangaldas &
Suresh A. Shroff& Coo
Attorneys for the Applicant
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