EP1396410B1 - Groupe moto propulseur à deux essieux pour véhicules ferroviaires - Google Patents

Groupe moto propulseur à deux essieux pour véhicules ferroviaires Download PDF

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Publication number
EP1396410B1
EP1396410B1 EP03019822A EP03019822A EP1396410B1 EP 1396410 B1 EP1396410 B1 EP 1396410B1 EP 03019822 A EP03019822 A EP 03019822A EP 03019822 A EP03019822 A EP 03019822A EP 1396410 B1 EP1396410 B1 EP 1396410B1
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EP
European Patent Office
Prior art keywords
axle
joint
drive unit
drive
axles
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
EP03019822A
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German (de)
English (en)
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EP1396410A1 (fr
Inventor
Richard Strehler
Max Bartl
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.)
ZF Friedrichshafen AG
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ZF Friedrichshafen AG
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Publication date
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Publication of EP1396410A1 publication Critical patent/EP1396410A1/fr
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Classifications

    • 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
    • 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

Definitions

  • the invention relates to a two-axle drive unit for a bogie of a rail vehicle according to the preamble of claim 1.
  • Drive units for a biaxial bogie of a rail vehicle have for each axle its own axle gear, which is mounted on the wheel axle, is driven by a drive shaft and an output torque to the wheel axle, d. H. the two wheels transfers.
  • the output torque results in a reaction torque, which must be supported - this is done by a torque arm.
  • a torque arm are known as trailing arm trained horizontal torque arms, which are mounted on Achsgetriebegehause and support the reaction torque from the axle drive in the horizontal direction on the bogie.
  • a torque arm influences the self-steering behavior of the axle negatively.
  • each axle has its own axle drive and its own drive via a propshaft each, so the two drives are parallel connected.
  • a torque arm is attached to each axle drive, which is supported on the pendulum arranged between the two axles.
  • the tensile force is transferred from the axles to the car body via these torque arms.
  • this construction also occurs during compression stress due to a rotation of the gear housing relative to the axis.
  • the document DE 598 957 C shows a biaxial drive unit for a bogie of a rail vehicle, wherein each of the two axles is assigned a supportable via a torque arm axle drive
  • the two axle are mutually supported by a common torque arm
  • the two axes have a common. Drive on, and the axle are slowed over an intermediate shaft.
  • the torque arm consists of two mutually parallel arms, which are connected to the axle drives.
  • the torque arms are rigidly connected at one end to a transmission housing, so that high torques can be introduced about a vertical axis of rotation, which can adversely affect the self-steering behavior of the bogie.
  • the two axes are longitudinally locked, i. they have a common drive, which drives the first axle drive via a cardan shaft and also the second axle drive via an intermediate cardan shaft. Both axle drives are thus drivingly connected in series and braced against each other via wheels and rail. This also results in opposing reaction moments of the axle, which in so far advantageous effect because compensate for the two opposing moments on the common torque arm. Thus, no mutual tension of the two gears occurs.
  • the torque arm also consists of two mutually parallel arms - symmetrical to the centrally arranged propshaft - the links are connected with their ends directly to the axle drives.
  • the handlebars are designed as a wishbone, d. H. they have at one end a single joint and at the other end a double or double joint, via which they are connected to the transmission housings. In the double joint, a pair of forces acts, which absorbs the reaction torque and supported on the other axis via the handlebar and arranged at the other end of the single joint.
  • the links are arranged in the opposite direction, d. H.
  • a double joint of one and a single joint of the other arm is arranged. This results in a uniform support of the reaction torque even when changing direction, d. H.
  • the two articulation points of the double joint are arranged vertically one above the other. This has the advantage that the handlebars can pivot about this vertical axis through the double joint when the axes are tilted. The handlebars can thus follow a pivoting of the axles.
  • the two pivot points of the double joint should be as far apart as possible. As a result, the forces acting in the joints to absorb the reaction torque are reduced.
  • the joints are formed as elastomer joints d. H. On the one hand they are damping and on the other hand they are sufficiently flexible and yielding. It is also advantageous if the joints of the double joint are designed as spherical elastomer joints in order to enable the already mentioned pivoting movement of the handlebars.
  • the individual joint in the direction of travel and transverse to the direction of travel different spring stiffness: in the direction of travel, the spring stiffness is relatively low, ie the joint is soft, while it has a relatively high spring stiffness in the direction of the wheel axles, that is hard.
  • the spring stiffness in the direction of travel, the spring stiffness is relatively low, ie the joint is soft, while it has a relatively high spring stiffness in the direction of the wheel axles, that is hard
  • the distance between the single joint and the wheel axle should be as low as possible. This has the advantage that the stress of the individual joint is reduced and the reaction torque is supported as directly as possible on the axis.
  • Fig. 1 shows a biaxial drive unit 1 for a bogie, not shown, of a rail vehicle, in particular a diesel engine driven rail vehicle.
  • the unit 1 has two axles 2, 3, on each of which a final drive 4, 5 is mounted.
  • the axle drive 5 or the axle 3 is driven via a first propeller shaft 6 (drive shaft).
  • a further cardan shaft 7 (intermediate shaft) is arranged to drive the axle drive 4, which transmits part of the drive power of the drive shaft 6 to the axle drive 4 and thus drives the axle 2.
  • At the ends of the axles 2 and 3 are non-rotatably driving wheels 8, 9 are arranged, which transmit the tensile force on a rail 10.
  • the drive unit 1 is thus longitudinally clamped as a result of the two drives connected in series via the intermediate shaft 7 and the rail 10.
  • a torque arm 11 is arranged, which consists of two mutually parallel arms 12, 13 (see Fig. 1a) is the handlebar 12 is formed as a so-called wishbone, ie, it has three points of articulation 14, 15, 16 on, which formed as joints are.
  • the handlebar 12 thus engages with a trained as a fork 12a, 12b end via the joints 14, 15 (double joint) to the axle 4 and with its other end 12c via the single joint 16 to the axle 5 at.
  • the two joints 14, 15 are arranged vertically at a distance a (ie perpendicular to the rail 10) over each other.
  • the handlebar 13 has the same structure as a wishbone on the handlebar 12, however, it is arranged and fixed in the opposite direction as the handlebar 12, ie it is opposite the handlebar 12th rotated 180 degrees around its vertical axis y.
  • the double joint 14 ', 15' of the arm 13 is thus on the axle 5 and the single joint 16 'is arranged on the axle 4.
  • All joints 14, 15, 16 and 14 ', 15' and 16 ' are preferably designed as elastomer joints and thus have a limited, the operating conditions adapted mobility and elasticity.
  • the two double joints 14, 15 and 14 ', 15' are preferably designed as spherical elastomer joints so that pivoting of the arm 12 is possible about an axis perpendicular through the two joints 14, 15 extending axis.
  • An analog Vorschwenken applies to the handlebar 13th
  • the spring stiffness of the single joint 16 or 16 ' is less in the direction of travel than transversely to the direction of travel, ie in the direction Z (see Fig. 1b). Since the axes 3, 4, z. As when cornering, change their angular position to each other, also changes the distance of the joints 14,18 - therefore, the joint 16 is formed soft in the direction of travel, ie it has a relatively large spring travel. In the transverse direction Z is the joint 16 and also the joint 16 'relatively hard, that is formed with a short spring travel. These different spring stiffnesses are achieved in mutually perpendicular directions by metallic, roof-shaped inserts, as indicated in FIG. 1b for the joint 16.
  • the function of the torque arm 11 is the following: Due to the longitudinal tension of the two axles 2, 3 there are opposite reaction moments on the axle drives 4, 5.
  • the reaction torque of the axle 4 is received in the two joints 14, 15 and introduced into the handlebar 12. It is supported via the single joint 16 on the axle drive 5 or on the axle 3.
  • the distance a between the joints 14 and 15 (this also applies to the distance of the joints 14 ', 15') should be as large as possible, the smaller the forces for receiving the reaction torque in the joints 14, 15 and 14 '., 15 '.
  • the distance b of the joint 16 from the center line of the axis 3 should be as small as possible, the lower the lever arm acting on the axle gear 5.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Automatic Cycles, And Cycles In General (AREA)
  • Steering Controls (AREA)
  • Springs (AREA)
  • Machines For Laying And Maintaining Railways (AREA)

Claims (8)

  1. Groupe propulseur à deux essieux (1) pour un bogie d'un véhicule ferroviaire, dans lequel, à chacun des deux essieux (2, 3), est associé un renvoi d'essieu (4, 5) qui peut prendre appui par l'intermédiaire d'un élément de réaction de couple, dans lequel les deux renvois d'essieux (4, 5) sont soutenus l'un en sens inverse de l'autre par un élément de réaction de couple commun (11), les deux essieux (2, 3) présentent un entraînement commun (6), les renvois d'essieu (4, 5) sont entretoisés longitudinalement au moyen d'un arbre intermédiaire (7) et l'élément de réaction de couple (11) est composé de deux biellettes (12, 13) disposées parallèlement entre elles, qui sont reliées aux renvois d'essieu (4, 5), caractérisé en ce que les biellettes sont constituées par des biellettes triangulaires (12, 13) ayant chacune trois points d'articulation (14, 15, 16) et sont articulées à un renvoi d'essieu (5) au moyen d'une articulation simple (16) et à l'autre renvoi d'essieu (4) au moyen d'une articulation double (14, 15).
  2. Groupe propulseur selon la revendication 1, caractérisé en ce que, vues dans le sens de la marche X, les biellettes (12, 13) sont disposées en sens inverse l'une de l'autre.
  3. Groupe propulseur selon la revendication 1 ou 2, caractérisé en ce que, au droit d'un renvoi d'essieu (4), les deux points d'articulation de l'articulation double (14, 15) sont disposés l'un au-dessus de l'autre à la verticale l'un de l'autre.
  4. Groupe propulseur selon la revendication 3, caractérisé en ce que les deux points d'articulation (14, 15) disposés l'un au-dessus de l'autre présentent un écartement mutuel a aussi grand que possible.
  5. Groupe propulseur selon l'une des revendications précédentes, caractérisé en ce que les points d'articulation (14, 15, 16; 14', 16', 16') sont constitués par des articulations en élastomère.
  6. Groupe propulseur selon l'une des revendications précédentes, caractérisé en ce que les points d'articulation (14, 15) de l'articulation double sont constitués par des articulations en élastomère sphériques.
  7. Groupe propulseur selon la revendication 5 ou 6, caractérisé en ce que, vue dans le sens de la marche X, l'articulation simple (16) présente une plus faible raideur de ressort que transversalement au sens de la marche.
  8. Groupe propulseur selon l'une des revendications précédentes, caractérisé en ce que l'articulation simple (16) présente un écartement b aussi petit que possible par rapport à l'essieu (3) du renvol d'essieu (5) auquel elle est fixée.
EP03019822A 2002-09-05 2003-08-30 Groupe moto propulseur à deux essieux pour véhicules ferroviaires Expired - Lifetime EP1396410B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10241013 2002-09-05
DE10241013A DE10241013A1 (de) 2002-09-05 2002-09-05 Zweiachsiges Antriebsaggregat für Schienenfahrzeuge

Publications (2)

Publication Number Publication Date
EP1396410A1 EP1396410A1 (fr) 2004-03-10
EP1396410B1 true EP1396410B1 (fr) 2006-02-01

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Family Applications (1)

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EP03019822A Expired - Lifetime EP1396410B1 (fr) 2002-09-05 2003-08-30 Groupe moto propulseur à deux essieux pour véhicules ferroviaires

Country Status (3)

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EP (1) EP1396410B1 (fr)
AT (1) ATE316889T1 (fr)
DE (2) DE10241013A1 (fr)

Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE598957C (de) * 1932-03-04 1934-06-22 Curt Stedefeld Dipl Ing Anordnung der Drehmomentstuetzen fuer zwei benachbarte Treibachsen
DE1150402B (de) * 1956-09-22 1963-06-20 Inventio Ag Zweiachsiges Triebdrehgestell fuer Schienenfahrzeuge
DE1855443U (de) * 1960-12-05 1962-07-26 Waggonfabrik Ag Vorrichtung zur abstuetzung von ueber gelenkwellen od. dgl. angetriebenen seitlich in radnaehe angeordneten achsgetrieben mit sich gegenseitig abstuetzenden momentenstuetzen bei schienenfahrzeugen mit gerader anzahl von treibachsen.
DE3132153C1 (de) * 1981-08-14 1983-04-07 Thyssen Industrie Ag, 4300 Essen Triebdrehgestell fuer ein Schienenfahrzeug
DE3232939C2 (de) * 1982-09-04 1984-10-25 Thyssen Industrie Ag, 4300 Essen Abstützvorrichtung für Drehmomentstützen von Achsgetriebegehäusen bei Schienentriebfahrzeugen
EP0389582B1 (fr) * 1988-08-30 1993-09-22 SIG Schweizerische Industrie-Gesellschaft Bogie pour vehicules sur rails a haute vitesse
DE4143519C2 (de) * 1991-02-27 1998-10-29 Abb Daimler Benz Transp Vorrichtung zur Übertragung von Traktionskräften in Drehgestellen von Schienenfahrzeugen
DE4424884A1 (de) * 1994-07-14 1996-01-18 Siemens Schienenfahrzeugtech Laufwerk für Schienenfahrzeuge
DE10049819A1 (de) * 2000-10-09 2002-04-18 Siemens Ag Drehgestell eines Triebfahrzeugs

Also Published As

Publication number Publication date
ATE316889T1 (de) 2006-02-15
DE50302320D1 (de) 2006-04-13
DE10241013A1 (de) 2004-03-11
EP1396410A1 (fr) 2004-03-10

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