EP3470288B1 - Véhicule ferroviaire pourvu d'entrainement direct compact - Google Patents

Véhicule ferroviaire pourvu d'entrainement direct compact Download PDF

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Publication number
EP3470288B1
EP3470288B1 EP17195710.3A EP17195710A EP3470288B1 EP 3470288 B1 EP3470288 B1 EP 3470288B1 EP 17195710 A EP17195710 A EP 17195710A EP 3470288 B1 EP3470288 B1 EP 3470288B1
Authority
EP
European Patent Office
Prior art keywords
drive motor
rail vehicle
wheelset shaft
running gear
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.)
Active
Application number
EP17195710.3A
Other languages
German (de)
English (en)
Other versions
EP3470288A1 (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 ES17195710T priority Critical patent/ES2865409T3/es
Priority to EP17195710.3A priority patent/EP3470288B1/fr
Priority to PCT/EP2018/075207 priority patent/WO2019072499A1/fr
Priority to CN201890001281.4U priority patent/CN213292281U/zh
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 WO 2014/135416 A1 known.
  • Minimizing the unsprung masses has various advantages.
  • the stress on the track and also the shock load on the drive are kept low.
  • the route can be built relatively inexpensively and a high running quality can be achieved. Maintenance is also cheaper.
  • the drive motor is used - viewed in the direction of the axis of rotation of the wheelset shaft attached to at least one side of the chassis.
  • the drive motor can be elastically supported on the wheelset shaft via buffer and coupling elements (so-called axle-mounted drive).
  • the drive motor can also be suspended on the other side of the chassis of the rail vehicle. In this case, it is referred to as a fully suspended drive.
  • the power and torque transmission from the drive motor to the wheelset shaft takes place either via a gearbox and a coupling or only via a coupling (direct drive).
  • direct drives in addition to the solutions mentioned above, it is known for the suspension of the drive motor that the drive motor is elastically supported on both sides of the drive motor via buffer and coupling elements on the wheelset shaft when viewed in the direction of the axis of rotation of the wheelset shaft (so-called floating drive).
  • the object of the present invention is to design a rail vehicle of the type mentioned at the beginning in such a way that a compact design of the drive train is made possible.
  • a statically fully sprung drive is thereby implemented with a very simple structure.
  • the installation space available between the two wheels of the wheelset shaft can be better utilized.
  • a drive motor with a greater axial length and thus more torque and / or more power can be accommodated.
  • the load transfer device can have a sliding element or a large-volume elastomer bearing in which the drive motor moves in the direction of the axis of rotation for easy implementation of the mobility of the drive motor in the direction of the axis of rotation of the wheelset shaft the wheelset shaft is slidably mounted.
  • the sliding element can for example be designed as a ring surrounding the drive motor or as a rail arranged above the drive motor.
  • the drive motor for torque support is additionally connected to the chassis via at least one link.
  • the at least one link can in particular act laterally on the drive motor, ie in front of or behind the drive motor as seen in the direction of travel of the rail vehicle.
  • the at least one link only has to take over the torque support. It does not have to absorb and transfer the weight of the drive motor either statically or dynamically.
  • the drive motor preferably has a stop on its side facing away from the coupling to limit a vertical deflection of the drive motor. This ensures that the drive motor remains clear of the ground even when the wheelset shaft is deflected.
  • the drive motor is rigidly connected to the chassis via the load transmission means or the load transmission means.
  • the drive motor is elastically connected to the chassis via the load transfer means or the load transfer means.
  • this configuration results in a reduced load on the clutch and the wheelset shaft.
  • the deflection in the suspension of the chassis is not restricted or blocked. This also leads to a reduction in the dynamic wheel-rail forces.
  • the spring travel of the wheelset shaft can be maximized as a result, although the deflection of the drive motor is limited. In this case in particular, it is also advantageous if the at least one link is present.
  • the chassis of the rail vehicle can be designed as a bogie or as a car or locomotive body as required.
  • the dampers can in particular be hydraulic dampers.
  • a rail vehicle 1 has a chassis 2.
  • the chassis 2 is as shown in FIG 1 designed as a bogie.
  • the present invention is explained below.
  • the present invention is not limited to a design of the chassis 2 as a bogie. It can also be used if the chassis is designed as a car or locomotive body.
  • a wheelset shaft 3 resiliently mounted by means of a suspension 4.
  • the wheelset shaft 3 has a wheel 5 at each of its two ends with which the rail vehicle 1 rests on rails 6 (see FIG FIG 1 ) moves. Due to the Bearing as such, the wheelset shaft 3 can be rotated about an axis of rotation 7. Due to the suspension 4 and thus the resilient mounting, the chassis 2 is a sprung mass with respect to the wheelset shaft 3. Due to the resilient mounting of the chassis 2, the masses connected to the chassis 2 are also sprung masses. In the context of the present invention, this applies in particular to a drive motor 8, by means of which the 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 to the wheelset shaft 3.
  • the coupling 9 is designed as a single-plane coupling.
  • the drive motor 8 - more precisely: the rotor shaft of the drive motor 8 - is directly connected to the clutch 9, that is to say without the interposition of a gear.
  • the drive motor 8 is thus a direct drive in which the speed of the rotor shaft of the drive motor 8 is transmitted 1: 1 to the wheelset shaft 3, so that the wheelset shaft 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 of 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, and not by another hollow shaft.
  • the nomenclature just defined, i.e. the designation of the direction of travel with x, the direction of the axis of rotation 7 with y and the vertical with z is retained below.
  • the suspension of the drive motor 8 on the chassis 2 is designed in such a way that it enables the drive motor 8 to move on the chassis 2. This applies both to a shift in the y-direction (i.e. axially to the wheelset shaft 3) and to a pendulum movement in the x-direction and z-direction (i.e. radially or transversely to the wheelset shaft 3).
  • the suspension must therefore be flexible and flexible.
  • Suspensions that enable such a pendulum movement are readily known to those skilled in the art. So-called handlebars with spherical bearings may be mentioned purely by way of example.
  • the suspension of the drive motor 8, viewed in the y direction, is preferably located at the center of gravity 10 of the drive motor 8 or - viewed from the coupling 9 - beyond the center of gravity 10. In the latter case, the center of gravity 10 is located between the coupling, seen in the y direction 9 and the suspension of the drive motor 8.
  • the suspension as such is unstable.
  • the coupling 9 represents an additional connection point, which stabilizes the suspension.
  • the suspension of the drive motor 8 has a single load transfer means 11.
  • the weight of the drive motor 8 is transmitted to the chassis 2 by means of the load transmission means 11.
  • the load transfer means 11 engages as shown in FIG FIG 2 above the drive motor 8 on the drive motor 8.
  • the load transfer means 11 can be configured as shown in FIG FIG 3 and 4th for example have a sliding element 12 in which the drive motor 8 is mounted displaceably in the y direction. The rotatability about the x-axis and the z-axis is also given.
  • the drive motor 8 for torque support should correspond to the illustration in FIG 4 additionally be connected to the chassis 2 via at least one link 13. According to FIG 4 there are even two links 13.
  • the links 13 only have to support the torque applied by the drive motor 8. They do not have to bear the weight of the drive motor 8.
  • the drive motor 8 pivots about a pivot axis 14.
  • the pivot axis 14 is generally seen in the y direction in the vicinity of the clutch 9.
  • the end 15 of the drive motor 8 that is remote from the clutch 9 is therefore deflected downward. This deflection is directed radially outward in relation to the axis of rotation 7. It is possible that such a deflection will be allowed.
  • the drive motor 8 is preferably in accordance with the illustration in FIG FIG 5 Resiliently connected to the chassis 2 via the load transfer means 11.
  • the load transfer means 11 can be elastic in itself or be resiliently or elastically mounted on the chassis side via its own suspension 17. Furthermore, it can be useful to flatten the drive motor 8 at its end 15 facing away from the coupling 9 at the bottom.
  • FIG 6 and 7th shows the suspension of the drive motor 8 - in contrast to the embodiment according to FIG 2 , with only a single load transfer device 11 is present - several load transfer means 11, namely exactly two.
  • the two load transfer means 11 engage in the configuration according to FIGS FIG 6 and 7th Seen in the x-direction in front of and behind the drive motor 8 laterally on the drive motor 8.
  • the drive motor 8 for torque support can also be connected to the chassis 2 via at least one link. In the design according to FIG 6 and 7th however, this is not absolutely necessary.
  • Analogous to the design according to FIG 2 can also be used in the design according to FIG 6 and 7th the drive motor 8 have a stop 16 at its end 15 facing away from the coupling 9 to limit a radial deflection of the drive motor 8.
  • the design may be analogous to the illustration in FIG 5 realized. In this case it is preferable - likewise analogous to FIG 5 -
  • the drive motor 8 as shown in FIG 8 Resiliently or elastically connected to the chassis 2 via the load transfer means 11. Furthermore, in this case, as shown in FIG 8 At least one link 13 is provided for torque support.
  • the dampers 18 are connected to the chassis 2 at their other ends.
  • the dampers 18 can in particular be hydraulic dampers. This does not only apply to the in FIG 7
  • a rail vehicle has a chassis 2 in which a wheelset shaft 3 is resiliently mounted so that the wheelset shaft 3 can be rotated about an axis of rotation 7 and the chassis 2 is a sprung mass with respect to the wheelset shaft 3.
  • a drive motor 8 for the wheelset shaft 3 acts via a coupling 9 on the wheelset shaft 3.
  • the drive motor 8 surrounds the wheelset shaft 3.
  • the coupling 9 is designed as a single-plane coupling.
  • the drive motor 8 is connected directly to the coupling 9 and, viewed in the direction y of the axis of rotation 7 of the wheelset shaft 3, is suspended at a single point on the chassis 2.
  • the suspension of the drive motor 8 on the chassis 2 is designed in such a way that it enables a movement of the drive motor 8 both in the direction y of the axis of rotation 7 of the wheelset shaft 3 and transversely thereto.
  • the drive system has a very simple structure. Compared to the solutions of the prior art, a coupling plane and a hollow shaft are saved. This reduces weight, complexity and cost. Furthermore, the axial installation space required for the drive motor 8 and the clutch 9 is smaller for the same power. Accordingly, with the same space available, a drive motor 8 with a greater axial length and thus more torque and / or more power can be installed.
  • a simple double pendulum suspension of the direct drive on a head support and the center support of the bogie results, for example.

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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)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Vehicle Body Suspensions (AREA)
  • Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)

Claims (6)

  1. Véhicule ferroviaire,
    - dans lequel le véhicule ferroviaire a un train de roulement (2),
    - dans lequel un arbre (3) d'essieu est monté à suspension dans le train (2) de roulement, de manière à ce que l'arbre (3) d'essieu puisse tourner autour d'un axe (7) de rotation et de manière à ce que le train (2) de roulement soit, par rapport à l'arbre (3) d'essieu, une masse suspendue,
    - dans lequel un moteur (8) d'entraînement de l'arbre (3) d'essieu agit par un embrayage (9) sur l'arbre (3) d'essieu,
    - dans lequel le moteur (8) d'entraînement entoure l'arbre (3) d'essieu,
    - dans lequel l'embrayage (9) est constitué sous la forme d'un embrayage à un seul plan,
    - dans lequel le moteur (8) d'entraînement est relié directement à l'embrayage (9),
    - dans lequel le moteur (8) d'entraînement est, considéré dans la direction (y) de l'axe (7) de rotation de l'arbre (3) de l'essieu, suspendu en un point unique du train de roulement (2), caractérisé
    - en ce que la suspension du moteur (8) d'entraînement au train (2) de roulement est constituée de manière à rendre possible un déplacement du moteur (8) d'entraînement, à la fois dans la direction (y) de l'axe (7) de rotation de l'arbre (3) de l'essieu et aussi transversalement à cela, dans lequel la suspension du moteur (8) d'entraînement a un moyen (11) unique de transmission de charge, qui attaque le moteur (8) d'entraînement au-dessus du moteur (8) d'entraînement et, pour venir en appui au couple, est reliée supplémentairement au train (2) de roulement par au moins un bras (13), ou la suspension du moteur (8) d'entraînement a exactement deux moyens (11) de transmission de charge, qui, considéré dans le sens (x) de marche du véhicule ferroviaire, attaque latéralement le moteur (8) d'entraînement devant et derrière le moteur (8) d'entraînement.
  2. Véhicule ferroviaire suivant la revendication 1,
    caractérisé en ce que
    le moyen (11) de transmission de charge a un élément (12) de glissement ou un palier en élastomère de grand volume, dans lequel le moteur (8) d'entraînement peut coulisser dans la direction (y) de l'axe (7) de rotation de l'arbre (3) de l'essieu et peut tourner transversalement à celui-ci.
  3. Véhicule ferroviaire suivant la revendication 1,
    caractérisé en ce que
    le moteur (8) d'entraînement a, du côté loin de l'embrayage (9), une butée (16) de limitation d'une excursion radiale du moteur (8) d'entraînement.
  4. Véhicule ferroviaire suivant la revendication 3,
    caractérisé en ce que
    le moteur (8) d'entraînement est relié élastiquement au train (2) de roulement par le ou par les moyens (11) de transmission de charge.
  5. Véhicule ferroviaire suivant l'une des revendications précédentes,
    caractérisé en ce que
    le train (2) de roulement est constitué en boggie ou en caisse de voiture ou de locomotive.
  6. Véhicule ferroviaire suivant l'une des revendications précédentes,
    caractérisé en ce que,
    considéré dans le sens (x) de marche du véhicule ferroviaire, devant et derrière le moteur (8) d'entraînement, des amortisseurs (18), reliés au train (2) de roulement, attaquent latéralement le moteur (8) d'entraînement.
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
ES17195710T ES2865409T3 (es) 2017-10-10 2017-10-10 Vehículo ferroviario con accionamiento directo compacto
EP17195710.3A EP3470288B1 (fr) 2017-10-10 2017-10-10 Véhicule ferroviaire pourvu d'entrainement direct compact
PCT/EP2018/075207 WO2019072499A1 (fr) 2017-10-10 2018-09-18 Véhicule ferroviaire à entraînement direct compact
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

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 EP3470288A1 (fr) 2019-04-17
EP3470288B1 true 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)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102020210211A1 (de) 2020-08-12 2022-02-17 Siemens Mobility GmbH Anordnung mit Hohlwellenmotor

Family Cites Families (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
AT514023B1 (de) 2013-03-06 2015-04-15 Siemens Ag Oesterreich Fahrwerk für Schienenfahrzeuge

Also Published As

Publication number Publication date
CN213292281U (zh) 2021-05-28
WO2019072499A1 (fr) 2019-04-18
EP3470288A1 (fr) 2019-04-17
ES2865409T3 (es) 2021-10-15

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