EP1149009B1 - Essieu de roues folles pour vehicules ferroviaires - Google Patents

Essieu de roues folles pour vehicules ferroviaires Download PDF

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Publication number
EP1149009B1
EP1149009B1 EP00983133A EP00983133A EP1149009B1 EP 1149009 B1 EP1149009 B1 EP 1149009B1 EP 00983133 A EP00983133 A EP 00983133A EP 00983133 A EP00983133 A EP 00983133A EP 1149009 B1 EP1149009 B1 EP 1149009B1
Authority
EP
European Patent Office
Prior art keywords
wheel
shaft
idler wheel
wheel axle
axle according
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
EP00983133A
Other languages
German (de)
English (en)
Other versions
EP1149009A1 (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
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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

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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
    • B61C9/52—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 a loose wheel axle with individually mounted wheels for Single or double axle bogies of rail vehicles, in particular Low-floor vehicles, with a U-shaped, the wheels with side support legs outside encompassing wheel support frame, each wheel on the inside of the associated support leg via a wheel bearing on an axle stub of Support leg is rotatably mounted, and with each wheel on its inside is connected torque-wise to a shaft which is through openings in the Rades and the support leg extends outwards.
  • Such an idler gear axle is described in WO 98/24674.
  • This well-known Idler gear axle is specifically designed as a driven axle, with each A drive is attached to the long side of the chassis on the outside of the chassis frame.
  • the drive is - due to a between the support frame and one supporting the drive Chassis frame provided primary suspension - via a gimbal Double clutch connected to the wheel.
  • the shaft which acts as a cardan shaft, runs continuously with the appropriate length between the two coupling levels of the cardanic double clutch.
  • This Known idler gear axle has the advantage that the axle and drive have a small overall width can have, for example, narrow-gauge vehicles with at the same time narrow car body width without annoying overhang of the undercarriage enable. Another advantage is that the storage of the wheel inside the same is arranged, which ensures good load-bearing capacity and long service life is achieved.
  • this solution is disadvantageous if a maximum, only due to the distance between the wheels and the necessary transverse spring travel and clearance limited aisle width (as is usual for low-floor vehicles, for example) is required because this is limited by the clutch level arranged on the inside of the wheel becomes.
  • Another disadvantage can be that made more difficult by the coupling level Accessibility of wheel components, such as. B. the wheel bearing, for maintenance work his.
  • an adaptation to other z. B. even lower Gauges can be changed practically the entire construction.
  • DE 44 29 889 A1 describes another chassis in which the wheels are together are arranged on the outside of the frame with the outside drive.
  • Wheels connected to the drive via a cardan double clutch, but with the clutch side on the output side directly on the outside of the wheel lies and the wheel support frame between the inside of the two wheels of an axle is arranged. This is an adaptation to different, in particular smaller gauges are particularly problematic.
  • the proposed idler gear axle according to DE 199 30 424.6 is also provided, in addition to the fully with two part bearings within the opening of the Rades arranged wheel bearing the shaft via another pivot bearing, which consequently forms a total of a third part bearing in the opening of the support leg to store. This execution is however to avoid tolerance-related misalignment between the three sub-layers very expensive to manufacture.
  • the present invention has for its object to such an idler gear create with the while maintaining the other benefits described and at low manufacturing costs an optimized durability especially in the area of Wheel bearing is reached.
  • the wheel bearing consists of (only) two There are partial bearings and the first partial bearing is radial within the opening of the wheel is arranged between this and the stub of the support arm, while the second part bearing to the first axially and radially offset within the opening of the Support leg is arranged radially between the latter and the shaft.
  • This advantageous embodiment has the essential advantage that the only alignment of two other parts is much easier can. It is a "split" wheel bearing, the first part bearing still inside the wheel, d. H. in its axial width or thickness certain area of the wheel opening is arranged.
  • the second part warehouse was axially shifted according to the invention in the area in which in the proposed
  • the third part bearing was provided for idler gear axle. It is therefore practically a “merger” of two parts. This forms the wheel together with the Shaft practically a unit that over the two axially staggered partial bearings is stored in its entirety, while achieving an existing space optimal bearing capacity and thus bearing life.
  • Idle wheel axles 1 illustrated in a driven double-axle chassis.
  • a drive unit 2 is present on each longitudinal side of the chassis, which consists of a Electric motor 4 and bevel gears 6 flanged on both sides.
  • each Axis has a U-shaped wheel support frame 8, which is also referred to as the portal axle is known.
  • Wheels 10 are individually supported on the wheel support frame 8, wherein the wheel support frame 8 surrounds the wheels with lateral support legs 12 on the outside and each wheel is pivoted on the inside of the associated support leg 12.
  • Each drive unit 2 is suspended from a chassis frame, not shown, which is supported by a primary suspension on the respective wheel support frame 8. To has the wheel support frame 8 in particular in the region of the support leg 12 Contact surfaces 14 for primary spring elements.
  • each wheel 10 is on its inside Torque connected to a shaft 16 which through openings 11 and 13 of the wheel 10 and the support leg 12 extends outwards.
  • This wave 16 preferably ends in one directly on the outside of the support leg 12 Connection plane 18 formed.
  • the shaft 16 is on its inside rigidly connected to the wheel 10 via a connecting element 30, so that the shaft 16 rotates coaxially with the wheel 10.
  • a wheel bearing 32 which consists of (only) two partial bearings 34a and 34b.
  • the first part bearing 34a is inside the wheel 10, i. H. im of its axial width certain area of its opening 11, ie radially between the wheel 10 and an in the wheel engaging stub 36 of the support arm 12 is arranged.
  • the second part bearing 34b is - axially and radially offset from the first part bearing 34a - inside the opening 13 of the support leg 12 radially between the latter and the shaft 16 arranged.
  • upper half of a driven Idler gear axis 1 forms the shaft 16 a drive intermediate shaft 20 which in the Connection level 18 via a coupling 22 with an actual drive shaft 24 the drive unit 2 is connected.
  • 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 are as an essentially coaxial extension of the intermediate shaft 20, preferably hollow cardan shaft and the two bilateral couplings 22 and 26 as cardan Double clutch executed.
  • the drive shaft 24 runs through the transmission 6 through, so that a drive-side coupling plane 28 on that of the support frame 8th technological outside of the transmission 6 and the drive 2 is while the output-side connection level 18 and the clutch 22 between the transmission 6 and the support leg 12 of the support frame 8 (see also FIG. 1).
  • Each coupling 22, 26 consists of star-shaped in a manner known per se Coupling pieces with the interposition of elastic, wedge-like Interlocking compensation elements. By doing this, they allow a gimbal Compensation of suspension movements in the order of at least approx. ⁇ 15 mm.
  • the one with the wheel 10 connected shaft 16 also in one piece continuously up to the drive 2 or there the clutch 26 lying on the outside (coupling plane 28).
  • each shaft 16 can be advantageously used as a brake shaft 37 by in the connection level 18 is connected to a braking device.
  • the braking device is preferably designed as a disc brake, wherein with the shaft 16, a brake disc 38 is connected, so that this together with the wheel 10 rotates.
  • the brake disc 38 acts with a, not shown, on Support leg 12 of the wheel support frame 8 supported caliper together.
  • the Connection level 18 of this non-driven, braked version must not exactly with the position of the connection level 18 of the driven version Fig. 2 match.
  • 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 initially 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 partial 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 partial 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 the conical surfaces of the two partial bearings 34a, 34b are not - purely geometrically - to support both axial forces 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 action).
  • the conical surfaces of the bearing rings can either taper according to FIG. 2 or expand according to FIG. 3. The choice between the two alternatives depends on the forces occurring in the respective application. In general, the embodiment according to FIG. 2 is preferred.
  • the invention is not based on the illustrated and described exemplary embodiments limited, but also includes all those having the same effect within the meaning of the invention Versions. Furthermore, the invention has not yet been based on that in claim 1 defined combination of features limited, but can also by any different combination of certain features of all the individual features disclosed overall be defined. This means that basically every single characteristic of claim 1 omitted or by at least one other Instead of the disclosed individual feature can be replaced. To that extent Claim 1 merely as a first attempt at formulation for an invention understand.

Landscapes

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

Claims (10)

  1. Essieu à roues indépendantes (1) comprenant des roues (10) tourillonnées
    individuellement pour bogies de véhicules ferroviaires, comprenant un cadré support de roues (8) qui encadre extérieurement les roues (10) par des branches porteuses latérales (12), chaque roue (10) étant montée rotative sur un tourillon d'essieu (36) de la branche porteuse (12) par l'intermédiaire d'un palier de roue (32), sur le côté intérieur de la branche porteuse (12) correspondante, et dans lequel, sur son côté intérieur, chaque roue (10) est reliée en liaison de transmission du couple à un arbre (16) qui s'étend vers l'extérieur à travers des ouvertures (11, 13) de la roue (10) et de la branche porteuse (12), caractérisée en ce que le palier de roue (32) est composé de deux paliers partiels (34a, 34b) et le premier palier partiel (34a) est disposé à l'intérieur de l'ouverture (11) de la roue (10) entre la roue (10) et le tourillon d'essieu (36) de la branche porteuse (12), tandis que le deuxième palier partiel (34b) est disposé décalé axialement et radialement par rapport au premier à l'intérieur de l'ouverture (13) de la branche porteuse (12) entre cette dernière et l'arbre (16).
  2. Essieu à roues indépendantes selon la revendication 1,
    caractérisé en ce que le premier palier partiel (34a) présente une bague extérieure (40) qui tourne avec la roue (10) et une bague intérieure (42) montée non rotative sur le tourillon d'essieu (36).
  3. Essieu à roues indépendantes selon la revendication 1 ou 2,
    caractérisé en ce que le deuxième palier partiel (34b) présente une bague intérieure (44) qui tourne avec l'arbre (16) et une bague extérieure (46) montée non rotative dans l'ouverture (13) de la branche portcuse (12).
  4. Essieu à roues indépendantes selon une des revendications 1 à 3,
    caractérisé en ce que les deux paliers partiels (34a, 34b) sont constitues par des paliers à rouleaux coniques pour absorber des forces radiales (Frad) ainsi des forces axiales (+ Fa, - Fa) qui agissent dans les deux directions axialement opposées.
  5. Essieu à roues indépendantes selon la revendication 4,
    caractérisé en ce que les deux paliers partiels (34a, 34b) sont réalisés, en ce qui concerne l'inclinaison des surfaces coniques de leurs bagues intérieures et extérieures (40, 42 ; 44, 46), de telle manière que toutes les surfaces coniques se rétrécissent radialement, vu en partant du côté intérieur de la roue en direction du côté extérieur.
  6. Essieu à roues indépendantes selon la revendication 4,
    caractérisé en ce que les deux paliers partiels (34a, 34b) sont réalisés, en ce qui concerne l'inclinaison des surfaces coniques de leurs bagues intérieures et extérieures (40, 42 ; 44, 46), de telle manière que toutes les surfaces coniques s'élargissent radialement, vu en partant du côté intérieur de la roue en direction du côté extérieur.
  7. Essieu à roues indépendantes selon une des revendications 1 à 6,
    caractérisé en ce que l'arbre (16) se termine dans un plan de liaison (18) formé directement sur le côté extérieur de la branche porteuse (12).
  8. Essieu à roues indépendantes selon la revendication 7,
    caractérisé en ce que l'arbre (16) forme un arbre intermédiaire d'entraínement (20) et est relié, dans le plan de liaison (18) et par l'intermédiaire d'un accouplement (22), à un arbre d'entraínement (24) d'un entraínement (2) disposé extérieurement sur le côté longitudinal du bogie.
  9. Essieu à roues indépendantes selon la revendication 7,
    caractérisé en ce que l'arbre (16) forme un arbre de frein et est relié à un dispositif de freinage dans le plan de liaison (18).
  10. Essieu à roues indépendantes selon la revendication 9,
    caractérisé en ce que le dispositif de freinage est réalisé sous la forme d'un frein à disque et, à l'arbre de frein, est relié un disque de frein (38) qui coopère avec un étrier de frein qui prend appui sur la branche porteuse (12).
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
DE19956976A DE19956976C2 (de) 1999-11-26 1999-11-26 Losradachse für Schienenfahrzeuge
DE19956976 1999-11-26
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 EP1149009A1 (fr) 2001-10-31
EP1149009B1 true 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)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103661425A (zh) * 2013-12-31 2014-03-26 太原重工股份有限公司 宽轨距电机车走行装置

Families Citing this family (2)

* 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
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

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103661425A (zh) * 2013-12-31 2014-03-26 太原重工股份有限公司 宽轨距电机车走行装置
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

Also Published As

Publication number Publication date
ATE273822T1 (de) 2004-09-15
EP1149009A1 (fr) 2001-10-31
DE19956976C2 (de) 2001-09-06
WO2001038154A1 (fr) 2001-05-31
DE19956976A1 (de) 2001-05-31
CZ20012610A3 (cs) 2002-01-16
CZ293816B6 (cs) 2004-08-18
US20020083862A1 (en) 2002-07-04
AU2000301A (en) 2001-06-04
US6631936B2 (en) 2003-10-14
DE50007473D1 (de) 2004-09-23
PL193486B1 (pl) 2007-02-28
PL349151A1 (en) 2002-07-01

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