EP1685014B1 - Chassis propulse pour vehicules sur rails, en particulier pour boggies de vehicules a plancher bas - Google Patents

Chassis propulse pour vehicules sur rails, en particulier pour boggies de vehicules a plancher bas Download PDF

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Publication number
EP1685014B1
EP1685014B1 EP04797860A EP04797860A EP1685014B1 EP 1685014 B1 EP1685014 B1 EP 1685014B1 EP 04797860 A EP04797860 A EP 04797860A EP 04797860 A EP04797860 A EP 04797860A EP 1685014 B1 EP1685014 B1 EP 1685014B1
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EP
European Patent Office
Prior art keywords
coupling
bevel gear
chassis
engine
bogie
Prior art date
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Application number
EP04797860A
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German (de)
English (en)
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EP1685014B2 (fr
EP1685014A2 (fr
Inventor
Michael Holzapfel
Bernhard HÖGER
Christof Hangleiter
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Voith Turbo GmbH and Co KG
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Voith Turbo GmbH and Co KG
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Application filed by Voith Turbo GmbH and Co KG filed Critical Voith Turbo GmbH and Co KG
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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
    • 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
    • B61C9/44—Transmission systems in or for locomotives or motor railcars with electric motor propulsion with hollow transmission shaft concentric with wheel axis
    • 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 invention relates to a powered chassis for rail vehicles, especially bogies for low-floor vehicles.
  • the wheels are considered individually in the chassis longitudinal direction or parallel to the vehicle longitudinal axis mounted on the chassis or bogie, ie there is no axle shaft connection between the wheels, whereby the thus vacated space is used to lower the car floor.
  • a drive unit designed as a longitudinal drive.
  • the angular gear as a bevel gear while coupled to the réellekegelrad hollow shaft is connected to the first coupling plane of the gimbal dual clutch and via this with a guided through the hollow shaft Kardanhohlwelle.
  • This cardan hollow shaft is coupled via the second coupling plane with the wheel.
  • the drive units are mounted on the bogie. Both the prime mover and the angle gear are suspended on the bogie. Due to this connection and support of the Drive units on the bogie causes a deflection on the bogie and a corresponding deflection of the drive unit, in particular the angle gear. In order to ensure the required ground clearance in all functional or load conditions, the theoretically possible maximum compression travel must therefore be taken into account when designing the gearbox.
  • a generic driven chassis for bogies of low-floor vehicles with at least two successively arranged on each chassis longitudinal side and driven by a drive unit wheels is from the document DE 199 45 464 A1 previously known.
  • the wheels are individually mounted on the bogie via bearings, each drive unit comprising at least one prime mover, which is at least indirectly connected via a respective angular gear and a flexible coupling in the form of, for example, a connecting rod coupling with the wheels.
  • the elastic coupling is thereby designed as a single-notch coupling, and the connection between the bevel gear and the wheel is free of another coupling plane.
  • the embodiment described here has the disadvantage that the coupling of the individual coupling elements takes place directly with the wheel drive shaft, so that it has to be designed correspondingly rigid, wherein the elements must be dimensioned accordingly, as they are exposed to high loads and also the connection thus not directly
  • the individual coupling elements can be done, but appropriate fasteners are required, which in turn claim space in the axial and radial directions.
  • the invention therefore an object of the invention to develop a driven chassis of the type mentioned in such a way that the disadvantages mentioned are avoided with unchanged available space.
  • a suitability for transmitting higher torques should be sought when using the same space or smaller size.
  • the design effort is kept as low as possible and reduce the required number of components.
  • the output gear optimum lubrication conditions are created over the entire operating range and in a variety of driving conditions.
  • the driven chassis for rail vehicles especially for bogies of low-floor vehicles has at least two successively arranged on each chassis longitudinal side and driven by a drive unit wheels, the wheels are individually mounted on the chassis, especially car body or bogie via corresponding bearings.
  • Each drive unit comprises at least one drive machine, which is present at least indirectly via in each case an angular gear, which can be designed differently, but preferably in the form of a bevel gear and an elastic coupling is connected to the wheels.
  • the elastic coupling is designed as a single-plane coupling, wherein the connection between the angular gear and the wheel is free of a further coupling plane.
  • the solution according to the invention has the advantage that the drive unit, in particular the drive machine is no longer bound to the compression travel of the bogie due to the mechanical decoupling of the bogie, so that the output gear of the coupled with the prime mover angular gear can be increased by this amount in radius.
  • the required ground clearance can be guaranteed even with larger output gear of the angular gear.
  • the design with only one coupling plane offers the advantage of dispensing with the interface between the output of the angular gear and the wheel in the form of a cardan hollow shaft which is required from the prior art with a double clutch.
  • the possible axial space reduction due to the saving of a coupling plane offers the advantage of equipping the drive unit with additional functional elements without requiring additional space compared to prior art designs, For example, with means to prevent the ingress of liquid, especially water and other surrounding media .
  • the prime mover is coupled to the angular gear via a link or a support device, wherein the connection of the angular gear or the drive machine, in particular the housing is made to the chassis.
  • the connection to the chassis, especially bogie or car body takes place in the area of the connection of the handlebar.
  • This possibility of connection via a handlebar is also in the coupling of bevel gear and wheel axle, the latter being mounted on the bogie or car body.
  • the articulation takes place in articulation areas on these components and is usually through a variety of versions of bearings or Characterized compounds.
  • articulation areas are selected with regard to the position, which can also make use of the already predefined articulation areas for a bogie size when integrating the drive units into existing drive trains. This means that, regardless of the dimensioning and design of the individual chassis, the same articulation areas are provided at least for a large variety of chassis types. The drive units are then compatible.
  • the drive machine is articulated via a three-point link to the bogie.
  • at least one or two fastening areas, in particular articulation points for the handlebar are provided on the drive machine, while the other two, or the one provided on the bogie, is provided.
  • the link leg of an isosceles triangle descriptive link has to corresponding articulation points. It is always the center coupled with either the prime mover or with the bogie.
  • the articulation on the drive machine can be done in any position.
  • This solution has the advantage that although inclinations of the one-to-one clutch are still allowed, but no longitudinal forces are transmitted through them.
  • the handlebar is aligned in the installed position with its articulation points transverse to the vehicle longitudinal axis, d. H. the two attachment areas on an aggregate are preferably arranged on a parallel to the vehicle longitudinal axis.
  • the elastic coupling used is preferably a bearing pack joint with a coupling plane.
  • Such couplings can be designed in various ways, as described below by way of example. These include, for example, according to a first possible embodiment, a first coupling element and a second coupling element, which are frictionally connected via elastic bearing packs, which are associated with at least one of the coupling elements.
  • the stock packages can be assigned to one of the two coupling elements, wherein it is irrelevant whether the Coupling element is connected to the drive side or the output side when used in a drive train.
  • the elastic bearing packs are preferably designed in the form of rubber bearing packages, these having a central part, which are assigned on both sides so-called rubber blocks.
  • the bearing packs are inserted between the biasing of a hub member in the radial direction at a uniform distance extending arms of one of the two coupling elements under bias.
  • the bearing packs essentially have a circular segment shape and comprise a central part to which rubber blocks are assigned on both sides.
  • the individual rubber blocks are vulcanized to the central part and each comprise a plurality of rubber-like elements, which are also vulcanized to each other and whose end faces facing away from the Mitteilteil be completed by plate-shaped elements.
  • the vulcanization of the central part and the plate-shaped elements are always in a radial direction from the coupling axis considered starting plane, which among other things by the coupling axis is writable, lie, wherein the individual plate-shaped elements can extend parallel to the Vulkanisations vom or with a certain inclination so that the Vulkanisations vom and the plane of the plate-shaped elements intersect in the coupling axis.
  • the individual rubber-like elements would be wedge-shaped.
  • the plate-shaped elements, which complete the bearing blocks, are connectable to the arms of the corresponding coupling element.
  • An elastic coupling in particular a bearing-package universal joint according to a second particularly advantageous embodiment, likewise comprises a first coupling element and a second coupling element, wherein the first or the second coupling element can each be connected in a rotationally fixed manner to the input or output side.
  • the first or second coupling element in this case comprises a star-shaped element which has a hub part, via which the connection to the input or output side is realized and from which in the radial direction arm-shaped elements at the same distance in the circumferential direction considered, on. Between two circumferentially adjacent arm-shaped elements arranged in each case a bearing pack under bias.
  • the elastic bearing package comprises a central part, on which elastic on both sides Connect bearing blocks.
  • the middle part and the bearing blocks are designed such that these elements experience a self-centering against each other.
  • the middle part is viewed in a view in the axial direction with respect to the coupling axis in the radial direction to the coupling axis, designed to be substantially tapered.
  • the middle part in a view in the axial direction in each case in both directions with an uneven outer surface to which the bearing blocks connect by scorching.
  • these are designed with a curved outer surface, ie the contact and contact surfaces are viewed in cross section in the circumferential direction by at least two different direction vectors writable.
  • the middle part is oriented in the circumferential direction as a half-round body or in the radial direction in each case in the direction of the outer and inner circumference tapered cross-section.
  • D. h. which are the circumferentially facing surfaces of the central part arcuate or curved, which results in a substantially convex shape of the central part.
  • Other arcuate designs are also conceivable.
  • Arranged on both sides of the central part bearing blocks of a bearing package comprise at least two separated by an intermediate element rubber-like elements, which are also referred to as rubber tracks and connected to an end piece, wherein the end piece on the corresponding arm is fixable by a detachable connection and a receiving device for the rubbery Element forms.
  • a bearing block comprises a plurality of rubber-like elements which are separated from one another by corresponding intermediate elements, the connection between the individual rubber-like elements, the intermediate elements and the device for receiving the rubber-like elements on the corresponding arm of the coupling element or the arm-facing surface of the middle part is done by vulcanization.
  • the individual vulcanization surfaces are preferably executed parallel to each other in installation position. The torque transmission is compared to the first embodiment by a replaces positive transmission.
  • the bearing blocks are further releasably connected to the arm-shaped members disposed adjacent to each other in the circumferential direction.
  • the connection of the outer halves of the bearing blocks, in particular the rubber packages takes place via fastening means which are assigned to the axis transverse to the legs of a circumferentially L- or U-shaped tail, or are performed in this or directly interact with them.
  • means for radial securing of the elastic bearing package are provided. These comprise at least one positive connection. Concerning the concrete execution there are a lot of possibilities.
  • the half-round body of the middle part has for this purpose a device for realizing a tongue and groove connection.
  • the half-round body of the central part has a spring which engages on the other coupling element in a groove, or vice versa.
  • the axial securing of the entire bearing package is done via friction by means of connecting screws in the middle part of the bearing package.
  • the individual elements of the bearing package in particular the metal parts can be made of light metal, in order to achieve better heat dissipation and weight reduction.
  • the hollow shaft and the wheel or the wheel axle are also a variety of ways.
  • the coupling elements have hub parts which are assigned means for realizing a positive and / or non-positive connection.
  • FIG. 1 illustrates in a simplified schematic representation in a plan view of a drive assembly 1 for a drivable suspension 2 for rail vehicles 3, in particular for bogies on low-floor vehicles.
  • the drive assembly 1 comprises on each chassis longitudinal side in each case at least two successively arranged wheels 4 and 5 or 6 and 7, which are driven by a drive unit 8 and 9 respectively.
  • the wheels 4 and 6 act as leading wheels, the wheels 5 and 7 as trailing wheels.
  • the wheels 4, 5 and 6 and 7 are individually mounted on corresponding bearings on the chassis, especially bogie or car body.
  • Each drive unit 8 and 9 comprises a drive machine 10 or 11, which are also referred to as central motors.
  • Each drive machine 10 or 11 in this case comprises at least one rotor shaft 12 and 13, which are respectively connected to the wheels 4 and 5 or 6 and 7 is.
  • two rotor shafts are always provided, here designated 12.1 and 12.2 for the coupling with the wheels 4 and 5 and 13.1 and 13.2 for the coupling with the wheels 6 and 7.
  • the coupling with the wheels 4 and 5 takes place via an angle gear 14.1 or 14.2 and 15.1 or 15.2 with the wheels 6 and 7.
  • the angle gear 14.1, 14.2 or 15.1 and 15.2 are preferably designed as bevel gear 16.1, 16.2 or 17.1 and 17.2.
  • the meshing with the pinions 18.1, 18.2 or 19.1 and 19.2 bevel gears 20.1, 20.2 or 21.1 and 21.2 act as a drive gear and are each rotatably connected to a hollow shaft 22.1, 22.2 or 23.1, 23.2 or form with this an integral unit. This is according to the invention via a flexible coupling 24.1, 24.2 or 25.1, 25.2 connected to the wheels 4, 5 or 6 or 7 to be driven.
  • This elastic coupling is a bearing package joint coupling, in particular wedge package coupling with a coupling plane.
  • This includes at least a first coupling element 26.1, 26.2 and 27.1, 27.2, which is designed as a hollow shaft star 28.1, 28.2, 29.1, 29.2 and rubber packets on the wheels 4, 5 and 6 and 7 connected wheel stars 30.1, 30.2, 31.1, 31.2 connected is.
  • the interface between the drive gear and the wheel set shaft which is required from the prior art in embodiments with two clutch levels through the use of a gimbal double clutch, can be particularly advantageous in this case Way omitted.
  • This makes it possible in addition to a structurally highly simplified design and additional space for the design of the output of the angular gear 14.1, 14.2 or 15.1, 15.2 in the form of the bevel gear 20.1, 20.2 or 21.1, 21.2 to use.
  • This can be dimensioned larger in a corresponding manner, whereby the transmittable torque can be increased increased in the axial or vertical direction with constant or smaller space requirement. The ground clearance is thus still given.
  • the bearing of the bevel gear 20.1, 20.2 or 21.1, 21.2 take place in a particularly advantageous manner in a, housing 32.1, 32.2 or 33.1, 33.2.
  • the storage takes place, for example, via a thrust bearing assembly 34.1, 34.2, 35.1, 35.2 which transmits axial and radial forces, which end portion of the hollow shaft 22.1, 22.2, 23.1, 23.2 remote from the wheel 4, 5 or 6, 7 relative to the axis of rotation of the pinion is.
  • a thrust bearing assembly 34.1, 34.2, 35.1, 35.2 which transmits axial and radial forces, which end portion of the hollow shaft 22.1, 22.2, 23.1, 23.2 remote from the wheel 4, 5 or 6, 7 relative to the axis of rotation of the pinion is.
  • the housing overall construction can also be made very simplified, this being viewed in the vehicle longitudinal direction of the pinion shaft receiving housing 38.1, 38.2 or 39.1, 39.2 is formed, while the conclusion on the end facing away from the wheel 40.1 and 40.2, 41.1 , 41.2 also takes place in a one-piece housing part 42.1, 42.2 or 43.1, 43.2, which is connected to the housing 38.1, 38.2, 39.1, 39.2. The conclusion then forms a housing cover 44.1, 44.2, 45.1, 45.2.
  • the hollow shaft 22.1, 22.2, 23.1, 23.2 and the bevel gear 20.1, 20.2 or 21.1, 21.2, the cover 46.1, 46.2 or 47.1, 47.2 as well as the bearing arrangement 34.1, 34.2, 35.1, rotatably connected thereto can thereby be simplified.
  • FIG. 2 illustrated once again with reference to a section of the drive unit 8 according to FIG. 1
  • the rotor shaft 12.1 of the engine 10 which is at least indirectly rotatably connected to the pinion shaft 48 of the angle gear 14.1, ie directly or via other transmission elements, such as a dog clutch or diaphragm coupling.
  • the rotor shaft 12.1 for example, rotatably connected to a flange 49 or executed as at least one flange forming hollow shaft. This in turn is rotatably connected to a, at least one flange 50-bearing member 51 releasably connectable.
  • This element 51 in turn is rotatably connected to the pinion shaft 48 or is formed by this.
  • the pinion 18.1 itself is preferably designed as an integral structural unit with the scoring shaft 48.
  • the pinion shaft 48 is mounted via a bearing assembly 52 in the housing 32.1.
  • Also mounted in the housing 32.1 is the hollow shaft 22.1 and the bevel gear 20.1 rotatably connected therewith or the bevel gear forming an integral structural unit therewith.
  • the hollow shaft extends in one-piece design through the housing and is also mounted in a, connected to the housing 32.1 housing part 42.1.
  • the hollow shaft has on the wheel-facing end face 53, a flange 54, which serves to realize a rotationally fixed connection with a first coupling element 55 of the elastic coupling 24.1 in the form of a hollow shaft star 28.1.
  • the coupling takes place, for example, in the circumferential direction via a spur toothing 56, which is preferably designed in the form of a Hirth end toothing and thus enables centering both in the circumferential direction and in the radial direction.
  • the coupling in the axial direction via fasteners 57 which are preferably in the form of screws. Conceivable are both other connections between the hollow shaft 12.1 and the first coupling element 55 and the integral design of the hollow shaft and the first coupling element in the form of a structural unit.
  • the hollow shaft star 28.1 in turn is connected in the second coupling element 58 of the elastic coupling 24.1. This is in turn rotatably connected to the driven wheel 4 and a coupled thereto, not shown here axis 59.
  • the second coupling element 58 is also referred to as Radstern 30.1.
  • elastic elements which depending on the configuration of the elastic coupling these may preferably be wedge-shaped or provided with an attractive shape.
  • FIGS. 3 to 6 To support the drive unit 8 or 9 there are a plurality of possibilities. These are described below in a very highly schematic representation in the FIGS. 3 to 6 played.
  • FIG. 6 is dispensed with the articulation of the engine 10 on the bogie or the car body. According to a first embodiment in FIG.
  • An articulation takes place at least indirectly via the articulation of the bevel gear 14.1 on the bogie or car body.
  • at least one first articulation region 60 is provided on the angle gear 14.1, which can be connected or coupled with the bogie as desired.
  • the drive machine can either be connected cantilevered with the angle gear.
  • a pivot point or articulation 61 selected on the engine 10, in particular their housing, with the articulation region 60 on the gearbox 14.1 via a handlebar 62 is connected, the latter being hinged to the bogie, while there is no direct connection between the drive machine 8 and bogie in this case.
  • the transmission in particular the housing is suspended in the bogie in the articulation area.
  • the drive machine 10 is thus coupled indirectly via the link elastically to the bogie 67.
  • Another possibility is to attach the articulation region 61 of the drive machine 10 directly to the bogie 67, wherein the articulation region 60 on the transmission is free of a direct connection to the bogie.
  • the first possibility is represented very strongly schematically here.
  • the bogie or the car body are only indicated and designated 67.
  • the articulation of the unit of prime mover 10 and associated with this bevel gear 14.1 is made via a connection in the form of, for example, a link 63 between the hinge portion 60 on the angle gear 14.1 and a hinge portion 64 which is used for articulation of the wheel 4th or the wheel axle 65 is provided and in which the articulation takes place on the bogie or car body 67.
  • the articulation region 64 may be between angle gear 14.1 and wheel 4, as viewed in relation to the wheel axis, or as in FIG FIG. 4 indicated, behind the wheel 4, ie on the side facing away from the bevel gear 14.1 side of the wheel 4.
  • the bearing - or articulation areas for the support of the wheels on the bogie or car body 67 are used.
  • the articulation can be done via appropriately designed bearings, especially during storage or connection of the wheel axle to the chassis.
  • Other ways of coupling are conceivable.
  • the concrete choice of coupling for the purpose of support is at the discretion of the competent person skilled in the art.
  • FIG. 5 illustrates a particularly advantageous embodiment in the form of a three-point hitch 73.
  • a three-point link 74 which has three attachment or articulation points in the form of the legs of an isosceles triangle, which can be connected to corresponding attachment areas on the prime mover and the bogie 67.
  • Two are provided in the illustrated case on the bogie 67 or connected to this element. These are labeled 76 and 77.
  • the third attachment portion 75 is provided on the engine 11. About this is the coupling of the drive machine 11 with the handlebar 74. It would be conceivable also not shown here case of attachment to the engine 11 at two attachment areas and the bogie or chassis with only one. Ie.
  • the two attachment or articulation points on the three-point link 74 are provided for connection to the drive machine, while the intervening third serves to connect the link 74 on the bogie 67.
  • the location of the assignment of the attachment areas and attachment to the individual elements - drive machine and bogie - can be chosen differently. Conceivable are linkages of the three-point link 74 on top of the bogie 67, below the bogie 67 and / or at any point on the engine 10 and 11 respectively.
  • the prime mover 10 or 11 is preferably free of a linkage to the car body or the bogie, this is based at least indirectly on the wheels to be driven or the wheel axle.
  • the execution according to FIG. 6 directed.
  • the two prime movers 10 and 11 via a guide rod, transverse to the vehicle longitudinal axis F L is arranged aligned, interconnected.
  • This guide rod or guide element 66 preferably connects the two drive machines 10 and 11 in a lower region viewed in the vertical direction in the installed position, ie preferably below the rotor axis A L of the drive machine 10 or 11.
  • FIG. 7 illustrates another approach to reduce the disadvantages mentioned above using a non-cardanic double clutch 69 based on a section of a drive unit 9, which serves the one on an axis, preferably rigid axle 68 arranged wheel 4.
  • the drive is via a drive machine, which is preferably installed longitudinally and is connected to the wheel 6 via an angle gear 14. This is executed in the simplest case as a bevel gear as already described in the preceding figures.
  • the output is formed by Chatkegelrad 20. This is connected to the wheel 6 via a first coupling plane 70.1, analogous to the connections between the wheel and bevel gear according to the FIGS. 1 to 6 described.
  • the individual clutches of the dual clutch 69 have for this purpose a first coupling element 71.1 and 71.2, which is rotatably connected to the hollow shaft 22 or with this forms a structural unit, and at least indirectly with this operatively engageable second coupling element 72.1, which is rotatably connected to the wheel 6 and a second coupling element 72.2, which is non-rotatably connected to the axis 68.
  • the second coupling element 72.1 or 72.2 is formed in each case as axle star with four or more star-shaped arms.
  • the hollow shaft is for this purpose connected to a first coupling element 71.1, 71.2, for example in the form of a hollow shaft star .
  • the individual coupling elements can be carried in electro-mechanical drive units of the grounding brushes.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Gear Transmission (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
  • Handcart (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Fittings On The Vehicle Exterior For Carrying Loads, And Devices For Holding Or Mounting Articles (AREA)
  • Other Liquid Machine Or Engine Such As Wave Power Use (AREA)
  • Arrangement Of Transmissions (AREA)

Claims (16)

  1. Equipement de translation (2) mené pour véhicules circulant sur rails (3), notamment pour bogies de véhicules à plate-forme surbaissée,
    1.1 avec au moins deux roues (4, 5, 6, 7) aptes à être menées par une unité motrice (8, 9) et disposées l'une derrière l'autre de chaque long côté de l'équipement de translation ;
    1.2 les roues (4, 5, 6, 7) sont montées individuellement sur l'équipement de translation, notamment sur la caisse ou le bogie (67), par l'intermédiaire de paliers ;
    1.3 chaque unité motrice (8, 9) comprend au moins un moteur d'entraînement (10, 11) qui est relié aux roues (4, 5, 6, 7) du moins indirectement par l'intermédiaire d'une transmission angulaire (14.1, 14.2, 15.1, 15.2) et d'un accouplement élastique (24.1, 24.2, 25.1, 25.2) respectivement ;
    1.4 l'accouplement élastique (24.1, 24.2, 25.1, 25.2) est réalisé sous forme d'accouplement à un étage, la liaison entre la transmission angulaire (14.1, 14.2, 15.1, 15.2) et la roue (4, 5, 6, 7) étant dépourvue d'étage d'accouplement supplémentaire ;
    1.5 la sortie de la transmission angulaire (14.1, 14.2, 15.1, 15.2) est formée par un arbre creux (22.1, 22.2, 23.1, 23.2) couplé, immobile en rotation, à la sortie de la transmission angulaire (14.1, 14.2, 15.1, 15.2) ou formant un ensemble structurel ;
    1.6 l'accouplement élastique (24.1, 24.2, 25.1, 25.2) est directement interposé entre l'arbre creux et la roue (4, 5, 6, 7).
  2. Equipement de translation (2) mené selon la revendication 1, caractérisé par le fait que le moteur d'entraînement (10, 11) est dépourvu d'un appui sur le bogie (67) ou la caisse, l'appui du moteur d'entraînement sur l'arbre des roues qu'il y a lieu de mener se faisant en porte-à-faux entre les deux transmissions angulaires des deux roues disposées de manière à être voisines dans le sens de la longueur de l'équipement de translation, l'appui sur l'arbre de roue ne se faisant que soit pour le moteur d'entraînement soit pour l'ensemble constitué du moteur d'entraînement et de la transmission angulaire.
  3. Equipement de translation (2) mené selon la revendication 1 ou 2, caractérisé par le fait que les moteurs d'entraînement (10, 11) des deux unités d'entraînement (8, 9) sont reliés mécaniquement par l'intermédiaire d'au moins un élément de guidage (66) rigide, orienté transversalement par rapport à l'axe longitudinal du véhicule.
  4. Equipement de translation (2) mené selon la revendication 3, caractérisé par le fait que la liaison entre les deux moteurs d'entraînement (10, 11) à l'état monté est réalisée en dessous des axes des arbres des rotors (12.1, 12.2, 13.1, 13.2) du moteur d'entraînement (10, 11).
  5. Equipement de translation (2) mené selon l'une quelconque des revendications 1, 3 ou 4, caractérisé en ce que le moteur d'entraînement (10, 11) s'appuie du moins indirectement sur la roue (4, 5, 6, 7) ou sur l'arbre de roue relié à celle-ci et monté sur le bogie ou sur la caisse.
  6. Equipement de translation (2) mené selon l'une quelconque des revendications 1 ou 2, caractérisé en ce que le carter du moteur d'entraînement (10, 11) est relié à celui de la transmission angulaire (14.1, 14.2, 15.1, 15.2) par l'intermédiaire d'une première bielle (62).
  7. Equipement de translation (2) mené selon la revendication 1, caractérisé par le fait que le carter du moteur d'entraînement (10, 11) est relié au carter de la transmission angulaire (14.1, 14.2, 15.1, 15.2) par l'intermédiaire d'une première bielle (62) et que seulement l'un des deux, soit une transmission angulaire (14.1, 14.2, 15.1, 15.2) soit un moteur d'entraînement (10, 11), est articulé sur le bogie.
  8. Equipement de translation (2) mené selon la revendication 7, caractérisé par le fait que la transmission angulaire ou le moteur d'entraînement est articulé sur le bogie à la hauteur de la liaison de la bielle avec le bogie.
  9. Equipement de translation (2) mené selon la revendication 1, caractérisé par le fait que la transmission angulaire (14.1, 14.2, 15.1, 15.2) est reliée à l'arbre de roue (65) ou au palier de l'arbre de roue par l'intermédiaire d'une deuxième bielle (63).
  10. Equipement de translation (2) mené pour véhicules circulant sur rails (3) selon la revendication 1, caractérisé par le fait que le moteur d'entraînement (10, 11) est articulé sur le bogie par l'intermédiaire d'une suspension en trois points.
  11. Equipement de translation (2) mené selon l'une quelconque des revendications 1 à 10, caractérisé par les particularités suivantes :
    11.1 avec un carter (32.1, 32.2, 33.1, 33.2) réalisé en une seule pièce et associé à la transmission angulaire (14.1, 14.2, 15.1, 15.2) ;
    11.2 l'arbre creux (22.1, 22.2, 23.1, 23.2) est monté dans le carter (32.1, 32.2, 33.1, 33.2) par l'intermédiaire d'au moins un palier fixe et un palier radial.
  12. Equipement de translation (2) mené selon l'une quelconque des revendications 1 à 11, caractérisé en ce que l'accouplement élastique (24.1, 24.2, 25.1, 25.2) est réalisé sous forme d'accouplement articulé à empilement de paliers.
  13. Equipement de translation (2) mené selon l'une quelconque des revendications 1 à 12, caractérisé par les particularités suivantes :
    13.1 l'accouplement élastique (24.1, 24.2, 25.1, 25.2) comprend un premier élément d'accouplement (55) et un deuxième élément d'accouplement (58) ;
    13.2 le premier élément d'accouplement (55) est relié, immobile en rotation, avec l'arbre creux (22.1, 22.2, 23.1, 23.2) ;
    13.3 le deuxième élément d'accouplement (58) est relié à la roue (4, 5, 6, 7).
  14. Equipement de translation (2) mené selon la revendication 13, caractérisé par les particularités suivantes :
    14.1 le premier ou deuxième élément d'accouplement (55, 58) comprend au moins une partie formant moyeu, avec des éléments en forme de bras s'étendant suivant la direction radiale ;
    14.2 un empilement de paliers est interposé entre deux éléments en forme de bras respectifs, disposés voisins l'un de l'autre suivant la direction circonférentielle ;
    14.3 chaque empilement de paliers d'un élément d'accouplement - premier ou deuxième élément d'accouplement (55, 58) - comprend une partie centrale qui, vue suivant la direction axiale dans sa section transversale, va s'amincissant vers l'axe de l'accouplement, du moins dans la région de la circonférence interne, cette partie centrale étant apte à être reliée de façon amovible à l'autre élément d'accouplement - le deuxième ou le premier élément d'accouplement - ces parties centrales étant prolongées par des supports de palier élastiques rapportés symétriquement par vulcanisation de part et d'autre et comportant des tronçons terminaux externes aptes à être reliés de façon amovible à l'élément en forme de bras.
  15. Equipement de translation (2) mené selon la revendication 14, caractérisé par les particularités suivantes :
    15.1 les supports de palier comprennent au moins deux éléments caoutchouteux avec des éléments intermédiaires interposés ;
    15.2 la forme des surfaces de contact ou d'appui pointant dans la direction circonférentielle entre les différents éléments des supports de palier est réalisée de telle façon que les éléments intermédiaires et les éléments caoutchouteux se centrent d'eux-mêmes ;
    15.3 les surfaces de contact de la partie centrale et des éléments intermédiaires peuvent être décrites dans la direction circonférentielle par au moins deux vecteurs de direction différents, en vue en section transversale ;
    15.4 avec des moyens de réalisation d'une liaison par coopération de formes entre la partie centrale prévue dans le premier ou le deuxième élément d'accouplement et le deuxième ou le premier élément d'accouplement.
  16. Equipement de translation (2) mené pour véhicule circulant sur rails (3), notamment pour bogies de véhicule à plate-forme surbaissée,
    16.1 avec au moins une roue (6) apte à être menée par l'intermédiaire d'une unité motrice (9) et disposée sur un arbre (68) ;
    16.2 chaque unité motrice (9) comprend au moins un moteur d'entraînement (11) qui est relié aux roues (4, 6) du moins indirectement par une transmission angulaire (14) et un accouplement élastique ;
    caractérisé par les particularités suivantes :
    16.3 la sortie de la transmission angulaire (14) est formée par un arbre creux (22) qui est reliée à la roue (6) directement et à l'arbre (68) par l'intermédiaire d'un accouplement double (69) autre que cardan,
    16.4 l'arbre creux (22) étant relié à la roue (6) et à l'arbre (68) par l'intermédiaire d'empilements de paliers élastiques.
EP04797860.6A 2003-11-19 2004-11-12 Chassis propulse pour vehicules sur rails, en particulier pour boggies de vehicules a plancher bas Active EP1685014B2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10354141A DE10354141A1 (de) 2003-11-19 2003-11-19 Angetriebenes Fahrwerk für Schienenfahrzeuge, insbesondere Drehgestelle für Niederflurfahrzeuge
PCT/EP2004/012859 WO2005049401A2 (fr) 2003-11-19 2004-11-12 Chassis propulse pour vehicules sur rails, en particulier pour boggies de vehicules a plancher bas

Publications (3)

Publication Number Publication Date
EP1685014A2 EP1685014A2 (fr) 2006-08-02
EP1685014B1 true EP1685014B1 (fr) 2008-06-18
EP1685014B2 EP1685014B2 (fr) 2014-10-29

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Country Link
EP (1) EP1685014B2 (fr)
CN (1) CN100411928C (fr)
AT (1) ATE398563T1 (fr)
AU (1) AU2004291303A1 (fr)
CA (1) CA2546581A1 (fr)
DE (2) DE10354141A1 (fr)
RU (1) RU2322366C1 (fr)
WO (1) WO2005049401A2 (fr)

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US11046337B2 (en) 2016-01-26 2021-06-29 Siemens Mobility GmbH Double axle drive

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EP2669135B1 (fr) 2012-05-30 2015-01-14 Bombardier Transportation GmbH Agencement de commande pour train roulant
CN103273938A (zh) * 2013-05-31 2013-09-04 南车株洲电力机车有限公司 一种转向架
CN103381838A (zh) * 2013-06-28 2013-11-06 长春轨道客车股份有限公司 100%低地板独立轮动力转向架单电机同轴两轮同步驱动机构
CN103381837A (zh) * 2013-06-28 2013-11-06 长春轨道客车股份有限公司 100%低地板独立轮动力转向架双电机同轴两轮同步驱动机构
CN103381839A (zh) * 2013-06-28 2013-11-06 长春轨道客车股份有限公司 100%低地板轻轨车刚性轮对单电机同轴两轮驱动机构
RU2559397C2 (ru) * 2013-12-11 2015-08-10 Федеральное государственное бюджетное образовательное учреждение высшего профессионального образования "Омский государственный университет путей сообщения" (ОмГУПС (ОмИИТ)) Устройство для уменьшения колебаний пассажирского вагона
DE102014214055A1 (de) * 2014-07-18 2016-01-21 Siemens Aktiengesellschaft Fahrwerk für ein Schienenfahrzeug
PL3263418T3 (pl) * 2016-07-01 2021-08-16 Západoceská Univerzita V Plzni Kompaktowa jednostka napędowa do pojazdów trakcyjnych
CN107542909B (zh) * 2017-10-19 2020-07-31 中车株洲电力机车有限公司 一种悬挂式单轨列车的齿轮箱
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Also Published As

Publication number Publication date
DE10354141A1 (de) 2005-06-23
AU2004291303A1 (en) 2005-06-02
ATE398563T1 (de) 2008-07-15
RU2322366C1 (ru) 2008-04-20
EP1685014B2 (fr) 2014-10-29
RU2006120568A (ru) 2008-01-10
CA2546581A1 (fr) 2005-06-02
WO2005049401A3 (fr) 2006-02-16
DE502004007407D1 (de) 2008-07-31
CN1882465A (zh) 2006-12-20
EP1685014A2 (fr) 2006-08-02
CN100411928C (zh) 2008-08-20
WO2005049401A2 (fr) 2005-06-02

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