EP1116634B1 - Triebdrehgestell für ein Schienenfahrzeug und Schienenfahrzeug mit solch einem Drehgestell - Google Patents

Triebdrehgestell für ein Schienenfahrzeug und Schienenfahrzeug mit solch einem Drehgestell Download PDF

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Publication number
EP1116634B1
EP1116634B1 EP00403436A EP00403436A EP1116634B1 EP 1116634 B1 EP1116634 B1 EP 1116634B1 EP 00403436 A EP00403436 A EP 00403436A EP 00403436 A EP00403436 A EP 00403436A EP 1116634 B1 EP1116634 B1 EP 1116634B1
Authority
EP
European Patent Office
Prior art keywords
motor
reduction gearbox
bogie
vehicle
drive
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 - Lifetime
Application number
EP00403436A
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English (en)
French (fr)
Other versions
EP1116634A1 (de
Inventor
Gilbert Boivin
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.)
Alstom SA
Original Assignee
Alstom SA
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
Application filed by Alstom SA filed Critical Alstom SA
Publication of EP1116634A1 publication Critical patent/EP1116634A1/de
Application granted granted Critical
Publication of EP1116634B1 publication Critical patent/EP1116634B1/de
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
    • 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

Definitions

  • the present invention relates to a motor bogie for a rail vehicle, as well as a rail vehicle provided with at least one such bogie.
  • a motor bogie comprises axles bearing on the rails of the track and supporting a chassis, with the interposition of a so-called primary suspension.
  • the body of the railway vehicle rests on the chassis of this bogie, with the interposition of a so-called secondary suspension.
  • Each motor bogie is provided with drive means for each axle, which comprise at least one motor and at least one reduction gear provided with a drive wheel for the corresponding axle.
  • Means for supporting the motors and reducers are also provided by the rail vehicle.
  • the vehicle body, the bogie chassis and the axles are free to move relative to each other.
  • the reduction gear drive wheel must be integral with the axle, the more the motor and the reduction gear are suspended from elevated members, the more complex is the transmission between the suspended motor and this drive wheel fixed to the axle. .
  • a first solution consists in suspending a motor-reducer assembly from the vehicle body and in installing an additional reducer on the axle, these two reducers being linked by means of a constant velocity joint as described in the patent FR 2,374,194.
  • this solution has drawbacks, in that it is necessary to use two separate reducers.
  • the use of a particularly expensive constant velocity joint causes significant costs.
  • the invention proposes to produce a motor bogie for a rail vehicle, in which the masses of the motors and of the reduction gears are supported, to a large extent, by the body of the vehicle, by means of a limited number of mechanical elements having a simple structure and low costs.
  • a motor bogie for a rail vehicle intended to support a body of said vehicle, said motor bogie comprising axles resting on rails, a chassis resting on said axles and drive means for each axle comprising a motor, a reduction gear and transmission means between the motor and the reduction gear, means allowing the support of the driving means by the vehicle being provided, characterized in that said means for supporting the driving means comprise means of suspension of the reducer, or of the motor, from the vehicle body, articulated to the reducer, or to the motor, as well as to the body, means of articulation of the motor to the bogie chassis around a substantially horizontal axis, as well as means for connecting the motor to the reduction gear, articulated both to the motor and to the reduction gear.
  • the invention also relates to a rail vehicle comprising at least one motor bogie and a body resting on the or each motor bogie, characterized in that the or each motor bogie is as defined above.
  • Figure 1 shows, schematically, a railway vehicle designated as a whole by the reference 2.
  • the latter is provided with several bogies, only one of which 4 is illustrated in this figure.
  • This bogie has two axles 6, bearing on rails 8 and supporting a chassis 10, with the interposition of a primary suspension designated by the references 12.
  • the rail vehicle is also provided with a body 14, partially shown, resting on the chassis 10 of bogie 4, with interposition of a secondary suspension 16.
  • Each axle 6 is equipped with a corresponding drive assembly. Only the drive assembly of the axle on the left, in FIG. 1, will be described in the following, it being understood that the two drive assemblies are symmetrical with respect to a median transverse axis of the bogie.
  • Each drive assembly comprises a reduction gear, designated as a whole by the reference 18, which is equipped with three toothed wheels 20, 22, 24 illustrated in FIGS. 3 and 4.
  • the wheel 20, integral with the axle, is a wheel drive of the latter, while the wheel 24 is a driving wheel driven by a motor, as will be explained below, the wheel 22 being an intermediate wheel.
  • wheels 20, 22, 24, which are arranged one behind the other in the direction of advance F of the rail vehicle, are housed in a casing 26 which is formed of two half-elements, in a conventional manner.
  • the casing 26 pivots on the axis of the axle 6, the drive wheel 20 is integral with the axle while the other two wheels 22 and 24 are carried by the casing.
  • the three axes of the wheels 20, 22, 24 are arranged in a slightly inclined plane relative to the horizontal, but can be arranged differently depending on the arrangement of the bogie.
  • the casing 26 is provided with a projection 28 extending transversely, disposed towards the rear end of this casing 26 opposite the axle 6.
  • a connecting rod 30 extending substantially vertically, is mounted on the one hand on a the projection 28 of the housing 26 and on the other hand in a yoke 32 which is provided with a cross member 34 of the body 14 ( Figure 4). This connecting rod is shown only partially in FIG. 2.
  • Each drive assembly also includes a motor, designated as a whole by the reference 36.
  • the latter which is powered by electrical means not shown, is received in a housing 38 substantially parallelepiped.
  • This motor which is offset transversely relative to the reduction gear 18, is located opposite the end of this reduction gear opposite the axle 6. For the sake of clarity, the motor is not shown in FIG. 2 and has has been shown in phantom in Figure 3.
  • the housing 38 is articulated, around a horizontal axis, to a crosspiece 40 of the chassis 10 of the bogie 4.
  • the housing 38 is integral with two arms 42, 44 articulated with yokes 46 which is provided with the crosspiece 40
  • the first arm 42 extends longitudinally while the other arm 44 extends obliquely, it being understood that the arms 42, 44 may be parallel.
  • the rotational movement of the motor is transmitted to the wheel drive 24 by means of a coupling 48 with domed teeth, of the conventional type.
  • the casing 26 is provided, at its end opposite to the axle 6, with a flange 50 projecting both upwards and in the direction of the motor.
  • the latter is provided, at its lower part, with a nose 52, which projects in the direction of the reduction gear and is located directly above the flange 50.
  • the flange 50 and the nose 52 are arranged on either side of the drive wheel 24.
  • a connecting rod 54 is mounted at a ball joint, by its two ends, respectively on the flange 50 and on the nose 52. It has, viewed from the side, a C shape and extends in the vicinity of the coupling 48, opposite the latter with respect to the axle 6. This link allows the articulation of the motor to the reduction gear.
  • the flange 50 and the nose 52 are arranged so as to be aligned with the axis of the drive wheel 24, a slight deviation in alignment being however acceptable.
  • the chassis 10 of the bogie 4 is provided, opposite the axle 6 relative to the motor 36, that is to say at its front end, with a tubular cross member 56 fitted a wheelhouse not shown of disc brakes. This wheelhouse is able to cooperate with discs 58 integral with the axle 6, visible in FIG. 4.
  • the center of gravity g of the reduction gear and the center of gravity g 'of the motor 36 are arranged, seen from the side, on either side of the projection 28, which constitutes the point d 'articulation of the reducer 18 to the connecting rod 30, and therefore to the body 14. Furthermore, the moment exerted by the reducer on this projection 28 is substantially equal to the moment exerted by the motor 36 on this same projection.
  • the product of the mass m of the reducer by the distance d separating the center of gravity g and the projection 28 seen from the side is substantially equal to the product of the mass M of the motor by the distance of separating, side view, the projection 28 and the point of articulation of the motor to the reduction gear, namely the flange 50.
  • the centers of gravity g , g ' are arranged, seen from above, on both sides of the projection 28, so that the latter is disposed approximately at the barycenter of the system formed by the motor and the reduction gear.
  • the relative transverse and curved displacements of the body with respect to the axle are compensated by means of the suspension rod 30, which is pivotally mounted at its two ends.
  • the relative displacements of the axle relative to the chassis of the bogie are compensated on the one hand by means of the arms 42, 44, which have a slight transverse clearance, and on the other hand thanks to the connecting rod 54, which is mounted swiveling at both ends.
  • the reduction gear 18 is linked in translation to the axle 6 which receives it.
  • FIG. 5 represents a variant of the invention, in which the casing 26 has a joint plane P extending obliquely, so as to define two casing elements 26 ', 26' '.
  • the first element 26 ' extends only in the vicinity of the axle 6 and the wheel 20, while the second element 26' ', suspended by the connecting rod 30, covers the wheels 22 and 24. In this way, it is possible to remove the first element 26 ', so as to disassemble the axle and its wheel 20, without interacting with the wheels 22 and 24, which remain suspended by the connecting rod 30.
  • the reduction gear 18 is suspended from the vehicle body, the motor being articulated on the one hand to the chassis of the bogie and on the other hand to the reduction gear. It is also conceivable to suspend the engine from the body, by means of a rod similar to that shown. In this case, the motor is also articulated to the bogie chassis and the reduction gear is only suspended from the motor, without being suspended directly from the body.
  • the invention makes it possible to achieve the objectives mentioned above. It allows in fact to suspend vertically from the body a large part of the masses of the motor and the reduction gear.
  • the reduction gear and the motor are linked respectively to the axle and the chassis of the bogie, they exert only weak constraints on these elements.
  • the invention involves a very small number of mechanical elements, since a single connecting rod allows the reduction of the reduction gear to the body, while another single connecting rod ensures the mutual articulation of the motor and the reduction gear.
  • These mechanical elements are robust, simple in design and reduced in cost.
  • the arrangement according to the invention generates few transverse movements between the reduction gear and the motor. This guarantees an optimal functioning of the coupling allowing the transmission between this motor and this reducer and makes it possible to reduce the mass of the latter. Since the reduction gear is offset longitudinally with respect to the axle, it is possible to place brake discs on this axle, within the space thus freed.

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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)
  • Vehicle Body Suspensions (AREA)
  • Gear Transmission (AREA)
  • Arrangement Of Transmissions (AREA)

Claims (11)

  1. Triebdrehgestell (4) für ein Schienenfahrzeug (2)1, das einen Wagenkasten (14) des Schienenfahrzeuges aufnimmt, wobei das Triebdrehgestell Achsen (6) besitzt, welche auf den Schienen (8) ruhen, ein Eisenbahnwagenuntergestell (10) besitzt, das auf den genannten Achsen (6) ruht, sowie Antriebselemente (18, 36, 48) für jede Achse (6) mit einem Motor (36), einem Untersetzungsgetriebe (18) und Übertragungselementen (48) zwischen dem Motor (36) und dem Untersetzungsgetriebe (18) besitzt, wobei die Elemente (30, 42, 44, 54) die Auflage von Antriebselementen (18, 36, 48) durch das vorgesehene Fahrzeug erlauben, dadurch gekennzeichnet, dass die Tragelemente der Antriebselemente Aufhängungselemente (30) des Untersetzungsgetriebes (18) oder des Motors an dem Wagenkasten (14) des Schienenfahrzeuges besitzen, welche entweder an das Untersetzungsgetriebe oder an den Motor sowie an den Wagenkasten angelenkt sind, Gelenkelemente (42, 44) des Motors (36) an dem Untergestell (10) des Drehgestelles um eine im wesentlichen horizontale Achse herum besitzen, sowie Verbindungselemente (54) des Motors (36) mit dem Untersetzungsgetriebe (18) besitzen, die sowohl an den Motor als auch an das Untersetzungsgetriebe angelenkt sind, und in der Seitenansicht der Anlenkungspunkt (28) des Untersetzungsgetriebes (18) oder des Motors an den Aufhängungselementen (30) zwischen dem Schwerpunkt (g) des Untersetzungsgetriebes und dem Schwerpunkt (g') des Motors (36) angeordnet ist.
  2. Triebdrehgestell nach Anspruch 1, dadurch gekennzeichnet, dass
    das Kräftemoment (m . d), das von dem Untersetzungsgetriebe (18) auf den Anlenkungspunkt (28) ausgeübt wird, im wesentlichen gleich dem Kräftemoment (M . d') entspricht, das von dem Motor (36) auf diesen Anlenkungspunkt (28) ausgeübt wird.
  3. Triebdrehgestell nach einem der vorhergehenden Ansprüche 1 bis 2, dadurch gekennzeichnet, dass das Untersetzungsgetriebe (18) und der Motor (36) in der Draufsicht quer zueinander verschoben sind, wobei der Anlenkungspunkt (28) zwischen dem Schwerpunkt (g) des Untersetzungsgetriebes (18) und dem Schwerpunkt (g') des Motors (36) angeordnet ist.
  4. Triebdrehgestell nach einem der Ansprüche 1 bis 3, dadurch gekennzeichnet, dass die Aufhängungselemente (30) des Untersetzungsgetriebes (18) oder des Motors an dem Wagenkasten des Schienenfahrzeuges an dem Untersetzungsgetriebe oder an dem Motor sowie an dem Wagenkasten angelenkt sind, und zwar mindestens um eine Horizontalachse herum.
  5. Triebdrehgestell nach Anspruch 4, dadurch gekennzeichnet, dass
    die Aufhängungselemente aus einer im wesentlichen geraden Treibstange (30) bestehen, welche sich im wesentlichen vertikal zwischen dem Untersetzungsgetriebe (18) und dem Wagenkasten (14) des Schienenfahrzeuges erstreckt.
  6. Triebdrehgestell nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass die Gelenkelemente zwischen Motor (36) und Untergestell (10) zwei Arme (42, 44) aufweisen, welche mit der Lagerung (38) des Motors (36) verbunden sind, wobei diese Arme (42, 44) an dem Untergestell um die Horizontalachse herum angelenkt sind.
  7. Triebdrehgestell nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass die Verbindungselemente (54) zwischen dem Motor (36) und dem Untersetzungsgetriebe (18) mindestens um eine Horizontalachse herum an den Motor und an das Untersetzungsgetriebe angelenkt sind.
  8. Triebdrehgestell nach Anspruch 7, dadurch gekennzeichnet, dass die Verbindungselemente zwischen Motor (36) und Untersetzungsgetriebe (18) eine Stange (54) aufweisen, welche in der Seitenansicht C-förmig ist, wobei die beiden Enden dieser Stange (54), welche am Motor bzw. an dem Untersetzungsgetriebe angelenkt ist, im wesentlichen untereinander angeordnet sind.
  9. Triebdrehgestell nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass die Übertragungselemente zwischen dem Motor und dem Untersetzungsgetriebe eine Verbindung mit gewölbter Verzahnung (48) aufweisen.
  10. Triebdrehgestell nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass das Untersetzungsgetriebe (18) ein Treibrad (24), das von dem Motor angetrieben wird, ein Antriebsrad (20), das mit der Achse (6) verbunden ist, und ein Zwischenrad (22) besitzt.
  11. Schienenfahrzeug (2) mit mindestens einem Triebdrehgestell (4) und einem Wagenkasten (14), der auf dem oder jedem Triebdrehgestell ruht, dadurch gekennzeichnet, dass das Triebdrehgestell oder jedes Triebdrehgestell (4) einem der vorhergehenden Ansprüche entspricht.
EP00403436A 2000-01-12 2000-12-07 Triebdrehgestell für ein Schienenfahrzeug und Schienenfahrzeug mit solch einem Drehgestell Expired - Lifetime EP1116634B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR0000352 2000-01-12
FR0000352A FR2803572B1 (fr) 2000-01-12 2000-01-12 Bogie moteur pour vehicule ferroviaire et vehicule ferroviaire pourvu d'un tel bogie

Publications (2)

Publication Number Publication Date
EP1116634A1 EP1116634A1 (de) 2001-07-18
EP1116634B1 true EP1116634B1 (de) 2004-12-29

Family

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Application Number Title Priority Date Filing Date
EP00403436A Expired - Lifetime EP1116634B1 (de) 2000-01-12 2000-12-07 Triebdrehgestell für ein Schienenfahrzeug und Schienenfahrzeug mit solch einem Drehgestell

Country Status (7)

Country Link
US (1) US6443071B2 (de)
EP (1) EP1116634B1 (de)
JP (1) JP2001239935A (de)
CA (1) CA2330460C (de)
DE (1) DE60017067T2 (de)
ES (1) ES2232399T3 (de)
FR (1) FR2803572B1 (de)

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Publication number Priority date Publication date Assignee Title
US20060005739A1 (en) * 2001-03-27 2006-01-12 Kumar Ajith K Railroad system comprising railroad vehicle with energy regeneration
JP2004261584A (ja) * 2003-02-14 2004-09-24 Tomy Co Ltd 自動車玩具
JP2008273389A (ja) * 2007-04-27 2008-11-13 Mitsubishi Electric Corp 車両用駆動装置
DE102007031891A1 (de) * 2007-07-09 2009-01-22 Voith Patent Gmbh Drehgestell für ein Schienenfahrzeug, das einen Antrieb aufweist
AT505902B1 (de) * 2007-10-31 2009-05-15 Siemens Transportation Systems Drehgestell für eine lokomotive mit achsreitend angeordneten getrieben
DE102008008027A1 (de) * 2008-02-04 2009-08-06 Siemens Aktiengesellschaft Antriebsvorrichtung für ein Schienenfahrzeug
US8534200B2 (en) 2011-07-20 2013-09-17 General Electric Company Suspension apparatus and method
CN202345701U (zh) * 2011-12-13 2012-07-25 唐山轨道客车有限责任公司 动车组动力转向架
CN107697090B (zh) * 2017-09-26 2018-11-06 中车株洲电力机车有限公司 一种转向架
RU186173U1 (ru) * 2018-04-17 2019-01-11 ФЕДЕРАЛЬНОЕ ГОСУДАРСТВЕННОЕ БЮДЖЕТНОЕ ОБРАЗОВАТЕЛЬНОЕ УЧРЕЖДЕНИЕ ВЫСШЕГО ОБРАЗОВАНИЯ "Брянский государственный технический университет" Узел подвешивания тягового электродвигателя
DE102019211172B4 (de) * 2019-07-26 2021-02-25 Siemens Mobility GmbH Einzelachsantrieb und Schienenfahrzeug

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Publication number Priority date Publication date Assignee Title
DE2650035C2 (de) * 1976-10-30 1986-07-03 M.A.N. Maschinenfabrik Augsburg-Nürnberg AG, 8500 Nürnberg Drehgestellanordnung für schnellauffähige elektrische Schienen-Trieb-Fahrzeuge
DE2657575C3 (de) * 1976-12-18 1982-03-25 Carl Hurth Maschinen- und Zahnradfabrik GmbH & Co, 8000 München Parallelwellenantrieb
GB2024124B (en) * 1978-05-26 1982-11-10 Bbc Brown Boveri & Cie Railway traction vehicle
IT1223754B (it) * 1988-08-04 1990-09-29 Fiat Ferroviaria Savigliano Carrello motore per veicoli ferroviari
FR2691422B1 (fr) * 1992-05-19 1994-08-26 Abrf Dispositif de motorisation embarqué pour wagon à essieux ou à bogies munis d'essieux.
AT406854B (de) * 1992-09-21 2000-10-25 Siemens Sgp Verkehrstech Gmbh Triebdrehgestell für eine elektrische lokomotive

Also Published As

Publication number Publication date
CA2330460C (fr) 2008-04-15
JP2001239935A (ja) 2001-09-04
ES2232399T3 (es) 2005-06-01
US20010007230A1 (en) 2001-07-12
US6443071B2 (en) 2002-09-03
DE60017067D1 (de) 2005-02-03
FR2803572B1 (fr) 2002-02-22
DE60017067T2 (de) 2006-03-30
FR2803572A1 (fr) 2001-07-13
EP1116634A1 (de) 2001-07-18
CA2330460A1 (fr) 2001-07-12

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