EP3272614B1 - Train de roulement pour un véhicule sur rail - Google Patents

Train de roulement pour un véhicule sur rail Download PDF

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Publication number
EP3272614B1
EP3272614B1 EP17180905.6A EP17180905A EP3272614B1 EP 3272614 B1 EP3272614 B1 EP 3272614B1 EP 17180905 A EP17180905 A EP 17180905A EP 3272614 B1 EP3272614 B1 EP 3272614B1
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EP
European Patent Office
Prior art keywords
drive motor
suspension element
transmission
undercarriage
gear
Prior art date
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Active
Application number
EP17180905.6A
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German (de)
English (en)
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EP3272614A1 (fr
Inventor
Thilo Hoffmann
Michael Zekoll
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens Mobility Austria GmbH
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Siemens Mobility Austria GmbH
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Publication date
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Publication of EP3272614A1 publication Critical patent/EP3272614A1/fr
Application granted granted Critical
Publication of EP3272614B1 publication Critical patent/EP3272614B1/fr
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F3/00—Types of bogies
    • B61F3/02—Types of bogies with more than one axle
    • B61F3/04—Types of bogies with more than one axle with driven axles or wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C9/00—Locomotives or motor railcars characterised by the type of transmission system used; Transmission systems specially adapted for locomotives or motor railcars
    • B61C9/38—Transmission systems in or for locomotives or motor railcars with electric motor propulsion
    • B61C9/48—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

Definitions

  • the invention relates to a chassis for a rail vehicle, with at least one drive motor and at least one transmission, with at least one chassis frame and with at least one first set of wheels.
  • Chassis with different drive and transmission suspensions are known from the prior art.
  • the EP 0 235 644 B1 discloses a chassis with a drive motor mounted against a wheelset shaft and connected to a chassis frame via an articulation device. Further describes that U.S. 4,046,080 the principle of the "Wegmann chassis", in which a drive motor is mounted on a cross member. The drive motor is partially supported on a transmission via a swash plate. A support link is arranged between the drive motor, the transmission and the cross member. Furthermore, for example, vehicles that are described in stadt horr 6/13 (58th year) have drive motor-gear units which are connected to the chassis frame via elastic bearings and are supported on gear set shafts via hollow gear shafts and output couplings.
  • the AT 514023 A1 discloses a running gear for a rail vehicle in which a drive unit is mounted via spring devices with elastic bodies.
  • the drive unit is coupled to a wheelset shaft.
  • the WO 2009/056415 A1 a bogie with a motor unit that is connected to a bogie frame in a transversely elastic manner via three fastening points.
  • An axially mounted transmission is arranged on a wheelset shaft and connected to the motor unit via a transmission torque support and a coupling.
  • a chassis for a rail vehicle with a longitudinally arranged drive motor, which is connected to a first gear set via a first gear and a first clutch and to a second gear set via a second gear and a second clutch. Furthermore, a steering rod supported by ball joints is provided, which connects the drive motor in an articulated manner to a chassis frame.
  • the FR 2 111 404 A5 a chassis with a drive motor which is also arranged lengthways and which is connected to two cross members of a chassis frame via three conical spring elements. Drive torques are transmitted to a first gear set and a second gear set by means of gears and clutches.
  • the FR 2 369 133 A1 shows a chassis for a rail vehicle with a transversely arranged drive motor, which transmits forces and torques to a wheel set via a transmission, a hollow shaft and a clutch arrangement.
  • the drive motor is connected to the underside of the car body via a first link, a second link and a third link, and to a cross member of a chassis frame via a fourth link. Furthermore, a transverse stop is provided between the drive motor and the cross member.
  • FR 2 255 201 A1 describes a chassis for a rail vehicle, the chassis having a longitudinally arranged drive motor and a first gear and a second gear which are connected via levers to a first cross member and a second cross member of a chassis frame.
  • the approaches mentioned have the disadvantage of limited mobility of the Wheelset shafts or wheelsets and the drive motors or drive units depending on the track geometry, curve radii, track position errors, etc. This results in a high load on the wheelsets as well as pronounced wear and tear on the wheels, a high level of driving noise and a strong transfer of loads from the wheelsets via drive units to the chassis frame.
  • the invention is therefore based on the object of specifying a chassis that is improved compared to the prior art.
  • this object is achieved with a chassis which has the features of claim 1.
  • an advantageous mobility of the first wheel set is achieved both with respect to the drive motor and the transmission and with respect to the chassis frame.
  • steering operations of the first wheel set are facilitated.
  • the mechanical load on wheel sets and the wear and tear on wheels are reduced and the level of driving noise is lowered.
  • the load on the chassis frame is reduced due to the forces transmitted by the first wheel set via the gearbox and the drive motor.
  • the chassis frame can consequently be made flat, compact and economical in terms of material.
  • the use of the first suspension element and the second suspension element also enables a distance compensation between the drive motor and the transmission on the one hand and the chassis frame on the other. This results in a favorable flexibility with regard to the selection of dimensions and installation positions of the drive motor and the transmission. Furthermore, due to the elastic connection of the drive motor and the transmission to the chassis frame, an advantageous dynamic decoupling of the chassis frame is achieved.
  • first suspension element and the second suspension element are designed as fiber-reinforced rubber elements.
  • a weight reduction and an increase in strength are achieved in comparison to an embodiment of the first suspension element and the second suspension element in a compact material.
  • An advantageous embodiment is obtained when the at least one drive motor and the at least one transmission are elastically connected to the at least first gear set via a hollow transmission shaft and an output coupling.
  • the hollow transmission shaft and the output coupling can be arranged around a wheelset shaft, for example.
  • a particularly compact design is achieved. Due to the elastic connection of the output coupling with the wheelset shaft, an advantageous dynamic decoupling of the drive motor and the transmission from the first set of wheels and unsprung masses are reduced.
  • FIG. 1 A section of an exemplary variant of a chassis according to the invention shown in plan view comprises a chassis frame 1, a transverse drive motor 2, a transmission 3, a cross member 4, a first longitudinal member 5, a second longitudinal member 6, and a first primary spring 7 and a second primary spring 8.
  • the chassis has a first wheel set 12 as well as a second wheel set, not shown, which is structurally and with regard to its connection to the chassis frame 1 designed like the first wheel set 12. According to the invention, bogies with three wheel sets (eg for locomotives) are also conceivable.
  • the first wheel set 12 comprises a first wheel 9, a second wheel 10 and a wheel set shaft 11.
  • the chassis has internal bearings, ie the first wheel 9 and the second wheel 10 are arranged outside the chassis frame 1.
  • the first wheel set 12 as a loose wheel set (e.g. in a chassis for a low-floor vehicle) with a first loose wheel set shaft that is connected to the first wheel 9 and with a second loose wheel set shaft that is connected to the second wheel 10 , is trained.
  • the first loose wheel set shaft and the second loose wheel set shaft are each arranged in the direction of the outside of the chassis.
  • the wheel set shaft 11 has a first wheel set bearing, not shown, and a second wheel set bearing, also not shown.
  • the first wheel set 12 is rotatably connected to the first longitudinal member 5 via the first wheel set bearing and to the second longitudinal member 6 via the second wheel set bearing. Furthermore, the first wheel set 12 is connected to the chassis frame 1 via the first primary spring 7 and the second primary spring 8 as well as via two wheel set guide devices (not shown).
  • the drive motor 2 and the gear 3 are connected to a drive motor-gear unit via two housing parts screwed together.
  • the drive motor 2 and the gear 3 are connected via a first suspension element 21 and a second suspension element 22, which are shown in FIG Fig. 2 are shown, articulated to the cross member 4.
  • This is a cheap solution.
  • the drive motor 2 and the gear 3 are connected in an articulated manner via the first suspension element 21 and the second suspension element 22, for example, to the first longitudinal member 5 or to the second longitudinal member 6.
  • the first suspension element 21 and the second suspension element 22 are made of a metallic, compact material.
  • the first suspension element 21 has a first swivel joint 17 at a first end and an in at a second end Fig. 1 second swivel joint 18, not shown.
  • the second suspension element 22 has a third swivel joint 19 at a first end and an in at a second end Fig. 1 fourth swivel joint 20, not shown.
  • the first rotary joint 17, the second rotary joint 18, the third rotary joint 19 and the fourth rotary joint 20 are designed as ball joints.
  • the first pivot joint 17 is rotatably and elastically connected to a first bracket 13, the second pivot joint 18 rotatably and elastically with a second bracket 14, the third pivot joint 19 rotatably and elastically with a third bracket 15, the fourth pivot joint 20 rotatably and elastically with a fourth bracket 16.
  • the arrangement of the first pivot joint 17, the second pivot joint 18, the third pivot joint 19 and the fourth pivot joint 20 is a favorable solution. According to the invention, however, it is also conceivable that the first rotary joint 17, the second rotary joint 18, the third Swivel joint 19 and the fourth swivel joint 20 are dispensed with and instead the first suspension element 21 and the second suspension element 22 are designed as fiber-reinforced rubber elements with appropriate rigidity.
  • the first holder 13 and the third holder 15 are welded to the cross member 4.
  • the second holder 14 is welded to a first housing part and the fourth holder 16 is welded to a second housing part of the unit comprising the drive motor 2 and the gear 3.
  • These cohesive connections are an inexpensive solution. According to the invention, however, other connection techniques (for example non-positive connections) are also conceivable.
  • the drive motor 2 and the gear 3 are basically pivotable, displaceable and rotatable with respect to the chassis frame 1 due to their connection via the first suspension element 21 and the second suspension element 22.
  • the transmission 3 has a hollow transmission shaft 23 which is arranged in the form of a jacket around the wheelset shaft 11.
  • An output clutch 24 is arranged in the middle of the first gear set 12, likewise in the form of a jacket around the gear set shaft 11, and connected to the hollow gear shaft 23 in a form-fitting manner.
  • the output clutch 24 is designed according to the available prior art and enables relative movements between the drive motor 2 and the transmission 3 on the one hand and the first gear set 12 on the other hand.
  • the arrangement of the output clutch 24 in the middle of the first gear set 12 is a favorable solution. According to the invention, however, other positions of the output clutch on the wheelset shaft 11 are also conceivable.
  • the described mounting of the drive motor 2 and the gear 3 on the cross member 4 has the effect in a favorable manner that the drive motor 2 and the gear 3 can execute wheel set movements. Furthermore, the drive motor 2 and the transmission 3 can move relative to the first gear set 12 via the output coupling 24. In particular, rotational movements around a parallel to that in Fig. 2 vertical axis 28 shown and about a parallel to a longitudinal axis 26 are executed.
  • Fig. 2 shows a side view of a section of a cross member 4.
  • the cross member 4 is in a Fig. 1 arranged chassis frame 1 and comprises a first suspension element 21 and a second suspension element 22, which in the in Fig. 2 are vertically aligned.
  • the first suspension element 21 and the second suspension element 22 are designed as tension rods, which is why forces are essentially introduced into the cross member 4 and into the chassis frame 1 via the first suspension element 21 and the second suspension element 22 and the torques introduced are negligibly small.
  • the tension rods have rectangular cross-sections, but according to the invention, for example, round cross-sections etc. are also conceivable.
  • the first suspension element 21 has an in Fig. 2 end shown above on a first swivel joint 17, at one in Fig. 2
  • the end shown below is a second swivel joint 18.
  • the second suspension element 22 has at an in Fig. 2 the end shown above on a third swivel 19, at one in Fig. 2
  • the end shown below is a fourth swivel joint 20.
  • the first swivel joint 17 is rotatably and elastically connected to the first holder 13, the third swivel joint 19 rotatably and elastically to the third holder 15.
  • the second pivot joint 18 is rotatable and resilient with an on one in Fig.
  • first suspension element 21 and the second suspension element 22 are dimensioned according to the required distance compensation between the drive motor 2 and the gear 3 on the one hand and the cross member 4 on the other hand.
  • the drive motor 2 and the gear 3 are due to the described connection to the cross member 4 and the in Fig. 1 shown coupling to a first wheel set 12 according to the description Fig. 1 both with respect to the chassis frame 1 and with respect to the first set of wheels 12 movable, which results in an advantageous steering behavior of the first wheel set 12.

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

Claims (8)

  1. Train de roulement pour un véhicule ferroviaire avec au moins un moteur d'entraînement et au moins un engrenage, dans lequel un moteur d'entraînement et un engrenage constituent une unité moteur d'entraînement-engrenage, avec au moins un châssis de train de roulement ainsi qu'avec au moins un premier essieu, dans lequel un moteur d'entraînement (2) et un engrenage (3) d'une unité moteur d'entraînement-engrenage sont couplés de façon mobile par rapport à l'au moins un châssis de train de roulement (1) ainsi que par rapport à l'au moins un premier essieu (12) à l'au moins un châssis de train de roulement (1) ainsi qu'à l'au moins un premier essieu (12), caractérisé en ce que le moteur d'entraînement (2) et l'engrenage (3) de l'unité moteur d'entraînement-engrenage sont reliés élastiquement via un premier élément de suspension (21) et un deuxième élément de suspension (22) à l'au moins un châssis de train de roulement (1).
  2. Train de roulement selon la revendication 1, caractérisé en ce que l'au moins un moteur d'entraînement (2) et l'au moins un engrenage (3) peuvent tourner autour d'une parallèle à un axe vertical (28), par rapport à l'au moins un châssis de train de roulement (1) et par rapport à l'au moins un premier essieu (12).
  3. Train de roulement selon la revendication 1 ou 2, caractérisé en ce que le premier élément de suspension (21) et le deuxième élément de suspension (22) sont formés sous la forme de tirants.
  4. Train de roulement selon la revendication 1 ou 2, caractérisé en ce que le premier élément de suspension (21) et le deuxième élément de suspension (22) sont formés sous la forme de bielles.
  5. Train de roulement selon la revendication 1 ou 2, caractérisé en ce que le premier élément de suspension (21) et le deuxième élément de suspension (22) sont formés sous la forme d'éléments en caoutchouc renforcés en fibres.
  6. Train de roulement selon la revendication 1, caractérisé en ce que l'au moins un moteur d'entraînement (2) et l'au moins un engrenage (3) sont reliés élastiquement via un arbre creux de transmission (23) et un accouplement de sortie (24) à l'au moins un premier essieu (12).
  7. Train de roulement selon la revendication 1, caractérisé en ce que l'au moins un moteur d'entraînement (2) et l'au moins un engrenage (3) sont reliés en une unité.
  8. Train de roulement selon la revendication 1, caractérisé en ce que l'au moins un premier essieu (12) est exécuté sous la forme d'un essieu à roues indépendantes.
EP17180905.6A 2016-07-19 2017-07-12 Train de roulement pour un véhicule sur rail Active EP3272614B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
ATA50652/2016A AT518916A1 (de) 2016-07-19 2016-07-19 Fahrwerk für ein Schienenfahrzeug

Publications (2)

Publication Number Publication Date
EP3272614A1 EP3272614A1 (fr) 2018-01-24
EP3272614B1 true EP3272614B1 (fr) 2020-10-21

Family

ID=59325197

Family Applications (1)

Application Number Title Priority Date Filing Date
EP17180905.6A Active EP3272614B1 (fr) 2016-07-19 2017-07-12 Train de roulement pour un véhicule sur rail

Country Status (2)

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EP (1) EP3272614B1 (fr)
AT (1) AT518916A1 (fr)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR3092062A1 (fr) * 2019-01-30 2020-07-31 Speedinnov Bogie de véhicule ferrovaire et véhicule ferroviaire associé
AT523025B1 (de) 2019-09-30 2023-02-15 Siemens Mobility Austria Gmbh Mehrstufige Koppelvorrichtung
US20220355831A1 (en) 2019-09-30 2022-11-10 Siemens Mobility Austria Gmbh Chassis for a Rail Vehicle
DE102020206100A1 (de) * 2020-05-14 2021-11-18 Siemens Mobility GmbH Anordnung zur Abstützung eines Drehmoments
AT523285B1 (de) * 2020-06-04 2021-07-15 Siemens Mobility Austria Gmbh Fahrwerk für ein Schienenfahrzeug

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2049857A1 (de) * 1970-10-10 1972-04-13 Wegmann & Co, 3500 Kassel, Allgemei ne Elektnzitatsgesellschaft AEG, TeIe funken, 6000 Frankfurt Verwindungsweiches Triebdrehgestell fur Schienenfahrzeuge
US3877388A (en) * 1973-09-11 1975-04-15 Westinghouse Electric Corp Resilient railway motor mounting
CH571965A5 (fr) * 1973-12-24 1976-01-30 Bbc Brown Boveri & Cie
DE2650035C2 (de) * 1976-10-30 1986-07-03 M.A.N. Maschinenfabrik Augsburg-Nürnberg AG, 8500 Nürnberg Drehgestellanordnung für schnellauffähige elektrische Schienen-Trieb-Fahrzeuge
DE2822992A1 (de) * 1978-05-26 1979-11-29 Bbc Brown Boveri & Cie Triebfahrzeug
DE3337695A1 (de) * 1983-10-17 1985-04-25 Carl Hurth Maschinen- und Zahnradfabrik GmbH & Co, 8000 München Doppelachsantrieb fuer schienenfahrzeuge
DE4230549A1 (de) * 1992-09-08 1994-03-10 Aeg Schienenfahrzeuge Aufhängung zur Führung der in einem Drehgestell von Schienenfahrzeugen angeordneten Antriebsaggregate
FR2775461B1 (fr) * 1998-03-02 2003-12-05 Gec Alsthom Transport Sa Bogie moteur de vehicule de traction comportant au moins un moto-reducteur dispose a l'interieur du chassis de bogie et vehicule de traction comportant un tel bogie moteur

Non-Patent Citations (1)

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

Also Published As

Publication number Publication date
EP3272614A1 (fr) 2018-01-24
AT518916A1 (de) 2018-02-15

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