EP2814716B1 - Roue ferroviaire - Google Patents

Roue ferroviaire Download PDF

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Publication number
EP2814716B1
EP2814716B1 EP13701976.6A EP13701976A EP2814716B1 EP 2814716 B1 EP2814716 B1 EP 2814716B1 EP 13701976 A EP13701976 A EP 13701976A EP 2814716 B1 EP2814716 B1 EP 2814716B1
Authority
EP
European Patent Office
Prior art keywords
hollow shaft
rail wheel
intermediate element
wheel
rail
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP13701976.6A
Other languages
German (de)
English (en)
Other versions
EP2814716A1 (fr
Inventor
Bernhard HÖGER
Enrique Luque Aleman
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.)
Voith Patent GmbH
Original Assignee
Voith Patent 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
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Publication of EP2814716A1 publication Critical patent/EP2814716A1/fr
Application granted granted Critical
Publication of EP2814716B1 publication Critical patent/EP2814716B1/fr
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F3/00—Types of bogies
    • B61F3/16—Types of bogies with a separate axle for each wheel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C9/00—Locomotives or motor railcars characterised by the type of transmission system used; Transmission systems specially adapted for locomotives or motor railcars
    • B61C9/38—Transmission systems in or for locomotives or motor railcars with electric motor propulsion
    • B61C9/52—Transmission systems in or for locomotives or motor railcars with electric motor propulsion with transmission shafts at an angle to the driving axles

Definitions

  • the invention relates to a rail wheel according to the closer defined in the preamble of claim 1.
  • Rail wheels are known from the general state of the art. It is generally distinguished between driven rail wheels and non-driven rail wheels. Rail wheels, which run without drive, are often referred to as loose wheels. In particular, in the case of the driven rail wheels, it is now the case that the rail wheel has to be connected to a gear unit and / or a motor drive for torque transmission. In addition, other components for torque transmission such as brake discs should be connected to the rail wheel. To realize all this, it is common practice in the general state of the art to realize, for example, the brake side on one side of the rail wheel and the connection to the transmission on the other side. This is in the case of a necessary disassembly extremely complicated and difficult, especially in rail wheels for low floor vehicles, in which the space is limited anyway.
  • Rail wheels are for example off DE 37 36 445 A1 or DE 84 08 914 U1 known.
  • the object of the present invention is now to provide a rail wheel, which ensures good functionality and which offers a simple and efficient way to assemble and disassemble.
  • an intermediate element in the manner of an adapter is rotatably and releasably connected to a wheel hub of the rail wheel.
  • This detachable connection can be realized according to an advantageous development, in particular by screwing.
  • a hollow shaft is pressed against rotation in the rail wheel according to the invention, wherein the on the intermediate element pressed hollow shaft with the intermediate element forms an oil press dressing.
  • the hollow shaft is in turn rotatably connected to a transmission element for transmitting torque to the wheel hub, and the hollow shaft is additionally connected at least indirectly non-rotatably connected to at least one further component for transmitting torque to the wheel hub.
  • the hollow shaft can be pressed onto the intermediate element.
  • a so-called oil press dressing is used, in which an opening for supplying oil between the surfaces to be pressed is provided in the region of at least one of the components.
  • a disassembly is easy and efficient possible, as oil is again pressed through the renewed application of oil between the components, which in turn reduces the friction and the hollow shaft slightly expands.
  • the hollow shaft can then be removed from the intermediate element, without the surface roughness of the two components is sustainably influenced.
  • a new assembly can be done in turn the same way.
  • the advantage is that the assembly and disassembly is possible from one side. Unlike the structure according to the prior art, there is still a press fit during regular operation, which can transmit forces and torques very well over a large area and the hollow shaft and the components mounted thereon in addition to the rotationally fixed connection for transmitting torque against their weight strength ideally supports.
  • the hollow shaft is itself in turn provided with a transmission element, for example a gear or the like, in particular for the transmission of drive power.
  • the hollow shaft may be rotatably connected directly or via an intermediate element with another component for transmitting torque to the wheel hub, for example with a brake disc. All these components can be, if necessary, disassembled from the easily accessible side of the rail wheel, since they are screwed either directly or indirectly with the hollow shaft or in the case that they are integrally formed with the hollow shaft by passing together with the hollow shaft a loosening of the oil press dressing dissolved and deducted from the intermediate element.
  • the use of the intermediate element can also be identical rail wheels once with or without the intermediate element or corresponding attachments used as driven wheels or as idler gears, so that in the production of rail wheels through the use of identical parts, a synergy effect can be achieved.
  • the at least one further component is screwed to the hollow shaft via a further hollow shaft.
  • This further hollow shaft is concave in cross-section to release the largest possible space for the transmission within a transmission housing.
  • the hollow shaft is formed integrally with the transmission element.
  • the hollow shaft with the transmission element for example, if this is designed as a gear, a bevel gear or the like, is particularly simple and efficient, since the hollow shaft and gear element can then be produced in one step.
  • the intermediate element in the region in which the hollow shaft is pressed onto the intermediate element, conically, with a tapered on the side remote from the wheel hub cone is formed.
  • a cone which, for example, in a ratio of 1:30 to 1:70, preferably 1:50, tapers, is ideally suited to ensure a secure and reliable pressing the hollow shaft on the intermediate element or the cone of the intermediate element as an oil press dressing ,
  • the cone axially centrally on the side facing away from the wheel hub has a threaded bore for receiving a pull / pressure spindle.
  • the central threaded hole can be used to facilitate via a pull / pressure spindle the pressing or pulling the hollow shaft.
  • the central bore communicates with at least one groove extending around the cone.
  • the tension / pressure spindle is then designed as a hollow spindle, not only the force for pressing on or pulling off the hollow shaft can be applied over the interior of this tension / pressure spindle, but at the same time the oil is supplied to the surfaces by the tension / pressure spindle To lubricate the press line on the one hand and on the other hand, slightly widen the hollow shaft in order to accomplish a pressing and peeling the same on the cone easily and efficiently.
  • a rail wheel 1 can be seen.
  • This rail wheel 1 has a wheel rim 2 and a wheel hub 3. These are connected to each other via a bridge, which is not explicitly recognizable in the view shown here.
  • the rail wheel 1 can be formed in one piece or in several parts.
  • the wheel hub 3 of the rail wheel 1 revolves around a fixed shaft 4. Single bearings 5 for the hub 3 are indicated in principle.
  • the rail wheel 1 is mounted from the right in the representation of the figure on the shaft 4 and should remain accessible from this right side for future assembly and maintenance.
  • the right side is the side accessible from the rail vehicle, not shown from side.
  • the double dashed line provided with the reference numeral 6 denotes the lateral boundary of the rail vehicle.
  • an intermediate element 7 is now rotatably connected to the rail wheel 1.
  • it is releasably screwed to the rail wheel 1 or the wheel hub 3 of the rail wheel 1 via screws.
  • the screws are designed so that they are relatively easily accessible during the pre-assembly of the rail wheel 1 and allow screwing of the intermediate element 7 to the rail wheel 1.
  • the screws or the screw heads or nuts of the screws are inside, so seen from the lateral boundary 6 of the rail vehicle from behind the rail wheel 1. They are then only with great effort accessible, so that disassembly of the intermediate element 7 is not possible or only under difficult conditions. This is not necessary because of the structure described in more detail later.
  • the intermediate element 7 has namely on its side facing away from the rail wheel 1 of the lateral boundary. 6 of the rail vehicle side facing a cone 8. This tapers in an ideal manner with a ratio of 1:50 in the direction of the lateral boundary 6.
  • the cone 8 is provided with a circumferential groove 9. This is connected via a radial bore 10, which can be seen here in a partial section of the cone 8, with a central axial bore 11 in connection.
  • This bore 11 is at least partially designed as a threaded bore and is used in a later described in more detail manner for receiving a pull / pressure spindle, which is not shown here.
  • a hollow shaft 12 is pressed. At its inner diameter, this also has a conical shape corresponding to the cone 8.
  • the hollow shaft 12 is pressed with the cone 8 in the manner of an oil press dressing.
  • the already mentioned tensile / pressure spindle is screwed into the central threaded bore 11 and then supported for example with a pressure washer on the axial outer in the direction of the boundary 6 facing surface of the hollow shaft 12 from.
  • the tension / pressure spindle is hollow, so that through its interior oil pressure can be introduced into the central threaded bore 11. This oil pressure propagates through the radial bore 10 into the groove 9. This results in a lubricating film between the components 8, 12 and the hollow shaft 12 is slightly widened.
  • the tension / pressure spindle and the mentioned pressure plate which are both not shown here, in the position shown here on the cone 8.
  • the oil is squeezed out between the cone 8 and the hollow shaft 12 and creates a safe and reliable interference fit.
  • a possible disassembly is also easily possible.
  • the hollow tension / pressure spindle is screwed back into the threaded hole 11.
  • the hollow shaft 12 is slightly widened and there is a lubrication between the hollow shaft 12 and the cone 8, so that they again, for example via a connected to the tension / pressure spindle Abziehkralle of the intermediate element 7 and the cone 8 of the same can be deducted. Dismantling is so easy and efficient. Nevertheless, during regular operation, a large-area interference fit arises, which allows ideal transmission of forces and torques in all directions.
  • the hollow shaft 12 is integrally connected in the embodiment shown here with a bevel gear 13.
  • This bevel gear 13 as a transmission element is used to introduce torque, for example, a lateral mounted next to the axial direction of the rail wheel 4 electric motor or the like.
  • a transmission housing designated 14 is shown.
  • This gear housing 14 is fixed relative to the hollow shaft 12 and is mounted on corresponding roller bearings relative to the hollow shaft 12, so that they can rotate in the transmission housing.
  • other variants with a bolted bevel gear or other transmission element would be conceivable.
  • the hollow shaft 12 has receiving elements in the form of threaded bores 15, in the region of which further torque-transmitting components can be fastened. In the embodiment shown here, this is done indirectly by a further hollow shaft 16 is screwed to the threaded holes 15. This further hollow shaft 16 is concave in cross-section to release the largest possible space for the transmission within the transmission housing 14. The gear housing 14 is then supported not only on the hollow shaft 12, but also on the further hollow shaft 16 via corresponding rolling bearings.
  • the structure of the rail wheel 1 described here also ensures easy and safe assembly and disassembly of the brake disk 17 and all connected to the hollow shaft 12 components from the side of the side boundary 6 of the rail vehicle. After disassembly of at least some of the components then the threaded hole 11 is accessible to the tension / pressure spindle and the hollow shaft 12 can be easily and efficiently disassembled with the optionally still attached thereto components. A re-assembly is easily possible without affecting the press connection due to the use of the oil press association.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Braking Arrangements (AREA)
  • Vehicle Body Suspensions (AREA)

Claims (8)

  1. Roue ferroviaire (1) comportant
    1.1 un moyeu de roue (3) tournant sur un arbre fixe (4) et
    1.2 un élément intermédiaire (7) relié de manière amovible au moyeu de roue (3) et solidaire en rotation avec lui, dans lequel
    1.3 un arbre creux (12) est emmanché de manière solidaire en rotation sur l'élément intermédiaire (7),
    1.4 l'arbre creux (12) emmanché sur l'élément intermédiaire (7) forme un ajustement serré hydraulique avec l'élément intermédiaire (7),
    1.5 l'arbre creux (12) est relié de manière solidaire en rotation à un élément de transmission (13) pour transmettre un couple au moyeu de roue (3), caractérisée en ce que
    1.6 l'arbre creux (12) est relié au moins indirectement de manière solidaire en rotation à au moins un autre composant (17) pour transmettre un couple au moyeu de roue (3), ledit au moins un autre composant (17) étant vissé sur l'arbre creux (12) par l'intermédiaire d'un autre arbre creux (16), et
    1.7 l'autre arbre creux (16) est réalisé concave en section transversale.
  2. Roue ferroviaire (1) selon la revendication 1, caractérisée en ce que l'arbre creux (12) est réalisé d'un seul tenant avec l'élément de transmission (13).
  3. Roue ferroviaire (1) selon la revendication 1 ou 2, caractérisée en ce que l'élément de transmission est réalisé sous la forme d'une roue conique (13).
  4. Roue ferroviaire (1) selon la revendication 1, 2 ou 3, caractérisée en ce que ledit au moins un autre composant comprend au moins un disque de frein (17).
  5. Roue ferroviaire (1) selon l'une des revendications 1 à 4, caractérisée en ce que l'élément intermédiaire (7) est vissé sur le moyeu de roue (3).
  6. Roue ferroviaire (1) selon l'une des revendications 1 à 5, caractérisée en ce que l'élément intermédiaire (7), dans la zone dans laquelle l'arbre creux (12) est emmanché sur l'élément intermédiaire (7), est de forme conique avec un cône (8) qui s'effile vers le côté opposé au moyeu de roue (3).
  7. Roue ferroviaire (1) selon la revendication 6, caractérisée en ce que le cône (8) présente un trou fileté (11) axialement central sur le côté opposé au moyeu de roue (3) pour recevoir une broche de traction/pression.
  8. Roue ferroviaire (1) selon la revendication 7, caractérisée en ce que le trou fileté central (11) est en liaison de fluide avec au moins une rainure (9) qui fait le tour du cône (8).
EP13701976.6A 2012-02-14 2013-01-23 Roue ferroviaire Active EP2814716B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102012002716A DE102012002716B3 (de) 2012-02-14 2012-02-14 Schienenrad
PCT/EP2013/051194 WO2013120672A1 (fr) 2012-02-14 2013-01-23 Roue ferroviaire

Publications (2)

Publication Number Publication Date
EP2814716A1 EP2814716A1 (fr) 2014-12-24
EP2814716B1 true EP2814716B1 (fr) 2019-09-04

Family

ID=47630298

Family Applications (1)

Application Number Title Priority Date Filing Date
EP13701976.6A Active EP2814716B1 (fr) 2012-02-14 2013-01-23 Roue ferroviaire

Country Status (5)

Country Link
EP (1) EP2814716B1 (fr)
CN (1) CN104053586B (fr)
DE (1) DE102012002716B3 (fr)
RU (1) RU2014133413A (fr)
WO (1) WO2013120672A1 (fr)

Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE8408914U1 (de) * 1984-10-18 Mannesmann AG, 4000 Düsseldorf Laufrad
US2222603A (en) * 1937-12-09 1940-11-26 Clark Equipment Co Truck axle
DE3736445A1 (de) * 1987-10-28 1989-05-11 Siegfried Pohl Antriebsverbindung fuer schienenfahrzeuge
DK0567445T3 (da) * 1992-04-22 1996-05-20 Sgp Verkehrstechnik Enkelthjulsbogie til et skinnekøretøj, især til vogne med lavt beliggende gulv
DE4429889A1 (de) * 1994-08-24 1996-02-29 Bergische Stahlindustrie Angetriebenes Fahrwerk für Schienenfahrzeuge
FR2770190B1 (fr) * 1997-10-23 1999-12-31 Gec Alsthom Transport Sa Essieu ou couple d'essieux formant bogie pour vehicule ferroviaire a plancher bas integral
AT408333B (de) * 1998-03-20 2001-10-25 Daimler Chrysler Ag Fahrzeugrad
CZ286660B6 (cs) * 1998-09-22 2000-05-17 Čkd Dopravní Systémy, A. S. Dvouosý trakční podvozek nízkopodlažního kolejového vozidla s podélně uloženými nezávislými pohonnými jednotkami
JP5010630B2 (ja) * 2009-02-20 2012-08-29 三菱重工業株式会社 低床式車両

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None *

Also Published As

Publication number Publication date
CN104053586A (zh) 2014-09-17
WO2013120672A1 (fr) 2013-08-22
EP2814716A1 (fr) 2014-12-24
RU2014133413A (ru) 2016-04-10
DE102012002716B3 (de) 2013-05-29
CN104053586B (zh) 2016-10-12

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