EA015593B1 - Bogie with divided frame and motor-transmission coupling unit - Google Patents

Abstract

The invention relates to a bogie (1) for rail vehicles comprising a motor-transmission coupling unit (9) for hollow-shaft driven wheel sets (11) and a divided frame made up of two frame elements. Each frame element is made up of a lateral support (4) and longitudinal support (5), respectively, disposed in the shape of a T with respect to one another, wherein the longitudinal support comprises a perpendicular shoulder (20). Provided at each frame element is a motor support (15) on the longitudinal support, a torque support (14) on the shoulder and a transmission support (13) on the lateral support. The motor-transmission coupling unit is held on a frame element by the transmission support and the torque support and on the other frame element by the motor support.

Description

The object of the invention is a trolley with a composite frame of two elements and a drive unit consisting of an engine, gearbox and clutch for rail vehicles with a drive with a tubular shaft, in particular for vehicles with a lowered floor level. The composite frame is made of two hinged frame elements, each of which has a transverse and longitudinal beam. Wheel pairs are respectively on one side of one and on the other side of the second frame element.

A trolley of this kind can be designed, for example, as a driving motor trolley with two wheel pairs, each of which is driven by an engine with a gearbox and a tubular shaft. A drive with a tubular shaft is understood to mean the design of the drive, in which the drive assembly, mounted on the frame, transmits the traction moment to the tubular shaft covering the axis of the wheelset. Transfer of traction moment to the wheelset is carried out by means of a coupling capable of compensating for the movements of the wheelset.

A wheelset, consisting of two wheels that are rigidly connected to each other by the axis of the wheelset, takes up the load from the rail vehicle and directs its movement along the rails and transfers traction and braking force from the vehicle to the rail.

Wheel sets or wheels, respectively, can be driven in various ways. The prior art includes swivel carts with an articulated frame, having traction motors on the frame as drive, cardan shafts and gearboxes mounted on the axis. In addition, tubular shaft drives are known in combination with a one-piece swivel carriage frame. The differences are, further, in the installation of the motor and gearbox on the supports or, respectively, their articulation with a rotary trolley.

In application No. 3130603 A1, a motor trolley with a single frame and units consisting of a traction motor and a gear reducer, which are suspended on the trolley frame and on the pivot pin of the vehicle frame, is presented. The suspension method serves to better cushion the masses placed on the rotary trolley. The drive gear of the unit, consisting of a traction motor and a gear reducer, transmits traction to the wheel axle by means of a tubular shaft having hinges. The motors are mounted on a rotary trolley by means of hinges, the axes of which are located perpendicular to the plane of the path.

From application No. 2650035 C2 follows a module of motorized carts with frames of leading motorized carts, each of which has at least one electric motor. An engine connected for transmitting torque to the transmission-power unit by means of an intermediate transmission and a drive with a tubular shaft is suspended on the supporting frame of a rotary trolley with a solid frame on at least three flexibly arranged vertical pendulums.

Motor trolleys with a single frame are also presented in applications ΌΕ 2555031 A1 and ΌΕ 3221755 C2. No. 2555031 A1 describes a driving trolley with a traction motor located on the trolley and connected to the trolley by an axle transmission having a tubular shaft enclosing the driving axis. From ΌΕ 3221755 C2 there also follows a driving trolley including two electric motors, which, being suspended on the axles of the wheels on one side and connected to the ball joints on the vehicle body on the other hand, transmit traction on the axles by means of a gearbox and hollow shafts covering the wheel axles .

The listed motor trolleys with a unit from the engine and gearbox and with a drive with a tubular shaft have a solid frame, so that the change in the position of the wheels or wheel sets in relation to each other or to the rails, i.e. horizontal rotation is not possible.

Trolleys for rail vehicles with a lowered floor level follow from the application ΌΕ 69817494 T2. Here, the types of drive for vehicles with a lower floor level are divided into trolleys with four motors, each motor driving one wheel, trolleys with two motors, with one motor driving wheels on one side of the trolley, and trolleys with motors that drive in motion a wheel axle with two wheels. The first design has the advantage of an individual drive with independent rotation of the wheels, but is costly. Placing a motor to drive wheels on one side of the trolley requires a very large area in the longitudinal direction of the trolley. In addition, both designs do not allow to take advantage of the axis self-stabilization. The drive described in ΌΕ 69817494 T2, on the one hand, does not have wheel axles and, on the other hand, the motor is located outside the cart, which is a very unsuccessful decision.

In addition to trolleys with a single frame, trolleys with a multi-element or composite frame are known in the prior art.

Compared to a solid monolithic frame, the composite frame of the bogies with frame elements connected by hinges has the advantage that the loads arising due to distortions of the rail and unevenly transferred to the wheels and, thus, to the frames, do not lead to deformation of the frame structure . The passage of skew paths in the case of vehicles with integral truck frames, as opposed to vehicles with solid frames, does not or only leads to small changes in wheel loads, which, in turn, can cause the wheel to go off

- 1 015593 owls Therefore, the construction of the trolley with a composite frame is preferably used when the track position is poor, for example, when the track is skewed.

Composite frames of trolleys of two elements are known from the prior art, which consist of two half-frames connected by hinges to a rubber element and are able to adapt well to unevenness of the stage. Two of their motors are placed in the longitudinal direction of the trolley and are connected to the gearbox via cardan shafts.

A significant drawback is the large area occupied by the trolley, which makes it difficult to use it in the field of vehicles with a lowered floor level. In addition, the disadvantageous placement of the hinges from the point of view of the secondary support and the overall design of the trolley leads to uneven static loads on the wheels, which is a disadvantage.

Bogies known from the prior art have parts that are stationary relative to each other in the horizontal axes of the bogies, in particular perpendicular to the direction of movement, so that path distortions can only be compensated insufficiently. Known trolley frames of two elements that allow such movement, on the one hand, occupy a large area and, on the other, have unproven drive technologies with a tubular shaft.

The present invention is the manufacture of a trolley with a composite frame and drive, consisting of a motor, gearbox and tubular shaft with clutches. The design should occupy a smaller area compared to trolleys with a composite frame of the trolley of two elements belonging to the prior art.

In this invention, the problem is solved in the form of a trolley with a drive unit with a tubular shaft for wheelsets consisting of a motor, a gearbox and a clutch, and a composite frame consisting of two frame elements with the following characteristics. Each frame element is a T-shaped connection of the transverse and longitudinal beams. The longitudinal beam has a shelf located at one end perpendicular to the longitudinal beam. A T-shaped joining of beams in a preferred embodiment of the invention is performed at right angles.

According to the concept of the invention, each frame element has a motor support on the longitudinal beam and on the shelf against rotation, as well as a gear support on the transverse beam, by means of which the drive unit, consisting of the engine, gearbox and clutch, is connected to the carriage frame. In this case, the drive unit, consisting of an engine, gearbox and clutch, is mounted on one side by means of a gear support and an anti-rotation stop on one frame element and on the other side by a motor support on another frame element. Both the connection of the gearbox support and the anti-rotation stop with the drive unit, and the connection of the engine support with the drive unit are hinged.

A motorized trolley preferably has two or more wheelsets, each of which has a separate drive. Consequently, a drive unit consisting of an engine, a gearbox and a clutch connected to frame elements of a swivel carriage is coupled to each wheel pair.

According to a preferred construction of the invention, each drive unit consists of a traction motor, in particular an electric motor, a gearbox and a drive clutch. The drive clutch is connected to a tubular shaft, which has at its second end a power take-off clutch associated with the axis of the wheelset.

The traction motor of the drive unit is preferably arranged perpendicular to the direction of movement between the transverse beam and the axis of the wheelset.

By means of two hinges of the frame, each of which connects the free end of the transverse beam of one frame element to the suspension of the longitudinal beam of the other frame element, the frame elements are movably connected to each other so that the hinge connections allow the frame elements to be tilted towards each other perpendicular to the direction of movement. Since the axle wheelsets are located at the ends of the longitudinal beams of the frame elements, the torsion of the frame elements causes the axles of the wheelsets to tilt, which, if the shaft is stationary, can lead to a collision between the axle of the wheelset and the tubular shaft. For this reason, the location of the mounting points of the drive unit on the frame of the trolley is chosen with the advantage that the drive with a tubular shaft follows the movements of the half frame. The drive unit is thus pivotally connected to the frame, so that the drive through the tubular shaft is possible with the spatial movement of the frame elements relative to each other.

A particular advantage is that the required space between the axis of the wheelset and the tubular shaft is less than with the traditional, well-known at the prior art placement of attachment points, which reduces the diameter of the tubular shaft. This, in turn, has the great advantage that the height of the vehicle from the floor can be reduced. Additionally and as an alternative, the supporting structure of the car body can be structurally simplified since the swivel trolley occupies a smaller area. The smaller footprint gives, on the one hand, a significant advantage of lower material consumption due to the smaller diameter of the tubular shaft. On the other hand, the design proposed in the invention with minimized occupied area meets the requirements for the use of bogies for vehicles with a lowered floor level.

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Summarizing, it should be noted that the trolleys proposed in the framework of the present invention exhibit predominantly clean rolling both when curving the railway track and when crossing track skews, and the direction of movement of the trolley or the wheels, respectively, is successfully adapted to the direction of the rails.

The connections of the drive unit, consisting of an engine, gearbox and clutch, with the frame elements of the composite trolley are made with the advantage that, despite the twisting of the frame elements and thereby changing the position of the wheel pairs relative to each other and the horizontal plane of the trolley, the tubular shaft and the axis of the wheelset does not collide, and the area occupied by the trolley is reduced in comparison with traditional trolleys, which leads to a reduction in material consumption and thereby lower costs and allows the use of trolleys in low floor vehicles.

Other details, features, and advantages of the invention will follow from the following description with reference to the corresponding drawings, where in FIG. 1 shows a composite trolley frame of two elements and a curved frame element; in FIG. 2 - a fragment of a trolley frame consisting of two elements a) in horizontal projection, b) in horizontal projection perpendicular to the direction of movement; in FIG. 3 - drive unit, consisting of an engine, gearbox and clutch, with a traditionally mounted engine mount for mounting on a solid frame of a swivel trolley; in FIG. 4 - drive unit, consisting of an engine, gearbox and clutch, with a modified position of the engine mount for mounting on a trolley frame consisting of two elements; in FIG. 5 - trolley assembled.

In FIG. 1 shows a trolley frame of two elements, in which the frame element 2 and the second element 3 are located to each other with respect to mirror symmetry, the axis of which is perpendicular to the direction of movement. Each element of the frame 2, 3 includes a transverse beam 4 and a longitudinal beam 5 connected in the form of the letter T. The transverse beams 4 of both elements of the frame 2, 3 are oriented perpendicular to the direction of movement parallel to each other, and the longitudinal beams 5 of both elements of the frame 2 , 3 are oriented in the direction of movement parallel to each other. At one end of the longitudinal beams 5 there is a shelf 20 located perpendicular to the longitudinal beam 5.

The x axis corresponds to the longitudinal axis in the direction of movement, and the y axis corresponds to the transverse axis, i.e. perpendicular to the direction of movement. Both the x axis and the y axis represent the axes in the horizontal plane of the swivel carriage 1. The axis in the ζ direction is the vertical axis of the swivel carriage 1 and is oriented perpendicular to the path plane.

The elements of the frame 2, 3 are movably connected to each other by two hinges of the frame 6 so that rotation in space or torsion of the elements of the frame 2, 3 around the y-axis is possible, that is, perpendicular to the direction of movement. Moreover, each of the hinges of the frame 6 connects the free end of the transverse beam 7 of one element of the frame 2, 3 with the suspension of the longitudinal beam 8 of another element of the frame 2, 3. The torsion of the elements of the frame 2, 3 causes the relative movement of the ends of the longitudinal beams 5 to the horizontal plane with respect to to the frame element 2, 3 itself, and to the corresponding other frame element 2, 3. Provided that at the ends of the longitudinal beams 5 there are wheel pairs connected by the axes, the torsion of the frame elements 2, 3 causes a slight inclination of the axles of the wheel pairs 19. Moreover kole a wheel pair are displaced with respect to each other in height, i.e. along the ζ-axis, and the direction of travel, i.e. along the x axis.

According to the invention, each frame element includes on the longitudinal beam 5 a motor support 15 and on a shelf 20 of the longitudinal beam 5 a stop against turning 14, as well as on a transverse beam 4 a gear support 13, by means of which the drive unit 9 consisting of an engine, a gearbox and a clutch is mounted on the frame carts.

In this case, the drive unit 9 consisting of an engine, a gearbox and a clutch is movably connected on one side by means of a gear support 13 and a stop against turning 14 with one element of the frame 2, 3 under the axle 19 of the wheelset 11 and, on the other hand, by means of a support of the engine 15 with another element frames 2, 3. The engine mount, located above the axle 19 of the wheelset 11 and also above the drive unit 9, is connected to the traction motor 10 so that it fixes the traction motor 10 from above.

FIG. 2a shows a fragment of a trolley frame consisting of two elements in a horizontal projection. The hinges of the frame 6, each of which connects the free end of the transverse beam 7 of one element of the frame 2, 3 with the suspension of the longitudinal beam 8 of the other frame element 2, 3, are displaced relative to each other in the direction of movement, that is, along the x axis. While the suspension of the longitudinal beams 8 are placed, deviating from the middle of the trolley 1 along the length axis or, respectively, in the direction of movement, that is, the x axis, to the middle and after it.

The free ends of the transverse beams 7 are made L-shaped, the hinge of the frame 6 is mounted on the end of their short side. The b-shaped free ends of the transverse beams 7 of both frame elements 2, 3 are placed in the opposite direction to each other, so that the distance between the parallel transverse beams 4 in the direction of movement is greater than the distance of the hinges of the frame 6. The support of the gearbox 13, the stop against turning 14 and the support of the engine 15 each have two mounting points, in which hinges are rigidly fixed, which are elements of connection with the assembly Ivoda 9. Connections

- 3 015593 relations between the hinges and the support of the gearbox 13, the emphasis against rotation 14, as well as the support of the motor 15 are threaded connections. In the case of connections between the hinges and the drive unit 9, we are talking about press connections. The hinge between the emphasis against rotation 14 and the drive unit 9 is a double cardan in design.

In FIG. 2b, the trolley frame consisting of two elements is presented in a horizontal projection perpendicular to the direction of movement. The support of the engine 15 is placed opposite the support of the gearbox 13 and the stop against turning 14, located in the same horizontal plane with an upward displacement along the ζ axis.

FIG. 3 and 4 show the entire drive assembly 9, consisting of a traction motor 10 and gear 16, and also connected to the gear 16 of the drive coupling 18 with a tubular shaft 12 and a power take-off clutch 17. The gear housing 16 is rigidly flanged to the crankcase of the traction motor 10.

In FIG. 3 shows a drive unit 9 consisting of an engine, a gearbox and a clutch with suspension according to the traditional principle related to the prior art, i.e. with engine mount 15 for mounting on a solid frame of the trolley. In the construction of FIG. 3 the support of the gearbox 13, the emphasis against rotation 14 and the support of the engine 15 are placed in the same horizontal plane defined by the axes x and y. The difference from the design proposed according to FIG. 4 consists in the position of the engine mount 15. The traditional connection of the drive unit 9 with the composite frame of the two-element cart requires a large diameter of the tubular shaft 12, in order to avoid a collision of the axis of the wheel pair 19 with the tubular shaft 12 during torsion of the elements frames 2, 3. In the structure of the invention according to FIG. 4, the position of the mounting points of the drive unit 9 on the trolley frame is selected with the advantage that the drive with a tubular shaft follows the movements of the half frame. This allows to reduce the diameter of the tubular shaft, so that the swivel trolley 1 occupies a smaller area. In addition, the tubular shaft 12 with a large diameter requires a greater consumption of material, which entails an increase in costs.

Thus, a significant difference between the traditional version of mounting the drive unit 9 on the solid frame of the trolley according to FIG. 3 and the inventive fastening on a composite frame of a two-element trolley according to FIG. 4 consists in the position of the engine mount 15.

Each of the traction motors 10 is placed perpendicular to the direction of movement between the transverse beam 4 and the axle 19 of the wheelset 11. The support of the engine 15 in the conventional version of the prior art shown in FIG. 3 is located on the side facing the central axis perpendicular to the direction of movement of the carriage and the lower surface of the traction motor 10. An advantage of the embodiment of the motor support 15 of the invention of FIG. 4, on the contrary, consists in mounting on the side facing the axis of the wheelset 19 and the upper surface of the traction motor 10. According to the concept of the invention, the support of the engine 15 is thus arranged between the traction motor 15 and the tubular shaft 12 or, respectively, the axis of the wheelset 19 .

The trolley 1 according to the invention is assembled in FIG. 5. Each of the traction motors 10, related to the corresponding drive unit 9 and representing electric motors, is suspended on a motor support 15.

The axles 19 of the wheel pairs 11 are mounted by axle boxes on the longitudinal beams 5 of the elements of the frame 2, 3 so that they can rotate around the axis of the axis of the wheel pair 19. Moreover, each wheel pair 11 is connected as one element of the frame 2 , and with another element of the frame 3.

Torsion of the elements of the frame 2, 3 towards each other perpendicular to the direction of movement, causing a relative movement of the ends of the longitudinal beams 5 to the horizontal plane with respect to both the frame element 2, 3 and the corresponding other frame element 2, 3, causes a slight inclination of the axes wheel sets 19 or torsion around the x axis, respectively. The wheels of the wheelset 11 are displaced relative to each other in height or along the ζ axis and in the direction of movement, or along the x axis. The torque produced by the traction motor 10 is transmitted via a gearbox 16 and a drive clutch 18 to a tubular shaft 12 movably connected through a power take-off clutch 17 to the axis of the wheel pair 19, so that it is possible to swing the axis of the wheel pair 19 with respect to the hollow shaft 12. Since each of the axles of the wheelset 19 according to the design is covered by the tubular shaft 12, there is a danger of a collision of the axis of the wheelset 19 with the tubular shaft 12. The inventive fastening consisting of an engine, gearbox and clutch assembly drive 9 on the frame of the trolley is selected with the advantage that the entire drive with a tubular shaft follows the movements of the half frame due to the torsion of the frame elements, which increases the tilt range of the axis of the wheelset 19 with respect to the hollow shaft 12 and thereby reduces the risk of collision between the axis of the wheelset 19 and tubular shaft 12.

LIST OF REFERENCE NUMBERS

- trolley;

2, 3 - frame element;

- transverse beam;

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- longitudinal beam;

- hinge of the frame;

- the free end of the transverse beam;

- suspension of a longitudinal beam;

- drive unit, consisting of an engine, gearbox and clutch;

- traction engine;

- pair of wheels;

- tubular shaft;

- gear support;

- emphasis against rotation;

- engine mount;

- gearbox;

- power take-off clutch;

- drive clutch;

- the axis of the wheelset;

- a shelf;

x - longitudinal axis - in the direction of movement;

y - transverse axis - perpendicular to the direction of movement;

ζ - vertical axis - perpendicular to the plane of the path.

Claims (6)

CLAIM 1. Trolley (1) for rail vehicles with a drive unit (9) with a tubular shaft on the axle of wheel pairs (11) and a composite frame of two elements (2, 3), consisting of each frame element consisting of an engine, a gearbox and a clutch (2, 3) is a T-shaped connection of the transverse beam (4) and the longitudinal beam (5) and the longitudinal beam (5) has at one end a shelf (20) located perpendicular to the longitudinal beam (5), each frame element (2 , 3) has on the longitudinal beam (5) an engine support (15) and on a shelf (20) an emphasis against turning (14), each element The AMA (2, 3) has on the crossbeam (4) the support of the reducer (13) and the drive unit (9) is fixed by means of the support of the reducer (13) and the stop against turning (14) on one frame element (2, 3), and by means of engine mounts (15) on another frame element (2, 3). 2. A cart (1) according to claim 1, characterized in that the connections of the support of the gearbox (13), the support against turning (14) and the engine support (15) with the drive unit (9) are made on hinges. 3. A cart (1) according to claim 1 or 2, characterized in that the connection of the anti-rotation support (14) with the drive unit (9) is made as a dual cardan. 4. A cart (1) according to one of the claims 1 to 3, characterized in that two or more wheel pairs (11) are provided, which are made with the possibility of a separate drive. 5. A cart (1) according to one of the claims 1 to 4, characterized in that the drive unit (9) consists of a traction motor (10), a gearbox (16), a drive clutch (18) and a power take-off clutch (17). 6. A cart (1) according to claim 5, characterized in that the traction motor (10) is located perpendicular to the direction of movement between the transverse beam (4) and the axis of the wheel pair (11).