EP3470288A1 - Véhicule ferroviaire pourvu d'entrainement direct compact - Google Patents

Véhicule ferroviaire pourvu d'entrainement direct compact Download PDF

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Publication number
EP3470288A1
EP3470288A1 EP17195710.3A EP17195710A EP3470288A1 EP 3470288 A1 EP3470288 A1 EP 3470288A1 EP 17195710 A EP17195710 A EP 17195710A EP 3470288 A1 EP3470288 A1 EP 3470288A1
Authority
EP
European Patent Office
Prior art keywords
drive motor
chassis
rail vehicle
vehicle according
coupling
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP17195710.3A
Other languages
German (de)
English (en)
Other versions
EP3470288B1 (fr
Inventor
Olaf KÖRNER
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 GmbH
Original Assignee
Siemens Mobility 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
Application filed by Siemens Mobility GmbH filed Critical Siemens Mobility GmbH
Priority to EP17195710.3A priority Critical patent/EP3470288B1/fr
Priority to ES17195710T priority patent/ES2865409T3/es
Priority to CN201890001281.4U priority patent/CN213292281U/zh
Priority to PCT/EP2018/075207 priority patent/WO2019072499A1/fr
Publication of EP3470288A1 publication Critical patent/EP3470288A1/fr
Application granted granted Critical
Publication of EP3470288B1 publication Critical patent/EP3470288B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C9/00—Locomotives or motor railcars characterised by the type of transmission system used; Transmission systems specially adapted for locomotives or motor railcars
    • B61C9/38—Transmission systems in or for locomotives or motor railcars with electric motor propulsion
    • B61C9/48—Transmission systems in or for locomotives or motor railcars with electric motor propulsion with motors supported on vehicle frames and driving axles, e.g. axle or nose suspension
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C9/00—Locomotives or motor railcars characterised by the type of transmission system used; Transmission systems specially adapted for locomotives or motor railcars
    • B61C9/38—Transmission systems in or for locomotives or motor railcars with electric motor propulsion
    • B61C9/44—Transmission systems in or for locomotives or motor railcars with electric motor propulsion with hollow transmission shaft concentric with wheel axis
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C9/00—Locomotives or motor railcars characterised by the type of transmission system used; Transmission systems specially adapted for locomotives or motor railcars
    • B61C9/38—Transmission systems in or for locomotives or motor railcars with electric motor propulsion
    • B61C9/48—Transmission systems in or for locomotives or motor railcars with electric motor propulsion with motors supported on vehicle frames and driving axles, e.g. axle or nose suspension
    • B61C9/50—Transmission systems in or for locomotives or motor railcars with electric motor propulsion with motors supported on vehicle frames and driving axles, e.g. axle or nose suspension in bogies

Definitions

  • Such a rail vehicle is for example from the WO 2014/135416 A1 known.
  • Tatzlagerantrieb The most compact and cost-effective variant is a so-called Tatzlagerantrieb.
  • the drive motor In a Tatzlagerantrieb the drive motor is mounted directly on the wheelset.
  • this solution is thus compact, it involves the disadvantage of a high unsprung mass. Accordingly high are the track loads and the shock load for the drive.
  • the drive motor attached to the chassis at least on one side.
  • the drive motor can be elastically supported on the wheelset shaft via buffer and coupling elements (so-called axle-driven drive).
  • the drive motor can also be suspended on the other side on the chassis of the rail vehicle. In this case, we speak of a fully sprung drive.
  • the object of the present invention is to design a rail vehicle of the type mentioned in such a way that a compact design of the drive train is made possible.
  • a statically fully sprung drive is realized with a very simple structure. It saves a coupling plane and a hollow shaft.
  • the available between the two wheels of the wheelset space can be better utilized.
  • a drive motor with a larger axial length and thus more torque and / or more power can be accommodated.
  • the suspension of the drive motor has a single load transfer means which acts on the drive motor above the drive motor.
  • the load transfer means for easy realization of the mobility of the drive motor in the direction of the axis of rotation of the wheelset shaft may comprise a sliding element or a large-volume elastomeric bearing, in which the drive motor is slidably mounted in the direction of the axis of rotation of the axle.
  • the sliding element may be formed, for example, as a ring surrounding the drive motor or as a rail arranged above the drive motor.
  • the suspension of the drive motor has exactly two load transfer means which, seen in the direction of travel of the rail vehicle, engage the drive motor in front of and behind the drive motor.
  • the drive motor for torque support can also be connected via at least one link to the chassis.
  • the at least one link can, in particular, engage laterally on the drive motor, ie seen in front of or behind the drive motor in the direction of travel of the rail vehicle.
  • the at least one handlebar if it is present, must only take over the torque support. He does not have to record and transmit the weight of the drive motor either statically or dynamically.
  • the drive motor on its side facing away from the clutch side to limit a vertical deflection of the drive motor on a stop. It can thereby be achieved that a ground clearance of the drive motor to the ground remains ensured even during compression of the axle.
  • the drive motor via the load transfer means or the load transfer means is rigidly connected to the chassis.
  • the drive motor is connected via the load transfer means or the load transfer means elastically to the chassis.
  • This embodiment has in particular a reduced load on the clutch and the wheelset shaft result.
  • the deflection in the suspension of the chassis is not restricted or blocked. This also leads to a reduction of dynamic wheel-rail forces.
  • thereby the travel of the wheelset can be maximized, although the deflection of the drive motor is limited.
  • the chassis of the rail vehicle can be designed as a bogie or as a car or Lokkasten as needed.
  • the dampers may in particular be hydraulic dampers.
  • FIG. 1 a rail vehicle 1 on a chassis 2.
  • the chassis 2 is as shown in FIG. 1 designed as a bogie.
  • the present invention will be explained below.
  • the present invention is not limited to a construction of the chassis 2 as a bogie. It is also applicable when the chassis is designed as a car or locomotive body.
  • a wheel set shaft 3 by means of a spring 4 resiliently mounted.
  • the wheelset shaft 3 has, as is generally customary, at its two ends in each case a wheel 5, with which the rail vehicle 1 on rails 6 (see FIG. 1 ) moves. Due to the storage as such, the wheelset shaft 3 is rotatable about a rotation axis 7. Due to the suspension 4 and thus the resilient mounting the chassis 2 with respect to the wheelset shaft 3 is a sprung mass. Due to the resilient mounting of the chassis 2, the masses connected to the chassis 2 are sprung masses. This applies in the context of the present invention, in particular for a drive motor 8, by means of whose wheelset shaft 3 and thus the wheels 5 are driven.
  • the drive motor 8 surrounds the wheelset shaft 3. It acts according to FIG. 2 via a coupling 9 on the wheelset 3.
  • the clutch 9 is formed as a single-plane clutch.
  • the drive motor 8 - more precisely: the rotor shaft of the drive motor 8 - is directly connected to the clutch 9, ie without the interposition of a transmission.
  • the drive motor 8 is thus a direct drive, in which the rotational speed of the rotor shaft of the drive motor 8 1: 1 is transmitted to the wheelset shaft 3, so that the axle 3 rotates at the same speed and in the same direction of rotation as the rotor shaft of the drive motor 8.
  • the rotor shaft Although the drive motor 8 is still designed as a hollow shaft. However, the rotor shaft of the drive motor 8 is penetrated only by the wheelset shaft 3, not by another hollow shaft.
  • the drive motor 8 is as shown in FIG FIG. 2 As seen in the axial direction of the wheel set shaft 3 suspended at a single point on the chassis 2.
  • the direction of travel of the rail vehicle 1 is denoted by x
  • direction parallel to the axis of rotation 7 is denoted by y
  • the vertical is denoted by z
  • y y0
  • y0 is a single, fixed value.
  • the suspension of the drive motor 8 on the chassis 2 is designed such that it allows movement of the drive motor 8 on the chassis 2. This applies both to a displacement in the y-direction (ie axially to the wheelset shaft 3) and to a pendulum movement in the x-direction and z-direction (ie radially or transversely to the wheelset shaft 3).
  • the suspension must therefore be correspondingly articulated and yielding.
  • Suspensions that allow such a pendulum motion are readily known to those skilled in the art. By way of example, so-called handlebars with spherical bearings are mentioned.
  • the suspension of the drive motor 8 is seen in the y-direction preferably at the center of gravity 10 of the drive motor 8 or - seen from the clutch 9 - beyond the center of gravity 10. In the latter case, therefore, the center of gravity 10 is seen in the y-direction between the clutch 9 and the suspension of the drive motor. 8
  • the suspension Due to the suspension of the drive motor 8 on the chassis 2 at only a single point in the y-direction, the suspension is unstable as such. However, the coupling 9 is an additional connection point which stabilizes the suspension.
  • the suspension of the drive motor 8 has a single load transferring means 11.
  • the load transfer means 11 engages as shown in FIG. 2 above the drive motor 8 on the drive motor 8 at.
  • the load transfer means 11 as shown in the FIG. 3 and 4
  • the load transfer means 11 as shown in the FIG. 3 and 4
  • the drive motor 8 for torque support as shown in FIG. 4 additionally be connected via at least one arm 13 to the chassis 2.
  • the drive motor 8 for torque support as shown in FIG. 4 additionally be connected via at least one arm 13 to the chassis 2.
  • FIG. 4 are even two handlebars 13 available.
  • the drive motor 8 pivots about a pivot axis 14.
  • the pivot axis 14 is usually seen in the y direction in the vicinity of the clutch 9.
  • the drive motor 8 projects, however, looked from the clutch 9, to a considerable extent beyond the pivot axis 14 addition.
  • the remote from the clutch 9 end 15 of the drive motor 8 is deflected downward. This deflection is, with respect to the axis of rotation 7, directed radially outward. It is possible that such a deflection is allowed. Alternatively, it is as shown in FIG FIG.
  • the drive motor 8 is preferably as shown in FIG FIG. 5 connected elastically to the chassis 2 via the load transfer means 11.
  • the load transfer means 11 can be elastic in itself or can be mounted resiliently or elastically on the chassis side via its own suspension 17.
  • FIG. 6 and 7 has the suspension of the drive motor 8 - in contrast to the embodiment according to FIG. 2 in which only a single load transfer means 11 is present - a plurality of load transfer means 11, namely exactly two.
  • the two load transfer means 11 engage in the embodiment according to the FIG. 6 and 7 Seen in the x direction in front of and behind the drive motor 8 laterally on the drive motor 8 at.
  • the drive motor 8 for torque support also in addition be connected to the chassis 2 via at least one handlebar. In the embodiment according to the FIG. 6 and 7 However, this is not mandatory.
  • Analogous to the embodiment according to FIG. 2 can also in the embodiment according to the FIG. 6 and 7 the drive motor 8 for limiting a radial deflection of the drive motor 8 at its end facing away from the coupling 9 15 have a stop 16.
  • the embodiment is optionally analogous to the representation in FIG FIG. 5 realized.
  • preferably - is also analogous to FIG. 5 -
  • FIG. 8 for torque support at least one arm 13 available.
  • FIG. 7 Preferably seen in the x direction before and behind the drive motor 8 damper 18 on the drive motor 8 at.
  • the dampers 18 are connected at their other ends to the chassis 2.
  • the dampers 18 may in particular be hydraulic dampers. This does not just apply to the in FIG. 7 illustrated embodiment with two load transfer means 11, but also for the embodiment with only a single load transfer means eleventh
  • the present invention has many advantages.
  • a very simple construction of the drive system results.
  • a coupling plane and a hollow shaft can be saved. This reduces weight, complexity and cost.
  • the space required for the drive motor 8 and the clutch 9 axial space is smaller with the same power. Accordingly, a drive motor 8 with a greater axial length and thus more torque and / or more power can be installed at the same available space.
  • the chassis 2 as a bogie and a use of two load transfer means 11, for example, results in a simple double pendulum suspension of the direct drive on a head carrier and the center support of the bogie.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Vehicle Body Suspensions (AREA)
  • Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)
EP17195710.3A 2017-10-10 2017-10-10 Véhicule ferroviaire pourvu d'entrainement direct compact Active EP3470288B1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
EP17195710.3A EP3470288B1 (fr) 2017-10-10 2017-10-10 Véhicule ferroviaire pourvu d'entrainement direct compact
ES17195710T ES2865409T3 (es) 2017-10-10 2017-10-10 Vehículo ferroviario con accionamiento directo compacto
CN201890001281.4U CN213292281U (zh) 2017-10-10 2018-09-18 具有紧凑的直接驱动器的轨道交通工具
PCT/EP2018/075207 WO2019072499A1 (fr) 2017-10-10 2018-09-18 Véhicule ferroviaire à entraînement direct compact

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP17195710.3A EP3470288B1 (fr) 2017-10-10 2017-10-10 Véhicule ferroviaire pourvu d'entrainement direct compact

Publications (2)

Publication Number Publication Date
EP3470288A1 true EP3470288A1 (fr) 2019-04-17
EP3470288B1 EP3470288B1 (fr) 2021-02-03

Family

ID=60083110

Family Applications (1)

Application Number Title Priority Date Filing Date
EP17195710.3A Active EP3470288B1 (fr) 2017-10-10 2017-10-10 Véhicule ferroviaire pourvu d'entrainement direct compact

Country Status (4)

Country Link
EP (1) EP3470288B1 (fr)
CN (1) CN213292281U (fr)
ES (1) ES2865409T3 (fr)
WO (1) WO2019072499A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2022033989A1 (fr) * 2020-08-12 2022-02-17 Siemens Mobility GmbH Agencement pour véhicule ferroviaire

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR608610A (fr) * 1925-04-01 1926-07-30 Forges Ateliers Const Electr Moteur pour traction électrique avec transmission directe
RU2032567C1 (ru) * 1992-12-28 1995-04-10 Иван Вячеславович Бирюков Безредукторный тяговый привод колесно-рельсового подвижного состава
JPH11301471A (ja) * 1998-04-20 1999-11-02 Nippon Seiko Kk 鉄道車両用直接駆動式電動台車
WO2014135416A1 (fr) 2013-03-06 2014-09-12 Siemens Ag Österreich Train de roulement pour véhicules ferroviaires

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR608610A (fr) * 1925-04-01 1926-07-30 Forges Ateliers Const Electr Moteur pour traction électrique avec transmission directe
RU2032567C1 (ru) * 1992-12-28 1995-04-10 Иван Вячеславович Бирюков Безредукторный тяговый привод колесно-рельсового подвижного состава
JPH11301471A (ja) * 1998-04-20 1999-11-02 Nippon Seiko Kk 鉄道車両用直接駆動式電動台車
WO2014135416A1 (fr) 2013-03-06 2014-09-12 Siemens Ag Österreich Train de roulement pour véhicules ferroviaires

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2022033989A1 (fr) * 2020-08-12 2022-02-17 Siemens Mobility GmbH Agencement pour véhicule ferroviaire
US11845474B2 (en) 2020-08-12 2023-12-19 Siemens Mobility GmbH Arrangement for a rail vehicle

Also Published As

Publication number Publication date
EP3470288B1 (fr) 2021-02-03
WO2019072499A1 (fr) 2019-04-18
ES2865409T3 (es) 2021-10-15
CN213292281U (zh) 2021-05-28

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