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EP3980312B1 - Entraînement à axe unique et véhicule ferroviaire - Google Patents

Entraînement à axe unique et véhicule ferroviaire Download PDF

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Publication number
EP3980312B1
EP3980312B1 EP20739893.4A EP20739893A EP3980312B1 EP 3980312 B1 EP3980312 B1 EP 3980312B1 EP 20739893 A EP20739893 A EP 20739893A EP 3980312 B1 EP3980312 B1 EP 3980312B1
Authority
EP
European Patent Office
Prior art keywords
housing
motor
rail vehicle
shaft
pinion
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
EP20739893.4A
Other languages
German (de)
English (en)
Other versions
EP3980312A1 (fr
Inventor
Josef Eberler
Freerk Jacobus Oude Kotte
Bernd Pfannschmidt
Peter Seitz
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
Publication of EP3980312A1 publication Critical patent/EP3980312A1/fr
Application granted granted Critical
Publication of EP3980312B1 publication Critical patent/EP3980312B1/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

  • a single-axle drive and a rail vehicle with such a single-axle drive are specified.
  • Single-axle drives for rail vehicles usually have a motor and a gearbox.
  • the large gear of the gearbox can be attached to a wheel set bearing of the rail vehicle.
  • the motor and gearbox are each arranged in a separate housing.
  • Single-axle drives can be used in particular to drive rail vehicles.
  • the motor of the single-axle drive is an electric motor. This is connected to a wheel of the rail vehicle via the gearbox. During operation, the rotary motion of the motor is transferred to the wheel via the gearbox.
  • single-axle drives are used in rail vehicles such as trams or subways.
  • One task to be solved is to specify a single-axis drive that can be operated efficiently.
  • the single-axle drive comprises a motor, a two-stage transmission connected to the motor, which has a pinion, an intermediate shaft and a large gear, wherein the pinion and the intermediate shaft form a first gear stage and the intermediate shaft and the large gear form a second gear stage, a first housing, and a second housing, wherein the motor and the pinion are arranged in the first housing, the large gear is arranged in the second housing, the intermediate shaft is arranged in the first housing, and the pinion and a rotor of the motor are arranged on a motor shaft.
  • the motor of the single-axle drive is an electric motor.
  • the motor therefore has a stator and a rotor that is movably mounted relative to the stator.
  • the rotor is arranged on the motor shaft.
  • the transmission has two gear stages.
  • the first gear stage is formed by the pinion and the intermediate shaft.
  • the second gear stage is formed by the intermediate shaft and the large gear.
  • the pinion and the large gear are in particular gears.
  • a gear is also arranged on the intermediate shaft.
  • the motor and the pinion are in particular arranged completely in the first housing.
  • the motor and the pinion are thus arranged in a common housing.
  • the large gear is arranged completely in the second housing.
  • the fact that the pinion and the rotor are arranged on the motor shaft means that the pinion and the rotor are mounted together.
  • the pinion and the rotor are connected to each other via the motor shaft.
  • the pinion and the rotor thus form one component with the motor shaft.
  • the single-axis drive has the advantage that no coupling is required between the motor and the gearbox.
  • the rotor and the pinion are both arranged on the motor shaft. This means that the movement of the rotor is transferred directly to the pinion. Since no coupling is required, the design of the single-axis drive is particularly compact. In addition, at least 10% of the total weight is saved. Furthermore, the costs of manufacturing, assembly and maintenance are reduced.
  • the motor can be easily removed from the single-axis drive.
  • the bearing of the rotor is completely contained in the first housing.
  • the motor shaft in particular is completely contained in the first housing.
  • the motor can be easily tested and checked even when removed.
  • no test adapter is required for this.
  • there is no risk of contamination when removing the motor as the motor remains a closed unit in the first housing when removed. Avoiding contamination of the rotor is particularly advantageous with a rotor with permanent magnets.
  • the single-axis drive can be manufactured with greater manufacturing precision. This advantageously enables smoother running.
  • the first housing and the second housing are connected to each other in a reversible and detachable manner.
  • the first housing and the second housing are connected to each other in a reversible and detachable manner using screws. This means that the first housing and the second housing can be separated from each other and connected again without destroying them. This makes it particularly easy to remove the first housing with the motor.
  • the first housing and the second housing are connected to one another via a flange connection.
  • a flange connection enables a stable and tight connection between the first housing and the second housing.
  • the single-axle drive is designed to be used in a rail vehicle.
  • the first housing completely surrounds the motor.
  • the motor in the first housing is therefore protected from environmental influences.
  • the first housing has an opening in the direction of the second housing.
  • the first housing is connected to the second housing via the opening.
  • the second housing has an opening in the direction of the first housing.
  • the second housing is connected to the first housing via the opening.
  • a rail vehicle is also specified which comprises the single axle drive and a vehicle vertical axle.
  • the rail vehicle can have several single axle drives.
  • the parting plane between the first housing and the second housing forms an angle other than zero degrees with the vertical axis of the rail vehicle.
  • the intermediate shaft is arranged in the first housing. The first housing with the motor can thus be easily removed from the rail vehicle.
  • the parting plane between the first housing and the second housing forms an angle of zero degrees with the vertical axis of the rail vehicle.
  • the intermediate shaft is arranged in the second housing.
  • the first housing with the motor can be easily removed from the rail vehicle.
  • the motor shaft runs parallel to a wheelset shaft.
  • the motor can thus be arranged next to the wheelset shaft to save space.
  • the second housing is attached to a wheelset shaft of a wheelset.
  • the single-axis drive 20 has a motor 21.
  • the motor 21 is an electric motor which has a stator 31 and a rotor 32.
  • the rotor 32 is arranged on a motor shaft 28.
  • the single-axis drive 20 also has a gear 22 connected to the motor 21.
  • the motor 21 and a Part of the transmission 22 is arranged in a first housing 26.
  • the first housing 26 completely surrounds the motor 21.
  • the transmission 22 has a large gear 25, which is arranged in a second housing 27.
  • the large gear 25 is arranged on a hollow shaft 30.
  • the first housing 26 and the second housing 27 are connected to one another in a reversibly detachable manner.
  • the first housing 26 and the second housing 27 are connected to one another via a flange connection.
  • the first housing 26 and the second housing 27 are screwed together via the flange connection. This means that the first housing 26 and the second housing 27 are connected to one another using screws 33.
  • the flange connection forms a parting plane between the first housing 26 and the second housing 27. This means that the first housing 26 and the second housing 27 are connected to one another in the parting plane.
  • the single-axle drive 20 can be used in a rail vehicle 34.
  • the rail vehicle 34 is, for example, a tram or a subway.
  • the single-axle drive 20 can be attached to a wheelset shaft 35 of a wheelset of the rail vehicle 34.
  • the hollow shaft 30 is connected to the wheelset shaft 35 of the wheelset.
  • the wheelset shaft 35 can be located inside the hollow shaft 30.
  • the second housing 27 is thus attached to the wheelset shaft 35 of the wheelset.
  • the motor shaft 28 runs parallel to the wheelset shaft 35.
  • the first housing 26 is attached to a bogie of the rail vehicle 34.
  • the vehicle vertical axis h runs parallel to the Figure 1 shown vertical direction z.
  • the parting plane between the first housing 26 and the second housing 27 encloses an angle, which is different from 0°, with the vehicle vertical axis h of the rail vehicle 34.
  • the angle between the parting plane and the vehicle vertical axis h is at least 10°.
  • Figure 2 is the embodiment of the single-axis drive 20 from Figure 1 shown.
  • the first housing 26 and the second housing 27 are separated from each other. This is possible by removing the screws 33 between the first housing 26 and the second housing 27.
  • the gear 22 has a pinion 23, an intermediate shaft 24 and the large gear 25.
  • the motor 21, the pinion 23 and the intermediate shaft 24 are arranged in the first housing 26.
  • the pinion 23 and the rotor 32 of the motor 21 are arranged on the motor shaft 28. This means that the motor shaft 28 forms a common shaft for the rotor 32 and the pinion 23.
  • the gear 22 has two gear stages.
  • the first gear stage is formed by the pinion 23 and the intermediate shaft 24.
  • the intermediate shaft 24 is arranged between the pinion 23 and the large gear 25.
  • the second gear stage is formed by the Intermediate shaft 24 and the large gear 25 are formed.
  • the large gear 25 is arranged in the second housing 27.
  • the first housing 26 has an opening 29 in the direction of the second housing 27.
  • the second housing 27 has an opening 29 in the direction of the first housing 26.
  • the second gear stage can thus be formed in that the gear of the intermediate shaft 24 and the large gear 25 can mesh in the area of the openings 29.
  • Figure 3 is also the embodiment of the single-axis drive 20 from Figure 2 shown.
  • the single-axis drive 20 is shown from a different direction, so that the interior of the second housing 27 is shown.
  • the large gear 25 of the transmission 22 is arranged on the hollow shaft 30.
  • the diameter of the large gear 25 is larger than the diameter of the pinion 23.
  • a rotation of the rotor 32 can be transmitted to a wheel of a rail vehicle 34 via the motor 21 and the transmission 22.
  • the single-axle drive 20 can thus be used to drive a rail vehicle 34.
  • the single-axle drive 20 is arranged on the inside of the wheel.
  • the single-axle drive 20 can be removed from the rail vehicle 34.
  • the first housing 26 and the second housing 27 are thus separated in the second gear stage of the transmission 22.
  • the large gear 25 with its bearing remains in the second housing 27 and the intermediate shaft 24 in the first housing 26.
  • the center of the second gear stage is given by the connecting axis through the center of the hollow shaft 30 and the intermediate shaft 24. This center encloses an angle of 90° with the parting plane between the first housing 26 and the second housing 27. This enables the first housing 26 to be separated from the second housing 27 and the first housing 26 to be removed from the single-axle drive 20.
  • the first housing 26 with the motor 21 can be removed downwards from the rail vehicle 34 in a vertical direction z. This is advantageous because the motor 21 is usually arranged in the lowest position in the rail vehicle 34 and can therefore be easily removed. In addition, no lateral displacement of the first housing 26 is necessary to remove the first housing 26 with the motor 21.
  • Figure 4 is a schematic cross section through the single-axis drive 20 according to the embodiment of Figure 1 shown. A cross section through the first housing 26 is shown.
  • the motor 21 and the pinion 23 are arranged in the first housing 26.
  • the motor 21 has the stator 31 and the rotor 32.
  • the stator 31 extends around the rotor 32.
  • the rotor 32 is thus arranged in the stator 31.
  • the rotor 32 is arranged on the motor shaft 28.
  • the pinion 23 is also arranged on the motor shaft 28. The pinion 23 and the rotor 32 are thus connected to one another via the motor shaft 28 and form a component.
  • Figure 5 a single-axis drive 20 according to a further embodiment is shown.
  • the intermediate shaft 24 is in Figure 5 arranged in the second housing 27.
  • the center of the first gear stage is given by the connecting axis through the centers of the intermediate shaft 24 and the motor shaft 28. This center encloses an angle of 90° with the parting plane between the first housing 26 and the second housing 27.
  • the parting plane between the first housing 26 and the second housing 27 encloses an angle of 0° with the vertical axis h of the rail vehicle 34.
  • the parting plane thus runs parallel to the vertical direction z. This enables the first housing 26 to be separated from the second housing 27 and the first housing 26 to be removed from the single-axle drive 20.
  • the first housing 26 with the motor 21 can be removed downwards from the rail vehicle 34 in a vertical direction z.
  • FIG 6 An embodiment of a rail vehicle 34 is shown.
  • the rail vehicle 34 comprises one or more single-axle drives 20.
  • the single-axle drives 20 can be the ones described in the Figures 1 to 5 shown embodiments of the single-axis drive 20.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)
  • Arrangement Of Transmissions (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
  • Gear Transmission (AREA)

Claims (10)

  1. Entraînement (20) à un seul essieu comprenant :
    - un moteur (21),
    - une transmission (22) à deux étages, qui est reliée au moteur (21) et qui a un pignon (23), un arbre (24) intermédiaire et une grande roue (25), dans laquelle le pignon (23) et l'arbre (24) intermédiaire forment un premier étage de la transmission et l'arbre (24) intermédiaire et la grande roue (25) un deuxième étage de la transmission,
    - une première enveloppe (26), et
    - une deuxième enveloppe (27), dans lequel
    - le pignon (23) et un rotor (32) du moteur (21) sont montés sur un arbre (28) du moteur,
    - le moteur (21) est disposé dans la première enveloppe (26), et
    - la grande roue (25) est disposée dans la deuxième enveloppe (27),
    caractérisé en ce que
    - le pignon (23) et l'arbre (24) intermédiaires sont disposés dans la première enveloppe (26), et
    - la première enveloppe (26) et la deuxième enveloppe (27) sont assemblées entre elles de manière amovible réversible.
  2. Entraînement (20) à un seul essieu suivant l'une des revendications précédentes, dans lequel la première enveloppe (26) et la deuxième enveloppe (27) sont assemblées entre elles par un bridage.
  3. Entraînement (20) à un seul essieu suivant l'une des revendications précédentes, qui est conçu pour être utilisé dans un véhicule (34) ferroviaire.
  4. Entraînement (20) à un seul essieu suivant l'une des revendications précédentes, dans lequel la première enveloppe (26) a une ouverture (29) dans la direction de la deuxième enveloppe (27).
  5. Entraînement (20) à un seul essieu suivant l'une des revendications précédentes, dans lequel la deuxième enveloppe (27) a une ouverture (29) dans la direction de la première enveloppe (26).
  6. Véhicule (34) ferroviaire comprenant un axe (h) vertical du véhicule et l'entraînement (20) à un seul essieu suivant l'une des revendications précédentes.
  7. Véhicule (34) ferroviaire suivant la revendication 6, dans lequel le plan de séparation, entre la première enveloppe (26) et la deuxième enveloppe (27), fait un angle, qui est différent de zéro degré, avec l'axe (h) vertical du véhicule (34) ferroviaire.
  8. Véhicule (34) ferroviaire suivant la revendication 6, dans lequel le plan de séparation, entre la première enveloppe (26) et la deuxième enveloppe (27), fait un angle de zéro degré avec l'axe (h) vertical du véhicule (34) ferroviaire.
  9. Véhicule ferroviaire suivant l'une des revendications 6 à 8, dans lequel l'arbre (28) du moteur s'étend parallèlement à un arbre (35) d'une paire de roues.
  10. Véhicule ferroviaire suivant l'une des revendications 6 à 9, dans lequel la deuxième enveloppe (27) est fixée à un arbre (35) d'une paire de roues.
EP20739893.4A 2019-07-26 2020-06-30 Entraînement à axe unique et véhicule ferroviaire Active EP3980312B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102019211172.6A DE102019211172B4 (de) 2019-07-26 2019-07-26 Einzelachsantrieb und Schienenfahrzeug
PCT/EP2020/068403 WO2021018498A1 (fr) 2019-07-26 2020-06-30 Entraînement à axe unique et véhicule ferroviaire

Publications (2)

Publication Number Publication Date
EP3980312A1 EP3980312A1 (fr) 2022-04-13
EP3980312B1 true EP3980312B1 (fr) 2025-02-12

Family

ID=71607924

Family Applications (1)

Application Number Title Priority Date Filing Date
EP20739893.4A Active EP3980312B1 (fr) 2019-07-26 2020-06-30 Entraînement à axe unique et véhicule ferroviaire

Country Status (4)

Country Link
EP (1) EP3980312B1 (fr)
DE (1) DE102019211172B4 (fr)
ES (1) ES3024439T3 (fr)
WO (1) WO2021018498A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114789739B (zh) * 2022-04-14 2024-09-20 中车青岛四方机车车辆股份有限公司 传动机构、转向架及轨道车辆

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE6812453U (de) * 1968-12-20 1969-04-03 Bbc Brown Boveri & Cie Antriebsanordnung fuer zwei- bzw. dreiachsige drehgestelle
IT1257195B (it) * 1992-05-26 1996-01-10 Carrello per veicoli ferrotranviari con motori di trazione e riduttorisospesi al telaio.
FR2803572B1 (fr) * 2000-01-12 2002-02-22 Alstom Bogie moteur pour vehicule ferroviaire et vehicule ferroviaire pourvu d'un tel bogie
ES2851327T3 (es) * 2014-03-10 2021-09-06 Siemens Mobility GmbH Accionamiento de un solo eje de un vehículo ferroviario
DE102016213998A1 (de) * 2016-07-29 2018-02-01 Voith Patent Gmbh Radsatzgetriebe und Verfahren zur Montage
EP3707401B1 (fr) * 2017-11-10 2022-12-28 Süddeutsche Gelenkscheibenfabrik GmbH & Co. KG Dispositif de couplage

Also Published As

Publication number Publication date
DE102019211172A1 (de) 2021-01-28
DE102019211172B4 (de) 2021-02-25
WO2021018498A1 (fr) 2021-02-04
EP3980312A1 (fr) 2022-04-13
ES3024439T3 (en) 2025-06-04

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