EP2258596B1 - Bogie moteur de véhicule ferroviaire comprenant un moteur semi-suspendu - Google Patents

Bogie moteur de véhicule ferroviaire comprenant un moteur semi-suspendu Download PDF

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Publication number
EP2258596B1
EP2258596B1 EP10305591.9A EP10305591A EP2258596B1 EP 2258596 B1 EP2258596 B1 EP 2258596B1 EP 10305591 A EP10305591 A EP 10305591A EP 2258596 B1 EP2258596 B1 EP 2258596B1
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EP
European Patent Office
Prior art keywords
axle
chassis
motor
driven bogie
bogie 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.)
Active
Application number
EP10305591.9A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP2258596A1 (fr
Inventor
Alain Rodet
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.)
Alstom Transport SA
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Alstom Transport SA
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 Alstom Transport SA filed Critical Alstom Transport SA
Publication of EP2258596A1 publication Critical patent/EP2258596A1/fr
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Publication of EP2258596B1 publication Critical patent/EP2258596B1/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
    • 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
    • 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
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/22—Guiding of the vehicle underframes with respect to the bogies
    • B61F5/24—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes
    • 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
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles

Definitions

  • the present invention relates to a motor vehicle bogie of the type comprising two pairs of wheels, the wheels of a pair being connected to each other by a shaft to form an axle, said axles being connected to each other. another by a frame comprising at least two longitudinal members and axle boxes of each axle, said axle boxes being disposed between the wheels of said axle, a motor attached to the chassis extending between the wheels of the axle and driving the rotation of said axle via a coupling and a gearbox, one of the axle boxes housing the motor reducer and comprising bearings for rotation of the axle. (see for example GB-A-631.977 ).
  • the invention also relates to a railway vehicle comprising such a bogie.
  • each motorized bogie is provided with means for rotating each axle.
  • These drive means comprise at least one motor, at least one gearbox and a mechanical device ensuring the transmission of engine torque from the motor to the axle, and the transmission of the braking torque from the axle to the engine, while allowing the relative movements between the engine and the axle induced by the primary suspensions.
  • the drive means are differentiated by the distribution of their masses which are either "not suspended”, that is to say related to the axle, or "suspended", that is to say related to the chassis of bogie above the primary suspensions.
  • These drive means are differentiated by their ease of integration into the bogie in terms of size, whether in width (that is to say parallel to the axis axle) and length (parallel to the sense of vehicle running). They differ in complexity by the number of pieces they understand.
  • the so-called “semi-suspended motor” traditionally comprises a motor that rests oscillating on the axle by two bearings and on which is fixed a gearbox housing.
  • the motor output gear meshes with a wheel set on the axle.
  • An articulated reaction rod makes it possible to take over couples and to ensure the movements due to movements between the bogie frame and the axle. This transmission is simple to implement but has unsprung masses, which limits the speed of the vehicle.
  • the gearbox and the motor are rigidly connected and fixed to the bogie frame.
  • the torques are transmitted between the gearbox output bearing and the axle via a hollow shaft device, which also ensures the movements due to movements between the truck frame and the axle.
  • This transmission increases the size of the bogie in the direction of travel of the vehicle.
  • the place taken by the hollow shaft on the axle also requires adding an intermediate wheel to the gearbox.
  • This solution allows the vehicle to move at high speeds but is complex to implement because it requires a hollow bearing output gearbox, links between this bearing and the hollow shaft side reducer, and between the axle and the hollow shaft.
  • the so-called "semi-suspended reducer” training is a compromise in terms of unsprung masses and complexity between the two previous types of training.
  • the engine is fixed on the bogie frame and the gearbox is fixed on the one hand oscillating on the axle and on the other hand connected to the bogie frame by a reaction rod.
  • a mechanical coupling connects the motor shaft to the input bearing of the gearbox and ensures the movements between the motor output and the input of the gearbox, movements due to the suspensions.
  • the bogie axles are generally connected by an “outside” chassis, in which the longitudinal members are arranged outside the wheels, or by an “inner” chassis, in which the longitudinal members are arranged on the outside. inside the wheels, that is to say between the wheels, on axle boxes also arranged inside the wheels.
  • the inner frame reduces truck mass and reduces manufacturing costs. Such a frame also accommodates the brake calipers outside the frame, which improves the accessibility of the stirrups for possible disassembly, and also improves accessibility to the wheels.
  • a motorized bogie with an inner frame there is little room in the transverse direction for housing a powerful and bulky engine.
  • the only state-of-the-art solution for accommodating a powerful motor and the associated transmission, while limiting the unsprung masses, is the hollow shaft suspension which is complex to implement, as described above. .
  • One of the aims of the invention is to overcome these disadvantages by providing a compact bogie of reduced mass, comprising limited unsprung masses and simple drive means for a powerful motor.
  • the clearance in the transverse direction by integrating the reducer in the axle box thus allows to house a powerful motor between the wheels of the bogies with a type of drive which allows, on the one hand, to limit the unsprung masses by compared to a semi-suspended motor solution, and, secondly, to simplify the assembly compared to a fully suspended motor.
  • Such an articulated frame allows the bogie to overcome the defects of the tracks - or "left" - without hindrance, by allowing the bogie to present points of support on the ground which are not in the same rolling plane without excessive discharges which increase the risk of derailing the vehicle. The roll movement is thus resumed by the bogie frame articulation.
  • the invention also relates to a railway vehicle comprising at least one bogie as described above.
  • a horizontal plane is substantially parallel to the plane in which the axles extend and the vertical plane is substantially parallel to the plane in which the wheels extend.
  • the term “longitudinal” is defined with respect to the direction in which a railway vehicle extends in a horizontal plane and the term “transverse” is defined in a direction substantially perpendicular to the longitudinal direction in a horizontal plane.
  • a motor vehicle bogie 1 of a railway vehicle (not shown), for example a subway, is described.
  • the bogie 1 comprises two pairs of wheels 2, the wheels 2 of each pair being connected to each other by a shaft 36 to form an axle 4.
  • the axles 4 are connected to each other by a chassis 6, said inner, comprising two half-frames 8 each secured to an axle 4.
  • inner frame means that the frame 6 extends substantially between the wheels 2 according to the transverse direction without “overflowing" them.
  • Each half-frame 8 comprises two longitudinal members 10, extending substantially longitudinally, connected to each other by a cross member 12, extending substantially transversely.
  • Each beam 10 rests on the axle boxes 14, 14 'of an axle 4, said axle boxes 14, 14' being arranged substantially against the wheels 2 of the axle 4, between said wheels 2.
  • the cross member 12 extends to a height less than that of the longitudinal members 10, as shown in FIG. Fig. 3 , which allows to clear a larger space between the two axles 4 of the truck 1.
  • a primary suspension 16 is interposed between each spar 10 and the axle box 14, 14 'on which said spar 10 rests. This primary suspension 16 allows a relative vertical displacement of the axle relative to the half-frame 8, that is to say that the axle 4 is movable and suspended relative to the half-frame in a substantially vertical direction.
  • the cross members 12 of the half-frames 8 are articulated to one another by a hinge joint 18, or ball joint, arranged in the center of the bogie, so as to allow rotation of a half-frame 8 with respect to the other around a substantially longitudinal axis A, said rotation to adapt to the lefts suffered by the bogie.
  • the joint may be of the dry spherical ball type or of the spherical or cylindrical rubber joint type. This ball joint blocks the three translations along the substantially longitudinal axes A, transverse Y and vertical Z of the two half-frames relative to each other.
  • the longitudinal members 10 of the half-frame 8 facing each other are connected to one another by two connecting rods 20 so as to block the relative rotations of the two half-frames about the substantially vertical axes Z and substantially transverse Y passing through the joint. articulation 18.
  • the two half-frames are then held together so that the axles remain parallel and the bogie 1 does not fold on itself under the effect of the vertical load.
  • the two half-chassis can rotate relative to one another about the substantially longitudinal axis A to accept the left-hand lanes.
  • connection points of the two rods 20 are positioned in a horizontal plane offset from the horizontal plane passing through the hinge joint 18.
  • the connecting points of the two connecting rods 20 are positioned in a horizontal plane extending above the horizontal plane passing through the hinge joint 18.
  • the connection points of the two connecting rods extending in a plane extending below horizontal plane passing through the hinge 18.
  • the rods are also spaced in the transverse direction from one another.
  • the difference in height H between the horizontal plane of the connecting points of the rods 20 and the horizontal plane passing through the hinge joint 18 must be sufficient to limit the forces experienced by these rods 20 and the hinge joint 18 under the effect of the vertical load. This distance H must be approximately equal to at least 1/6 of the truck's wheelbase.
  • the spacing L between the two connecting rods must be sufficient to limit the forces experienced by these rods and the hinge joint, under the effect of curved registration efforts, for example.
  • the clearance shall be approximately 1/3 of the truck's wheelbase for a truck traveling on a normal gauge track, that is to say having a track gauge of 1435 mm.
  • the rods 20 are connected to the beams 10 by hinges 21, mainly around substantially transverse axes, to allow the desired main freedom of the two half-frames 8 relative to each other to cross the left lane.
  • the joints 21 of the connecting rods can be of the dry spherical ball type or of the spherical or cylindrical rubber articulation type.
  • the rods 20 have for example a stirrup shape allowing the housing of a secondary suspension 22 in each of said rods 20.
  • This is called “integrated" secondary suspension in each rod 20, as shown in FIG. Fig. 1 .
  • each connecting rod 20 is composed of two elements, a first stirrup-shaped element 23 connected by the joints 21 to the longitudinal members 10, and a second element 25 which is arranged on the two upper parts of the stirrup 23 and which connects said parts together.
  • the function of this second element 25 is to avoid the spacing of the stirrup under the effect of the longitudinal forces generated by the secondary suspension 22.
  • the secondary suspensions 22 allow among other things a vertical relative displacement of the bogie 1 relative to the rail vehicle on which said bogie 1 is mounted.
  • the secondary suspension 22 may be of the pneumatic type or of the elastomer suspension type.
  • the primary suspension 16 which only takes up the vertical deflections is interposed between each spar 10 and the axle box 14, 14 'on which said spar 10 rests.
  • the primary suspension 16 is here made by an assembly consisting of two joints 30 of cylindrical rubber type for example, respectively disposed between the crosspiece 12 and each axle box 14, 14 ', which materialize a transverse axis of rotation of the axle 4 with respect to the bogie half-frame 8, and two rubber studs 32 for example placed respectively between the spar 10 of the half-frame 8 and each axle box 14, 14 '.
  • This primary suspension 16 allows a relative vertical displacement of the axle 4 relative to the half-frame 8, that is to say that the axle 4 is suspended relative to the chassis in a substantially vertical direction.
  • the primary suspension 16 is particularly compact.
  • Such a bogie architecture notably makes it possible to limit the angular deflections between the axis of the motor 24 and the axis of the axle 4.
  • the bogie described is motor, that is to say that at least one of the axles 4 is rotated by a motor 24.
  • a motor 24 According to the embodiment shown in FIG. Fig. 2 , only one axle is driven by a motor 24, while according to the embodiment shown on the Fig. 1 the two axles 4 of the bogie 1 are each driven by a motor 24.
  • Each motor is arranged transversely, that is to say that its rotation shaft extends parallel to the axle that drives.
  • the motor 24 is for example fixed relative to the chassis of the bogie 1, fixed for example to a cross member 12 of a half-frame 8 by a fixing bracket 26 and extends in the vicinity of the axle 4 that it drives, substantially between the two wheels 2.
  • a reducer 28 is placed in one of the two axle boxes 14 of the axle 4 driven by the motor 24.
  • the bearings 38 of the axle box 14 also serve as bearings to the ring gear of the gearbox 28. therefore, the gearbox 28 can be placed closer to the wheel 2.
  • the arrangement of the gearbox 28 in an axle box 14 saves space, which frees space in the transverse direction.
  • the gearbox housing thus plays the role of axle box by providing links with the bogie frame 6 via the joints 30 of the primary suspension 16.
  • a coupling 42 is provided between the motor 24 and the gearbox 28.
  • This coupling is for example with curved teeth, or is of any other type absorbing low deflections between the bogie frame and the axle.
  • the hubs 34 and the transmission shaft 36 are rigidly connected and are therefore rotated by the motor 24.
  • the two axle boxes 14, 14 'of the same axle 4 are connected by a bridge beam 40 to form a dimensionally stable structure.
  • the hubs 34 and the transmission shaft 36 rotate inside the bridge beam 40 by means of bearings 38, which are arranged in the axle boxes 14, 14 '. Since the axle boxes 14, 14 'are functionally different, the bearings 38, 38' are not necessarily identical.
  • each axle box 14, 14 ' is connected to the bogie frame 6 by a hinge 30, previously described.
  • the assembly comprising the axle box 14 incorporating the reducer 28, the bridge beam 40, and the opposite axle box 14 forms a one-piece transmission bridge, rigidly twisted about the axle axis.
  • the value of the rigidity of this assembly is defined by those skilled in the art so as to take the roll movements and to allow the passage to the left of the vehicle around a longitudinal axis, taking into account the joint in two half chassis of the bogie frame.
  • the movements of the coupling 42 are also minimized.
  • the motor bogie according to the invention thus comprises a lightweight interior chassis 6, a powerful and suspended motor 24, and a semi-suspended reducer 28, and a simple transmission to implement.
  • Another advantage is a gain in height of the primary or secondary suspensions, because the roll movements between the axle and the bogie frame are limited by the rigidity of the axle boxes - beam bridge - connecting rods.
  • the transmission is also reduced in length due to the reduced vertical travel provided by the primary suspension 16 at the coupling 32.
  • the transmission shaft 36 may not be disposed inside the bridge beam 40, but outside, for example above the bridge beam 40, as shown in FIG. figure 1 .
  • the bogie frame is not articulated.
  • the transmission assembly must have a minimum torsional flexibility to take roll movements and allow the vehicle the passage of the left.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Vehicle Body Suspensions (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
  • Carriers, Traveling Bodies, And Overhead Traveling Cranes (AREA)
  • Body Structure For Vehicles (AREA)
  • Agricultural Machines (AREA)
EP10305591.9A 2009-06-05 2010-06-04 Bogie moteur de véhicule ferroviaire comprenant un moteur semi-suspendu Active EP2258596B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FR0953728A FR2946307B1 (fr) 2009-06-05 2009-06-05 Bogie moteur de vehicule ferroviaire comprenant un moteur semi-suspendu

Publications (2)

Publication Number Publication Date
EP2258596A1 EP2258596A1 (fr) 2010-12-08
EP2258596B1 true EP2258596B1 (fr) 2013-08-14

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EP10305591.9A Active EP2258596B1 (fr) 2009-06-05 2010-06-04 Bogie moteur de véhicule ferroviaire comprenant un moteur semi-suspendu

Country Status (9)

Country Link
US (1) US8171861B2 (ru)
EP (1) EP2258596B1 (ru)
KR (1) KR101703784B1 (ru)
CN (1) CN101934799B (ru)
BR (1) BRPI1002141B1 (ru)
DK (1) DK2258596T3 (ru)
ES (1) ES2433426T3 (ru)
FR (1) FR2946307B1 (ru)
RU (1) RU2526404C2 (ru)

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Also Published As

Publication number Publication date
BRPI1002141B1 (pt) 2020-02-18
US8171861B2 (en) 2012-05-08
US20100307370A1 (en) 2010-12-09
KR101703784B1 (ko) 2017-02-08
EP2258596A1 (fr) 2010-12-08
FR2946307A1 (fr) 2010-12-10
BRPI1002141A8 (pt) 2016-06-21
CN101934799A (zh) 2011-01-05
FR2946307B1 (fr) 2011-08-05
BRPI1002141A2 (pt) 2012-02-07
CN101934799B (zh) 2014-11-26
RU2526404C2 (ru) 2014-08-20
KR20100131393A (ko) 2010-12-15
ES2433426T3 (es) 2013-12-11
DK2258596T3 (da) 2013-11-18
RU2010122942A (ru) 2011-12-10

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