EP2085284B1 - Dispositif de propulsion pour un véhicule ferroviaire - Google Patents

Dispositif de propulsion pour un véhicule ferroviaire Download PDF

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Publication number
EP2085284B1
EP2085284B1 EP09150273.2A EP09150273A EP2085284B1 EP 2085284 B1 EP2085284 B1 EP 2085284B1 EP 09150273 A EP09150273 A EP 09150273A EP 2085284 B1 EP2085284 B1 EP 2085284B1
Authority
EP
European Patent Office
Prior art keywords
drive apparatus
traction motor
gearbox
clutch
rail vehicle
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
EP09150273.2A
Other languages
German (de)
English (en)
Other versions
EP2085284A2 (fr
EP2085284A3 (fr
Inventor
Josef Eberler
Werner Dr. Breuer
Christian Thoma
Jochen Dr. Brandstetter
Gerd Löffler
Hugo Rackl
Herbert Reitmayr
Thomas Weidenfelder
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 AG
Original Assignee
Siemens AG
Siemens Corp
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 AG, Siemens Corp filed Critical Siemens AG
Priority to PL09150273T priority Critical patent/PL2085284T3/pl
Publication of EP2085284A2 publication Critical patent/EP2085284A2/fr
Publication of EP2085284A3 publication Critical patent/EP2085284A3/fr
Application granted granted Critical
Publication of EP2085284B1 publication Critical patent/EP2085284B1/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
    • 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 device for initiating a drive movement in a wheelset of a rail vehicle, comprising an electric traction motor, a transmission, a arranged between the traction motor and the transmission Lammellenkupplung having coupling components, and holding means, the drive motor vollabgefedert, the drive device as a whole
  • the transmission is supported on the drive motor and the support is such that relative movements of the coupling components are reduced in coupling levels of the clutch.
  • the invention also relates to a rail vehicle with at least one such drive device.
  • Such a drive device is from the CH 331 740 A already known.
  • the drive device has a traction motor, a transmission and a clutch, wherein retaining means are provided which fully sprung the traction motor, the drive device as a whole but partially sprung, hold on a bogie frame.
  • the DE 600 170 67 T2 discloses a drive bogie for a rail vehicle equipped with drive elements.
  • the drive elements have a motor, a transmission, a clutch and holding means which fully sprung the traction motor, but the drive device as a whole but partially sprung, keep in the bogie.
  • the invention has for its object to provide a particularly simple design, compact and low-weight drive device for a high-performance rail vehicle especially for power cars and locomotives for the speed range above 160 km / h, at the same time for heavy goods traffic at low speed and high tensile forces and high performance can be used economically.
  • the object is achieved in that the drive motor shaft with the multi-plate clutch from the traction motor is connected before a first coupling plane with the multi-plate clutch and a pinion hollow shaft is connected to a second coupling plane with the multi-plate clutch, wherein the hollow pinion shaft as part of the transmission, the multi-plate clutch in their central, achsförmigen area enclosing a game encloses.
  • the invention provides that between the transmission and the traction motor, a clutch which transmits the rotation of a motor shaft of the traction motor to the transmission, is arranged.
  • the gearbox is supported on the traction motor in such a way that relative movements of clutch components are reduced in the coupling planes in order to realize a simple and compact design of the clutch. This is based on the finding that the fully sprung traction motor at speeds of more than 160 km / h is sufficient Shock is secured when the traction motor is supported only partially cushioned or unsprung transmission. This allows easy execution of the drive motor relative to the traction motor when Tatzlagerantrieb.
  • the component partially sprung component designates a component which can be fastened to an abutment with holding means, wherein a part of the holding means comprises spring elements and a further part is realized as unsprung holding means.
  • the holding means with the spring elements on a spring characteristic which shows the relationship between restoring force and spring travel represents. Shocks, which are transmitted from the abutment on the holding means with the spring elements on the gear, are thereby resiliently received and lowered over the spring elements immanent damping effects.
  • an achsreitendes gear which has a large wheelset comprehensive gear, which is rotatably connected to the wheelset.
  • the drive device has a partially sprung or unsprung transmission, which is constructed simpler, in contrast to the gears of a fully sprung drive device. Due to the simpler structure weight of the drive device can be saved. In addition, a higher maintenance freedom of the drive device is ensured.
  • the transmission may for example be fastened to the rail vehicle such that a part of the transmission weight is supported on the wheel set shaft and / or on the bogie and / or chassis of the rail vehicle.
  • the transmission could be unsupported connected to the axle and / or to the bogie. It is essential here that the transmission is supported on the traction motor, so that relative movements of coupling components in clutch planes of the clutch are reduced.
  • the support of the gearbox on the traction motor is designed such that at least the relative movement of coupling components are reduced in coupling levels of the coupling, which would hinder a proper engagement of the coupling components.
  • the transmission may be articulated on the traction motor.
  • the traction motor has a motor shaft, wherein in an assembled state of the drive device pinion, clutch and motor shaft are arranged in alignment in an axis, wherein the pinion is formed as a hollow shaft and the clutch at least partially surrounds.
  • Such a structure of the drive device is particularly compact.
  • the drive device is designed for travel speeds of the rail vehicle over 160 km / h.
  • the drive device according to the invention can be used advantageously both in slow-moving rail vehicles, for example freight trains, and in high-speed rail vehicles traveling at high speeds. Due to the simple and lightweight design, it is particularly advantageous for rail vehicles with maximum speeds over 160km / h used.
  • the drive device for Anfahrzug of at least 250 kN, in particular at least 280 kN, is designed.
  • the holding means have motor holding means for fully spring-loaded holding of the traction motor on the rail vehicle.
  • the drive motor can be kept fully sprung by the engine support means, for example in the bogie.
  • the transmission can also be considered advantageous for the transmission to have a large wheel arranged to encompass the wheel set shaft with a large wheel axle, the motor shaft running parallel to the large wheel axle.
  • the motor can be arranged transversely to the direction of travel of the rail vehicle.
  • the traction motor can be arranged transversely in the bogie. This allows a compact design of the drive device.
  • the motor holding means are arranged for transversely elastic fastening of the drive motor.
  • the retaining means comprise fastening means for non-resilient attachment to the rail vehicle.
  • fastening means for non-resilient mounting are arranged on the rail vehicle for holding the drive device. These have a simpler structure than resilient holding means.
  • the fastening means comprise gear fastening means for fastening the gearbox to the wheelset shaft.
  • the gear attachment means may, for example, rotatably connect the gearbox with the wheelset shaft, so that the gearbox is designed to be axle-riding.
  • Such a transmission is particularly simple and has a low weight.
  • the steel disc clutch is maintenance-free and has a compact design with low weight. This creates sufficient space for a designed for high speeds traction motor with high performance in the arrangement of the drive device in the bogie.
  • a further advantageous embodiment of the invention can provide that the transmission has a large wheel provided for encompassing the wheel set shaft and a pinion which engages with this front end and which is in connection with the clutch and can be driven by the traction motor.
  • the large wheel for example, be rotatably connected to the wheelset.
  • the transmission is supported by gear fastening means on the traction motor.
  • the transmission attachment means may be, for example, a Tatzlager or a rigid or hinged to the transmission and the drive motor connected rod. According to a further embodiment of the transmission attachment means, the transmission may be welded to the traction motor.
  • the transmission attachment means may, for example, also be a component of the transmission or of the traction motor or around a common housing, which surrounds the transmission and drive motor.
  • gear fasteners provide unsprung and undamped attachment.
  • the transmission is supported on a torque arm of the drive motor.
  • the transmission is mounted articulated on the drive motor.
  • a rigid connection of the transmission with the traction motor is not absolutely necessary to reduce relative movements of components in the coupling levels of the clutch.
  • the transmission can be rigidly connected to the traction motor.
  • a further object of the invention is to specify a rail vehicle with at least one drive device which is set up for maximum speeds of more than 160 km / h and has a particularly low axle load weight.
  • the object is achieved by a rail vehicle with at least one drive device according to one of claims 1 to 16, wherein the rail vehicle for maximum speeds of more than 160 km / h is set up.
  • the drive devices of the rail vehicle together have a drive power of at least 4000 kW.
  • An advantageous embodiment of the rail vehicle may provide that the rail vehicle has a Anfahrzugkraft of at least 250 kN, in particular at least 280 kN.
  • Such a rail vehicle is suitable as a universal locomotive.
  • FIG. 1 shows a portion of the motor shaft 1, with which a steel disc clutch 2 is arranged, in such a way that the traction motor shaft is connected to the steel disc clutch 2 viewed from the traction motor before a first coupling plane 3 with the steel disc clutch 2 and a hollow pinion shaft 4 for a second coupling plane 5 is connected to the steel disk clutch 2, wherein the pinion hollow shaft 4 surrounds the steel disk clutch 2 as part of the transmission in its central, axle-shaped region with a game.
  • the drive motor shaft 1 When rotating the drive motor shaft 1, the rotation is transmitted to the hollow pinion shaft 4 via the first coupling plane 3 and the second coupling plane 5, which transmits this rotation on the large gear 6 via a frontal toothing of a large wheel 6.
  • FIG. 2 shows a second embodiment of a drive device 12 according to the invention, which can be arranged on a wheelset shaft 13.
  • the drive device 12 has a drive motor 14, a gear 15 and between the drive motor 14 and the gear 15, a clutch 16.
  • the gear housing 17 is shown, which surrounds the wheelset shaft 13 with the large wheel therein and surrounds the center of the clutch 16 with the end face of the large gear meshing pinion.
  • the traction motor has a cooling air inlet 18 for cooling and is fully suspended at the suspension points 19, 20, 21 on the bogie (not shown) suspended.
  • the transmission 16 is supported on a torque arm 24 of the drive motor 14.
  • FIG. 3 shows the in FIG. 2 shown drive device in a side view.
  • the suspension of the traction motor 14 on the bogie serve support arms 25 with the suspension point 21 extend between the traction motor 14 and the transmission 15.
  • the traction motor 14 is additionally suspended at the arranged on the traction motor housing suspension point 20 vollabgefedert the bogie.
  • FIG. 4 shows one from the perspective of FIG. 3 opposite side view of the drive device.
  • the serving between the transmission 15 and the traction motor 14 of the suspension of the drive motor 14 supporting arms 25 are shown hidden by the transmission 15.
  • the gear 15 is supported by the torque arm 24 on the traction motor 14.
  • FIG. 5 shows a third, at a Radsatzwelle 13 a-nordnetbares embodiment of a drive device 26 in plan view.
  • the drive device 26 differs from the in FIG. 2 illustrated drive device 12 by differently arranged support arms 30 for suspending the drive motor 14 on the bogie, wherein the support arms 30 are fixed with its one end to the traction motor and open at their ends in suspension points 28, 29.
  • the suspension points 28, 29, 27 are opposite to in FIG FIG. 2 illustrated suspension of the drive motor 14 configured in another way.
  • FIG. 6 shows the in FIG. 5 shown drive device 26 in a side view.
  • the suspension of the drive motor 14 on the bogie (not shown) are support arms 30 with the suspension points 28, 29 extend between the drive motor 14 and the transmission 15.
  • the drive motor 14 is additionally fully sprung on the drive motor housing suspension point 27 on the bogie (not shown) hung.
  • FIG. 7 shows one from the perspective of FIG. 6 opposite side view of the drive device 26.
  • the serving between the transmission 15 and the traction motor 14 of the suspension of the drive motor 14 support arms 30 are shown covered by the transmission 15.
  • the gear 15 is supported by the torque arm 24 on the traction motor 14.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Arrangement Of Transmissions (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
  • Motor Power Transmission Devices (AREA)

Claims (17)

  1. Dispositif ( 12, 26 ) d'entraînement pour donner un mouvement d'entraînement à un corps ( 13 ) d'essieu d'un véhicule ferroviaire,
    comprenant
    - un moteur ( 14 ) de traction électrique qui a un arbre ( 1 ) de moteur,
    - une transmission ( 15 ),
    - un embrayage ( 2, 16 ) à disques, qui est disposé entre le moteur ( 14 ) de traction et la transmission ( 15 ) et qui a des pièces ( 8, 9, 10, 11 ) d'embrayage et
    - des moyens de maintien, qui suspendent complètement le moteur de traction, qui maintiennent le dispositif d'entraînement dans son ensemble toutefois suspendu partiellement au véhicule ferroviaire, la transmission ( 15 ) étant appuyée sur le moteur ( 14 ) de traction et l'appui étant tel, que des mouvements relatifs des pièces ( 8, 9, 10, 11 ) de l'embrayage sont réduites dans des plans ( 3, 5 ) de l'embrayage ( 2, 16 ),
    caractérisé en ce que l'arbre ( 1 ) du moteur de traction est relié à l'embrayage ( 2 ) à disques, considéré depuis le moteur de traction avant un premier plan ( 3 ) d'embrayage et un arbre ( 4 ) creux de pignon est relié à l'embrayage ( 2 ) à disques après un deuxième plan ( 5 ) d'embrayage, l'arbre ( 4 ) creux de pignon entourant en tant que partie de la transmission l'embrayage ( 2 ) à disques dans sa partie médiane en forme d'axe, en ménageant un jeu.
  2. Dispositif d'entraînement suivant la revendication 1, caractérisé en ce que celui-ci ( 12, 26 ) est conçu pour des vitesses du véhicule ferroviaire supérieures à 160 km/h.
  3. Dispositif d'entraînement suivant la revendication 1 ou 2, caractérisé en ce que celui-ci ( 12, 26 ) est conçu pour des forces de traction au démarrage d'au moins 250 kN, notamment d'au moins 280 kN.
  4. Dispositif d'entraînement suivant l'une des revendications 1 à 3, caractérisé en ce que les moyens de maintien ont des moyens de maintien du moteur pour le maintien avec suspension complète du moteur ( 14 ) de traction sur le véhicule ferroviaire.
  5. Dispositif d'entraînement suivant l'une des revendications 1 à 4, caractérisé en ce que la transmission ( 15 ) a une grande roue ( 6 ), qui est agencée pour entourer le corps ( 13 ) d'essieu et qui a un axe de grande roue, le moteur ( 14 ) de traction ayant un arbre ( 1 ) de moteur, qui s'étend parallèlement à l'axe de la grande roue.
  6. Dispositif d'entraînement suivant la revendication 4, caractérisé en ce que les moyens de maintien du moteur sont agencés pour la fixation avec élasticité transversale du moteur ( 14 ) de traction.
  7. Dispositif d'entraînement suivant l'une des revendications précédentes, caractérisé en ce que les moyens de maintien comprennent des moyens de fixation pour la fixation sans suspension au véhicule ferroviaire.
  8. Dispositif d'entraînement suivant la revendication 7, caractérisé en ce que les moyens de fixation comprennent des moyens de fixation de la transmission pour la fixation de la transmission ( 15 ) au corps ( 13 ) d'essieu.
  9. Dispositif d'entraînement suivant l'une des revendications précédentes, caractérisé en ce que la transmission ( 15 ) a une grande roue ( 6 ) prévue pour entourer le corps ( 13 ) d'essieu et un pignon ( 4 ) engrenant avec celle-ci du côté frontal, pignon qui est en liaison avec l'embrayage ( 2, 16 ) et qui peut être entraîné au moyen de celui-ci par le moteur ( 14 ) de traction.
  10. Dispositif d'entraînement suivant l'une des revendications précédentes, caractérisé en ce que la transmission ( 15 ) est appuyée au moteur de traction par des moyens de fixation de la transmission.
  11. Dispositif d'entraînement suivant la revendication 10, caractérisé en ce que les moyens de fixation de la transmission donnent une fixation non suspendue et non amortie.
  12. Dispositif d'entraînement suivant l'une des revendications 10 ou 11, caractérisé en ce que la transmission ( 15 ) s'appuie sur un support ( 24 ) de couple de rotation.
  13. Dispositif d'entraînement suivant l'une des revendications 10 à 12, caractérisé en ce que la transmission ( 15 ) est fixée de manière articulée au moteur ( 14 ) de traction.
  14. Dispositif d'entraînement suivant l'une des revendications 10 à 12, caractérisé en ce que la transmission ( 15 ) est reliée rigidement au moteur ( 14 ) de traction.
  15. Véhicule ferroviaire ayant au moins un dispositif ( 12, 26 ) d'entraînement suivant l'une des revendications précédentes, dans lequel le véhicule ferroviaire est conçu pour des grandes vitesses de plus de 160 km/h.
  16. Véhicule ferroviaire suivant la revendication 15, caractérisé en ce que les dispositifs ( 12, 26 ) d'entraînement ont ensemble une puissance d'entraînement d'au moins 4000 kW.
  17. Véhicule ferroviaire suivant l'une des revendications 15 ou 16, caractérisé en ce que le véhicule ferroviaire a une force de traction au démarrage d'au moins 250 kN, notamment d'au moins 280 kN.
EP09150273.2A 2008-02-04 2009-01-09 Dispositif de propulsion pour un véhicule ferroviaire Active EP2085284B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL09150273T PL2085284T3 (pl) 2008-02-04 2009-01-09 Urządzenie napędowe dla pojazdu szynowego

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102008008027A DE102008008027A1 (de) 2008-02-04 2008-02-04 Antriebsvorrichtung für ein Schienenfahrzeug

Publications (3)

Publication Number Publication Date
EP2085284A2 EP2085284A2 (fr) 2009-08-05
EP2085284A3 EP2085284A3 (fr) 2011-08-31
EP2085284B1 true EP2085284B1 (fr) 2014-12-31

Family

ID=40589864

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EP09150273.2A Active EP2085284B1 (fr) 2008-02-04 2009-01-09 Dispositif de propulsion pour un véhicule ferroviaire

Country Status (5)

Country Link
EP (1) EP2085284B1 (fr)
CN (1) CN101519075B (fr)
DE (1) DE102008008027A1 (fr)
PL (1) PL2085284T3 (fr)
RU (1) RU2481980C2 (fr)

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DE102010019392B3 (de) 2010-05-04 2011-11-10 Voith Patent Gmbh Antriebseinheit für Schienenfahrzeuge
ES2851327T3 (es) * 2014-03-10 2021-09-06 Siemens Mobility GmbH Accionamiento de un solo eje de un vehículo ferroviario
DE102014223082A1 (de) 2014-11-12 2016-05-12 Zf Friedrichshafen Ag Getriebegehäuse mit abnehmbarem Nebengehäuseteil zur erleichterten Gummilagermontage
DE102015222125A1 (de) 2015-11-10 2017-05-11 Bombardier Transportation Gmbh Antriebsanordnung für ein Schienenfahrzeug, Schienenfahrzeug mit der Antriebsanordnung und Verfahren zur Herstellung
DE102016213998A1 (de) * 2016-07-29 2018-02-01 Voith Patent Gmbh Radsatzgetriebe und Verfahren zur Montage
DE102019200769A1 (de) * 2019-01-23 2020-07-23 Zf Friedrichshafen Ag Getriebegehäuse und Anordnung zur Abstützung eines Getriebes
DE102020206100A1 (de) 2020-05-14 2021-11-18 Siemens Mobility GmbH Anordnung zur Abstützung eines Drehmoments
AT524207B1 (de) * 2020-12-11 2022-04-15 Siemens Mobility Austria Gmbh Fahrwerk für ein Schienenfahrzeug
FR3118750B1 (fr) * 2021-01-12 2023-06-30 Alstom Transp Tech Bogie moteur pour véhicule ferroviaire
DE102021213292A1 (de) 2021-11-25 2023-05-25 Zf Friedrichshafen Ag Getriebegehäuse mit einem lastaufnehmenden Gehäusegrundkörper und einer unbelasteten Gehäuseabdeckung sowie Getriebe und Antriebsanordnung mit dem Getriebegehäuse

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Also Published As

Publication number Publication date
EP2085284A2 (fr) 2009-08-05
CN101519075B (zh) 2014-05-28
RU2481980C2 (ru) 2013-05-20
CN101519075A (zh) 2009-09-02
EP2085284A3 (fr) 2011-08-31
DE102008008027A1 (de) 2009-08-06
PL2085284T3 (pl) 2015-05-29
RU2009103535A (ru) 2010-08-10

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