Wheel set transmission device

Abstract

A wheel set drive for driving a wheel set shaft of a rail vehicle, comprising an input shaft (4), one or more transmission stages (6, 7), an output shaft (5) and a transmission housing (2), wherein a driving torque can be transmitted from the input shaft (4) to the output shaft (5), wherein a shock absorber (10) is connected to the transmission housing (2), wherein the shock absorber (10) has at least one shock absorber mass (11), and the shock absorber mass is coupled to the transmission housing by at least one elastic coupling element (12, 13) such that the shock absorber mass (11) can perform a translational vibration, the translational vibration having a main vibration direction S that is substantially perpendicular to the rotational axis (5a) of the output shaft, and wherein there is a shock absorber housing (15) that encapsulates the shock absorber (10).

Description

[0001] The present invention relates to a wheel set drive for driving a wheel set shaft of a rail vehicle, which comprises an input shaft, one or more transmission stages consisting of meshing gears, an output shaft and a transmission housing, wherein the driving torque can be transmitted from the input shaft to the output shaft. Here, the output shaft can directly be the wheel set shaft or can be coupled to the wheel set shaft.

[0002] For example, wheel set drives are known from DE 102016213998 A1. Drives with meshing gears cause noise which can be radiated through the transmission housing and is disturbing. Generally, different possibilities for reducing noise in a transmission are known, as listed in WO 2016 / 173751 A1. However, the embodiments known in the prior art do not function sufficiently and satisfactorily. Therefore, WO 2016 / 173751 A1 proposes an active regulation for reducing vibrations. For this purpose, sensors are used which detect the respective vibrations and forward them to a regulating device. Furthermore, an actuator is provided at at least one bearing of the bearing of the gear, which actuator is controlled by the regulating device such that the supported component, i.e. the gear, can be displaced slightly, whereby the vibrations can be changed and the gear noise can be reduced. Such a system is very complex and thus expensive and susceptible.

[0003] Now, the technical problem to be solved by the present invention is to further develop the wheel set drive such that a sufficient and reliable, i.e. less susceptible, noise reduction is achieved.

[0004] This technical problem is solved by a wheel set drive unit having the features according to claim 1. Other advantageous features are mentioned in the dependent claims. The different features described can be used not only individually but also in combination in order to further improve the embodiments according to the invention.

[0005] According to the invention, the wheel set drive is characterized in that at least one vibration damper is connected to the transmission housing, wherein the vibration damper has at least one vibration damper mass (or damping mass), which vibration damper mass is coupled to the transmission housing by means of at least one elastic coupling such that the vibration damper mass can perform a translational vibration having a main vibration direction S which is substantially perpendicular to the rotational axis of the output shaft, and wherein there is a vibration damper housing which encapsulates the vibration damper.

[0006] The vibration excited by meshing in a wheel set drive depends particularly on the number of teeth of the gears. If this excited vibration coincides with the natural frequency of the drive housing, the vibration is amplified and undesired noise is generated. Particularly disturbing is that the noise has a strong pitch, i.e., noise with a very prominent individual frequency. These particularly critical frequencies and the associated vibration mode masses can be determined during the structural design of the wheel set drive. Then, the vibration damper of the wheel set drive according to the invention can be adjusted with respect to the vibration damper mass and the elastic coupling element for the vibration to be reduced. The vibration damper is a spring-mass-damper system.

[0007] By encapsulation is meant here that the vibration damper is surrounded on multiple sides by a vibration damper housing and is thus shielded from environmental influences. This particularly reduces the temperature influence of the environment on the vibration damper, so that the function is maintained with full assurance especially at low ambient temperatures. The elastic coupling element and thus the function are temperature-dependent, and at too low temperatures the elastic coupling element becomes too hard and cannot act against undesired frequencies. By encapsulation, the vibration damper can be preheated by the drive more quickly during operation and does not lose too much heat. Additionally, the vibration damper is protected from contamination and damage. This is a particularly high requirement in a wheel set drive, since in the case of a rail vehicle the wheel set drive is exposed to very harsh conditions during operation.

[0008] The vibration damper housing is preferably fixed directly to the drive housing and is particularly preferably implemented to be tightly sealed to the drive housing.

[0009] The vibration damper housing can be connected to the vibration damper and fixed to the drive housing together with the vibration damper. Alternatively, the vibration damper housing can encapsulate the vibration damper but not be connected to it, but rather be fixed to the drive housing independently of the vibration damper.

[0010] Investigations have shown that the side surfaces of the drive housing are relatively hard, while the outer surface of the drive housing is prone to membrane vibrations that enhance noise emission. If the vibration damper is now designed as described above, the vibration damper particularly effectively reduces the vibrations that cause noise emission.

[0011] Particularly advantageously, the vibration damper is fixed to one of the outer surfaces. The outer surface is a surface arranged at least partially parallel to the axis of rotation of the output shaft.

[0012] Equally particularly effective is that, measured along the axis of rotation of the output shaft, the vibration damper is fixed to the outer surface approximately centrally with respect to the drive housing. Additionally, the vibration damper is preferably fixed to a reinforced part of the drive housing, such as a rib, so that the vibration damper does not locally change the natural frequency of the drive housing too strongly due to its own weight.

[0013] The elastic coupling element is preferably designed such that the shock absorber mass is arranged between a first elastic layer and a second elastic layer. Here, the elastic layer can in particular be designed as a rubber layer or as a rubber-containing layer or as a polymer layer.

[0014] Furthermore, it is advantageous if the fixing device of the shock absorber is designed such that the elastic coupling element can thus be pre-tensioned more or less and the stiffness of the elastic coupling element can thus be changed, so that the shock absorber frequency can be changed in a targeted manner. Thus, the shock absorber can be coordinated with specific requirements, for example with specific disturbing frequencies. The influence of this pre-tensioning can be applied not only to the elastic coupling element designed as an elastic layer, but also to other variants, for example when using springs or other spring-damper elements.

[0015] The fixing device can preferably be designed as a bolt arranged substantially centrally on the shock absorber, the longitudinal axis of which bolt is substantially in the direction of the main vibration direction S. This is particularly meaningful in combination with the fact that the fixing bolt is additionally used to change the stiffness of the elastic coupling element. Because thereby the stiffness of the elastic coupling element in the direction of the main vibration direction S can be influenced.

[0016] Particularly advantageously, the shock absorber is arranged such that in the installation position of the wheel set transmission, the shock absorber is positioned above the output shaft, in particular the wheel set shaft. Thereby, the shock absorber is optimally protected from gravel impacts and other damages during operation. Furthermore, there is usually sufficient structural space in this position.

[0017] If the shock absorber mass consists of a plurality of individual masses, in particular of a plurality of disc-shaped elements, this offers the advantage that the natural frequency can be easily adapted by a targeted selection of the shock absorber mass. By means of this modular construction method, the shock absorber can be adjusted.

[0018] In the development context, it has been found that it is very advantageous if the shock absorber mass has a weight of at least 50 g and at most 500 g. If the shock absorber mass lies within this weight range, the noise emission caused by vibrations is particularly positively influenced. Preferably, the shock absorber mass should be in the range of 5% - 10% of the modal mass of the transmission housing. The modal mass is the vibration mass by which the transmission housing is excited at the disturbing frequency. If the modal mass of the wheel set transmission is between 1500 g and 2500 g, the shock absorber mass should thus be in the range of at least 75 g to a maximum of 250 g.

[0019] The invention can be particularly advantageously used in wheel set transmissions with spur gears (or cylindrical gears), because particularly disturbing vibrations can be generated here by tooth meshing.

[0020] In particular, when a gear having more than 90 teeth is used on the output shaft, frequencies are formed that cause undesirable vibrations. Therefore, it is advantageous to use the shock absorber according to the invention on the gear unit drive.

[0021] Moreover, the embodiments according to the invention can also be successfully used for noise reduction in two-stage gear unit drives in particular.

[0022] Other advantageous features of the invention are explained on the basis of embodiments with reference to the drawings.

[0023] Figure 1 A view of the gear unit drive in the installed state is shown,

[0024] Figure 2 A view of the gear unit drive according to the invention is shown,

[0025] FIG. 3 shows a schematic view of the gear unit drive according to the invention,

[0026] Figure 4 Other embodiments according to the invention of a two-stage gear unit drive are shown.

[0027] Figure 1 The installed state of the gear unit drive 1 is shown in a top view. Shown is a gear unit having a gear unit shaft 5 and two idler wheels 8, where the gear unit shaft 5 is at the same time the output shaft of the gear unit drive 1. The gear unit drive 1 includes an input shaft 4, a transmission stage composed of gears 6 and 7, and a transmission housing 2 that encloses the transmission stage. The gears 6, 7 are designed as spur gears. The transmission housing 2 has a side surface 2b whose surface extends at least partially perpendicular to the axis of rotation 5a of the gear unit shaft, and the transmission housing has an outer surface 2a whose surface extends at least partially parallel to the axis 5a.

[0028] The input shaft 4 can be connected to the drive motor via a coupling 3. Thus, the drive torque of the motor can also be transmitted to the gear unit drive 1 via the intermediate transmission and from the gear unit drive to the gear unit shaft.

[0029] In Figure 2Shown therein is a wheel set transmission 1 according to the present invention. A drive torque can be introduced from a motor through an input shaft 4 and transmitted to an output shaft, where the output shaft is not shown, and only the bearing 5b of the output shaft is shown. The transmission housing 2 encloses the spur gear - transmission stage of the single - stage designed wheel set transmission 1. The transmission housing 2 has a side surface 2b and an outer surface 2a, wherein the outer surface 2a extends at least partially parallel to the rotational axis 5a of the output shaft. The vibration damper 10 has a damper mass and is thus fixed to one of the outer surfaces 2a by an elastic coupling such that the damper mass can be excited to vibrate along the main vibration direction S. The damper housing is omitted in this view, so that the structure of the vibration damper can be seen. When the damper mass and the elastic coupling are correctly designed with respect to the vibration mode mass and the vibration frequencies to be suppressed, the film vibration of the transmission housing surface can be reliably reduced and thus the noise radiation can be reliably reduced.

[0030] The vibration damper 10 is preferably mounted in the region of a reinforcement of the outer surface 2a, i.e., for example, in the region of a rib, such that the natural frequency of the transmission housing 2 is not locally overly strongly changed by the vibration damper itself. Furthermore, measured along the rotational axis 5a, the vibration damper is preferably arranged as centrally as possible in one of the outer surfaces 2a in order to act effectively. In the present embodiment, the vibration damper 10 is fixed to the transmission housing by an inspection bolt, so that no changes need to be made to the transmission housing 2, which is usually designed as a casting, in order to equip the wheel set transmission 1 with a vibration damper.

[0031] In the installation position of the wheel set transmission 1, as shown herein, the vibration damper 10 is preferably arranged above the output shaft 5 (here the wheel set shaft).

[0032] The bolts of the fixing device 14 can additionally be used to pre - tension (or prestress) the elastic layer of the vibration damper 10 more or less, thereby changing the rigidity of the elastic layer. Thus, the damper frequency at which the vibration damper has the maximum reduction effect can be changed purposefully, and thus adjusted to the desired characteristics.

[0033] The vibration characteristics and the natural frequency of the vibration damper 10 can also be changed by changing the damper mass. For this purpose, it is advantageous that the damper mass 11 consists of a plurality of individual masses, in particular of a plurality of disk - shaped elements. Thus, the mass can be particularly easily changed by adding or removing individual elements.

[0034] Furthermore, in particular, an independent and analogously constructed second vibration damper can also be provided, which is adjusted, for example, to another vibration frequency in order to reduce it.

[0035] Figure 3a and3b Fig. shows a schematic view of a wheel set transmission 1 according to the present invention. Clearly visible here are the oversimplified outer surface 2a and side surface 2b of the transmission housing 2. Among them, the outer surface 2a extends at least partially parallel to the rotation axis 5a of the wheel set shaft 5, and the side surface 2b extends at least partially perpendicular to the rotation axis 5a of the wheel set shaft. In Figure 3a it can be seen that there is a shock absorber 10 with a shock absorber housing 15. The shock absorber 10 and the shock absorber housing 15 are fixed to the transmission housing by a common fixing device 14. Alternatively, the shock absorber can be fixed to the transmission housing only by the fixing device 14, while the shock absorber housing 15 is fixed to the transmission housing separately.

[0036] In Figure 3b it, the shock absorber 10 is shown again without the shock absorber housing. The shock absorber 10 has a shock absorber mass 11, which can vibrate between elastic layers 12, 13 arranged as elastic couplings. The elastic layers 12, 13 can preferably be designed as rubber layers or polymer layers. The main vibration direction is indicated by S and is substantially perpendicular to the rotation axis 5a. The shock absorber 10 is fixed to one of the outer surfaces 2a by a fixing device 14 shown here as a bolt. By the arrangement of the shock absorber according to the present invention, in particular, the excitation of the membrane vibration of the outer surface 2a is reduced and thus the noise emission is reduced.

[0037] As previously described, the fixing device 14 can be designed such that the elastic layer 12 and / or the elastic layer 13 is more or less pre-tensioned, whereby the shock absorber frequency can be changed and thus the shock absorber effect can be adjusted purposefully.

[0038] Generally, for all embodiments according to the present invention, the shock absorber can also be designed differently from that shown here. What is important is that there is a shock absorber mass, which is connected to the transmission housing by an elastic coupling such that the shock absorber mass can vibrate relative to the housing, wherein the main vibration direction S of the shock absorber mass is substantially perpendicular to the rotation axis 5a of the output shaft. For example, the elastic coupling can be realized by a spring-damper element.

[0039] Figure 4 Another embodiment of the wheel set transmission 1' according to the present invention is also shown. This wheel set transmission is designed here as a two-stage transmission. In addition to the input shaft 4 and the output shaft 5, there is also an intermediate shaft, which is located behind the cover 9 and also has gears. The shock absorber 10 and the shock absorber housing 15 are fixed to one of the outer surfaces 2a of the transmission housing 2. The shock absorber 10 has a main vibration direction S, which is substantially perpendicular to the rotation axis of the output shaft 5.

[0040] The shock absorber 10 is also arranged here in such a way that it is located above the output shaft 5 in the mounting position of the wheel set drive 1'.

[0041] List of reference numerals

[0042] 1, 1' Wheel set drive

[0043] 2 Drive housing

[0044] 2a Outer surface

[0045] 2b Side surface

[0046] 3 Coupling

[0047] 4 Input shaft

[0048] 5 Wheel set shaft

[0049] 5a Axis of rotation of the wheel set shaft

[0050] 5b Bearing of the output shaft

[0051] 6, 7 Gears of the transmission stage

[0052] 8 Track wheel

[0053] 9 Covering part

[0054] 10 Shock absorber

[0055] 11 Shock absorber mass

[0056] 12, 13 Elastic layer

[0057] 14 Fixing device

[0058] 15 Shock absorber housing

[0059] S Main vibration direction of the shock absorber

Claims

1. A wheel set drive device (1, 1') for driving a wheel set shaft of a rail vehicle, comprising an input shaft (4), one or more transmission stages (6, 7), an output shaft (5) and a drive device housing (2), wherein, The driving torque can be transmitted from the input shaft (4) to the output shaft (5), wherein a shock absorber (10) is connected to the transmission housing (2), wherein the shock absorber (10) has at least one shock absorber mass (11), and the shock absorber mass is coupled to the transmission housing by at least one elastic coupling member (12, 13) such that the shock absorber mass (11) can perform a translational vibration, and the translational vibration has a main vibration direction S that is substantially perpendicular to the rotational axis (5a) of the output shaft, and wherein there is a shock absorber housing (15) that encapsulates the shock absorber (10).

2. The wheel set transmission (1, 1') according to claim 1, characterized in that the shock absorber (10) is fixed on an outer surface (2a) that is arranged at least partially parallel to the rotational axis (5a).

3. The wheel set transmission (1, 1') according to claim 1 or 2, characterized in that the shock absorber (10) is designed such that the shock absorber mass (11) is arranged between a first elastic layer (13) and a second elastic layer (12).

4. The wheel set transmission (1, 1') according to claim 3, characterized in that the fixing device (14) of the shock absorber (10) is designed such that the elastic coupling members (12, 13) can be pre-tightened more or less thereby, so that the shock absorber frequency can be changed accordingly.

5. The wheel set transmission (1, 1') according to claim 4, characterized in that the fixing device (14) is designed as a bolt that is arranged substantially centrally on the shock absorber (10), and the longitudinal axis of the bolt is substantially in the direction of the main vibration direction S.

6. The wheel set transmission (1, 1') according to claim 1 or 2, characterized in that the shock absorber (10) is arranged above the output shaft (5) in the installation position of the wheel set transmission (1, 1').

7. The wheel set transmission (1, 1') according to claim 1 or 2, characterized in that the shock absorber mass (11) has a weight of at least 50 g and at most 500 g.

8. The wheel set transmission (1, 1') according to claim 1 or 2, characterized in that the shock absorber mass (11) consists of a plurality of individual masses.

9. The wheel set transmission (1, 1') according to claim 1 or 2, characterized in that the gear (7) on the output shaft (5) has at least 90 teeth.

10. The wheel set transmission (1, 1') according to claim 1 or 2, characterized in that the wheel set transmission (1') is designed as a two-stage transmission.

11. The wheel set transmission (1, 1') according to claim 1 or 2, characterized in that the gears (6, 7) of the transmission stage are designed as spur gears.

12. The wheel set transmission (1, 1') according to claim 1 or 2, characterized in that The shock absorber housing (15) is directly fixed to the transmission housing (2) and tightly sealed to the transmission housing (15).

13. The wheel set transmission device (1, 1') according to claim 1 or 2, characterized in that the shock absorber housing (15) encapsulates the shock absorber (10) and is fixed to the transmission housing (2) together with the shock absorber.

14. The wheel set transmission device (1, 1') according to claim 1 or 2, characterized in that the shock absorber housing (15) encapsulates the shock absorber (10) but is not connected to the shock absorber, but is fixed to the transmission housing (2) independently of the shock absorber.

15. The wheel set transmission device (1, 1') according to claim 8, characterized in that, The separate mass is designed to be disc-shaped.

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