Note: Descriptions are shown in the official language in which they were submitted.
Back~round of the ~vention and Plior Qrt
The invention relates to a ~action vehicle, in particular railway trac~on vehicle
comprising a bogey chassis mounted on wheel a~le~s including a vehicle chassis
spring-mounted on the bogey chassis and at least one motor-transmission unit
5 mounted underneath the vehicle chassis and within the bogey chassis close to the
wheel axle driven by this unit, this unit being suspended from pendulum
suspension means close to the set of wheels in the bogey chassis as well as being
suspended in the vehicle chassis.
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Such a construction of a power bogey in which the motor-transmission unit is
10 suspended at three points is known for example from DE-PS 28 22 992. Ln that
case the unit is mounted close to the wheel set from pendulum suspension means
and close to the ph~oting pin of the bogey, as a pivoting point, in the locomotive
box in order to uncouple the mass of the motor-transmission unit from the
bogey chassis and at the same time to reduce relatiYe movements between the
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15 transmission and the set of wheels to a minimum. This results in the major part
of the mass of the unit being secondarily sprung together with the locomotive
box and in the pivoting point in the carriage box being fixed close to the high
axle of the bogey.
However, the known linkage of the motor to ~he locomotive box causes large
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2 0 relative displacements between the transmission and the wheel set shaft.
MoreoYer, due to ~h~s type of suspension it is necessary to place the pivotlng
point of the motor-transmission unit close to the bogey high access regardless OI
conflicting requirements, e.g. with a view to ridi~g st~bility, since othe~se the
` afore-said movements would become too large for currently employed
2 s transmission couplings.
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In a bogey construction according to DE-OS ~6 50 035 the suspension of the
motor-transmission unit proceeds by way of pendulum suspension means all of
which are fitted to the vehicle chassis. Moreover and in addition to a single
connecting rod parallel to the longitudinal axis of the vehicle a rather
5 complicated and heavy servo-mechanism is provided. In a bogey construction
according to DE-AS 10 89 405 the motor is suspended by way of pendulum
suspension means and is guided along in fixed relationship to the bogey in all
horizontal diTections by an arrangement of three connecting rods and without
the possibility to pivot in relation to the bogey.
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10 CH-PS 338 856 finally discloses an apparatus for the lateral support of a drive
; motor of a locomo~ive. Ihe puIpose of this apparatus composed of a V-shaped
bracket is to relieve stresses applied to the cross bar of the bogey.
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`~ General DescFiption of the l~vention
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The object of the present invention is a traction vehicle of the afore-said type15 comprising a suspension for the motor-transmission unit which uncouples the
mass thereof from the bogey chassis, keeps relative movements between the
transmission and the set of wheels to a minimum and yet at the sarne time
permits greater freedom regarding ~e a~angement of the pivoting point of the
motor-transmission unit.
`, 2 o This object is attained according to the invention in that the suspension of the
motor-transmission unit is effected on the vehicle chassis in a manner ~own
per se by way of a pendulum suspension means and the unit is connected to the
` ` vehicle chassis and/or ~e bogey chassis by way of two connec~ng rods the a~es
of which intersect. The suspension by way of the pendulum suspension means,
2 5 obviously in conjunction with the provision of a spring shock absorber element
between the motor-transmission unit and the bogey chassis, br~ngs about the
desired uncoupling, ~e pivo~ng point of ~e uni~ being determined by the point
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of intersection of the axes of the two connecting rods and can in principle be
provided at any desired position by appropriate orientation of the connecting
rods. In this manner the pivoting point can be brought into whatever position ismost advantageous, be it in relation to stability conditions for the travelling
5 vehicle, ~or attaining the least possible relative movements between the unit and
the axle of the wheel set etc.
According to a further feature both connecting rods can be arranged p~allel in
relation to the verticaVlongitudinal central plane of the vehicle or of the bogey
chassis. This results in an intersection of the axes of the connecting rods at
1 o infinity so that the motor-transmission unit is suspended movably purely
translatorically transve~sely to the afore-said longi~udinal central plane.
Advantageously one of the connecting rods is linked to the vehicle chassis, suchconnecting rod being positioned preferably parallel to the vehicle longitudinal
axis. In that case the motor-transmission unit is longitudinally uncoupled by the
- 15 bogey which offers the advantage that the mass of the Ullit in the ~vent of an
~ over-run impact need not be absorbed by the bog~y.
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If according to a further feature of the invention bolh connecting rods are linked
to the vehicle ehassis, the centre of gyration is fixed in relation to the former
and all moments of force derived from the motor-transmission unit can be
absorbed by the vehicle chassis without stressing the bogey.
By way of contrast, in an alternative embodiment in which both connecting rods
are linked to the bogey chassis, a gylatory pole fi~ed in relation to the bogey
results which offers the advantage that the relative movements between the
wheel set and the transn~ission can be kept very small.
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2 5 Pinally it is ad~antageous to provide bet~,veen the motor-transmission unit and
~ . the bogey a combined s~nng-shoc~-absorbing element.
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; ~ Brief Description of the Drawm~s
In the following detailed description a working example of the subject of the
invention is to be further explained by way of e~ample with reference to the
accompanying drawings.
s Therein is shown in
~ig 1 a side elevation of one half of a power bogey according to the
invention,
Fig 2 a plan view onto that haLf of the bogey according to fig 1 and
Pig 3 a similar plan view, in which, however, the two connecting rods are
10 arranged pa~allel to each other.
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Descripffon of Spe~ciflc Embodimen~s
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~` The drive motor 1 with its transmission 2 flanged rigidly thereto is arranged
parallel close to the wheel axle 3 driven thereby and having its running wheels
on the inside of the bogey chassis 4. Close to the wheel set 3 the unit 1,2 is
15 suspended by way of two pendulum suspension means 5 from the bogey chassis
4. On the motor side the suspension of the unit 1,2 is brought about by a
; ~ pendulum sus~ension means 7 in the lo~motive box.
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The position OI the unit 1,2 in longitudinal direction is defined by the
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connecting rods 8 between the motor 1 and ~he locomotive box positioned
20 preferably parallel to the vehicle longitudinal axis. This parallel orientation
permits absorbing the longitudinal forces arising during acceleration or
decelerations in spite of the lightest possible and simplest construction of the : :
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connecting rod 8 and its mounting. A seeond connec~ng rod 9 causes the unit
1,2 in the illustrated example to be guided from the bogey chassis 4. However,
it is possible for both connec~ng lods to be either linked to the locomo~ive boxor to the bogey chassis.
5 The intersection of the lines of action of the two connecting rods 8,9 respesents
an instantaneous centre of rotation for the motor 1 and the transmission 2
respectively the unit fo~med thereby. The pivoting pole, being the intersection
of the lines of action which are defined by the axes of the connecting rods 8,9
can be brought into almost any desired point, for example, as illustrated, into
10 the centre of gravity of the unit 1,2.
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For attaining the desired elasticity and dampmg characteristics between the
motor-kansmission unit 1,2 and the bogey chassis 4 a combined spring-shock-
absorbing element 6 is provided, the task of which can obviously with equal
effect also be performed by two or more separate elements.
15 The claims which follow are to be considered an integral part of the present
disclosure. Reference numbers (directed to the drawings) shown in the clairns
serve to facilitate the correlation of integers of the claims with illustrated
features of the preferred embodiment(s), but are not intended to restrict in anyway the language o~ the claims to what is shown in the drawings, unless the
2 0 contrary is clea~ly ap~arent from the context.
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