EP0413337A1 - Véhicule ferroviaire avec moteur électrique à entraînement direct - Google Patents

Véhicule ferroviaire avec moteur électrique à entraînement direct Download PDF

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Publication number
EP0413337A1
EP0413337A1 EP90115713A EP90115713A EP0413337A1 EP 0413337 A1 EP0413337 A1 EP 0413337A1 EP 90115713 A EP90115713 A EP 90115713A EP 90115713 A EP90115713 A EP 90115713A EP 0413337 A1 EP0413337 A1 EP 0413337A1
Authority
EP
European Patent Office
Prior art keywords
rotor
wheel
drive according
electric motor
driven
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.)
Granted
Application number
EP90115713A
Other languages
German (de)
English (en)
Other versions
EP0413337B1 (fr
EP0413337B2 (fr
Inventor
Götz Dipl.-Phys. Heidelberg
Peter Dr. Ehrhart
Andreas Dr. Gründl
Johannes Dipl.-Ing. Pleger
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.)
L3 Magnet Motor GmbH
Original Assignee
Magnet Motor Gesellschaft fuer Magnetmotorische Technik GmbH
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
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Application filed by Magnet Motor Gesellschaft fuer Magnetmotorische Technik GmbH filed Critical Magnet Motor Gesellschaft fuer Magnetmotorische Technik GmbH
Publication of EP0413337A1 publication Critical patent/EP0413337A1/fr
Publication of EP0413337B1 publication Critical patent/EP0413337B1/fr
Application granted granted Critical
Publication of EP0413337B2 publication Critical patent/EP0413337B2/fr
Anticipated expiration legal-status Critical
Expired - Lifetime 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F3/00—Types of bogies
    • B61F3/02—Types of bogies with more than one axle
    • B61F3/04—Types of bogies with more than one axle with driven axles or wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F3/00—Types of bogies
    • B61F3/16—Types of bogies with a separate axle for each wheel

Definitions

  • Direct drive usually means, and in the present application, those drives in which the electric motor is spatially closely assigned to a wheel to be driven without the interposition of a transmission.
  • the torque transmission connection of the rotor of the electric motor to the wheel to be driven is made in the invention either to the wheel to be driven itself or to an axle shaft on which the wheel to be driven sits in a rotationally fixed manner.
  • Electromotive direct drives are sometimes also referred to as axis motors.
  • Equipping vehicles especially rail vehicles, with at least one axle motor, on the one hand, appears to be an attractive option because transmissions, right-angled deflections of the torque flow or the like can be saved so that one can hope to achieve cost advantages and space advantages.
  • axis motors provided the same torque, are larger and heavier due to the omission of a gear.
  • Asynchronous motors have been installed as axis motors for experimental purposes. These attempts do not lead to results that can be used from an economic point of view led because the achievable engine torque was too low or the engines were too large in terms of mass and volume.
  • the object of the invention is to provide a comparatively light and space-saving direct drive which, however, delivers a comparatively high torque, measured in terms of the installation volume required and the weight.
  • an electronically commutated electric motor with an external rotor and without a housing is provided.
  • the essentially cylindrical air gap surface is at an optimally large diameter.
  • the proposed motor is optimally used due to the construction with permanent magnets and due to the electronic commutation in terms of volume, mass and processable current. All this together leads to an optimally high, deliverable torque - measured in terms of volume and mass.
  • Electronically commutated electric motors are known per se, so that no further details need to be described in this regard. Electronically commutated electric motors are best compared to DC motors in terms of their design system.
  • a rotation position sensor often a Hall sensor, detects the current rotational position of the rotor and, based on signals from the rotation position sensor, electrical voltage is applied to the stator windings or stator coils with the correct time and sign.
  • the direct drive according to the invention is particularly preferred for high-speed rail vehicles because high wheel speeds occur at these, that is to say high drive powers are available for a given torque of the drive motor, and because the aspect of a large starting acceleration capacity is not in the foreground.
  • High-speed rail vehicles are considered to have a top speed in the range of 200 to 300 km / h, or even higher.
  • the rotor of the electric motor can be supported by means of the bearing of the wheel to be driven, that is to say it does not have its own rotor bearing.
  • a low rotor weight as can be achieved according to the invention in terms of the torque of the engine, is advantageous because in many cases the rotor of the engine belongs to the unsprung vehicle masses.
  • mount the rotor of the motor itself if it is considered to be more advantageous - in particular for reasons which will be described further below.
  • the rotor is preferably constructed with highly coercive permanent magnets or permanent magnets with a high energy product.
  • Permanent magnets of this type are known, in particular from rare earth cobalt material or iron neodymium material.
  • the rare earth material component can consist of one or more rare earth elements, in particular samarium.
  • Highly coercive permanent magnets or permanent magnets with a high energy product deliver a high permanent magnet excitation, allow a high motor EMF with a comparatively low inductance allow a special compact structure of the rotor, and allow the construction of the motor with a comparatively large, radial air gap width, which is favorable for reasons which will be discussed below.
  • Another preferred measure for increasing the compactness or the torque of the electric motor is to design the rotor from the point of view of the flux concentration, the magnetic flux density being greater at the pole faces of the rotor on the air gap than at the end faces of the permanent magnets.
  • the connecting device can be a type of flexible coupling.
  • the connecting device is preferably resilient and / or damping. The main advantage of the named connecting device is that the shock maxima of the wheel are kept away from the rotor. This applies even if the rotor is supported by means of the bearing of the wheel or the axle shaft of the wheel.
  • the rotor is supported by its own bearing, which enables primary wheel suspension without primary rotor suspension and stronger decoupling of the wheel joints from the rotor.
  • the entire electric motor that is to say the stator and rotor, is supported and / or damped on the vehicle, with the wheels, their axles or axle shafts and their electric motors being the unsprung vehicle masses, for example turn off.
  • the wheel to be driven is connected to the vehicle with the interposition of a primary suspension arranged as early as possible in the shock transmission chain.
  • the "earliest" or closest location of the primary suspension to the wheel is a primary suspension between the actual wheel and its stationary wheel axle or its co-rotating axle shaft.
  • the "two earliest” or second closest location of the primary suspension is between the stationary wheel axle or the co-rotating wheel axle shaft and the vehicle. It is pointed out that in both cases the rotor of the electric motor can either belong to the mass unsprung by the primary suspension (wheel or wheel axle or axle shaft) or to the mass sprung by the primary suspension in the shock transmission chain behind the primary suspension.
  • a brake disc can be rigidly assigned to the wheel to be driven on at least one axial side. On the axial side opposite the electric motor there is normally enough space for such a brake disc.
  • a brake disk rigidly assigned to the wheel can be provided between the electric motor and the wheel to be driven.
  • rigidly assign a brake disc to the rotor of the electric motor. This often offers spatial advantages.
  • the brake disc can also be assigned to the sprung mass which is arranged downstream of the primary suspension.
  • the electric motor provided according to the invention - measured by its torque - is so small that it can often be arranged on the outside of the wheel to be driven, in particular still within the vehicle limit prescribed for railway vehicles.
  • Fig. 1 shows a part of a rail vehicle 2, for example a railcar for passenger transportation, wherein a rail wheel 4 to be driven on one side of the vehicle, its axle motor 6, a part of the chassis 8 of the vehicle 2 supporting the wheel 4 and the motor 6, and a lower part of the vehicle body or the vehicle body 10 for receiving the payload or the persons to be transported.
  • the chassis 8 can, for example, be one of two bogies on which the vehicle body 10 rests. But it can also be a chassis 8, which is non-rotatably connected to the vehicle body 10.
  • a suspension (not shown) and possibly damping can be provided between the wheel 4 and the chassis 8 and / or between the chassis 8 and the vehicle body 10.
  • the wheel 4 is rigidly attached to an axle shaft 12.
  • a brake disc 14 is rigidly fixed axially to the left and right of the wheel on the axle shaft 12.
  • the axle shaft 12 is rotatably mounted in the chassis 8 by means of roller bearings 16.
  • the axle shaft 12 is extended and provided with a flange-like end region 18 of larger diameter.
  • a resilient, damping connecting ring 22 for example made of suitable rubber or plastic.
  • the connecting ring 22 sits on the axial side of the end region 18 facing the wheel, and the end wall of the rotor 20 projects there radially inward to the connecting ring 22.
  • the axle motor 6 is located in FIG. 1 to the right of the wheel, that is to say on the outside of the vehicle from the wheel 4.
  • the chassis 8 in FIG. 1 has an extension 24 projecting downward to the right of the rotor 20.
  • a circular fastening flange 26 is fastened to the inside of this extension 24.
  • the fastening flange 26 carries an inwardly projecting, strong, tubular support 28.
  • Stator poles 30 made of ferromagnetic material with windings 32 are attached in an annular distribution to the outer circumference of the support 28.
  • the rotor 20 has permanent magnets distributed in a ring, which are not shown in FIG. 1 for the sake of clarity.
  • the pole pitch of the permanent magnets is matched to the pole pitch of the stator poles 30, so that the stator constructed with the stator poles 30 and the permanent magnets attached to the rotor 20 are formed by an electric motor with permanent magnetic excitation.
  • the permanent magnets are arranged with alternating polarity along the rotor circumference.
  • a support column 34 can be seen above the wheel 4.
  • the actuators of the motor 6 are controlled by means of a rotational position sensor (not shown) of the motor 6 in such a way that they supply electrical current to the individual windings 32 of the stator poles 30 in the correct time and with the correct sign.
  • a channel 38 leads from the installation space 36 to the extension 24 and through the extension 24 into the interior of the support 28, in which the power cables and cooling lines run.
  • Line 39 indicates the outer contour of the vehicle, which is 2950 mm wide for the German Federal Railroad, for example.
  • Line 40 indicates the narrowest permissible guideway limitation, i.e. the limit up to which outer guideway parts, such as tunnel walls, masts and the like, may be arranged as close as possible to the rails of the guideway.
  • the axle motor 6 is located within the vehicle contour 39 and within the boundary 40.
  • the so-called Lemniscate handlebar for setting the drive is indicated at 42.
  • the drawing must be supplemented to the left in a mirror-image manner, supplemented by a central vehicle part and supplemented by an upper vehicle area, so that the entire vehicle 2 can be seen in cross section.
  • a cooling air outlet is indicated at 44.
  • the vehicle body 10 extends as a low-floor vehicle lower than the upper area of the circumference of the wheel 4 corresponds.
  • the corresponding wheel 4 on the other side of the vehicle is also provided with an axle motor 6.
  • the rotor 20 could also be connected directly to the wheel 4 or the right brake disk 14, for example by bolts.
  • the wheel 4 could be rotatably mounted on the axle 12.
  • the right support of the axle 12 would then have to take place, for example, on the extension 24 of the chassis 8.
  • the resilient and damping connecting ring 22 leads to impacts, in particular impact maxima, being passed on to the rotor 20 in a reduced manner.
  • FIG. 3 shows a variant in which the rotor 20 is mounted in the support 28.
  • a resilient and damping connecting ring 22 is in turn arranged between the rotor 20 and the end region 18 of the axle shaft 12.
  • impacts of the wheel 4 come to the rotor 20 in a significantly reduced manner.
  • the rotor 20 has its own bearing 17, for example according to FIG. 3, it can be connected directly to the wheel 4 or the right brake disk 14, for example in a manner not shown, by means of suitable connecting elements which allow small relative movements and, if desired, have a resilient and / or damping effect be connected.
  • the rotor 20 can be rotatably mounted on the right on the extension 24.
  • the end wall 48 of the rotor 20 can be enlarged radially in a manner not shown in order to form a braking area there.
  • the permanent magnets 50 shown have end faces 52 on which the magnetic flux passes into the subsequent ferromagnetic material 54 and which - roughly speaking - point in the circumferential direction of the rotor 20.
  • Each pole face 56 has a smaller magnetic flux exit area than the sum of the magnetic flux transition areas 52 of the two subsequent permanent magnets 50, measured in each case in a radial plane, so that there is a flux concentration effect.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
  • Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)
  • Power Steering Mechanism (AREA)
  • Automatic Cycles, And Cycles In General (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
EP90115713A 1989-08-18 1990-08-16 Véhicule ferroviaire avec moteur électrique à entraínement direct Expired - Lifetime EP0413337B2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3927311 1989-08-18
DE3927311A DE3927311A1 (de) 1989-08-18 1989-08-18 Elektromotorischer schienenfahrzeug-direktantrieb

Publications (3)

Publication Number Publication Date
EP0413337A1 true EP0413337A1 (fr) 1991-02-20
EP0413337B1 EP0413337B1 (fr) 1994-06-08
EP0413337B2 EP0413337B2 (fr) 2000-02-09

Family

ID=6387376

Family Applications (1)

Application Number Title Priority Date Filing Date
EP90115713A Expired - Lifetime EP0413337B2 (fr) 1989-08-18 1990-08-16 Véhicule ferroviaire avec moteur électrique à entraínement direct

Country Status (3)

Country Link
EP (1) EP0413337B2 (fr)
AT (1) ATE106807T1 (fr)
DE (2) DE3927311A1 (fr)

Cited By (19)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5119736A (en) * 1990-03-13 1992-06-09 Fi. Re. Ma. System S.P.A. Motor-driven bogie with independent wheels for platform cars
EP0567445A1 (fr) * 1992-04-22 1993-10-27 SGP Verkehrstechnik Gesellschaft m.b.H. Train de roulement pour véhicules ferroviaires, notamment pour véhicules ferroviaires à plate-forme surbaissée
DE4223633A1 (de) * 1992-07-17 1994-01-20 Siemens Ag Antriebsmotor
EP0582563A1 (fr) * 1992-08-05 1994-02-09 ABB VERKEHRSTECHNIK Gesellschaft m.b.h. Propulsion directe pour une voue de véhicule de chemin de fer
DE4303069C1 (de) * 1993-02-03 1994-03-17 Siemens Ag Elektromotorischer Direktantrieb
EP0592901A1 (fr) * 1992-10-15 1994-04-20 Siemens Aktiengesellschaft Dispositif d'entraînement
EP0749877A1 (fr) * 1995-06-23 1996-12-27 Voith Turbo GmbH Machine à flux transversal pour l'emploi dans un entraînement direct de véhicule, en particulier l'entraînement d'un chemin de fer
EP0858149A1 (fr) * 1997-02-06 1998-08-12 Voith Turbo GmbH & Co. KG Utilisation d'une machine à flux transversal pour l'entraínement d'une roue d'un véhicule, et entraínement d'une roue d'un véhicule
EP0865978A1 (fr) 1997-03-19 1998-09-23 ABB Daimler Benz Transportation Austria GmbH Entraínement à moteur électrique au moyeu de roue pour une roue d'un véhicule
EP0870661A1 (fr) * 1997-04-10 1998-10-14 Deutsche Waggonbau AG Configuration d'entraínement dans bogies moteurs pour véhicles a plancher bas, notamment pour tramway destiné au transport urbain
EP0883229A1 (fr) * 1997-06-06 1998-12-09 ABB Daimler-Benz Transportation (Technology) GmbH Système d'entraínement alimenté par convertisseur
DE10047911A1 (de) * 2000-09-27 2002-04-18 Siemens Ag Antrieb eines Radsatzes
EP1239570A1 (fr) * 2001-02-28 2002-09-11 Hitachi, Ltd. Système de transport et machine dynamo-électrique
AT409842B (de) * 1996-01-08 2002-11-25 Siemens Ag Einzelradantrieb für ein elektrisch angetriebenes fahrzeug
EP1884433A1 (fr) * 2006-08-03 2008-02-06 ANSALDOBREDA S.p.A. Bogie motorisé à roues indépendantes pour un tramway à plancher surbaissé
EP1997707A3 (fr) * 2007-05-29 2009-09-23 Skoda Transportation s.r.c. Entraînement de roue du véhicule, en particulier du véhicule sur rails
DE102013014781A1 (de) 2013-09-09 2015-03-12 PINTSCH TIEFENBACH GmbH Schienengebundener Förderwagen
CN106476839A (zh) * 2015-08-28 2017-03-08 斯柯达运输合股公司 用于低地板轨道车辆的旋转转向架的驱动装置
EP4159574A1 (fr) 2021-09-30 2023-04-05 Siemens Mobility Austria GmbH Bogie pour véhicule ferroviaire et véhicule ferroviaire

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4302042C2 (de) * 1993-01-26 2000-06-08 Hs Tech & Design Elektromotor
DE29601339U1 (de) * 1996-01-26 1996-04-11 Böttcher, Manfred, 22397 Hamburg Laufradblock
DE19653251A1 (de) * 1996-12-20 1998-06-25 Juergen Dr Wolf Luftgummireifen-gefedertes Schienenrad
JP4311139B2 (ja) * 2003-09-12 2009-08-12 トヨタ自動車株式会社 車輪構造
DE102009051773B4 (de) * 2009-11-04 2015-09-03 Michael Reutter Neugestaltung einer Eisenbahnachse ohne Antrieb
HUP1100344A2 (en) 2011-06-28 2012-12-28 Gyula Istvan Gyoeker Wheel body motor for railway
DE102013000852B4 (de) * 2013-01-21 2023-02-23 Sew-Eurodrive Gmbh & Co Kg Schienentransportsystem und Verfahren zum Betreiben eines Schienentransportsystems
CN105083297A (zh) * 2015-09-14 2015-11-25 南车资阳机车有限公司 采用直接驱动电机的超窄轨铁路机车车辆轮对

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2068109A5 (fr) * 1969-11-28 1971-08-20 Guimbal Jean
DE3345260A1 (de) * 1983-12-14 1985-06-27 Magnet-Motor GmbH, 8130 Starnberg Schienenfahrzeug mit elektroantrieb
DE3817537A1 (de) * 1988-05-24 1988-12-22 Josef Klaus Antrieb fuer ein fahrzeug

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DE319658C (de) * 1920-03-27 Reinhold Preuss In einem Fahrzeugrade eingebauter Elektromotor
DE130694C (fr) *
DE213482C (fr) *
DE189934C (fr) * 1906-10-25
GB1135764A (en) * 1965-02-25 1968-12-04 Westinghouse Brake & Signal A dynamo electric machine for drive and/or braking purposes
GB1231782A (fr) * 1967-05-08 1971-05-12
US3479967A (en) * 1967-08-25 1969-11-25 George Crompton Electric locomotive
DE2316932A1 (de) * 1973-04-04 1974-10-17 Hurth Masch Zahnrad Carl Einrichtung fuer ein antriebsrad von kraftfahrzeugen
DE2357451C2 (de) * 1973-11-17 1981-09-24 Carl Hurth Maschinen- und Zahnradfabrik GmbH & Co, 8000 München Radnabenantrieb mit Bremse
BE809690A (fr) * 1974-01-14 1974-07-15 Acec Bogie a roues elastiques a grande vitesse.
ZA754983B (en) * 1974-08-12 1976-07-28 British Railways Board Improvements relating to vehicle drive arrangenents using electric motors
DE3245033C2 (de) * 1981-12-05 2003-05-28 Papst Licensing Gmbh & Co Kg Kollektorloser Gleichstrommotor

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2068109A5 (fr) * 1969-11-28 1971-08-20 Guimbal Jean
DE3345260A1 (de) * 1983-12-14 1985-06-27 Magnet-Motor GmbH, 8130 Starnberg Schienenfahrzeug mit elektroantrieb
DE3817537A1 (de) * 1988-05-24 1988-12-22 Josef Klaus Antrieb fuer ein fahrzeug

Cited By (28)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5119736A (en) * 1990-03-13 1992-06-09 Fi. Re. Ma. System S.P.A. Motor-driven bogie with independent wheels for platform cars
US5509492A (en) * 1992-01-15 1996-04-23 Siemens Aktiengesellschaft Drive including an external rotor motor for a vehicle wheel
EP0567445A1 (fr) * 1992-04-22 1993-10-27 SGP Verkehrstechnik Gesellschaft m.b.H. Train de roulement pour véhicules ferroviaires, notamment pour véhicules ferroviaires à plate-forme surbaissée
DE4223633A1 (de) * 1992-07-17 1994-01-20 Siemens Ag Antriebsmotor
EP0579084B1 (fr) * 1992-07-17 1996-10-30 Siemens Aktiengesellschaft Moteur de propulsion
AT401761B (de) * 1992-08-05 1996-11-25 Abb Daimler Benz Transp Getriebeloser radnabenmotor für ein rad eines schienenfahrzeuges
EP0582563A1 (fr) * 1992-08-05 1994-02-09 ABB VERKEHRSTECHNIK Gesellschaft m.b.h. Propulsion directe pour une voue de véhicule de chemin de fer
EP0592901A1 (fr) * 1992-10-15 1994-04-20 Siemens Aktiengesellschaft Dispositif d'entraînement
EP0609705A1 (fr) * 1993-02-03 1994-08-10 Siemens Aktiengesellschaft Entraînement direct par moteur électrique
DE4303069C1 (de) * 1993-02-03 1994-03-17 Siemens Ag Elektromotorischer Direktantrieb
EP0749877A1 (fr) * 1995-06-23 1996-12-27 Voith Turbo GmbH Machine à flux transversal pour l'emploi dans un entraînement direct de véhicule, en particulier l'entraînement d'un chemin de fer
AT409842B (de) * 1996-01-08 2002-11-25 Siemens Ag Einzelradantrieb für ein elektrisch angetriebenes fahrzeug
EP0858149A1 (fr) * 1997-02-06 1998-08-12 Voith Turbo GmbH & Co. KG Utilisation d'une machine à flux transversal pour l'entraínement d'une roue d'un véhicule, et entraínement d'une roue d'un véhicule
EP0865978A1 (fr) 1997-03-19 1998-09-23 ABB Daimler Benz Transportation Austria GmbH Entraínement à moteur électrique au moyeu de roue pour une roue d'un véhicule
EP0870661A1 (fr) * 1997-04-10 1998-10-14 Deutsche Waggonbau AG Configuration d'entraínement dans bogies moteurs pour véhicles a plancher bas, notamment pour tramway destiné au transport urbain
EP0883229A1 (fr) * 1997-06-06 1998-12-09 ABB Daimler-Benz Transportation (Technology) GmbH Système d'entraínement alimenté par convertisseur
DE10047911A1 (de) * 2000-09-27 2002-04-18 Siemens Ag Antrieb eines Radsatzes
US6868793B2 (en) 2000-09-27 2005-03-22 Siemens Aktiengesellschaft Direct drive for a wheel set
EP1239570A1 (fr) * 2001-02-28 2002-09-11 Hitachi, Ltd. Système de transport et machine dynamo-électrique
US6975055B2 (en) 2001-02-28 2005-12-13 Hitachi, Ltd. Dynamo-electric machine having a rotor with first and second axially or rotationally displaceable field magnets
EP1884433A1 (fr) * 2006-08-03 2008-02-06 ANSALDOBREDA S.p.A. Bogie motorisé à roues indépendantes pour un tramway à plancher surbaissé
WO2008015282A1 (fr) * 2006-08-03 2008-02-07 Ansaldobreda S.P.A. Bogie à essieux moteurs à entraînement direct muni de roues indépendantes pour véhicule de tramway à plancher surbaissé
EP1997707A3 (fr) * 2007-05-29 2009-09-23 Skoda Transportation s.r.c. Entraînement de roue du véhicule, en particulier du véhicule sur rails
DE102013014781A1 (de) 2013-09-09 2015-03-12 PINTSCH TIEFENBACH GmbH Schienengebundener Förderwagen
EP2848492A1 (fr) 2013-09-09 2015-03-18 Pintsch Tiefenbach GmbH Chariot roulant sur rails
CN106476839A (zh) * 2015-08-28 2017-03-08 斯柯达运输合股公司 用于低地板轨道车辆的旋转转向架的驱动装置
CZ306771B6 (cs) * 2015-08-28 2017-06-28 Ĺ KODA TRANSPORTATION a.s. Pohon otočného podvozku, zejména pro nízkopodlažní kolejové vozidlo
EP4159574A1 (fr) 2021-09-30 2023-04-05 Siemens Mobility Austria GmbH Bogie pour véhicule ferroviaire et véhicule ferroviaire

Also Published As

Publication number Publication date
EP0413337B1 (fr) 1994-06-08
EP0413337B2 (fr) 2000-02-09
DE3927311A1 (de) 1991-02-21
DE59006009D1 (de) 1994-07-14
ATE106807T1 (de) 1994-06-15

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