EP1149009A1 - Essieu de roues folles pour vehicules ferroviaires - Google Patents

Essieu de roues folles pour vehicules ferroviaires

Info

Publication number
EP1149009A1
EP1149009A1 EP00983133A EP00983133A EP1149009A1 EP 1149009 A1 EP1149009 A1 EP 1149009A1 EP 00983133 A EP00983133 A EP 00983133A EP 00983133 A EP00983133 A EP 00983133A EP 1149009 A1 EP1149009 A1 EP 1149009A1
Authority
EP
European Patent Office
Prior art keywords
wheel
shaft
idler gear
bearing
support leg
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
EP00983133A
Other languages
German (de)
English (en)
Other versions
EP1149009B1 (fr
Inventor
Andreas Brinkmann
Thomas Timmermann
Thaddäus KASPRZYK
Bernd Wienkop
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.)
Gutehoffnungshutte Radsatz GmbH
Original Assignee
Gutehoffnungshutte Radsatz 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
Application filed by Gutehoffnungshutte Radsatz GmbH filed Critical Gutehoffnungshutte Radsatz GmbH
Publication of EP1149009A1 publication Critical patent/EP1149009A1/fr
Application granted granted Critical
Publication of EP1149009B1 publication Critical patent/EP1149009B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

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
    • B61C9/52—Transmission systems in or for locomotives or motor railcars with electric motor propulsion with transmission shafts at an angle to the driving axles
    • 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
    • B61F15/00—Axle-boxes
    • B61F15/12—Axle-boxes with roller, needle, or ball bearings
    • B61F15/14—Axle-boxes with roller, needle, or ball bearings constructed for taking-up axial pressure
    • 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

  • the present invention relates to an idler wheel axle with individually mounted wheels for single or double-axle bogies of rail vehicles, in particular low-floor vehicles, with a U-shaped wheel support frame encompassing the wheels with side support legs on the outside, each wheel on the inside of the associated support leg via a wheel bearing on one Axle stub of the support arm is rotatably mounted, and wherein each wheel is torque-locked on its inside with a shaft which extends through openings in the wheel and the support arm to the outside.
  • Such a loose wheel axle is described in WO 98/24674.
  • This known idler wheel axle is specifically designed as a driven axle, with a drive being fastened to the outside of the chassis frame on each longitudinal side of the chassis.
  • the drive is connected to the wheel via a cardanic double clutch due to a primary suspension provided between the support frame and a chassis frame that supports the drive.
  • a first clutch level on the drive side is arranged on the outside of the drive and a second clutch level on the lifting side lies directly on the inside of the wheel.
  • the shaft thus acting as a cardan shaft runs continuously with a corresponding length between the two coupling levels of the cardanic double clutch.
  • This known idler gear axle has the advantage that the axle and drive can have a small overall width, for example to enable narrow-gauge vehicles with a small body width at the same time without a disturbing overhang of the undercarriage.
  • Another advantage is that the bearing of the wheel is arranged within it, which ensures good load-bearing capacity and a long service life is achieved.
  • this solution is disadvantageous if a maximum central aisle width, which is limited only by the distance between the wheels and the necessary transverse spring travel and clearance, is required (as is common in low-floor vehicles, for example), as this is restricted by the coupling level arranged on the inside of the wheel becomes.
  • Another disadvantage can be the accessibility of wheel components, such as e.g. B. the wheel bearing, for maintenance work.
  • an adaptation to other z. B. even smaller gauges practically the entire construction can be changed.
  • DE 44 29 889 A1 describes another undercarriage in which the wheels are arranged on the outside of the frame together with the outside drive.
  • the wheels are connected to the drive via a cardanic double clutch, but the clutch side on the output side lies directly on the outside of the wheel and the wheel support frame is arranged between the inside of the two wheels of an axle. This makes adaptation to different, in particular smaller, track widths particularly problematic.
  • the present invention has for its object to provide such a loose wheel axle with which, while maintaining the other advantages described and with little manufacturing effort, an optimized durability is achieved, in particular in the area of the wheel bearings.
  • the wheel bearing consists of (only) two partial bearings and the first partial bearing is arranged within the opening of the wheel radially between this and the stub axle of the support arm, while the second partial bearing is axially and radially offset within the opening of the Support leg is arranged radially between the latter and the shaft.
  • FIG. 1 is a highly schematic plan view of a double-axle chassis with two idler wheel axles according to the invention, here driven for example,
  • Fig. 2 shows the area II of Fig. 1 in an enlarged, more detailed
  • FIG. 3 shows a variant of the wheel bearing in half section similar to FIG. 2.
  • FIG. 1 shows an example of an application of two idler gear axles 1 according to the invention in a driven double-axle chassis.
  • a drive unit 2 which consists of an electric motor 4 and bevel gear transmissions 6 flanged on both sides.
  • Each axle has a U-shaped wheel support frame 8, which is also known as the portal axle. Wheels 10 are individually supported on the wheel support frame 8, the wheel support frame 8 engaging around the wheels with lateral support legs 12 on the outside and each wheel being rotatably articulated on the inside of the associated support leg 12.
  • Each drive unit 2 is suspended from a chassis frame, not shown, which is supported on the respective wheel support frame 8 via a primary suspension.
  • the wheel support frame 8 has contact surfaces 14 for primary spring elements, in particular in the region of the support legs 12.
  • each wheel 10 is connected on its inside in a torque-locking manner to a shaft 16 which extends outward through openings 11 and 13 of the wheel 10 and the support leg 12.
  • This shaft 16 preferably ends in a connection plane 18 formed directly on the outside of the support leg 12.
  • the shaft 16 is preferably rigidly connected on its inside to the wheel 10 via a connecting element 30, so that the shaft 16 rotates coaxially with the wheel 10.
  • a wheel bearing 32 is provided for the rotary bearing of the wheel 10 or the unit (wheel-shaft unit) formed by its rigid connection of the wheel 10 and the shaft 16, which consists of (only) two partial bearings 34a and 34b.
  • the first part bearing 34a is inside the wheel 10, i. H. In the area of its opening 11 determined by its axial width, that is to say arranged radially between the wheel 10 and an axle stub 36 of the support arm 12 engaging the wheel.
  • the second part bearing 34b is arranged axially and radially offset from the first part bearing 34a within the opening 13 of the support leg 12 radially between the latter and the shaft 16.
  • the shaft 16 forms a drive intermediate shaft 20 which is connected in the connection plane 18 via a coupling 22 to an actual drive shaft 24 of the drive unit 2.
  • the drive shaft 24 is on its other, opposite side via a further clutch 26 with the transmission 6 of the drive 2 connected.
  • the drive shaft 24 is designed as an essentially coaxial, preferably hollow cardan shaft in the extension of the intermediate shaft 20 and the two double-sided clutches 22 and 26 are designed as a cardanic double clutch.
  • the drive shaft 24 extends through the transmission 6 so that a drive-side coupling plane 28 lies on the outside of the support frame 8 facing the outside of the transmission 6 or the drive 2, while the output-side connection plane 18 and the coupling 22 between the transmission 6 and the support leg 12 of the support frame 8 are located (cf. also FIG. 1).
  • Each coupling 22, 26 consists, in a manner known per se, of star-shaped coupling pieces which interlock with the interposition of elastic, wedge-like compensating elements. In this way, they allow a cardanic compensation of suspension movements of a size of at least approx. ⁇ 15 mm.
  • the shaft 16 connected to the wheel 10 can also extend in one piece continuously to the drive 2 or the clutch 26 located there (clutch plane 28).
  • the embodiment and application form of the idler gear axle 1 according to the invention shown in the lower half of FIG. 2 is a non-driven version.
  • the drive units 2 with the electric motors 4 and the gears 6 including the drive shafts 24 are omitted.
  • each shaft 16 can then advantageously be used as a brake shaft 37 by being connected to a braking device in the connection plane 18.
  • the braking device is preferably designed as a disc brake, a brake disc 38 being connected to the shaft 16 so that it rotates together with the wheel 10.
  • the brake disc 38 cooperates with a brake caliper, not shown, supported on the support leg 12 of the wheel support frame 8.
  • the connection level 18 of this non-driven, but brakeable version must do not exactly match the position of the connecting plane 18 of the driven version according to FIG. 2.
  • the wheel bearing 32 is to be explained in more detail below. Due to the arrangement of the two partial bearings 34a, 34b according to the invention, the first partial bearing 34a first has an outer ring 40 which is seated in the opening 11 of the wheel 10 and therefore rotates together with the wheel 10, and an inner ring 42 which is not rotating on the stub shaft 36. Furthermore, the second part bearing 34b has an inner ring 44 rotating with the shaft 16 and an outer ring 46 seated non-rotating in the opening 13 of the support leg 12. Both part bearings 34a, 34b are preferably designed as tapered roller bearings for receiving radial forces F rad and axial forces + F a and - F a acting in both axially opposite directions.
  • the use of tapered roller bearings means that to support both axial forces, the conical surfaces of the two partial bearings 34a, 34b - purely geometrically - do not as usual, they run in the opposite direction, but they run in the same direction when viewed in an axial direction (reflection of the direction of force action).
  • the conical surfaces of the bearing rings can either taper as shown in FIG. 2 or expand as shown in FIG. 3. The choice between the two alternatives depends on the forces occurring in the respective application. As a rule, the embodiment according to FIG. 2 is preferred.
  • the invention is not limited to the exemplary embodiments shown and described, but also encompasses all embodiments having the same effect in the sense of the invention. Furthermore, the invention has not yet been limited to the combination of features defined in claim 1, but can also be defined by any other combination of certain features of all of the individual features disclosed overall. This means that in principle practically every single feature of claim 1 can be omitted or replaced by at least one single feature disclosed elsewhere in the application. In this respect, claim 1 is only to be understood as a first attempt to formulate an invention.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)
  • Vehicle Body Suspensions (AREA)
  • Rolling Contact Bearings (AREA)
  • Arrangement Of Transmissions (AREA)

Abstract

L'invention concerne un essieu de roues folles (1) doté de roues (10) montées individuellement et destiné aux châssis de véhicules ferroviaires. Cet essieu comprend un cadre porteur de roues (8) enveloppant les roues (10) par l'extérieur par des traverses support latérales (12). Chaque roue (10) est montée pivotante sur la face interne de la traverse support (12) associée via un palier de roue (32) sur un tourillon (36) de la traverse support (12) et chaque roue (10) est reliée sur sa face interne par liaison de couple à une arbre (16) qui s'étend vers l'extérieur en traversant des orifices (11, 13) de la roue (10) et de la traverse support (12). Le palier de roue (32) est composé de deux paliers partiels (34a, 34b), le premier palier partiel (34a) étant placé dans l'orifice (11) de la roue (10) entre la roue (10) et le tourillon (36) de la traverse support (12) et le deuxième palier partiel (34b) étant placé dans l'orifice (13) de la traverse support (12) entre cette dernière et l'arbre (16) tout en étant décalé axialement et radialement par rapport au premier palier partiel.
EP00983133A 1999-11-26 2000-11-15 Essieu de roues folles pour vehicules ferroviaires Expired - Lifetime EP1149009B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19956976 1999-11-26
DE19956976A DE19956976C2 (de) 1999-11-26 1999-11-26 Losradachse für Schienenfahrzeuge
PCT/EP2000/011271 WO2001038154A1 (fr) 1999-11-26 2000-11-15 Essieu de roues folles pour vehicules ferroviaires

Publications (2)

Publication Number Publication Date
EP1149009A1 true EP1149009A1 (fr) 2001-10-31
EP1149009B1 EP1149009B1 (fr) 2004-08-18

Family

ID=7930449

Family Applications (1)

Application Number Title Priority Date Filing Date
EP00983133A Expired - Lifetime EP1149009B1 (fr) 1999-11-26 2000-11-15 Essieu de roues folles pour vehicules ferroviaires

Country Status (8)

Country Link
US (1) US6631936B2 (fr)
EP (1) EP1149009B1 (fr)
AT (1) ATE273822T1 (fr)
AU (1) AU2000301A (fr)
CZ (1) CZ293816B6 (fr)
DE (2) DE19956976C2 (fr)
PL (1) PL193486B1 (fr)
WO (1) WO2001038154A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8517441B2 (en) 2009-06-19 2013-08-27 Larry Markus Karlson Railway car independent axles with axle locking mechanism
CN103661425B (zh) * 2013-12-31 2016-08-17 太原重工股份有限公司 宽轨距电机车走行装置
DE102017102138A1 (de) 2017-02-03 2018-08-09 Andreas Fiedler System zur Verbindung eines Getriebes mit einer Radsatzwelle und Anordnung für ein Drehgestell für Schienenfahrzeuge

Family Cites Families (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2543930A (en) * 1946-09-12 1951-03-06 John J Pachter Wheel springing installation
US3802352A (en) * 1972-07-13 1974-04-09 Timken Co Railway truck wheel and axle set
US3888187A (en) * 1973-12-03 1975-06-10 Moss Jr John H Van Dampened axle bearing mounting
US3939779A (en) * 1974-12-20 1976-02-24 United States Steel Corporation Railway truck assembly
US4064809A (en) * 1976-01-12 1977-12-27 Amsted Industries Incorporated Articulated railway car truck
FR2573715B1 (fr) * 1984-11-29 1988-05-20 Schneider Jeumont Rail Bogie porteur de vehicule ferroviaire
DE4429889A1 (de) * 1994-08-24 1996-02-29 Bergische Stahlindustrie Angetriebenes Fahrwerk für Schienenfahrzeuge
DE4445407C1 (de) * 1994-12-20 1996-02-22 Siemens Ag Einzelradantrieb für ein elektrisch angetriebenes Fahrzeug
DE19650913A1 (de) * 1996-12-07 1998-06-10 Sab Wabco Bsi Verkehrstechnik Angetriebene Losradachse
FR2770190B1 (fr) * 1997-10-23 1999-12-31 Gec Alsthom Transport Sa Essieu ou couple d'essieux formant bogie pour vehicule ferroviaire a plancher bas integral
AT408333B (de) * 1998-03-20 2001-10-25 Daimler Chrysler Ag Fahrzeugrad
US6079335A (en) * 1999-02-23 2000-06-27 Buckeye Steel Castings Company Unsprung third rail collector beam support for a swing arm primary suspension railway truck

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO0138154A1 *

Also Published As

Publication number Publication date
WO2001038154A1 (fr) 2001-05-31
DE19956976C2 (de) 2001-09-06
PL193486B1 (pl) 2007-02-28
PL349151A1 (en) 2002-07-01
DE50007473D1 (de) 2004-09-23
CZ293816B6 (cs) 2004-08-18
AU2000301A (en) 2001-06-04
US20020083862A1 (en) 2002-07-04
CZ20012610A3 (cs) 2002-01-16
DE19956976A1 (de) 2001-05-31
ATE273822T1 (de) 2004-09-15
EP1149009B1 (fr) 2004-08-18
US6631936B2 (en) 2003-10-14

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