EP2214946B1 - Antrieb mit achsreitendem getriebe für hohe geschwindigkeiten - Google Patents

Antrieb mit achsreitendem getriebe für hohe geschwindigkeiten Download PDF

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Publication number
EP2214946B1
EP2214946B1 EP08844204.1A EP08844204A EP2214946B1 EP 2214946 B1 EP2214946 B1 EP 2214946B1 EP 08844204 A EP08844204 A EP 08844204A EP 2214946 B1 EP2214946 B1 EP 2214946B1
Authority
EP
European Patent Office
Prior art keywords
bogie
motor unit
bogie frame
transmission
support arm
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.)
Active
Application number
EP08844204.1A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP2214946A1 (de
Inventor
Jochen Brandstetter
Gerd Löffler
Hugo Rackl
Herbert Reitmayr
Thomas Weidenfelder
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.)
Siemens Mobility GmbH
Original Assignee
Siemens AG Oesterreich
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 Siemens AG Oesterreich filed Critical Siemens AG Oesterreich
Priority to PL08844204T priority Critical patent/PL2214946T3/pl
Publication of EP2214946A1 publication Critical patent/EP2214946A1/de
Application granted granted Critical
Publication of EP2214946B1 publication Critical patent/EP2214946B1/de
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C9/00—Locomotives or motor railcars characterised by the type of transmission system used; Transmission systems specially adapted for locomotives or motor railcars
    • B61C9/38—Transmission systems in or for locomotives or motor railcars with electric motor propulsion
    • B61C9/48—Transmission systems in or for locomotives or motor railcars with electric motor propulsion with motors supported on vehicle frames and driving axles, e.g. axle or nose suspension
    • B61C9/50—Transmission systems in or for locomotives or motor railcars with electric motor propulsion with motors supported on vehicle frames and driving axles, e.g. axle or nose suspension in bogies
    • 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

Definitions

  • the invention relates to a bogie for locomotives according to the preamble of patent claim 1.
  • the bogie frame In the bogie frame are generally arranged two drive wheels with associated drive unit, wherein the drive unit is suspended in the bogie frame.
  • the simplest type of suspension of drive units is the Tatzlagerantrieb.
  • the DE 195 30 155 A1 describes such a solution in which the engine is supported on one side with two Tatzlagern on the wheel axle of the drive wheels and is resiliently supported on the other side on the bogie.
  • Engine and transmission are arranged achsreitend.
  • the mass of the engine and the transmission largely unsprung on the wheelset.
  • Disadvantage of this Tatzlageranitati is that introduced by the unevenness of the track forces (accelerations) are transferred directly to the drive. This effect increases as the speed increases. Large unsprung masses or moments of inertia of the primarily sprung masses give rise to instabilities and very high forces between wheel and rail, which necessitate other solutions.
  • the horizontal vibration behavior is distracting at speeds above about 140 km / h, with generally superimposed on a translational vibration with a transverse to the track amplitude and a torsional vibration about a vertical axis to a rolling motion.
  • the effect commonly known in the art as eradication is often used to affect transverse and torsional vibrations about the vertical axis of the landing gear and thereby significantly improve the stability of the vehicle.
  • natural frequencies of the bogie or the locomotive are superimposed and damped by the vibration of an additional vibration mass.
  • This effect is achieved by decoupling the masses of the drive from the rest of the chassis. Especially at high speeds, a decoupling from a running point of view (unstable driving behavior) is necessary, which is why heavy locomotive drives are used with achsreitendem transmission so far only up to speeds of 160 km / h.
  • the EP 0 444 016 B1 shows an example of such a solution.
  • the traction motor and the flanged gearbox are each suspended elastically via vertically extending leaf springs in the bogie frame and thus act together as a absorber for transverse and torsional vibrations about the vertical axis of the bogie.
  • Disadvantages of this solution are the complicated construction, the great weight and the high costs caused by the necessity of installing a hollow shaft.
  • a bogie according to the preamble of claim 1 is known from EP 0 589 866 B1 known.
  • the gearbox is flanged directly to the traction motor and the motor-gear unit suspended by means of resilient elements in the bogie.
  • the complex design and the high cost of this solution are disadvantageous here.
  • the CH 331 740 A known in which a chassis for a rail vehicle is disclosed in which a drive motor and a transmission are resiliently mounted on a chassis frame.
  • the transmission is connected via a support with a cross member of the chassis frame, which in addition to engine bearings and a gear bearing point must be provided on the chassis frame and thus an increased production cost is expected.
  • the object of the invention was therefore to construct a drive bogie with an off-going transmission, which can be operated at speeds of more than 160 km / h and is inexpensive to manufacture.
  • a bogie in which the drive unit is arranged such that both vibrations transverse to the direction of travel of the rail vehicle and torsional vibrations about the vertical axis of the bogie are significantly reduced.
  • the Transversely elastic suspension of the motor unit acts as a absorber.
  • the clutch allows the decoupling of motor unit and axle-going gearbox, which proves to be favorable, since there is relative movement between the oscillating motor unit and the gearbox.
  • the clutch also transfers the torque from the engine unit to the transmission or to the wheelset shaft.
  • the coupling is arranged following the motor shaft.
  • the transverse elastic suspension of the motor unit is advantageously realized by means of two pendulum-like connecting pieces (115, 116), with which the motor unit (106) at the two attachment points (110, 111) on the head support (112) of the bogie frame (102) is suspended.
  • the pendulum-type connecting pieces have bearings with a certain torsional rigidity in their end regions, which allow movements in all spatial directions to a limited extent.
  • various embodiments of the pendulum-type connecting pieces are conceivable, for example, they could also be realized as leaf springs.
  • a particularly beneficial effect of the transmission torque arm can be achieved when the point at which the transmission torque arm (113) is connected to the motor unit (106) is positioned as close as possible to the clutch (114) is.
  • the coupling is arranged following the motor shaft. Under as close as possible here is an arrangement to understand in which the transmission torque arm is mounted as close to the clutch, as is possible within the design constraints, so that a proper function of the clutch is still guaranteed.
  • the ideal position of the transmission torque arm lies in the vehicle longitudinal direction exactly at the height of the motor shaft. Strictly speaking, therefore, the point at which the transmission torque arm is attached to the housing of the motor unit is to be located as close as possible to the point where the motor shaft emerges from the housing of the motor unit.
  • the transmission torque arm (113) is advantageously designed as a pendulum-like connector. Similar to the connectors with which the motor unit is suspended on the head carrier of the bogie frame, the pendulum-like connector here consists of a kind of axle having at its ends bearings that allow movement of the transmission torque arm.
  • An advantageous suspension of the motor unit in the bogie according to the invention can be realized when the suspension of the motor unit (106) on the head support (112) of the bogie frame (102) by means of at least one support arm (117, 118), wherein the connection between the support arm (117, 118 ) and the attachment points (110, 111) via at least one interchangeable Tragarmadapter (119).
  • the support arm is arranged substantially horizontally.
  • two support arms are used, resulting in a simpler connection with the Can realize attachment points or the Tragarmadaptern.
  • the Tragarmadapter are bolted or welded to the support arms, for example.
  • two pairs of support arms (117, 118, 122) are provided, which are arranged side by side and each consist of an upper and a lower support arm.
  • the support arm adapters (119) are designed, for example, such that they are rigidly connected directly to the attachment points (110, 111) on the head support (112) of the bogie frame (102).
  • Such an embodiment can be used for example for rail vehicles that reach a maximum speed of 160 km / h.
  • stop means and damping elements could be saved, as it comes through the rigid connection to no vibration movements of the motor unit, further no pendulum-type connectors are necessary, thereby significantly reducing the cost of such a bogie.
  • the Tragarmadapter (119) are designed such that the connection of a Tragarmadapter (119) and the attachment point (110, 111) on the head support (112) of the bogie frame (102) with a pendulum-like connector (115, 116) ,
  • Transverse and torsional vibrations about the vertical axis of a bogie according to the invention can be further reduced if between the drive unit and the bogie frame (102) in a conventional manner a transversely to the longitudinal axis of the bogie (101) acting damping element (120) is provided.
  • This damping element may be, for example, a pneumatic or hydraulic damper, other embodiments using rubber or elastomeric elements are conceivable.
  • a damping element By the arrangement of such a damping element, an optimization of the absorption effect is possible by the improved tuning characteristic of the drive or motor unit relative to the bogie frame.
  • At least one stop device (121) delimiting the movement of the motor unit (106) in the transverse direction to the longitudinal axis of the bogie frame (102) is arranged on the head carrier (112).
  • FIG. 1 shows the right side of a bogie frame 102 of a bogie 101 according to the invention, wherein on the left side of Fig. 1 the cross member 109 and on the right side of the head support 112 are shown. Furthermore, a drive wheel set consisting of a wheelset shaft 103 and two wheels 104, 105 is shown. The wheelset is limitedly movable against the bogie frame 102.
  • Fig. 1 also shows a drive unit consisting of a motor unit 106, a gear 107 and a clutch 114.
  • the components of the clutch 114 for example two Clutch stars for transmitting the torque from the motor unit 106 to the wheelset shaft 103, are arranged directly after the motor shaft 123.
  • the gear 107 is mounted axially on the wheelset shaft 103, being mounted movably but immovably along the shaft about the wheelset shaft 103.
  • the drive unit is suspended in three places in the bogie frame 102, namely at the main pivot point 108 on the cross member 109 and in two attachment points 110, 111, in Fig. 1 are not recognizable because they are obscured by the head carrier 112.
  • the support arm adapter 119 may be realized such that a swapping of the upper 117, 118 and lower 122 support arms a rigid, non-oscillating connection with the bogie frame 102 and the head support is made possible. So could with the same components both a rigid as well as a swinging suspension of the motor unit 106 can be realized.
  • this modular design makes it possible to remove the wheel set shaft 103 while the motor unit 106 remains mounted in the bogie frame 102. That that is possible is very nice Fig. 4 recognizable: By removing the lower support arms 122, the Ausachsen can be performed without further reconstruction work on the bogie 101 must be made.
  • FIG. 5a shows the support arms 117, 122 in detail - in this embodiment, the connection of the support arms 117, 122 takes place with the bogie frame 102 by means of a pendulum-like connector 115 which is connected via the Tragarmadapter 119 with the support arms 117, 122.
  • the embodiment in which there is a rigid connection of the support arms 117, 122, that is, the motor unit 106, to the bogie frame 102, is shown in FIG Fig. 5b shown.
  • Such a variant allows the saving of stop devices, transverse dampers and the like. From the FIGS.
  • FIG. 2 shows a section of the bogie 101 from Fig. 1 along the line AA.
  • pendulum-like connecting pieces 115, 116 are arranged, which allow a pivotable mounting of the drive or motor unit 106 in the bogie frame 102.
  • pendulum-type connecting pieces 115, 116 are also in the FIGS. 3 and 4 clearly.
  • pendulum-like is understood here a device that allows it by deflection from the rest position in oscillation to be offset and swing around the central, lowest point of the center of mass.
  • This oscillatory movement is also defined by the bearing at the main pivot point 108 on the cross member 109 (as well as by the pendulum suspension on the head carrier) of the bogie frame 102.
  • the pendulum-like connecting pieces 115, 116 can also be realized as leaf springs.
  • Fig. 3 It can be seen that further between the drive unit and the bogie frame 102 for damping the motor movement suitable damping unit 120 is provided, which is installed in the transverse direction to the longitudinal axis of the bogie 101.
  • This damping unit 120 is designed for example hydraulically or pneumatically, but can also be configured differently. Also in the FIGS. 1 and 4 the damping unit 120 is partially visible.
  • the arrangement of the gearbox torque arm 113 on the housing of the motor unit 106 is also advantageous.
  • the gearbox torque arm 113 is arranged between the gearbox 107 and the motor unit 106.
  • the attachment of the transmission torque arm 113 is carried out on the housing of the motor unit 106th
  • the gearbox torque arm 113 it is placed on the housing of the motor unit 106 as close as possible to the location where the motor shaft 123.
  • the ideal position of the gearbox torque arm lies in the vehicle longitudinal direction at the same level of the motor shaft , Under as close as possible here is the structurally just acceptable distance to understand that allows proper operation of gear 107 and clutch 114. ever the smaller the distance, the lower is the relative movement between the gear 107 and the motor unit 106 during operational compression of the bogie 101. The reduction of the relative movements acts clutch-friendly.
  • the transmission torque arm 113 is similar to the suspensions of the motor unit 106 on the head support 112 of the bogie frame 102 configured as a pendulum-shaped connection.
  • Fig. 6 illustrated where the transmission pivot 124 is disposed on the cross member 109 of the bogie frame 102. It should be noted that the illustration in Fig. 6 is only schematic and an actual execution will be performed slightly different according to the real requirements.
  • a stop device 121 is arranged on the bogie frame 102, which intercepts large amplitudes of the oscillating motor unit 106. Thus, any damage to the bogie 101 can be prevented by the motor unit 106.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Vehicle Body Suspensions (AREA)
  • Vibration Prevention Devices (AREA)
  • Carriers, Traveling Bodies, And Overhead Traveling Cranes (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
EP08844204.1A 2007-10-31 2008-09-29 Antrieb mit achsreitendem getriebe für hohe geschwindigkeiten Active EP2214946B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL08844204T PL2214946T3 (pl) 2007-10-31 2008-09-29 Napęd z osadzoną bezpośrednio na osi przekładnią do dużych prędkości

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AT0176907A AT505902B1 (de) 2007-10-31 2007-10-31 Drehgestell für eine lokomotive mit achsreitend angeordneten getrieben
PCT/EP2008/062997 WO2009056415A1 (de) 2007-10-31 2008-09-29 Antrieb mit achsreitendem getriebe für hohe geschwindigkeiten

Publications (2)

Publication Number Publication Date
EP2214946A1 EP2214946A1 (de) 2010-08-11
EP2214946B1 true EP2214946B1 (de) 2018-12-19

Family

ID=40254361

Family Applications (1)

Application Number Title Priority Date Filing Date
EP08844204.1A Active EP2214946B1 (de) 2007-10-31 2008-09-29 Antrieb mit achsreitendem getriebe für hohe geschwindigkeiten

Country Status (9)

Country Link
US (1) US9174654B2 (ru)
EP (1) EP2214946B1 (ru)
CN (1) CN102026859B (ru)
AT (1) AT505902B1 (ru)
ES (1) ES2715923T3 (ru)
PL (1) PL2214946T3 (ru)
RU (1) RU2488503C2 (ru)
UA (1) UA103601C2 (ru)
WO (1) WO2009056415A1 (ru)

Families Citing this family (18)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102008008027A1 (de) * 2008-02-04 2009-08-06 Siemens Aktiengesellschaft Antriebsvorrichtung für ein Schienenfahrzeug
DE102010020981A1 (de) † 2010-05-12 2011-11-17 Bombardier Transportation Gmbh Antrieb für Schienenfahrzeuge
US8534200B2 (en) 2011-07-20 2013-09-17 General Electric Company Suspension apparatus and method
AT514023B1 (de) * 2013-03-06 2015-04-15 Siemens Ag Oesterreich Fahrwerk für Schienenfahrzeuge
AU2015319952B8 (en) * 2014-09-22 2018-08-23 Siemens Mobility Austria Gmbh Chassis frame with drive unit
DE102014223082A1 (de) 2014-11-12 2016-05-12 Zf Friedrichshafen Ag Getriebegehäuse mit abnehmbarem Nebengehäuseteil zur erleichterten Gummilagermontage
RU2616455C1 (ru) * 2015-11-09 2017-04-17 Константин Евгеньевич Панечкин Центральное подвешивание колесно-моторного блока
AT518243B1 (de) * 2016-02-01 2021-12-15 Siemens Mobility Austria Gmbh Fahrwerk für ein Schienenfahrzeug
DE102016213998A1 (de) * 2016-07-29 2018-02-01 Voith Patent Gmbh Radsatzgetriebe und Verfahren zur Montage
DE102016213997A1 (de) * 2016-07-29 2018-02-01 Voith Patent Gmbh Radsatzgetriebe und Verfahren zur Montage
CN106274919A (zh) * 2016-08-29 2017-01-04 中车大连机车车辆有限公司 高速机车电机悬挂装置
WO2018166582A1 (de) 2017-03-14 2018-09-20 Siemens Ag Österreich Fahrwerk für schienenfahrzeuge
US10059380B1 (en) * 2017-08-08 2018-08-28 Ford Global Technologies, Llc Mounting an accessory to a frame member
CN108045385A (zh) * 2017-12-18 2018-05-18 中车长春轨道客车股份有限公司 一种铁路车辆用横向刚度可变的电机悬挂机构
JP6622842B2 (ja) * 2018-04-16 2019-12-18 川崎重工業株式会社 鉄道車両用駆動台車
DE102019200769A1 (de) * 2019-01-23 2020-07-23 Zf Friedrichshafen Ag Getriebegehäuse und Anordnung zur Abstützung eines Getriebes
DE102019207396A1 (de) * 2019-05-21 2020-11-26 Zf Friedrichshafen Ag Anordnung zur Abstützung eines Getriebes an einem Drehgestell
FR3118750B1 (fr) * 2021-01-12 2023-06-30 Alstom Transp Tech Bogie moteur pour véhicule ferroviaire

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CH331740A (de) * 1955-07-22 1958-07-31 Inventio Ag Triebdrehgestell für Schienenfahrzeuge
US3244117A (en) * 1964-09-30 1966-04-05 Westinghouse Electric Corp Parallel drive traction system with differential speed mechanism
FR2314850A1 (fr) * 1975-06-17 1977-01-14 Sncf Systeme de fixation de moteur aux vehicules de traction, notamment ferroviaires
DE3130603A1 (de) * 1981-08-01 1983-02-17 Krauss-Maffei AG, 8000 München Triebdrehgestell fuer ein schienenfahrzeug
DE4230549A1 (de) * 1992-09-08 1994-03-10 Aeg Schienenfahrzeuge Aufhängung zur Führung der in einem Drehgestell von Schienenfahrzeugen angeordneten Antriebsaggregate
EP0589864B1 (de) * 1992-09-21 1997-07-09 Siemens SGP Verkehrstechnik GmbH Triebfahrzeug, insbesondere Eisenbahn-Triebfahrzeug
AT406854B (de) * 1992-09-21 2000-10-25 Siemens Sgp Verkehrstech Gmbh Triebdrehgestell für eine elektrische lokomotive
US5520117A (en) * 1992-09-21 1996-05-28 Sgp Verkenrstechnik Gessellschaft M.B.H. Pendulum suspension for traction vehicle motor-transmission unit
DE9214101U1 (de) * 1992-10-01 1992-12-17 AEG Schienenfahrzeuge GmbH, O-1422 Hennigsdorf Aufhängung zur Führung der in einem Drehgestell von Schienenfahrzeugen angeordneten Antriebsaggregate
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Also Published As

Publication number Publication date
RU2010117172A (ru) 2011-11-10
WO2009056415A1 (de) 2009-05-07
US9174654B2 (en) 2015-11-03
ES2715923T3 (es) 2019-06-07
AT505902B1 (de) 2009-05-15
CN102026859A (zh) 2011-04-20
US20100300324A1 (en) 2010-12-02
PL2214946T3 (pl) 2019-05-31
RU2488503C2 (ru) 2013-07-27
AT505902A4 (de) 2009-05-15
UA103601C2 (ru) 2013-11-11
CN102026859B (zh) 2016-09-21
EP2214946A1 (de) 2010-08-11

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