EP0137931B1 - Unité de traction pour véhicule ferroviaire - Google Patents

Unité de traction pour véhicule ferroviaire Download PDF

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Publication number
EP0137931B1
EP0137931B1 EP84108983A EP84108983A EP0137931B1 EP 0137931 B1 EP0137931 B1 EP 0137931B1 EP 84108983 A EP84108983 A EP 84108983A EP 84108983 A EP84108983 A EP 84108983A EP 0137931 B1 EP0137931 B1 EP 0137931B1
Authority
EP
European Patent Office
Prior art keywords
motor
axle
wheel set
drive unit
hollow shaft
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired
Application number
EP84108983A
Other languages
German (de)
English (en)
Other versions
EP0137931A2 (fr
EP0137931A3 (en
Inventor
Johann Eichinger
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Gleason Hurth Tooling GmbH
Original Assignee
Carl Hurth Maschinen und Zahnradfabrik GmbH and Co
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from DE19833337695 external-priority patent/DE3337695A1/de
Priority claimed from DE19848412522 external-priority patent/DE8412522U1/de
Application filed by Carl Hurth Maschinen und Zahnradfabrik GmbH and Co filed Critical Carl Hurth Maschinen und Zahnradfabrik GmbH and Co
Priority to AT84108983T priority Critical patent/ATE46878T1/de
Publication of EP0137931A2 publication Critical patent/EP0137931A2/fr
Publication of EP0137931A3 publication Critical patent/EP0137931A3/de
Application granted granted Critical
Publication of EP0137931B1 publication Critical patent/EP0137931B1/fr
Expired legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C9/00—Locomotives or motor railcars characterised by the type of transmission system used; Transmission systems specially adapted for locomotives or motor railcars
    • B61C9/38—Transmission systems in or for locomotives or motor railcars with electric motor propulsion
    • B61C9/48—Transmission systems in or for locomotives or motor railcars with electric motor propulsion with motors supported on vehicle frames and driving axles, e.g. axle or nose suspension
    • B61C9/50—Transmission systems in or for locomotives or motor railcars with electric motor propulsion with motors supported on vehicle frames and driving axles, e.g. axle or nose suspension in bogies
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C9/00—Locomotives or motor railcars characterised by the type of transmission system used; Transmission systems specially adapted for locomotives or motor railcars
    • B61C9/38—Transmission systems in or for locomotives or motor railcars with electric motor propulsion
    • B61C9/44—Transmission systems in or for locomotives or motor railcars with electric motor propulsion with hollow transmission shaft concentric with wheel axis

Definitions

  • the invention relates to a drive unit for rail vehicles, as described in the preambles of claims 1 and 2.
  • Drive units according to the preamble of claim 1 have been known for a long time. They belong to the double-axis drives, also known as levitation drives.
  • DE-C-838 452 relates to a drive of the type described, in which the elastic coupling is formed from a rubber disk surrounding the axle of the wheelset, which on one end face has a disk-shaped flange attached to the hollow shaft and on the other end face has one the wheel set axle applied disc-shaped flange is connected, for. B. by vulcanizing.
  • the task of the elastic couplings between the hollow shafts and the wheelset axles is both to support the motor-gear unit on the axles axle and to transmit the drive torque to the axles axle.
  • the restoring forces that act on the wheelset axis from the elastic coupling when the wheelset axis is deflected should be as low as possible. The reason for this is that when driving over bumps (switches, crossings) or obstacles (smaller objects lying on the rails), i.e. if one of the four wheels sinks or is raised on one side, an unfavorable influence on the wheel forces is avoided as far as possible and so the Safety against derailment is not impaired.
  • the problem underlying the invention is to eliminate the disadvantages mentioned in order to actually meet the requirements mentioned.
  • the arrangement of the elastic bearing next to the hollow shaft has the advantage of easy accessibility and easy interchangeability of the rubber ring or the rubber rings.
  • the wheelset axle or other large components do not need to be removed for this.
  • a self-contained rubber ring can be used for the elastic bearing; when renewing within the complete bogie, the ring can be cross-divided.
  • the elastic bearing is arranged within the hollow shaft, accessibility and interchangeability are adversely affected, but the entire space between the transmission and the wheel on the side opposite the elastic coupling is used for the arrangement of braking devices, e.g. B. a disc brake available. This is a great advantage, especially for narrow-gauge vehicles.
  • a double-axis drive is expediently designed so that the center of gravity of the motor-gear unit lies on an imaginary connecting line between the two elastic bearings.
  • the easiest way to achieve this is that the two gears are designed identically.
  • Mass acceleration forces and tilting moments around said connecting line, the z. B. arise from the fact that the center of gravity of the engine is not in the center and thus the center of gravity of the unit is next to the connecting line, are supported by a support member against the bogie frame.
  • This support member which acts essentially in the horizontal direction, is advantageously further developed or arranged according to claims 10 and 11.
  • Such an arrangement of the support member allows all relative movements between the bogie and motor-gear unit, which, for. B. can originate from the axle suspension.
  • the known suspensions can be provided as support members.
  • the invention is expediently developed according to claim 8. Such an arrangement of the support member allows all relative movements between the bogie and motor-gear unit, which, for. B. can originate from the axle suspension.
  • a hint only indicated frame (Fig. 1) two axles 2, 3 are mounted.
  • a drive motor 4 is arranged between the wheelset axles, and an angular gear 5, 6 is flanged onto each of the two end faces.
  • the motor-gearbox assembly consisting of the engine 4 and the two gearboxes 5, 6 is referred to below as 25.
  • the power transmission from the motor shaft, not shown, takes place via tooth clutches, also not shown, to the pinion shafts 7 of the two angular gears and from there to the ring gears 8 (FIG. 2).
  • Each ring gear 8 is rotatably attached to a flange-shaped extension of a hollow shaft 9 by screwing and pinning.
  • the hollow shaft 9 like the pinion shaft 7, is rotatable with roller bearings, but is not axially displaceable in the housing 10 of the respective gear 5, 6, and protrudes from the housing 10 on both sides.
  • the wheel set axis 2, 3 is passed approximately centrally, on which the drive wheels 11, 12 are rotatably mounted.
  • the driving connection from the hollow shaft 9 to the wheelset axle 2, 3 takes place via an articulated coupling 13, 14 (FIG. 1).
  • a first flange 15 is fixedly connected to the hollow shaft and a second flange 16 is fixedly connected to the axle of the wheel set, an intermediate member 17 which is not supported is provided in between.
  • the first flange 15 is articulated via two control levers 18, 19 and the second flange 16 via two control levers 20, 21.
  • a four-link chain is formed from the first flange 15, the link arms 18, 19 and the intermediate link 17, a further four-link chain from the intermediate link 17, the link levers 20, 21 and the second flange 16. Since the intermediate link 17 connecting the two four-link chains is not supported the coupling can compensate for the radial movements between the sprung parts (positions 4, 5, 6, 15) and the unsprung parts (positions 2, 3, 11, 12, 16).
  • the intermediate member 17 is provided with two forks for receiving the handlebar levers.
  • the tines of the one are labeled 22, 23 in FIG.
  • the tines end in approximately semi-cylindrical recesses 26, 27 for receiving pins 24, which belong to the link-side rubber joints 28 of the control arm.
  • Each rubber joint 28 consists of an inner part 30 and an outer part 31 with hollow cylindrical cross sections.
  • an elastic member 32 is introduced under prestress and connected to the inner part 30 and the outer part 31, for. B. by vulcanizing.
  • the pins 24 are screwed in pairs with screws 34, 35 and nuts on the intermediate member so that they can be removed radially from the recesses 26, 27 after loosening the screws and nuts.
  • the control arms 18, 19, 20, 21 are connected to the first flange 15 and the second flange 16 via rubber joints 38 (FIG. 2).
  • These rubber joints each consist of an inner part 40 and an outer part 41 with hollow cylindrical cross sections.
  • an elastic member 42 is inserted under tension and connected to the inner part 40 and the outer part 41, for. B. by vulcanizing.
  • the inner parts 40 are received on pins 37 which protrude with a conical end 44 into a corresponding bore in the respective flange and are tightened with a nut 43. After loosening the nuts, the pins 37 can be axially removed from the respective flange.
  • the structure of the rubber joints 28, 38 is not restricted to the designs shown, but other shapes are also possible.
  • a half 47 of a bearing housing 46 is rotatably mounted on the hollow shaft 9, for. B. shrunk.
  • a housing half 48 is screwed to the housing half 47.
  • the two halves enclose an annular chamber 49 located next to the hollow shaft 9, which is delimited on the inside by the axle set 2, 3.
  • a ring 50 made of rubber or another elastic material is inserted into this annular chamber. In the loose state of the rubber ring 50 is wider and / or higher than the annular chamber 49.
  • the rubber ring 50 forms an elastic bearing.
  • the rubber ring 50 is embedded on the axle of the wheelset between two beads 51, 52.
  • the rubber ring 50 can be a closed ring. If this ring has to be replaced later, a cross-divided rubber ring 50 'can be used so that the bogie does not have to be dismantled.
  • the parting line 53 then present is indicated in FIG. 4.
  • 6 segments 54 are arranged. The cross section of the rubber ring 50, 50 'or of the segments 54 is not tied to the shape shown.
  • the two elastic bearings of the angular gear 5, 6 are designated 55, 56.
  • the motor-gear unit 25 is supported on the axles 2, 3 via them.
  • a control arm 57 is provided as a support member which is articulated both on the engine 4 and on the bogie frame 1.
  • the articulation points are designated 58 and 59 in FIG.
  • the function of the handlebar lever 57 is most effective when it is arranged - in relation to the bogie - in an at least approximately horizontal position along a line 60 which is arranged at right angles to an imaginary connecting line 61 between the centers of the two elastic bearings 55, 56 is.
  • the control arm 57 is accommodated elastically in spherical bearings.
  • a disc brake 63 is also arranged on the axle set 2, 3. If in special cases, e.g. B. in narrow-gauge vehicles or in an internal bearing of the wheelset axles 2, 3 in the bogie frame 1 there is too little space for the braking devices, then the elastic bearing can also be accommodated within the hollow shaft 9, so that it does not require any additional space next to the transmission housing 10 .
  • This arrangement can also be selected if the “tilt axis” of the motor-gear unit 25, which corresponds to the connecting line 61, is not to be at least or at an angle to the direction of travel than shown in FIG.
  • the elastic bearing is such that the connecting line corresponds to the vehicle longitudinal axis 62 or the motor-gear unit 25.
  • a rubber ring 65 is inserted, which receives the required pretension by means of a sleeve 69 inserted coaxially into the hollow shaft 9.
  • the cross section of the rubber ring 65 is not tied to the shape shown, other shapes are also possible or two rubber rings 70, 71 can be used (FIG. 7).
  • One rubber ring 70 lies between the beads 66, 67 and two wedge rings 72, 73 on the axle set 2, 3, the other (71) in a recess 74 of the hollow shaft between the two wedge rings 72, 73 and the rubber ring 70.
  • the pretension is maintained the rubber rings 70, 71 via the wedge rings 72, 73, which are clamped together by means of a sleeve 75 inserted coaxially into the hollow shaft 9.
  • a wheel set axle 88 is mounted in FIG. 8 as an example of a single axle drive in the frame 81 of a rail vehicle, which is only indicated.
  • a drive motor 89 is arranged above the wheelset axis, and a spur gear 82 is flanged to one end face of the drive motor 89.
  • the motor-gear unit consisting of the motor 89 and the gear 82 is designated 85 below.
  • the power transmission from the motor shaft, not shown, takes place via tooth clutches, also not shown, to the pinion 83 of the spur gear and from there to the gear 84 (FIG. 9).
  • This gear wheel 84 is attached to a flange-shaped extension of a hollow shaft 86 in a rotationally fixed manner by screwing and pinning.
  • the hollow shaft 86 is, like the pinion 83, rotatable with roller bearings, but not axially displaceable in the housing 87 of the transmission 82 and protrudes from the housing 87 on both sides.
  • the wheel set axis 88 is guided approximately centrally, on which the drive wheels 11, 12 are applied in a rotationally fixed manner.
  • the driving connection from the hollow shaft 86 to the axle 88 is made via the articulated coupling 13 (FIG. 9) in the same way as with the hollow shaft 9 described above.
  • the resilient parts are now positions 89, 82, 15 and the unsprung positions 88, 11, 12, 16.
  • the structure of the articulated coupling 13 and the elastic bearing 55 corresponds to that of FIGS. 2, 4 and 5. With the elastic bearing 55, the motor-gear unit 85 is supported on the axle 88. It would be useful, but not absolutely necessary, if the center of the bearing 55 were at least approximately in the longitudinal axis 62 of the vehicle, but this can only be achieved in a few cases.
  • two support members 90, 90 ' are provided which are articulated both on the motor 89 and / or on the transmission housing 87 and on the vehicle frame 81.
  • the motor 89 is arranged above the axle 88
  • control arms are used as support members, one of which is visible in FIG. 10 and designated 91.
  • Their articulation points are labeled 92 and 93.
  • the function of the control levers 91 is most effective if, as shown in FIG. 3, they are arranged at least approximately horizontally with respect to the rail vehicle.
  • the handlebars 91 are accommodated elastically in spherical bearings.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)

Claims (12)

1. Unité de traction pour véhicule ferroviaire, avec une unité moteur-transmission prenant appui sur les essieux des groupes de roues d'un bogie, unité constituée d'un moteur de traction placé entre ces essieux de groupes de roues et dont l'axe est orienté en direction longitudinale du véhicule, ainsi que d'une transmission à angle droit bridée sur chacune des faces frontales de ce moteur, chacune de ces transmissions à angle droit comportant, côté sortie, un arbre creux entourant en pratique concentriquement, l'essieu de groupe de roues correspondant, et qui est relié à cet essieu de groupe de roues par l'intermédiaire d'un accouplement élastique, par exemple un accouplement avec articulation à la cardan, unité de traction caractérisée en ce que chaque arbre creux (9), en dehors du fait qu'il est relié aux essieux de groupes de roues correspondants (2, 3) par l'intermédiaire de l'accouplement élastique (13, 14) permettant des décalages et des déviations angulaires par rapport à l'essieu, est respectivement relié à ces essieux de groupes de roues par l'intermédiaire d'un palier élastique (55, 56) transmettant le poids de l'unité moteur-transmission (25) à ces essieux de groupes de roues (2, 3) et qu'au moins un organe de support (57), agissant essentiellement en direction horizontale, est disposé entre l'unité de moteur-transmission (25) et le châssis (1) du bogie.
2. Unité de traction pour véhicule ferroviaire, avec une unité moteur-transmission prenant appui sur un essieu de groupe de roues et constituée d'un moteur de traction dont l'axe est parallèle à cet essieu de groupe de roues ainsi que d'une transmission à engrenages droits couplée avec l'arbre de sortie de ce moteur, et qui comporte, côté sortie, un arbre creux entourant en pratique concentriquement, l'essieu de groupe de roues auquel il est relié par un accouplement élastique, par exemple un accouplement articulé à la cardan, unité de traction caractérisée en ce que l'arbre creux (86), en dehors du fait qu'il est relié à l'essieu de groupe de roues (88) par l'intermédiaire d'un accouplement élastique (13) permettant des décalages et des déviations angulaires par rapport à l'essieu, est en outre relié à un palier élastique (55) transmettant à l'essieu de groupe de roues (88) le poids de l'unité moteur-transmission (85), tandis qu'au moins deux organes de support (90) sont disposés entre l'unité moteur-transmission (85) et le châssis (81) du véhicule.
3. Unité de traction selon la revendication 1, caractérisée en ce que le palier élastique (55, 56) est constitué d'au moins un anneau (50) en caoutchouc ou en un autre matériau élastique.
4. Unité de traction selon la revendication 3, caractérisée en ce que l'anneau (50), prévu à au moins un exemplaire, est divisé transversalement (joint 53).
5. Unité de traction selon la revendication 1 ou 2, caractérisée en ce que le palier élastique (55, 56) est constitué d'au moins un anneau, en caoutchouc ou en un autre matériau élastique, comportant au moins deux segments (54).
6. Unité de traction selon une des revendications 3 à 5, caractérisée en ce qu'au moins un anneau (50) est précontraint en direction radiale et/ou axiale lorsqu'il est monté.
7. Unité de traction selon au moins une des revendications 1 à 6, caractérisée en ce que le palier élastique (55, 56) est disposé sur le côté de l'arbre creux (86) opposé à l'accouplement élastique (13, 14).
8. Unité de traction selon au moins une des revendications 1 à 7, caractérisée en ce que le palier élastique (65, 68) est disposé à l'intérieur de l'arbre creux (9, 86).
9. Unité de traction selon au moins une des revendications 1 à 6, caractérisée en ce que le palier élastique (65, 68) est disposé à l'intérieur de l'arbre creux (9, 86) symétriquement par rapport à l'axe longitudinal (62) du véhicule.
10. Unité de traction selon au moins une des revendications 1 et 3 à 9, caractérisée en ce que l'organe de support est réalisé sous la forme d'un levier directeur (57) disposé en pratique horizontalement, et dont une extrémité est articulée sur le moteur (4) tandis que son autre extrémité est articulée sur le châssis (1) du bogie.
11. Unité de traction selon au moins une des revendications 1 et 3 à 10, caractérisée en ce que la ligne d'action (60) de l'organe de support (57) est en pratique orientée perpendiculairement à une ligne de jonction supposée (61) entre les deux paliers élastiques (55,56).
12. Unité de traction selon au moins une des revendications 2 à 9, dans laquelle le moteur (89) est disposé au-dessus de l'essieu de groupe de roues (88), unité de traction caractérisée en ce que les organes de support (90) sont réalisés sous la forme de leviers directeurs (91) disposés en pratique horizontalement et dont une extrémité est articulée sur l'unité moteur-transmission (85) tandis que leur autre extrémité est articulée sur le châssis (81) du véhicule.
EP84108983A 1983-10-17 1984-07-28 Unité de traction pour véhicule ferroviaire Expired EP0137931B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT84108983T ATE46878T1 (de) 1983-10-17 1984-07-28 Antriebsaggregat fuer schienenfahrzeuge.

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE19833337695 DE3337695A1 (de) 1983-10-17 1983-10-17 Doppelachsantrieb fuer schienenfahrzeuge
DE3337695 1983-10-17
DE19848412522 DE8412522U1 (de) 1984-04-21 1984-04-21 Antriebsaggregat fuer schienenfahrzeuge
DE8412522U 1984-04-21

Publications (3)

Publication Number Publication Date
EP0137931A2 EP0137931A2 (fr) 1985-04-24
EP0137931A3 EP0137931A3 (en) 1987-04-15
EP0137931B1 true EP0137931B1 (fr) 1989-10-04

Family

ID=25814922

Family Applications (1)

Application Number Title Priority Date Filing Date
EP84108983A Expired EP0137931B1 (fr) 1983-10-17 1984-07-28 Unité de traction pour véhicule ferroviaire

Country Status (5)

Country Link
US (1) US4697527A (fr)
EP (1) EP0137931B1 (fr)
AU (1) AU563397B2 (fr)
CA (1) CA1220088A (fr)
DE (1) DE3479992D1 (fr)

Families Citing this family (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3731546A1 (de) 1987-09-19 1989-04-06 Hurth Masch Zahnrad Carl Antriebsaggregat fuer schienenfahrzeuge
DE3733567C1 (de) * 1987-10-03 1989-04-27 Hurth Masch Zahnrad Carl Getriebegehaeuse mit einer Lagerung fuer eine mindestens ein Zahnrad tragende Welle
DE19504766C2 (de) * 1995-02-04 1997-10-23 Abb Daimler Benz Transp Teilabgefederter Antrieb, insbesondere für elektrische Triebfahrzeuge
ES2170619B1 (es) * 1999-11-18 2003-12-16 Talgo Patentes Disposicion de traccion diseminada aplicada a rodaduras ferroviarias monoeje equipadas con ruedas independientes.
DE10032707A1 (de) * 2000-07-07 2002-01-17 Voith Turbo Kg Antriebseinheit zum Antrieb mindestens einer Radantriebswelle, insbesondere einer Radsatzwelle
CN102463998B (zh) * 2010-11-05 2013-12-04 上海工程技术大学 一种混合轮对动力转向架
FR3014397B1 (fr) * 2013-12-10 2016-01-15 Alstom Transport Sa Bogie moteur et vehicule comprenant un tel bogie
EP3199418A1 (fr) * 2016-01-26 2017-08-02 Siemens Aktiengesellschaft Entrainement d'essieu double
DE102020210211A1 (de) * 2020-08-12 2022-02-17 Siemens Mobility GmbH Anordnung mit Hohlwellenmotor
CN115709742B (zh) * 2022-11-25 2023-12-26 中车青岛四方机车车辆股份有限公司 适用于内置式转向架的驱动装置及内置式转向架

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DE2853839A1 (de) * 1978-12-13 1980-06-19 Hurth Masch Zahnrad Carl Doppelachsantrieb fuer drehgestelle von schienenfahrzeugen
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DE3025278A1 (de) * 1980-07-01 1982-01-21 Siemens AG, 1000 Berlin und 8000 München Schienengebundenes elektrisches triebfahrzeug

Also Published As

Publication number Publication date
AU3199784A (en) 1985-04-26
DE3479992D1 (en) 1989-11-09
CA1220088A (fr) 1987-04-07
EP0137931A2 (fr) 1985-04-24
US4697527A (en) 1987-10-06
AU563397B2 (en) 1987-07-09
EP0137931A3 (en) 1987-04-15

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