EP2569197A1 - Système d'entraînement pour véhicules sur rails - Google Patents

Système d'entraînement pour véhicules sur rails

Info

Publication number
EP2569197A1
EP2569197A1 EP11720750A EP11720750A EP2569197A1 EP 2569197 A1 EP2569197 A1 EP 2569197A1 EP 11720750 A EP11720750 A EP 11720750A EP 11720750 A EP11720750 A EP 11720750A EP 2569197 A1 EP2569197 A1 EP 2569197A1
Authority
EP
European Patent Office
Prior art keywords
drive
rotor
gimbal
drive motor
rail vehicle
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.)
Granted
Application number
EP11720750A
Other languages
German (de)
English (en)
Other versions
EP2569197B1 (fr
EP2569197B2 (fr
Inventor
Erwin Skumawitz
Thomas KÜRSTEN
Michael Stockmayer
Werner Cepak
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 Transportation Germany GmbH
Original Assignee
Bombardier Transportation GmbH
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
Family has litigation
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Application filed by Bombardier Transportation GmbH filed Critical Bombardier Transportation GmbH
Publication of EP2569197A1 publication Critical patent/EP2569197A1/fr
Publication of EP2569197B1 publication Critical patent/EP2569197B1/fr
Application granted granted Critical
Publication of EP2569197B2 publication Critical patent/EP2569197B2/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

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

Definitions

  • the invention relates to a drive for rail vehicles with a drive motor and with at least one of the drive motor driven wheel or wheelset.
  • the wheel or the wheels of the wheelset roll during operation of the rail vehicle on the rails of a rail track.
  • the invention further relates to a
  • the invention relates to a rail vehicle with such a drive.
  • Transverse accelerations due to bumps, cornering and others Events is suspended.
  • the wheelset can move relative to the bogie in any direction from its neutral position, in particular tilt.
  • the pivot point of a tilting movement can not only be in the middle of the axle, but also in their end or near the wheels.
  • the axle can shift parallel to its neutral position.
  • the wheelset is subjected to torsional and bending vibrations.
  • the transmission means for transmitting the drive torque from the drive motor to the wheel or the wheel set shaft so
  • the hollow shaft drive wherein the wheel set shaft is disposed within a hollow shaft and wherein the drive motor, the drive torque via the hollow shaft to a wheel of the
  • the hollow shaft is connected to the driven wheel via a coupling (eg rubber coupling, diaphragm coupling, tab coupling or toothed coupling). At the opposite end of the hollow shaft, this is connected via a cardanically movable joint with a gear, which is driven by the drive motor.
  • a coupling eg rubber coupling, diaphragm coupling, tab coupling or toothed coupling.
  • This is connected via a cardanically movable joint with a gear, which is driven by the drive motor.
  • Drives with hollow shafts are structurally and manufacturing technically complex. In addition, they limit the space available for the drive motor space, since the hollow shaft and coupled to the hollow shaft joints and / or gearbox correspondingly large
  • a cardanically movable joint is understood as meaning a joint which allows the parts which are coupled to one another via the joint to move relative to one another about two mutually perpendicular rotary axes (also called rotation axes).
  • the axes of rotation can be imaginary axes of rotation act, which do not have to correspond to the axes of rotation of waves, as it is for example in the universal joint (also called universal joint) the case.
  • a cardanically movable joint also does not have to be designed in one piece. For example, it may consist of parts which each allow rotation about one of the two mutually perpendicular axes of rotation.
  • Joint be connected in a deflected position of the joint with an elastic deformation, which leads to restoring forces in the neutral position. This is particularly the case when parts of the joint are made of elastic materials, e.g. Hardy disk is the case.
  • the gimbal joint itself has no linear
  • Rotation axes stands. Likewise, the cardanically movable joint does not itself allow a linear mobility in the direction of the two axes of rotation. Further, the gimbal movable joint is not rotationally movable about the axis which is perpendicular to the two axes of rotation.
  • a gimbal joint may e.g. also comprise components of high modulus (e.g., steel) materials, but which are elastically deformable in shape (e.g., spring elements such as steel leaf springs).
  • Gear and / or cardan shafts are used. Often, axial compliance in the powertrain, i. a yielding towards the
  • Rotation axis desired to rotate one or more parts of the drive train to transmit the drive torque.
  • this torque is e.g. is converted by a gear in the drive train.
  • a so-called transverse drive is realized in which the axis of rotation of the rotor of the drive motor is approximately parallel to the axle of the driven wheelset.
  • the stator of the drive motor is supported on a cross member of the bogie.
  • Rotor shaft has a double gear coupling.
  • This coupling corresponds to the series connection of two joints with gimbal mobility, in addition also an axial mobility of the coupled via the gear coupling shaft sections is given.
  • a disadvantage of this type of mass decoupling is that between the two gimbals movable joints in the axial direction of the drive train only a short section of the
  • Axle axles are compensated from their neutral position.
  • Transverse drive is the end of the rotor shaft remote from the runner's point of view via a so-called off-axis gear, i. a transmission, which is at least partially supported on the axle, coupled to the wheelset.
  • off-axis gear i. a transmission, which is at least partially supported on the axle, coupled to the wheelset.
  • the stator of the drive motor is supported via a cardanically movable suspension on a bogie of the rail vehicle, on a car body of the rail vehicle or on a construction connected to the bogie and / or the car body.
  • a gimbal-mounted suspension analogous to the above definition of a gimbal joint is understood a joint that allows the parts coupled together via the joint to move relative to each other about two mutually perpendicular axes of rotation, i. to rotate.
  • the cardanic mobile suspension may be linearly immovable with respect to the two axes of rotation, linearly immovable with respect to the axis perpendicular to the two axes of rotation, and also with respect to the axis perpendicular to the two axes of rotation rotatory
  • a linear mobility in the direction of the axis can be provided, which is perpendicular to the two axes of rotation.
  • the gimbal-mounted suspension is not located in the drive train (between rotor and wheel or wheelset) and therefore does not rotate continuously to transmit torque.
  • the gimbal movable suspension supports the stator of the drive motor so that the torque of the rotor is transferable.
  • the two mutually perpendicular axes of rotation of the gimbal-mounted suspension are approximately perpendicular to the axis of rotation of the rotor.
  • Suspension does not necessarily cross each other, as is the case with a universal joint (so for the definition and designs of gimbal joint). Under perpendicular is also understood that the one axis of rotation crosses only a parallel of the other axis of rotation perpendicular. Also, the location of the axes of rotation in the space and relative to the stand and the supporting part (eg bogie frame) may vary slightly during rotation. Furthermore, the stiffnesses and / or resistances of the rotational movements must be around the two
  • Rotary axes of gimbal mobile suspension are not equal.
  • the gimbal mobile suspension can be realized in the same way as described above in the definition of the term gimbal movable joint.
  • it can consist of an arrangement of several parts that are not directly connected to each other, but only on the supporting
  • one-piece gimbals (eg the universal joint) are also suitable for the suspension.
  • the gimballed suspension is realized by two elongated elements of elastic material, in particular natural or synthetic rubber material.
  • the stiffness of the two elongated elements for linear movements in the direction of their
  • Longitudinal axis (the axis in which the elements are elongated) substantially larger than for curvature of the elements about its longitudinal axis.
  • the curvatures may be torsions about the longitudinal axis and / or curvatures of the longitudinal axis in two different mutually perpendicular directions.
  • the two elongated elements are parallel to one another with their longitudinal axes
  • the cardanically movable suspension is realized by two annular elements of elastic material, in particular of natural or synthetic rubber material.
  • the annular elements each extend about an axis, which is in particular a rotational axis of symmetry.
  • the two axes are parallel to each other at a distance.
  • the bogie or the other part of the supporting structure of the vehicle are interconnected.
  • one part of the two parts to be joined together e.g., the motor housing
  • the other part e.g., the bogie frame
  • the rubber material can at the radially inner side to a first annular sleeve and at the radial
  • annular elastic members may now be selected and / or adjusted to achieve the desired cardan motion of the suspension.
  • a gimbal-mounted joint in the drive train and a separate gimbal-mounted suspension are easier to implement than two gimbal-mounted joints in the drive train. Therefore, the weight of the arrangement can be reduced.
  • the number of complex components for ensuring the offset e.g., parallel offset of the
  • Rotation axis of a drive train part can be reduced.
  • An additional axial mobility of the rotor relative to the stator of the electric motor has the advantage that the gimbal-mounted joint in the drive train can be made simpler. For example, No curved tooth coupling with axial compliance is required.
  • the axial mobility of the motor also has the advantage that the bearing of the rotor by the magnetic field of the motor is completely friction and wear-free.
  • a neutral position can be defined, in which the axis of rotation of the rotor crosses the two axis of rotation of the gimbal-mounted suspension perpendicularly but not necessarily in the same point.
  • Drive motor is between the gimbal movable in terms of power flow between the supporting structure and the drive train
  • the following embodiment relates in particular to a transverse drive, ie the
  • the axis of rotation of the motor rotor runs transversely to the direction of travel:
  • Rail vehicle relative to the car body of the rail vehicle or relative to the associated with the bogie and / or the car body construction, be the same degrees of freedom of movement
  • the part of the drive train which is coupled via the gimbal movable joint with the rotor relative can run to the runner.
  • the rotor is coupled via the cardanically movable joint with a part of the drive train, which rotates during operation of the drive motor about an axis of rotation, which runs in a neutral position coaxial with the axis of rotation of the rotor.
  • the agreement in the degrees of freedom of the movement that the axis of rotation of said part of the drive train can be offset parallel to the neutral position, for. B. if appropriate deflections take place during operation.
  • Parallel displacement are moved out of the neutral position or are permanently or predominantly in a deflected position.
  • the cardanically movable joint is located in the drive train between the rotor and a transmission, via which the driving forces generated by the engine are transmitted to the wheel or the wheelset.
  • the gimbal movable joint is located between the rotor and the first in the course of the drive train
  • the following embodiment particularly relates to a longitudinal drive, i. the axis of rotation of the rotor runs in the direction of travel:
  • Rotation axis of the gimbal movable joint run in the drive train and run the other axis of rotation of the gimbal-mounted suspension perpendicular to the other axis of rotation of the gimbal joint.
  • the rotor is coupled via an angle gear with the wheel or the wheelset.
  • the stator or the housing of the stator it is preferred that the stator or the housing of the stator.
  • Gearbox fixed i. immobile relative to each other, are interconnected.
  • the motor and the angle gear therefore form a common drive module which is suspended by the gimbal-mounted suspension on the supporting structure of the vehicle, wherein the output side of the angular gear is coupled via the gimbal movable joint with the driven wheel or wheelset.
  • connection of the motor with the angular gear saves additional
  • An angular gear is understood to mean a gear that has a
  • Drive torque converts about a second axis of rotation, wherein the first and the second axis of rotation transverse and in particular exactly perpendicular to each other.
  • the offset is understood in particular to mean the offset of the axis of rotation of the rotor or the offset of the drive train from the perspective of the rotor beyond the cardanically movable joint.
  • the offset angle of the deflections of the gimbal movable suspension and gimbal joint are lower.
  • gimbals movable joints are used, which have a smaller construction volume, because they allow only a lower deflection. This is especially true at
  • Transverse drive is the length of the drive train in extension of the axis of rotation of the rotor limited by the width transverse to the direction of travel, which is available for installation. If lower deflections are to be expected, lower demands can also be placed on the precision of the components of the gimbal-mounted joint in the drive train.
  • Agility consists in a mobility of gimbal mobile
  • the gimbal-mounted suspension and the gimbal-movable joint (viewed in the direction of the axis of rotation of the rotor) at opposite ends of the motor or even at a distance from the ends can be.
  • the gimbals movable suspension is arranged laterally of the engine. An embodiment will be discussed. Although this arrangement shortens the distance between the suspension and the joint. As a rule, however, the distance will still be significantly greater than with two cardanically movable joints in the drive train.
  • the lateral arrangement of the gimbal movable suspension further space for the arrangement of the engine and the drive train is saved.
  • movable joint is to be understood as a clutch with gimbal mobility.
  • components and assemblies are already used, which are designated by the term coupling. Therefore, it will be understood that the element or assembly with gimbal mobility in the powertrain may also be a clutch.
  • a drive for rail vehicles comprising a drive motor with a stator and a rotor and at least one of
  • the stator of the drive motor is supported via a gimbal-mounted suspension on a bogie of the rail vehicle, on a car body of the rail vehicle or on a construction connected to the bogie and / or the car body.
  • the rotor of the drive motor is coupled via a cardanically movable joint and / or a cardanically movable coupling with the wheel, with the wheelset, with at least one wheel of the wheelset and / or with a shaft of the wheelset, so that during operation of the rail vehicle, the driving force of Drive motor is transmitted via the joint and / or the clutch.
  • the rotor drives a drive shaft which drives a wheel of the wheelset or a wheelset shaft of the wheelset via a transmission.
  • the rotor may drive a drive shaft during operation of the drive, wherein the gimbal movable joint couples a first portion of the drive shaft connected to the rotor to a second portion of the drive shaft such that the axes of rotation of the first portion and the second portion
  • the transmission mentioned in the previous paragraph is preferably located in the course of the drive train from the perspective of the runner beyond the second portion of the drive shaft, i. H.
  • the second section of the drive shaft has an axis of rotation which, in a neutral position in which the gimbal joint does not bend the first and second sections of the
  • Drive shaft leads, runs coaxially to the axis of rotation of the rotor.
  • the joint allows axial relative movement of the first portion and the second portion in the direction of at least one of the axes of rotation of the sections.
  • a drive shaft connected to the rotor can, as usual, be arranged on a first side of the motor (so-called A side) and can be the gimbal-mounted suspension on the stator of the motor
  • the scope of the invention also includes a rail vehicle, wherein the
  • Rail vehicle has a drive according to one of the described embodiments.
  • a drive motor with a stator and a rotor
  • the rotor of the drive motor is coupled via a cardanically movable joint and / or a gimbal mobile coupling with the wheel, with the wheel, with at least one wheel of the wheelset and / or with a shaft of the wheelset, so that during operation of the rail vehicle, the driving force the drive motor is transmitted via the joint and / or the coupling.
  • the drive motor drives the wheel or wheelset via a transmission.
  • the drive motor and a transmission in particular a bevel gear, a
  • Form drive module wherein the stator of the drive motor and non-movable parts of the transmission (in particular the transmission housing) are fixed and immovable relative to each other.
  • the drive module via the gimbal joint and / or via the gimbal movable
  • the rotor of the drive motor may have a drive shaft or be rotatably connected to a drive shaft.
  • the drive shaft is coupled via the cardanically movable joint and / or the cardanically movable coupling with the wheel, the wheel or the shaft of the wheelset.
  • Fig. 1 shows schematically a first embodiment of a transverse drive, wherein the
  • FIG. 2 is a front view of the plan view of FIG. 1 in the direction of arrow A in FIG
  • Fig. 3 shows an embodiment similar to that in Fig. 1, but wherein the axial
  • Mobility is given by a relative mobility of the rotor and the stator of the drive motor
  • Fig. 4 is a plan view similar to that in Fig. 1 and Fig. 3, but according to the
  • Fig. 5 is a plan view similar to that in Figs. 1, 3 and 4, schematically a
  • FIG. 6 is a section along the line B-B in Fig. 5, to illustrate the elastic suspension of the transmission
  • Fig. 7 shows a variant of the suspension of the transmission to the embodiment of
  • FIG. 8 shows a section along the line C-C in FIG. 5, the sectional plane, as also in FIGS. 6 and 7, being perpendicular to the image plane of FIG. 5, FIG.
  • FIG. 10 schematically shows an arrangement as in FIG. 10, but with the arrangement not only compensating for a parallel offset of the drive shaft but compensating for an asymmetrical arrangement of the gimbal-mounted suspension;
  • FIG. 12 schematically shows a variant of the cardanically movable suspension in an arrangement as in FIG. 10 and FIG. 1 1, wherein the cardanically movable suspension is arranged laterally of the motor,
  • Fig. 13 is a view of an embodiment of the side of the engine
  • Fig. 14 shows an embodiment of an elongated element, referred to as
  • Rubber spring is designed to realize the gimbal movable suspension
  • Fig. 15 is a plan view of an arrangement in which by means of two
  • Fig. 16 shows the arrangement of Fig. 15, but wherein the arrangement in a
  • FIG. 17 is a side view of the arrangement of FIG. 15, the
  • FIG. 18 shows the arrangement of FIG. 17, but with a deflection around one.
  • Axis of rotation of the gimbal mobile suspension has taken place, which is perpendicular to the longitudinal axes of the elongated elements, wherein a deflection has taken place by the angle ß,
  • FIGS. 19 is a plan view similar to that of FIGS. 1 and 3, but with the shaft of the wheel set disposed in a hollow shaft of the engine and the motor suspended from a cross member of the bogie via a gimbal movable suspension;
  • Fig. 20 in plan view from above schematically a bogie with a
  • 21 is an enlarged view of the drive module, the suspension of the
  • Fig. 1 shows a plan view of a bogie with a wheelset, which is driven by a transverse drive.
  • the bogie has a bogie frame 100 with an open in the direction of travel H-shaped support profile, whose cross member is denoted by 9 and whose longitudinal members are designated 3a, 3b.
  • the drive shaft 19 is connected via a gimbal movable joint 5 of the
  • the cardanically movable joint 5 has an axial compliance or mobility in the direction of the axis of rotation of the rotor shaft 18.
  • the rotor of the drive motor 1 is denoted by 4.
  • On the stand 22, a fastening 21 is mounted, which is suspended via a gimbal movable suspension 2 on a longitudinal support 12 which is fixed to the cross member 9.
  • Fig. 2 shows the arrangement in a front view, wherein also still the suspension 16a, 16b can be seen, via which the wheel bearing 1 1 a, 1 1 b resiliently with the
  • Car body 14 of the rail vehicle are connected.
  • Fig. 3 shows a plan view which is very similar to the plan view in Fig. 1, but with the gimbal joint 5 being replaced by a cardan joint 15 having no axial compliance. Instead, the axial compliance in the direction of the rotor shaft is given by a mobility of the rotor 4 relative to the stator 22.
  • FIG. 4 The top view of an embodiment according to the prior art shown in FIG. 4 differs from that in FIG. 1 in that the motor is suspended on the cross member 9 via a rigid suspension 29.
  • the rotor shaft 18 and the drive shaft 19 are coupled together via two gimbals movable joints 35a, 35b for transmitting the torque, wherein the gimbals movable joints 35 are movable relative to each other in the axial direction.
  • Fig. 1, 3 and 4 are each represented by a triangular symbol bearings that allow rotation of the rotor shaft 18 and the rotor 4. In this case, however, the further function of the respective pivot bearing shown on the right of the rotor 4 in the cases of Fig. 1, 3 and 4 is different. In the case of Fig.
  • the gimbal movable joint 5 as mentioned has an axial compliance. Therefore, said pivot bearing does not allow axial mobility of the rotor shaft 18. In the case of FIG. 4, the same applies. In contrast, the gimbal movable joint 15 in the embodiment of Fig. 3 has no axial compliance. Therefore, said rotary bearing allows axial mobility of the rotor shaft 18th
  • Fig. 5 shows a plan view of an arrangement, the one embodiment of the
  • FIG. 3 Arrangement of FIG. 3 is.
  • the embodiment relates to the gimbals movable suspension and the suspension of the transmission 8. These two suspensions can also be used in the arrangement shown in Fig. 1.
  • the gimbal movable suspension of the electric motor 1 connects the
  • the suspension has two elongated elastic elements 52a, 52b, the longitudinal axes of which extend in the illustration of Fig. 5 perpendicular to the image plane.
  • the longitudinal support 12 extends.
  • the two elongate elements 52a, 52b are longitudinally of the rail vehicle, i. in the direction of
  • the mutually opposite rubber springs 61 each have a longitudinal axis, with the longitudinal axis of the other
  • Rubber spring is aligned and the drive shaft 10 intersects perpendicular to the axis of rotation.
  • the longitudinal axes are offset from the position shown in Fig. 6 and therefore intersect a parallel axis of rotation.
  • the suspension 55 allows in particular rotations of the
  • the variant of a suspension of the transmission 8 shown in FIG. 7 has a pendulum support.
  • a pendulum carrier 71 is fixedly connected, which has at its upper, in the direction of gear 8 projecting end a first joint 73 which allows a rotational movement of a pendulum 77 about a perpendicular to the image plane of Fig. 7 axis of rotation.
  • a further joint 75 is connected to the transmission.
  • the second joint 75 also allows a rotational movement about an axis of rotation perpendicular to the image plane of FIG.
  • Fig. 9 shows in plan view a longitudinal drive for a wheel with wheels 7a, 7b.
  • the wheelset shaft 6 via wheel bearing 1 1 a, 1 1 b connected to the bogie frame 101, which is unilaterally open in the direction of travel.
  • the bogie on a cross member 91 to which the gimbal movable suspension 92 attaches, which also a linear movement of the motor 1 in the direction of travel (from top to bottom in Fig. 9) relative to the cross member allows.
  • the suspension 92 can rotate about a horizontal, transversely to the direction of travel (in the plane of FIG. 9 from left to right) extending rotational axis and about a perpendicular to the plane of FIG. 9 extending over a connected to the stator of the motor 1 support structure 97 Rotation axis too.
  • rotational movements are around the in
  • the engine 1 is fixed, i. relatively immovable, connected to a gear 98 which is coupled via a hollow shaft 109 and a gimbal movable coupling 95 with the wheelset 6.
  • the rotor 4 of the motor 1 transmits the torque produced by it via the rotor shaft 108, the gear 98, the hollow shaft 109 and the cardanically movable coupling 95 to the wheelset shaft 6 and therefore drives them.
  • a longitudinal drive with the suspension of the motor according to the invention can also be realized differently than explained with reference to FIG. 9.
  • the rotor of the supported via a gimbal on the cross member of the bogie motor directly without the interposition of a gimbal joint with a gear, for example, a bevel-helical gear to be coupled.
  • the rotor shaft of the motor rotor is therefore not gimbal movable relative to the transmission.
  • the gimbal mobility in the drive train is realized in this case in the area of the drive train between the gearbox and the wheelset.
  • a pinion of the transmission can drive a large gear, which is rotatably connected to the drive side of a gimbal joint.
  • This gimbal joint may be, for example, a curved tooth coupling.
  • the output side of the curved tooth coupling can for example be connected directly to the shaft of the driven wheelset.
  • Fig. 10 shows schematically the basic principle of the mobility of the
  • the supporting structure on the left in the image is designated by the reference numeral 90.
  • the motor 1 is suspended by its stand 22 via a connecting element 21 and the cardanically movable suspension 2.
  • the stator 22 is thus relative to the supporting structure 90 about two mutually perpendicular axes of rotation, in particular the perpendicular to the image plane in Fig. 10 extending axis of rotation.
  • this axis of rotation perpendicular to the image plane may be e.g. be the horizontal or the vertical axis.
  • FIG. 10 shows two rotational positions of the engine 1 and the parts of the arrangement which are movable together with the engine 1. The one position is through with the
  • Drive shaft 19 is not aligned parallel to the neutral position, but unlike shown in Fig. 10 is aligned at a point approximately at the right end of the drive shaft, where it is suspended.
  • the axial mobility in the direction of the axis of rotation of the rotor shaft or the drive shaft can not be seen from the example of FIG.
  • the example corresponds rather to e.g. an axial mobility at the transition between the
  • Fig. 1 1 shows a variant in which the arrangement shown in Fig. 10 in its
  • connection 21 is not aligned in the direction of the rotor shaft, but already inclined with respect to the supporting structure 90 extends.
  • This example shows that the gimballed suspension 2 also allows the suspension to be set within certain limits without interfering with the function.
  • the arrangement according to the invention therefore allows within certain limits tolerances in the production and assembly, without jeopardizing the function.
  • FIG. 12 shows schematically that the cardanically movable suspension can also be arranged laterally of the motor 1.
  • the supporting structure 109 is over a
  • Connection 31 is connected to the gimbal movable suspension 32 which engages in the left area of the stator housing to the motor 1.
  • FIG. 13 A concrete embodiment is shown in FIG. 13. Supporting parts 19a, 19b can be seen on the right and left in the figure. Over these parts the suspension is e.g. connected to the cross member of a bogie. Of the supporting parts 19 a, 19 b extends in each case in the direction of the other supporting part 19 a
  • Connecting element 131, 132 which is attached to the lower end of an elastic member 135a and 135b.
  • a connecting element 136a, 136b of non-elastic material is fixed, which the elastic element 135a, 135b with the housing of the motor 1 connects.
  • the function of the gimbal-mounted suspension according to FIG. 13 is, for example, as in the suspension shown in FIG. 8. The function will also be explained with reference to FIGS. 15 to 18.
  • Fig. 14 shows an example of an elongate elastic member.
  • This element has a cylindrical shape. In practice, however, the shape need not be cylindrical, but rather may be e.g. as shown in Fig. 13 have a longitudinally curved course.
  • a respective disc-shaped part 141 a, 141 b made of a non-elastic material, e.g. made of metal. Disposed between these end disks 141 in the exemplary embodiment 5 are disk-shaped segments 142a to 142e of elastic material, e.g. from natural or artificial
  • the tension is designed so that the elastic element can twist around its longitudinal axis and can bend so that the longitudinal axis is no longer straight, but curved.
  • Fig. 15 shows schematically an arrangement with two elastic elements 151 a, 151 b, whose longitudinal axes are perpendicular to the image plane of Fig. 15.
  • Structure 150 connected.
  • the elements 151 are each connected to a connecting structure 153a, 153b, wherein the connecting structures 153a, 153b can also be a single structure, ie they can also be fixed to one another be connected or form a piece.
  • the supporting structure 153 is the
  • FIG. 15 shows the neutral position of the cardanically movable suspension of the motor 1 realized by the elastic elements 151.
  • Fig. 16 shows a deflected position.
  • the end of the elastic members 151 fixedly connected to the supporting structure 150 is shown by a broken line, while the end connected to the connecting structure 153 is shown by a continuous line. It can be seen that by rotation about an axis of rotation perpendicular to the image plane in FIG. 16, which is located midway between the longitudinal axes of the elastic elements 151 (the angle of rotation is a), the end of the element 151 a attached to the connecting structure 153 a has moved slightly to the left while at the
  • Connection structure 153b fixed end of the element 151 b has moved slightly to the right. Both elements 151 have therefore carried out both a torsional movement about its longitudinal axis, as well as a bending movement, in which the longitudinal axis is slightly curved.
  • FIGS. 17 and 18 show the arrangement of FIG. 15 in a side view.
  • Fig. 17 shows the neutral position.
  • Fig. 17 shows the neutral position.
  • Fig. 18 shows a different rotational position than Fig. 16.
  • the connecting structure 153 and the associated motor 1 are rotated about an axis perpendicular to the image plane of Fig. 17 and 18 extending axis of rotation upwards.
  • the elastic elements have made a movement in which their longitudinal axis (runs in Fig. 17 and 18 in the vertical direction) has curved.
  • the longitudinal axis runs from bottom to top, leaning slightly to the left.
  • Fig. 19 shows schematically a plan view of another invention
  • Embodiment of a transverse drive Again, the wheelset 207a, 207b, which is rotatably mounted on the wheelset shaft 6, via pivot bearings 1 1 a, 1 1 b on the
  • Bogie frame 200 attached.
  • FIG. 19 shows a top view of the arrangement according to FIG. 13.
  • the dimensions of the drive motor 1 may be chosen differently than in FIG. 13 in relation to the dimensions of the attachment and the cross members , which is why in Fig. 19 for the
  • a first cross member 19b of the bogie connects the opposite side members, on which the pivot bearing 1 1 are mounted. Further connects a second cross member 19 a, the two side members (top in the figure).
  • Its rotor 221 is configured as a hollow shaft and concentrically surrounds the wheelset shaft 6.
  • the gimbal-movable joint is referred to, however, differently than schematically shown as described above and as in
  • Wheelset 6 mounted transmission element connected.
  • the stator of the electric motor 201 is also fastened to the cross members 19a, 19b via a cardanically movable suspension.
  • a cardanically movable suspension For this purpose, reference is made to the description of FIG.
  • the drive module illustrated in FIG. 20 is formed by a drive motor 1 and an angle gear 181.
  • the stator 22 of the motor 1 is fixedly connected to the housing 190 of the angle gear 181, so that the motor and bevel gear are not movable relative to each other.
  • the drive module is attached to the bogie frame 9 via a suspension 182.
  • Bogie frame 9 is at least one axle 6 of a wheel with the
  • Fig. 20 The direction of travel of the vehicle is shown in Fig. 20 by a left-to-right arrow having the lettering "x". This indicates that the direction of travel is usually referred to as the x-direction.
  • the suspension 182 has two recesses 182 (see FIG. 21), in each of which an annular elastic element 184 is introduced.
  • the elements 184 are substantially rotationally symmetrical with a radially inner cylindrical sleeve 198 (see FIG. 22) secured to the radially inward surface of a rubber ring 199 and a second annular cylindrical sleeve 197 secured to the radially outer surface of the rubber ring 199 is attached.
  • the two sleeves 197, 198 and also the rubber ring 199 are arranged coaxially to a rotational axis of symmetry.
  • a projection 191 of the motor 1 is inserted into the cylindrical interior of the annular element 184, which is formed radially inwardly by the inner sleeve 198.
  • the illustrated schematically angular gear 181 is rotatably connected to a first bevel gear 185 with the rotor shaft of the motor 1.
  • the first bevel gear 185 is part of a first angular gear, which transmits the drive torque to a first gear 187, which in turn drives a second gear 188.
  • the second gear 188 is non-rotatably mounted on an output shaft 186 of the angular gear 181, which drives the impeller 7b via a cardanically movable joint 180.
  • the right part of the impeller 7b is shown cut open in FIGS. 20 and 21. It can be seen on the cut side and the gimbal joint, which, for example. designed as a curved tooth coupling half.
  • gear coupling half 180 may be threaded (as shown in FIG. 21) via bolts 194 and threaded bores 195 of impeller 7b.
  • an elastic pin coupling can be used, which, like the cardanically movable suspension ring
  • annular elastic members 184 of the suspension 182 Due to the annular elastic members 184 of the suspension 182, in the illustrated case there is a rotational mobility of the drive module relative to the suspension 182 about an axis of rotation (z-axis) that is vertical to the image plane of Figures 20 and 21 and about one horizontal and vertical to the x-axis and z-axis extending second axis of rotation (y-axis). Further, there is linear mobility of the annular elastic members 184 relative to the recesses 192 in the x direction. This linear mobility in the x-direction can also be achieved in other ways, for example by a corresponding relative mobility of the Projections 191 of the engine 1 relative to the annular elastic members 184. This linear mobility prevents forces acting as driving forces or braking forces between the impellers 7 and the rails from being transmitted via the gimbal movable suspension 182.
  • Impellers 7a, 7b are arranged. Instead of a curved tooth coupling or elastic pin coupling can optionally be used in this case, a hollow shaft coupling, which also has a gimbal mobility.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
  • Toys (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

L'invention concerne un système d'entraînement pour véhicules sur rails, ledit système comportant : un moteur d'entraînement (1) présentant un stator (22) et un rotor (4) et au moins une roue (7) entraînée par le moteur d'entraînement (1) ou une paire de roues (7a, 7b) entraînée par le moteur d'entraînement, qui roule pendant le déplacement du véhicule sur les rails d'une voie ferrée. Le stator (22) du moteur d'entraînement (1) est mis en appui, par l'intermédiaire d'une suspension à cardan (2), sur un bogie (100) du véhicule sur rails, sur une caisse du véhicule sur rails ou sur une structure reliée au bogie et/ou à la caisse du véhicule, et le rotor (4) du moteur d'entraînement (1) est accouplé à la roue (7), à la paire de roues (7a, 7b), à au moins une roue de la paire de roues et/ou à un arbre de la paire de roues par l'intermédiaire d'un joint de cardan (5) et/ou par l'intermédiaire d'un accouplement à cardan, de telle sorte que pendant le déplacement du véhicule sur rails, la force d'entraînement du moteur d'entraînement (1) est transmise par l'intermédiaire du joint (5) et/ou de l'accouplement.
EP11720750.6A 2010-05-12 2011-05-11 Système d'entraînement pour véhicules sur rails Active EP2569197B2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102010020981A DE102010020981A1 (de) 2010-05-12 2010-05-12 Antrieb für Schienenfahrzeuge
PCT/EP2011/057612 WO2011141510A1 (fr) 2010-05-12 2011-05-11 Système d'entraînement pour véhicules sur rails

Publications (3)

Publication Number Publication Date
EP2569197A1 true EP2569197A1 (fr) 2013-03-20
EP2569197B1 EP2569197B1 (fr) 2017-05-10
EP2569197B2 EP2569197B2 (fr) 2022-01-19

Family

ID=44227790

Family Applications (1)

Application Number Title Priority Date Filing Date
EP11720750.6A Active EP2569197B2 (fr) 2010-05-12 2011-05-11 Système d'entraînement pour véhicules sur rails

Country Status (6)

Country Link
EP (1) EP2569197B2 (fr)
CN (1) CN103108790B (fr)
DE (1) DE102010020981A1 (fr)
ES (1) ES2635592T5 (fr)
PL (1) PL2569197T3 (fr)
WO (1) WO2011141510A1 (fr)

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP5772761B2 (ja) * 2012-08-13 2015-09-02 新日鐵住金株式会社 鉄道車両の台車枠
EP3020611A1 (fr) 2014-11-14 2016-05-18 Siemens Aktiengesellschaft Entraînement ferroviaire doté d'un dispositif de freinage
DE102015211064A1 (de) 2015-06-16 2016-12-22 Bombardier Transportation Gmbh Antriebsanordnung für Schienenfahrzeug, Schienenfahrzeug mit Antriebsanordnung sowie Verfahren zum Herstellen der Antriebsanordnung und des Schienenfahrzeugs
DE102015222125A1 (de) 2015-11-10 2017-05-11 Bombardier Transportation Gmbh Antriebsanordnung für ein Schienenfahrzeug, Schienenfahrzeug mit der Antriebsanordnung und Verfahren zur Herstellung
US11318965B2 (en) * 2018-12-27 2022-05-03 Bombardier Transportation Gmbh Locomotive bogie having an anti-pitching geometry
EP4013655B1 (fr) 2019-09-30 2024-04-24 Siemens Mobility Austria GmbH Train de roulement pour véhicule ferroviaire
AT523285B1 (de) * 2020-06-04 2021-07-15 Siemens Mobility Austria Gmbh Fahrwerk für ein Schienenfahrzeug

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DE1530034A1 (de) † 1965-07-15 1971-07-29 Siemens Ag Einzelachsantrieb fuer ein elektrisches Triebfahrzeug
DE1916078A1 (de) † 1969-03-25 1970-10-01 Siemens Ag Einzelachsantrieb fuer ein elektrisches Triebfahrzeug
CH637337A5 (en) * 1979-05-11 1983-07-29 Bbc Brown Boveri & Cie Drive device for an electrical power unit
DE3302639A1 (de) * 1983-01-27 1984-08-02 Thyssen Industrie Ag, 4300 Essen Antriebsdrehgestell fuer schienenfahrzeuge, wie strassenbahnen
DE3514124A1 (de) * 1984-09-14 1986-03-20 Thyssen Industrie Ag, 4300 Essen Kardanische doppelkupplung
DE9116159U1 (de) * 1991-01-17 1992-03-19 A. Friedr. Flender AG, 4290 Bocholt Achsantrieb
CN2405826Y (zh) * 2000-01-17 2000-11-15 襄樊轨道车辆工厂 一种铁路轨道车的电传动装置
DE10050757A1 (de) * 2000-10-13 2002-04-25 Zahnradfabrik Friedrichshafen Antriebseinheit für Schienenfahrzeuge
DE10113300A1 (de) 2001-03-19 2002-10-02 Compact Dynamics Gmbh Lastschalt-Automatgetriebe für Fahrzeuge
AT505902B1 (de) † 2007-10-31 2009-05-15 Siemens Transportation Systems Drehgestell für eine lokomotive mit achsreitend angeordneten getrieben

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Also Published As

Publication number Publication date
WO2011141510A1 (fr) 2011-11-17
PL2569197T3 (pl) 2017-09-29
EP2569197B1 (fr) 2017-05-10
CN103108790A (zh) 2013-05-15
ES2635592T5 (es) 2022-05-13
DE102010020981A1 (de) 2011-11-17
CN103108790B (zh) 2017-06-09
ES2635592T3 (es) 2017-10-04
EP2569197B2 (fr) 2022-01-19

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