EP2569197B2 - Système d'entraînement pour véhicules sur rails - Google Patents

Système d'entraînement pour véhicules sur rails Download PDF

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Publication number
EP2569197B2
EP2569197B2 EP11720750.6A EP11720750A EP2569197B2 EP 2569197 B2 EP2569197 B2 EP 2569197B2 EP 11720750 A EP11720750 A EP 11720750A EP 2569197 B2 EP2569197 B2 EP 2569197B2
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EP
European Patent Office
Prior art keywords
drive
rotor
wheel
rail vehicle
motor
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EP11720750.6A
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German (de)
English (en)
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EP2569197A1 (fr
EP2569197B1 (fr
Inventor
Erwin Skumawitz
Thomas KÜRSTEN
Michael Stockmayer
Werner Cepak
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Alstom Transportation Germany GmbH
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Bombardier Transportation GmbH
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Application filed by Bombardier Transportation GmbH filed Critical Bombardier Transportation GmbH
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Publication of EP2569197B1 publication Critical patent/EP2569197B1/fr
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    • 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 wheel or set of wheels driven by the drive motor. When the rail vehicle is in operation, the wheel or wheels of the wheel set roll on the running rails of a railway.
  • the invention also relates to a method for producing such a drive.
  • the invention also relates to a rail vehicle with such a drive.
  • Drive motors of rail vehicles are often supported on the bogie whose wheels the drive motor is intended to drive.
  • Support means absorbing the weight of the drive motor and the dynamic forces caused by movements of the rail vehicle and impacts during operation, as well as supporting the motor to generate the torque.
  • relative movements of the drive motor on the one hand and of the driven wheel or wheelset on the other hand can occur.
  • the problems associated with this will be discussed in more detail below.
  • As an alternative to supporting the drive motor on the bogie it can be supported on the car body of the rail vehicle or on components that are connected to the bogie and/or the car body. These parts can also be movable relative to the car body and/or the bogie, although they are mechanically coupled thereto.
  • a motor mount may be attached to the car body, allowing the drive motor to perform an oscillating movement relative to the car body.
  • the relative movement mentioned between the drive motor and the driven wheel or wheel set is largely due to the fact that the wheel or wheel set does not perform a linear, uniform movement when the rail vehicle is running (i.e. it rolls straight ahead on the rail at a constant speed), but instead Longitudinal and lateral accelerations due to impacts, cornering and other events.
  • the wheel or wheel set can move in the vertical direction (z-direction) relative to the bogie frame and counter to the suspension of the vehicle.
  • the wheel set shaft can move out of its neutral position in any direction relative to the bogie, in particular tilting.
  • the pivot point of a tipping movement can not only be in the middle of the wheelset axle, but also, for example, in the end areas or near the wheels.
  • the axle can also move parallel to its neutral position.
  • the wheelset axle is also exposed to torsional and bending vibrations.
  • the hollow shaft drive is known, in which the wheel set shaft is arranged inside a hollow shaft and the drive motor transmits the drive torque via the hollow shaft to a wheel of the wheel set or to the wheel set.
  • the hollow shaft is connected to the driven wheel via a coupling (e.g. rubber coupling, membrane coupling, plate coupling or toothed coupling).
  • a coupling e.g. rubber coupling, membrane coupling, plate coupling or toothed coupling.
  • a cardanic movable joint At the opposite end of the hollow shaft, this is connected via a cardanic movable joint to a gear, which is driven by the drive motor.
  • Drives with hollow shafts are complex in terms of design and manufacture. In addition, they limit the space available for the drive motor, since the hollow shaft and the joints and/or gears coupled to the hollow shaft require a correspondingly large amount of space.
  • a cardanically movable joint is understood to mean a joint that enables the parts coupled to one another via the joint to move relative to one another about two axes of rotation (also called axes of rotation) that are perpendicular to one another.
  • the axes of rotation can be imaginary axes of rotation that do not have to correspond to the axes of rotation of shafts, as is the case, for example, with the universal joint (also called cardan joint).
  • a cardanically movable joint does not have to be designed in one piece either. For example, it may consist of parts each allowing rotation about one of the two mutually perpendicular axes of rotation.
  • a relative movement of the parts coupled to one another via the joint from a neutral position of the joint into a deflected position of the joint can be associated with 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, such as is the case with the Hardy disc.
  • the gimbal itself has no linear mobility in the direction of the axis perpendicular to the two axes of rotation. Also, the gimbal joint itself does not allow linear mobility in the direction of the two axes of rotation. Furthermore, the gimbal is non-rotatable about the axis perpendicular to the two axes of rotation.
  • a cardanically movable joint with elastic restoring forces.
  • a cardanically movable joint can, for example, also have components made of materials with a high modulus of elasticity (eg steel), which however are elastically deformable (eg spring elements such as leaf springs made of steel).
  • the elastic or non-elastic relative mobility of parts of the drive train can also be referred to as mass decoupling, since unwanted dynamic excitations and movements of masses (e.g. the wheel or wheel set) are not or not completely transferred to other masses (e.g. the drive motor).
  • Axial compliance in the drive train i.e. compliance in the direction of the axis of rotation, is often also desired, around which one or more parts of the drive train rotate in order to transmit the drive torque. If the drive torque is discussed here, this of course includes the case that this torque is converted, for example, by a gearbox in the drive train.
  • the drive used in the ICE 3 of Deutsche Bahn AG has a so-called transverse drive, in which the axis of rotation of the rotor of the drive motor runs approximately parallel to the wheelset shaft of the driven wheelset.
  • the stator of the drive motor is supported on a cross member of the bogie.
  • the rotor shaft has a double curved tooth coupling. This coupling corresponds to the cascade connection of two joints with cardanic mobility, with the shaft sections coupled to one another via the curved tooth coupling also being able to move axially.
  • the disadvantage of this type of mass decoupling is that there is only a short section of the drive train between the two cardanically movable joints in the axial direction of the drive train. Therefore, in contrast to the decoupling with the hollow shaft described above, only a relatively small offset of the wheelset axle from its neutral position can be compensated.
  • axle-riding transmission i.e. a transmission that is at least partially supported on the wheel set shaft.
  • DE 9116159 U1 describes an axle drive, in particular for a wheel set axle arranged in a bogie, of a rail vehicle, the axis of the drive motor running parallel to the wheel set axle.
  • a spur gear is fixed to the axle, with which the wheelset axle is driven.
  • the spur gear is supported by a torque arm in relation to the bogie.
  • the torque arm is connected to the bogie by a universal joint on the one hand and to the spur gear by a universal joint on the other.
  • the universal joints allow limited pivoting and twisting of the torque arm in relation to the pivot points.
  • a cardanic coupling connects the drive shaft to the drive motor, which is attached to the bogie.
  • DE 2925836 A1 describes a drive device for an electric traction vehicle with a traction motor connected to a gearbox.
  • a drive end of the drive motor is provided with a ring which carries a flexible rubber ring coupling. This is pressed inside a flange.
  • a pinion of the gearbox is connected to the flange by means of a fastening screw, the contact surfaces of the pinion and the flange having serrations that prevent the sliding of the contact surfaces.
  • the gearbox is supported on the axle shaft via bearings.
  • the non-drive end of the traction motor is fitted with a bracket that is secured with mounting screws.
  • the middle part of the yoke is connected to the bogie via a spherical bearing, which is rotatably mounted in brackets.
  • a spherical bearing is rotatably mounted in the fork-shaped extension 9' of the gearbox and is connected to the bogie via a torque arm and a mounting arm.
  • EP 1 197 412 A2 describes a drive unit for rail vehicles with an electric motor suspended on the vehicle frame or on the running gear, a gearbox and a gimbal-acting coupling system which is arranged between the wheelset shaft and the gearbox.
  • the drive unit is arranged on the outside of the wheelset and is connected to the bogie by means of fastening devices.
  • EP 0 175 867 A1 describes a gimbal double clutch.
  • an angle gear is flanged to the end faces of an electric motor running along the direction of travel, which drives hollow shafts of one of the double clutches with the help of bevel gears.
  • the electric motor, together with the bevel gears, is connected to the bogie frame by elastic suspensions.
  • the stand of the drive motor via a cardanic movable suspension on a bogie of the rail vehicle, on a car body of the rail vehicle or supported by a structure connected to the bogie and/or the car body.
  • a gimballed movable suspension is understood to mean a joint that enables the parts coupled to one another via the joint to move relative to one another around two mutually perpendicular axes of rotation, i.e. to rotate.
  • the gimbal can be linearly immobile with respect to the two axes of rotation, linearly immobile 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 be rotationally immobile.
  • linear mobility in the direction of the axis which is perpendicular to the two axes of rotation can be provided in addition to the actual gimballed joint or the gimbaled movable suspension.
  • the gimbal is not located in the drive train (between the rotor and the wheel or wheelset) and therefore does not continuously rotate to transmit torque.
  • the cardanically movable suspension supports the stator of the drive motor in such a way that the torque of the rotor can be transmitted.
  • the two mutually perpendicular axes of rotation of the cardanically movable suspension are approximately perpendicular to the axis of rotation of the runner.
  • the axes of rotation of the gimbal do not necessarily have to cross each other, as is the case with a universal joint (see above for the definition and designs of the gimbal).
  • Perpendicular is also understood to mean that one axis of rotation only perpendicularly crosses a parallel line of the other axis of rotation. Also, the position of the axes of rotation in space and relative to the stand and the supporting part (e.g. bogie frame) can change slightly during the rotation. Furthermore, the rigidities and/or resistances of the rotational movements around the two axes of rotation of the cardanically movable suspension do not have to be the same.
  • the cardanically movable suspension can be realized in the same way as described above in the definition of the term cardanically movable joint.
  • it may consist of an assembly of several parts which are not directly connected to each other but are only connected to each other via the supporting structure and via the stand.
  • one-piece gimbals e.g. the universal joint
  • the gimbal is realized by two elongate elements made of elastic material, in particular natural or artificial rubber material.
  • the rigidity of the two elongate elements for linear movements in the direction of their longitudinal axis (the axis in which the elements are elongate) is significantly greater than for bending of the elements about their longitudinal axis.
  • the curvatures can be torsions about the longitudinal axis and/or curvatures of the longitudinal axis in two different mutually perpendicular directions.
  • the two elongate elements are arranged with their longitudinal axes parallel to one another, with the wagon body of the rail vehicle or the structure connected to the bogie and/or the wagon body being connected to one end of the elongate element in its longitudinal direction, and to the other end in each case
  • the runner of the drive motor is connected to the longitudinally opposite end of the elongate element, so that the described rotational movements of the cardanically movable suspension are realized due to the curvatures.
  • the longitudinal axes of the elongate elements run in the vertical direction in the neutral position (see below).
  • the weight of the drive motor and possibly a part of the drive train that they carry does not lead to an unequal change in length of the two elongate elements that are designed in the same way.
  • an equal bending of both elongate elements about their longitudinal axes leads to a rotational movement about an axis of rotation which crosses the two longitudinal axes of the elongate elements approximately perpendicularly.
  • torsional movements of the two elongate elements result in a rotational movement of the stand relative to the supporting structure, this second axis of rotation being approximately central to the two longitudinal axes of the elongate elements in the direction of the longitudinal axes in the neutral position, i.e. parallel to the longitudinal axes in the neutral position.
  • Combinations of the rotary motions about the two axes of rotation mentioned are also possible, with a slight shift in the position of the two axes of rotation being possible.
  • the cardanic mobile suspension is realized by two annular elements made of elastic material, in particular natural or artificial rubber material.
  • the ring-shaped elements each extend around an axis, which is in particular an axis of rotational symmetry.
  • the two axes are parallel to each other at a distance.
  • the bogie or other part of the supporting structure of the vehicle are connected to each other via the two ring-shaped elements.
  • One part of the two is with each other parts to be connected (e.g. the motor housing) is connected to the radially inner surfaces of the annular members and the other part (e.g.
  • the bogie frame is connected to the radially outer surface of the annular members.
  • the rubber material can be vulcanized to a first annular sleeve on the radially inner side and to a second annular sleeve on the radially outer side.
  • the sleeves are firmly connected to the part to be connected.
  • the direction-dependent rigidity of the ring-shaped, elastic elements can now be selected and/or adjusted in such a way that the desired cardanic mobility of the suspension is achieved.
  • a cardanic joint in the drive train and a separate cardanic suspension are easier to implement than two cardanic joints in the drive train. Therefore, the weight of the assembly can also be reduced. In general, it applies to all embodiments that the number of complex components for ensuring the offset (e.g. parallel offset of the axis of rotation of a drive train part) can be reduced.
  • An additional axial mobility of the rotor compared to the stator of the electric motor has the advantage that the cardanic movable joint in the drive train can be made simpler. For example, a curved tooth coupling with axial compliance is not required.
  • the axial mobility of the motor also has the advantage that the bearing of the rotor is completely free of friction and wear due to the magnetic field of the motor.
  • a neutral position can be defined for the gimbal, in which the axis of rotation of the runner crosses the two axes of rotation of the gimbal vertically, but not necessarily at the same point.
  • an articulated chain is implemented, with the drive motor being part of the articulated chain.
  • the drive motor is located between the gimballed suspension and the gimbaled joint with respect to the power flow between the supporting structure and the drive train.
  • the following configuration relates in particular to a transverse drive, i.e. the axis of rotation of the motor rotor runs transversely to the direction of travel:
  • the degrees of freedom of the movement that the drive motor due to the cardanically movable suspension relative to the bogie of the rail vehicle, relative to the car body of the rail vehicle or relative relative to the structure connected to the bogie and/or the car body can be the same degrees of freedom of movement that the part of the drive train that is coupled to the runner via the cardanically movable joint can perform relative to the runner.
  • the runner is coupled via the universal joint to a part of the drive train which, when the drive motor is in operation, rotates about an axis of rotation which, in a neutral position, runs coaxially with the axis of rotation of the runner.
  • the agreement in the degrees of freedom of movement allows the axis of rotation of said part of the drive train to be displaced parallel to the neutral position, e.g. B. if corresponding deflections take place during operation.
  • the axis of rotation of said part of the drive train can also be moved out of the neutral position in a manner other than by parallel displacement, or it can be located permanently or predominantly in a deflected position.
  • the universal joint in the case of the transverse drive, is located in the drive train between the rotor and the transmission, via which the drive forces generated by the engine are transmitted to the wheel or wheel set.
  • the universal joint is located between the runner and the first gear in the course of the drive train if there are several gears. This means that the stator of the drive motor and the non-moving parts of the gearbox (especially the gearbox housing) are not connected.
  • the stand and the immovable parts of the housing are movably connected relative to each other.
  • the drive torque can be transmitted with the aid of a hollow shaft.
  • the principle of a hollow shaft has already been discussed above. It is preferred that, in the case of the transverse drive, the torque is transmitted from the hollow shaft to the wheelset, which has two running wheels connected to one another via an axle, only on one of the running wheels. Consequently, there is no direct transmission of the drive torque from the hollow shaft to the other impeller. This other wheel is only driven via the axle of the wheelset.
  • the following configuration relates in particular to a longitudinal drive, i.e. the axis of rotation of the runner runs in the direction of travel:
  • an axis of rotation of the gimbal-type suspension can run parallel to an axis of rotation of the gimbal-type movable joint in the drive train and the other axis of rotation of the gimbal-type suspension perpendicular to the other axis of rotation of the gimbal moveable joint.
  • the runner is coupled to the wheel or wheel set via an angular gear.
  • the stand or the housing of the drive motor and the gear housing or the immovable parts of the transmission are fixed, ie immovable relative to each other, connected to each other.
  • the engine and bevel gear therefore form a common drive module which is suspended from the vehicle's supporting structure by the gimbal, the output side of the bevel gear being coupled to the driven wheel or wheel set via the gimbal.
  • connection of the engine with the bevel gear saves additional suspensions, which would have to be designed to be movable accordingly.
  • the fixed connection between the motor and the bevel gear prevents a linear movement of the bevel gear in the vertical direction without an additional suspension of the bevel gear.
  • An angular gear means a gear that converts a drive torque about a first axis of rotation into a second drive torque about a second axis of rotation, the first and the second axis of rotation running transversely and in particular exactly perpendicular to one another.
  • a significantly greater offset can be compensated for by the combination of the cardanic suspension with the cardanic joint in the drive train.
  • the offset is understood to mean, in particular, the offset of the axis of rotation of the runner or the offset of the drive train from the point of view of the runner beyond the cardanically movable joint.
  • the angles of deflection of the gimbal and gimbal are smaller. Therefore, for example, cardanic joints can be used, which have a smaller construction volume because they only allow a smaller deflection. This applies in particular to curved tooth couplings.
  • the invention is therefore particularly suitable for the transverse drive and for operating situations in which particularly strong or rapid movements of the wheel or wheel set relative to the drive motor are to be expected. This is the case, for example, with high-speed trains.
  • the length of the drive train in extension of the rotor's axis of rotation is limited by the width transverse to the direction of travel that 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 universal joint in the drive train.
  • the above-mentioned combination of two ground tooth couplings in the drive train enables the length compensation required in the direction of the axis of rotation of the drive train when the drive train is deflected or misaligned.
  • the rotor can move axially in the direction of its axis of rotation relative to the stator. Since the gimbal mount and the gimbal, which is typically located at the other end of the motor or even much further away from the motor, are very far apart compared to the combination of two ground tooth couplings, the axial compensation in the direction of the rotor's axis of rotation is also comparatively small .
  • Common drive motors allow the required axial compensation without any design changes.
  • axial mobility in the direction of the axis of rotation of the rotor and/or in the direction of the further drive train connected to the rotor shaft via the universal joint can also be achieved via a universal joint that can be moved in the axial direction.
  • This variant is used when the motor has no axial mobility.
  • the motor has such an axial mobility, the axial mobility of the cardanic movable joint is dispensed with, so that the rotor cannot move back and forth freely in the axial direction between two end points.
  • a third possibility of axial mobility consists in mobility of the cardanically movable suspension, which is preferred in particular for the above-described embodiment of a longitudinal drive with a motor and transmission that are firmly connected to one another.
  • neither the motor nor the universal joint can be deflected in the axial direction.
  • the axial mobility of the gimbals prevents drive forces from being transmitted via the gimbals.
  • driving forces are understood to mean forces that act between the wheel and the rail and are transmitted to the supporting structure of the vehicle in order to accelerate or brake the vehicle.
  • the gimbal and gimbal may be at opposite ends of the motor or even at a distance from the ends.
  • the gimballed suspension may be arranged to the side of the engine. An embodiment will be discussed later. Although this arrangement shortens the distance between the suspension and joint. As a rule, however, the distance will still be significantly larger than with two cardanic joints in the drive train.
  • the lateral arrangement of the cardanic suspension saves further installation space for the arrangement of the engine and the drive train.
  • a drive for rail vehicles which has a drive motor with a stator and a rotor and at least one wheel driven by the drive motor or a set of wheels driven by the drive motor, which rolls on the rails of a rail route when the rail vehicle is in operation.
  • the stator of the drive motor is supported via a cardanic suspension on a bogie of the rail vehicle, on a car body of the rail vehicle or on a structure connected to the bogie and/or the car body.
  • the rotor of the drive motor is coupled to the wheel, to the wheel set, to at least one wheel of the wheel set and/or to a shaft of the wheel set via a cardanic joint and/or a cardanic coupling, so that during operation of the rail vehicle the driving force of the Drive motor is transmitted via the joint and / or the clutch.
  • the rotor drives a drive shaft, which drives a wheel of the wheel set or a wheel set shaft of the wheel set via a transmission.
  • the runner can drive a drive shaft, with the universal joint coupling a first section of the drive shaft, which is connected to the runner, to a second section of the drive shaft, so that the axes of rotation of the first section and of the second section run at an angle to one another be able.
  • the gearbox mentioned in the previous paragraph is preferably located in the course of the drive train, from the point of view of the runner, beyond the second section of the drive shaft, i. H.
  • the second section of the drive shaft has in particular an axis of rotation which runs coaxially to the axis of rotation of the rotor in a neutral position in which the cardanic movable joint does not lead to an angling of the first and second sections of the drive shaft.
  • the axes of rotation of the drive shaft run transversely to the direction of travel of the rail vehicle.
  • a longitudinal drive possible, in which the axes of rotation of the drive shaft run approximately in the direction of travel of the rail vehicle.
  • the joint allows an axial relative movement of the first section and the second section in the direction of at least one of the axes of rotation of the sections.
  • the axial flexibility or mobility is realized by the motor, relative between the rotor and the stator, i.e. the rotor is movably mounted in the direction of its axis of rotation, preferably solely by the magnetic field of the motor.
  • the scope of the invention also includes a rail vehicle, the rail vehicle having a drive according to one of the described configurations.
  • the drive motor drives the wheel or wheel set via a gear.
  • the drive motor and a gear in particular an angular gear
  • the drive module is via the gimbal and/or via the gimbal Coupling coupled to the wheel, to the wheel set, with at least one wheel of the wheel set and/or to the shaft of the wheel set.
  • the rotor of the drive motor can have a drive shaft or be connected to a drive shaft in a rotationally fixed manner.
  • the drive shaft is coupled to the wheel, the wheel set or the shaft of the wheel set via the cardanic joint and/or the cardanic coupling.
  • the bogie has a bogie frame 100 with an H-shaped support profile that is open in the direction of travel, the cross member of which is denoted by 9 and the longitudinal members of which are denoted by 3a, 3b.
  • Bearings 11a and 11b are arranged on opposite side members of the bogie frame 100, in which the wheel set shaft 6 of the wheel set 7a, 7b is rotatably mounted.
  • the wheel set shaft 6 is driven via a gear 8 riding on the axle, which is suspended from the cross member 9 via an elastic suspension 25 .
  • the drive torque is introduced into the transmission 8 via a drive shaft 19 .
  • the drive shaft 19 is driven by the rotor shaft 18 of an electric motor 1 via a cardanically movable joint 5 .
  • the universal joint 5 has an axial resilience 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 .
  • Attached to the stand 22 is an attachment 21 which is suspended via a cardanically movable suspension 2 on a longitudinal support 12 which is attached to the crossbeam 9 .
  • FIG. 2 shows the arrangement in a front view, wherein the suspension 16a, 16b can also be seen, via which the wheel bearings 11a, 11b are resiliently connected to the car body 14 of the rail vehicle.
  • FIG 3 shows a top view that corresponds to the top view in FIG 1 is very similar, but with the gimbal 5 replaced by a gimbal 15 which has no axial compliance. Instead, the axial flexibility in the direction of the rotor shaft is provided by the mobility of the rotor 4 relative to the stator 22 .
  • figure 5 shows a plan view of an arrangement according to an embodiment of the arrangement 3 is.
  • the design relates to the cardanic movable suspension and the suspension of the gear 8. These two suspensions can also be used in the in 1 arrangement shown are used.
  • the gimbal of the electric motor 1 connects the longitudinal support 12 to the stator 22 of the motor 1.
  • the suspension has two elongated elastic elements 52a, 52b, the longitudinal axes of which in the representation of figure 5 perpendicular to the image plane.
  • the longitudinal support 12 extends at the height of the cross member 9 of the bogie frame 100.
  • the two elongated elements 52a, 52b are spaced apart from one another in the longitudinal direction of the rail vehicle, i.e. in the direction of the longitudinal extension of the longitudinal support 12, and extend upwards in the direction of their longitudinal axes.
  • the elements 52 are connected at their upper end to a console 51 which is fastened to the stand 22 in the upper area. A similar arrangement is based on the Figures 15 to 18 described. The mobility of the elongated elements 52 is also explained here.
  • the elements 52 are rigid in the direction of their longitudinal axis, ie the length in the direction of the longitudinal axis does not change or changes only slightly as a result of the action of the forces which usually occur during operation of the bogie.
  • the suspension 55 of the gear 8 can also be seen in the sectional drawing in 6 recognizable.
  • a C-shaped bracket is attached to the cross member 9 of the bogie.
  • Rubber springs 61a, 61b are attached to the opposite inner sides of the free ends of the C-shaped bracket 63, the opposite ends of which receive an end region of the transmission 8 between them and are fastened thereto.
  • the mutually opposite rubber springs 61 each have a longitudinal axis which is aligned with the longitudinal axis of the other rubber spring and which intersects the drive shaft 10 perpendicularly to its axis of rotation.
  • the longitudinal axes from the 6 shown position are offset and therefore intersect a parallel of the axis of rotation.
  • the suspension 55 allows, in particular, rotations of the drive shaft 10 about three mutually perpendicular axes of rotation. These axes of rotation run in 6 in the vertical and horizontal direction in the plane of the figure and perpendicular to the plane of the figure.
  • a suspension of the transmission 8 has a pendulum support.
  • a pendulum carrier 71 is firmly connected, which has a first joint 73 at its upper end in the direction of gear 8 projecting, which a rotational movement of a pendulum 77 to a perpendicular to the plane of 7 axis of rotation allowed.
  • this is connected to the transmission via a further joint 75.
  • the second joint 75 also allows a rotational movement about a perpendicular to the plane of 7 rotating axis of rotation.
  • the suspension mainly admits movements in the direction of the horizontal axis 7 to, which runs approximately at the level of the drive shaft 10 and the wheelset shaft 6.
  • the second joint 75 can also run above or below the level of the drive shaft 10 .
  • Out 8 is the already based on figure 5 described gimbal movable suspension recognizable.
  • the cross member 9 sets (in 8 extending to the left) the longitudinal support 12, on top of which the elongate elements 52a, 52b are fixed, at a distance from each other. At their upper ends, the elements 52 are connected to the console 51, which is fastened to the stand housing in the upper area.
  • FIG. 9 shows a plan view of a longitudinal drive for a wheel set with wheels 7a, 7b.
  • the wheelset shaft 6 is connected via wheel bearings 11a, 11b to the bogie frame 101, which is open on one side in the direction of travel.
  • the bogie has a crossbeam 91 on which the cardanic mobile suspension 92 is attached, which also allows a linear movement of the engine 1 in the direction of travel (from top to bottom in 9 running) allows relative to the cross member.
  • the suspension 92 via a support structure 97 connected to the stator of the engine 1, allows rotary movements about a horizontal direction, transverse to the direction of travel (in the plane of the figure 9 from left to right) extending axis of rotation and a perpendicular to the plane of the figure 9 running axis of rotation.
  • rotary movements about the axis running in the direction of travel which is aligned with the axis of rotation of the rotor shaft 108, are prevented.
  • the engine 1 is fixed, ie immovable relative thereto, connected to a transmission 98 which is coupled to the wheelset shaft 6 via a hollow shaft 109 and a cardanically movable coupling 95 .
  • the rotor 4 of the motor 1 transmits the torque it produces via the rotor shaft 108, the gear 98, the hollow shaft 109 and the universally movable coupling 95 to the wheel set shaft 6 and therefore drives it.
  • a longitudinal drive with the engine suspension according to the invention can also be different than based on 9 explained are realized.
  • the rotor of the motor which is gimballed to the cross member of the bogie, can be coupled directly to a gearbox, for example a bevel spur gear, without the interposition of a cardanic joint.
  • the rotor shaft of the motor rotor is therefore not cardanically movable relative to the gear.
  • the cardanic mobility in the drive train is realized in the area of the drive train between the transmission and the wheelset.
  • a pinion of the transmission can drive a large wheel, which is non-rotatably connected to the drive side of a cardanic joint.
  • This cardanic joint can 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 wheelset to be driven.
  • FIG 10 shows schematically the basic principle of mobility of the arrangement according to the invention.
  • the supporting structure on the left in the picture is denoted by the reference number 90 .
  • the motor 1 with its stand 22 is suspended from this supporting structure 90 via a connecting element 21 and the cardanically movable suspension 2 .
  • the stand 22 is thus rotatably movable relative to the supporting structure 90 about two mutually perpendicular axes of rotation, in particular those perpendicular to the plane of the drawing in FIG 10 rotating axis of rotation.
  • this axis of rotation running perpendicular to the image plane can be, for example, the horizontal or the vertical axis.
  • the axial mobility in the direction of the axis of rotation of the rotor shaft or the drive shaft is from the example of 10 not visible. Rather, the example corresponds, for example, to an axial mobility at the transition between the drive shaft and the non-in 10 gear shown.
  • FIG. 11 shows a variant in which the in 10
  • the arrangement shown is in its neutral position, but with the connection 21 not being aligned in the direction of the rotor shaft, but already inclined with respect to the supporting structure 90.
  • This example shows that the mobile gimbal 2 also allows the suspension to be displaced within certain limits without hampering its operation.
  • the arrangement according to the invention therefore allows tolerances in production and assembly within certain limits without jeopardizing the function.
  • the supporting structure 109 is connected via a connection 31 to the cardanically movable suspension 32, which acts on the motor 1 in the left-hand area of the stator housing.
  • a concrete embodiment shows 13 .
  • Supporting parts 19a, 19b can be seen on the right and left in the figure.
  • the suspension is connected to the cross member of a bogie via these parts, for example.
  • a connecting element 131, 132 which is attached to the lower end of an elastic element 135a or 135b, extends from the supporting parts 19a, 19b in the direction of the other supporting part 19, respectively.
  • a connecting element 136a, 136b made of non-elastic material is fastened to the upper end of the elastic element 135 and connects the elastic element 135a, 135b to the housing of the motor 1.
  • the function of the mobile gimbal according to 13 is e.g. as in the in 8 suspension shown. The function is also based on the Figures 15 to 18 explained.
  • FIG. 14 shows an example of an elongate elastic element.
  • This element has a cylindrical shape. In practice, however, the shape does not have to be cylindrical, but rather can be used, for example, as in 13 shown have a curved course in the longitudinal direction.
  • disc-shaped segments 142a to 142e made of elastic material, for example made of natural or synthetic rubber material are located between these end discs 141.
  • a bore extends longitudinally through all discs 141, 142.
  • a tension element made of non-elastic material extends through it, via which the end discs 141 are clamped against one another, so that the discs 142 made of elastic material are clamped together in the longitudinal direction. Therefore, no or only very little elastic deformation is possible in the longitudinal direction.
  • the bracing is designed in such a way that the elastic element can twist about its longitudinal axis and bend in such a way 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 plane of FIG 15 get lost.
  • the elements 151 are connected to the supporting structure 150 .
  • 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 firmly connected to one another or form one piece.
  • the housing of the motor 1 is connected to the supporting structure 153 .
  • the rotor shaft 18 is connected to the drive shaft 19 via a cardanically movable joint 155 in the drive train.
  • 17 and 18 show the arrangement of 15 in a side view. 17 shows the neutral position. In the view of 17 are the elastic elements 151 above the supporting structure 150 in a row. Therefore, only the outline of one of the elements 151 can be seen.
  • connection structure 153 and the motor 1 connected thereto are perpendicular to the plane of the image 17 and 18 axis of rotation rotated upwards.
  • the elastic elements have performed a movement in which their longitudinal axis (runs in 17 and 18 in vertical direction) has warped.
  • the longitudinal axis runs from bottom to top, sloping slightly to the left.
  • FIG. 19 shows a schematic plan view of another embodiment of a transverse drive according to the invention.
  • the wheel set 207a, 207b which is mounted in a rotationally fixed manner on the wheel set shaft 6, is fastened to the bogie frame 200 via pivot bearings 11a, 11b.
  • FIG. 1 shows a top view of the arrangement according to FIG 13 .
  • the dimensions of the drive motor 1 in relation to the dimensions of the attachment and the crossbeams can be chosen differently than in FIG 13 , why in 19 reference numeral 201 is used for the drive motor.
  • a first cross member 19b of the bogie connects the opposite longitudinal members on which the pivot bearings 11 are mounted.
  • a second cross member 19a connects the two longitudinal members (at the top in the figure).
  • the drive motor 201 is located between the wheels 207. Its rotor 221 is designed as a hollow shaft and concentrically encloses the wheelset shaft 6.
  • the cardanic movable joint is designated by the reference numbers 205a, 205b, but it is shown differently than schematically as described above and as with hollow shafts can be realized with gimbal mobility usual ring-shaped elastic elements.
  • the rotor 221 is connected via the universal joint 205 to a gear 208 or to a transmission element fixedly mounted on the wheelset shaft 6 .
  • the stator of the electric motor 201 is also fastened to the crossbeams 19a, 19b via a cardanically movable suspension.
  • the axes of rotation of the gimbals move with respect to the image plane of 19 perpendicular to the plane of the image and vertically in the plane of the image, i.e. perpendicular to the axis of rotation of the axle 6.
  • the drive module shown is formed by a drive motor 1 and an angular gear 181 .
  • the stator 22 of the motor 1 is firmly connected to the housing 190 of the bevel gear 181, so that the motor and bevel gear cannot move relative to one another.
  • the motor housing and transmission housing are flanged and screwed together.
  • the drive module is attached to the bogie frame 9 via a suspension 182 .
  • At least one axle 6 of a wheel set with the running wheels 7a and 7b is mounted on the bogie frame 9.
  • the direction of travel of the vehicle is in 20 represented by a left-to-right arrow labeled "x". This indicates that the direction of travel is usually referred to as the x-direction.
  • the suspension 182 has two recesses 192 (see 21 ), in each of which an annular elastic element 184 is introduced.
  • the elements 184 are designed to be essentially rotationally symmetrical, with a radially inner, cylindrical sleeve 198 (see 22 ) is attached to the radially inner surface of a rubber ring 199 and a second annular cylindrical sleeve 197 is attached to the radially outer surface of the rubber ring 199.
  • the two sleeves 197, 198 and also the rubber ring 199 are arranged coaxially to an axis of rotational symmetry.
  • two such annular elastic elements 184 are inserted into the corresponding recesses 192 of the suspension 182, the recesses 192 coming into contact with the outer circumference of the annular element 184 and also its linear mobility in the direction of the axis of rotational symmetry, e.g. by a constriction 193 limit in one direction.
  • a projection 191 of the motor 1 is inserted into the cylindrical interior space of the annular element 184, which is formed radially on the inside by the inner sleeve 198.
  • the bevel gear 181 shown schematically is non-rotatably connected to the rotor shaft of the motor 1 by a first bevel gear 185 .
  • the first bevel gear 185 is part of a first bevel gear which transmits the drive torque to a first gear 187 which in turn drives a second gear 188 .
  • the second gear wheel 188 is arranged in a rotationally fixed manner on an output shaft 186 of the bevel gear 181, which drives the running wheel 7b via a cardanically movable joint 180.
  • the right part of the impeller 7b is in 20 and 21 shown cut open. On the cut-away side, one can also see the cardanically movable joint, which is designed, for example, as a curved-tooth coupling half.
  • the curved tooth coupling half 180 can (as in 21 shown) screwed in via screws 194 and threaded holes 195 of the impeller 7b.
  • an elastic pin coupling can be used, for example, which, similar to the cardanically movable suspension, can have annular elastic elements for torque transmission.
  • annular elastic elements 184 of the suspension 182 there is in the case shown a rotational mobility of the drive module relative to the suspension 182 by a vertical to the plane of the 20 or. 21 axis of rotation (z-axis) and about a second axis of rotation (y-axis) running horizontally and perpendicularly to the x-axis and z-axis. Furthermore, there is linear mobility of the annular elastic elements 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 motor 1 relative to the annular elastic elements 184. This linear mobility prevents forces between the wheels 7 and the rails as Driving forces or braking forces act, are transmitted via the gimbal movable suspension 182.
  • the drive module is arranged outside the bogie frame 9
  • the drive module also within the bogie frame, ie between the wheels 7a, 7b are arranged.
  • a hollow shaft coupling can optionally be used, which also has cardanic mobility.

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  • 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)

Claims (10)

  1. Entraînement pour des véhicules sur rails, présentant
    - un moteur d'entraînement (1) avec un stator (22) et un rotor (4) et
    - au moins une roue (7) entraînée par le moteur d'entraînement (1) ou un jeu de roues (7a, 7b) entraîné par le moteur d'entraînement, laquelle/lequel roule, lors du fonctionnement du véhicule sur rails, sur les rails de déplacement d'une voie ferrée,
    dans lequel
    - le stator (22) du moteur d'entraînement (1) prend appui, par l'intermédiaire d'une suspension (2 ; 92) de l'entraînement, mobile à la Cardan, au niveau d'un châssis rotatif (100) du véhicule sur rails, au niveau d'une caisse de wagon du véhicule sur rails ou au niveau d'une structure reliée au châssis rotatif et/ou à la caisse de wagon,
    - le rotor (4) du moteur d'entraînement (1) est couplé à la roue (7), au jeu de roues (7a, 7b), à au moins une roue du jeu de roues et/ou à un arbre du jeu de roues par l'intermédiaire d'une articulation (5 ; 95) mobile à la Cardan et/ou par l'intermédiaire d'un accouplement mobile à la Cardan de sorte que lors du fonctionnement du véhicule sur rails, la force d'entraînement du moteur d'entraînement (1) est transmise par l'intermédiaire de l'articulation (5 ; 95) et/ou de l'accouplement, et
    - le rotor (4) entraîne, lors du fonctionnement de l'entraînement, un arbre d'entraînement (19), qui entraîne, par l'intermédiaire d'une transmission (8 ; 98), la roue (7) ou l'arbre de jeu de roues (6) du jeu de roues (7a, 7b),
    caractérisé en ce
    que l'axe de rotation du rotor (4) s'étend transversalement à la direction de conduite du véhicule sur rails et le stator (22) n'est pas relié à des pièces immobiles de la transmission (8) ainsi que l'articulation (5; 95) et/ou l'accouplement est disposé entre le rotor (4) et la transmission (8), ou en ce que le stator (22) est relié de manière solidaire aux pièces immobiles de la transmission (98).
  2. Entraînement selon la revendication 1, dans lequel le rotor (4) entraîne, lors du fonctionnement de l'entraînement, un arbre d'entraînement, dans lequel l'articulation (5) mobile à la Cardan couple un premier segment (18) de l'arbre d'entraînement, qui est relié au rotor (4), à un deuxième segment (19) de l'arbre d'entraînement, de sorte que les axes de rotation du premier segment (18) et du deuxième segment (19) peuvent s'étendre de manière coudée les uns par rapport aux autres.
  3. Entraînement selon la revendication précédente, dans lequel les axes de rotation de l'arbre d'entraînement (18, 19) s'étendent de manière transversale par rapport à la direction de déplacement du véhicule sur rails.
  4. Entraînement selon la revendication 2 ou 3, dans lequel l'articulation (5) permet un déplacement relatif axial du premier segment (18) et du deuxième segment (19) en direction au moins d'un des axes de rotation des segments.
  5. Entraînement selon l'une quelconque des revendications 1 à 3, dans lequel le rotor (4) est monté de manière mobile linéairement en direction de son axe de rotation.
  6. Entraînement selon l'une quelconque des revendications précédentes, dans lequel un arbre d'entraînement (18, 19) relié au rotor (4) est disposé au niveau d'un premier côté du moteur (côté A) et dans lequel la suspension (2) mobile à la Cardan au niveau du stator (22) du moteur (1)
    - est fixée au niveau d'un deuxième côté (côté B), faisant face au premier côté, du moteur, et/ou
    - est fixée entre le premier côté et le deuxième côté du moteur, davantage à proximité du deuxième côté du moteur.
  7. Entraînement selon l'une quelconque des revendications précédentes, dans lequel la suspension mobile à la Cardan présente deux éléments (52a, 52b) allongés composés d'un matériau élastique, dont la rigidité pour des mouvements linéaires en direction de leur axe longitudinal est sensiblement plus importante que les déformations des éléments autour de leur axe longitudinal, dans lequel les deux éléments (52a, 52b) allongés sont disposés de manière parallèle l'un par rapport à l'autre par leurs axes longitudinaux et dans lequel la caisse de wagon du véhicule sur rails ou la structure reliée au châssis rotatif (9) et/ou à la caisse de wagon est reliée respectivement à l'une des extrémités de l'élément (52a, 52b) allongé dans la direction longitudinale de ce dernier et le rotor (4) du moteur d'entraînement (1) est relié respectivement à l'autre extrémité, opposée dans la direction longitudinale, de l'élément (52a, 52b) allongé de sorte que la suspension mobile à la Cardan est réalisée du fait des déformations.
  8. Entraînement selon l'une quelconque des revendications 1 à 6, dans lequel la suspension (182) mobile à la Cardan présente deux éléments (184) de forme annulaire composés d'un matériau élastique, qui s'étendent respectivement autour d'un axe, dans lequel les axes des deux éléments (184) de forme annulaire s'étendent de manière parallèle l'un par rapport à l'autre et à une distance donnée l'un de l'autre, dans lequel le châssis rotatif (9) et l'autre pièce de la structure porteuse du véhicule sont reliés entre eux par l'intermédiaire des deux éléments de forme annulaire, dans lequel une pièce parmi les deux pièces reliées entre elles par l'intermédiaire des éléments (184) de forme annulaire est reliée aux surfaces situées radialement à l'intérieur des éléments (184) de forme annulaire et l'autre pièce est reliée à la surface située radialement à l'extérieur des éléments (184) de forme annulaire.
  9. Véhicule sur rails, dans lequel le véhicule sur rails présente un entraînement selon l'une quelconque des revendications précédentes.
  10. Procédé servant à fabriquer un entraînement pour un véhicule sur rails, dans lequel les éléments qui suivent sont mis à disposition :
    - un moteur d'entraînement (1) avec un stator (22) et un rotor (4), et
    - au moins une roue (7) entraînée par le moteur d'entraînement (1) ou un jeu de roues (7a, 7b) entraîné par le moteur d'entraînement, laquelle/lequel roule, lors du fonctionnement du véhicule sur rails, sur les rails de déplacement d'une voie ferrée,
    dans lequel
    - le stator (22) du moteur d'entraînement (1) prend appui, par l'intermédiaire d'une suspension (2 ; 92) de l'entraînement, mobile à la Cardan, au niveau d'un châssis rotatif (100) du véhicule sur rails, au niveau d'une caisse de wagon du véhicule sur rails ou au niveau d'une structure reliée au châssis rotatif et/ou à la caisse de wagon,
    - le rotor (4) du moteur d'entraînement (1) est couplé à la roue (7), au jeu de roues (7a, 7b), à au moins une roue du jeu de roues et/ou à un arbre du jeu de roues par l'intermédiaire d'une articulation (5 ; 95) mobile à la Cardan et/ou par l'intermédiaire d'un accouplement mobile à la Cardan de sorte que lors du fonctionnement du véhicule sur rails, la force d'entraînement du moteur d'entraînement (1) est transmise par l'intermédiaire de l'articulation (5 ; 95) et/ou de l'accouplement, et
    - le rotor (4) entraîne, lors du fonctionnement de l'entraînement, un arbre d'entraînement (19), qui entraîne, par l'intermédiaire d'une transmission (8 ; 98), la roue (7) ou l'arbre de jeu de roues (6) du jeu de roues (7a, 7b), et
    dans lequel l'axe de rotation du rotor (4) s'étend transversalement à la direction de conduite du véhicule sur rails et le stator (22) n'est pas relié à des pièces immobiles de la transmission (8) ainsi que l'articulation (5; 95) et/ou l'accouplement est disposé entre le rotor (4) et la transmission (8), ou le stator (22) est relié de manière solidaire aux pièces immobiles de la transmission (98).
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

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

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CN (1) CN103108790B (fr)
DE (1) DE102010020981A1 (fr)
ES (1) ES2635592T5 (fr)
PL (1) PL2569197T3 (fr)
WO (1) WO2011141510A1 (fr)

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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
US20220355831A1 (en) 2019-09-30 2022-11-10 Siemens Mobility Austria Gmbh Chassis for a Rail Vehicle
AT523285B1 (de) * 2020-06-04 2021-07-15 Siemens Mobility Austria Gmbh Fahrwerk für ein Schienenfahrzeug

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Also Published As

Publication number Publication date
CN103108790B (zh) 2017-06-09
EP2569197A1 (fr) 2013-03-20
CN103108790A (zh) 2013-05-15
EP2569197B1 (fr) 2017-05-10
WO2011141510A1 (fr) 2011-11-17
DE102010020981A1 (de) 2011-11-17
ES2635592T3 (es) 2017-10-04
ES2635592T5 (es) 2022-05-13
PL2569197T3 (pl) 2017-09-29

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