EP1746006A1 - Antriebsvorrichtung eines Schienenfahrzeuges - Google Patents

Antriebsvorrichtung eines Schienenfahrzeuges Download PDF

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Publication number
EP1746006A1
EP1746006A1 EP06116130A EP06116130A EP1746006A1 EP 1746006 A1 EP1746006 A1 EP 1746006A1 EP 06116130 A EP06116130 A EP 06116130A EP 06116130 A EP06116130 A EP 06116130A EP 1746006 A1 EP1746006 A1 EP 1746006A1
Authority
EP
European Patent Office
Prior art keywords
driving
drive axle
wheels
driving device
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.)
Withdrawn
Application number
EP06116130A
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English (en)
French (fr)
Inventor
Jacob Lindström
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.)
GIA Industri AB
Original Assignee
GIA Industri AB
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 GIA Industri AB filed Critical GIA Industri AB
Publication of EP1746006A1 publication Critical patent/EP1746006A1/de
Withdrawn legal-status Critical Current

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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
    • B61C9/44—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
    • 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 present invention relates to a driving device for driving a rail vehicle, comprising a drive unit acting on a straight and rigid drive axle which in a synchronised manner drives two driving wheels which are included in a wheel pair and which are rotatable about a common rotational axis, the drive axle extending between the two driving wheels and being non-rotatably connected to each of the driving wheels, and each of the driving wheels being rotatably mounted, by means of a support shaft, relative to a supporting chassis of the rail vehicle.
  • Driving devices of the type described above are well known in the fields of rail vehicles, for instance locomotives.
  • the drive unit is usually an angular gear which is mounted on the drive or wheel axle and which is driven by, for instance, a diesel engine or an electric motor optionally via a gearbox and a propeller shaft which extends in the longitudinal direction of the vehicle.
  • the wheel axle has the double function of transmitting the torque from the drive unit to the wheels and supporting the weight of the locomotive by the wheel axle being rotatably mounted in the supporting chassis of the locomotive. Consequently, the wheel axle must have great dimensions to resist the stress, above all because it is desirable to make the locomotive as heavy as possible since the weight determines the amount of load to be pulled by the locomotive, by the frictional force that can be transmitted between the driving wheels and the rail being proportional to the weight. Due to a heavily dimensioned wheel axle, also the angular gear must be heavily dimensioned. As a result, it is generally not possible to use standard components in the angular gear, which must as a rule be specially manufactured, thus causing high cost and a long time of delivery.
  • both wheels on one and the same wheel axle should be driven at the same speed for the vehicle to be centred on the rails and for the wear on wheel flanges and rails to be minimised.
  • the wheel axle is rigid, that is the two wheels in a pair of wheels are mechanically interconnected and non-rotatable relative to each other. If the two wheels included in a pair of wheels are driven by separate motors, for instance by hydraulically operated wheel motors, this actually solves the problem with bulky drive units in the area between the wheels, but then the wheel motors should be synchronised, which as a rule is both complicated and costly. In addition there will be extra costs for double drive units for each wheel axle.
  • US 5,345,878 discloses a rail vehicle, which is driven by hydraulic motors, which are arranged at one end of each driven, rigid wheel axle. With such a driving device, the space between the driving wheels is left free, but the width of the rail vehicle will be very great, which may be disadvantageous in many cases, for instance in the construction of a tunnel. A further drawback is that the motors will be mounted in an unprotected position, exposed to weather and mechanical influences.
  • US 4,721,430 discloses a vehicle for transporting heavy goods by rail.
  • the driving device of the vehicle is arranged directly on the driven wheel axle, more specifically by a hydraulic motor driving the wheel axle via a gearbox, a transmission and an angular gear.
  • the driving device will be well collected in the area around the wheel axle but will nevertheless take up a relatively large space.
  • the angular gear must in fact be heavily dimensioned, which requires a large space and, as a rule, special manufacture and the ensuing high costs and long times of delivery.
  • US 4,095,530 discloses a driving device according to the preamble of claim 1.
  • the drive axle is tubular with an inner bore through which extends the support shaft.
  • the support shaft is rotatably mounted relative to the chassis of the rail vehicle in the area outside the wheels, which results in the width of the rail vehicle being relatively great.
  • the drive axle must be made thick since it should accommodate the support shaft. This results in the further drawback that the connection of the drive unit to the drive axle must probably be specially manufactured, resulting in high costs and long times of delivery.
  • the present invention aims at providing a driving device for rail vehicles, which eliminates problems and drawbacks of prior-art driving devices. More specifically, the invention aims at a driving device, which saves space and cost by providing better possibilities of using commercially available standard components. At least this object is achieved by a driving device according to claim 1.
  • the invention is based on the knowledge that this object can be achieved by dividing the wheel axle into a separate drive axle, which only transmits the torque between the motor and the driving wheels, and two separate support shafts which rotatably support the wheels on the chassis.
  • the support shafts are located on the outside of the supporting chassis and are tubular with through bores, which are concentric with the rotational axis of the wheels and through which extend the respective ends of the drive axle.
  • the invention can be accomplished in various ways.
  • two short support shafts are arranged for each pair of wheels, that is one for each wheel, which are non-rotatably connected to the chassis and on which the wheels are rotatably mounted.
  • the wheels are arranged on the outside of the supporting parts of the chassis for the purpose of minimising the width of the vehicle.
  • the support shafts must be tubular with a through bore through which extends the drive axle.
  • the drive motor is a hydraulic motor, more specifically a radial piston motor of the type having what is referred to as a hollow shaft, that is having a rotatable axle with a through bore in the axial direction. This makes it possible to use a drive axle which is made in one piece and extends undivided from one wheel, through the bore in the support shaft thereof, through the motor and through the bore in the support shaft of the other wheel, to the other wheel.
  • motors such as other types of hydraulic motors, electric motors or diesel engines.
  • the drive axle need not be made in one piece and extend through a hollow shaft in the motor, as in the embodiment illustrated, but can also be in two parts and connected to an output shaft on each side of the motor, for instance by a flanged screw joint.
  • the drive unit may comprise a gear of some kind, for instance an angular gear, which is connected to the drive axle and is driven by a motor which is placed just beside the drive axle. It is true that this requires extra cost and space for the gear, but since the gear and the drive axle only transmit torque between motor and driving wheel and do not have a supporting function, it is as a rule possible to use relatively inexpensive, commercially available standard components of small dimensions. Also in such an embodiment, considerable advantages over prior-art technique are thus obtained.
  • An embodiment with a gear may be of interest, for instance if the motor that is to be used has an output shaft at one end only, or if the motor is an electric motor or a diesel engine. In fact, such motors generally have so high numbers of revolution that it is desirable to gear down the number of revolutions to obtain sufficient traction and/or to reduce the speed.
  • An advantage shared by all the above-described embodiments is that they are very easy to service.
  • the drive units can in fact easily be released from the drive axle and dismounted from the rail vehicle for service, repair or exchange while the rail vehicle is still on its wheels, and it can also be towed in this state.
  • a rail vehicle of a conventional type must first be raised to allow driving wheel, wheel axle and drive unit to be dismounted.
  • a further important advantage of a driving device is that the reduced need for space for drive unit and drive axle provides greater flexibility in the location of the power source, for instance a diesel engine driving a hydraulic pump.
  • the compacter design in fact provides better possibilities of freely placing the power source in the area between two succeeding pairs of wheels. This gives the rail vehicle an advantageously low centre of gravity and allows a lower total height of the rail vehicle, which is advantageous above all in the construction of tunnels as mentioned above.
  • straight drive axle as used herein, relates to a drive axle which does not have to be cylindrical but which should at least be symmetrical with respect to the rotational axis to prevent vibrations in operation.
  • a mining locomotive which is intended for mining or construction of tunnels.
  • the mining locomotive is illustrated in Figs 1 and 2 in a side view and a front view, respectively, and comprises a driver's cab 1, a motor compartment 2 and two pairs of driving wheels 3.
  • 4 and 5 designate actuators for brakes and sanding units, respectively, to reduce the spinning of the driving wheels on the rails when starting and stopping.
  • Figs 3 and 4 illustrate a pair of driving wheels with an associated driving device according to the present invention, on the one hand in a perspective view and, on the other, in a longitudinal section from the front.
  • Each pair of driving wheels comprises two driving wheels 3' of a conventional type.
  • Each of the driving wheels is rotatably mounted on a support shaft via a roller bearing 7.
  • Each of the support shafts 6 is relatively short and tubular and, in an inner portion, non-rotatably mounted in a through hole in a supporting chassis part 8 of the rail vehicle. In this manner, the driving wheels 3' will be placed on the outside of the chassis of the rail vehicle, which makes it possible to form the rail vehicle with an advantageously small width.
  • An elongate drive axle 9 is passed through the holes or bores formed by the support shafts 6, and the drive axle has such a length that it extends from the outside of one driving wheel to the outside of the other.
  • a drive unit in the form of a hydraulic motor 10, in this case a radial piston motor, is arranged in the area between the supporting chassis parts 8 of the rail vehicle. More specifically, the hydraulic motor is formed with a hollow shaft through which the drive axle extends.
  • the drive axle has a slightly smaller outer diameter than the inner diameter of the bore of the support shafts 6, preferably about 1-3 mm smaller.
  • the drive axle is further non-rotatably connected to each of the driving wheels by a keyway joint 11 which on the one hand is screwed into the driving wheel and, on the other, locks the drive axle by keys and grooves.
  • the drive axle will thus be centred coaxially with the rotational axis of the driving wheels and consequently rotates freely inside the support shafts 6 without contact with the inner circumference thereof during rotation of the driving wheels about the support shafts.
  • the hydraulic motor 10 is also non-rotatably connected to the drive axle 9 by a clamp joint 12.
  • the hydraulic motor is non-rotatably connected to the chassis of the rail vehicle via a torque arm 13 (Fig. 3).
  • any other suitable joint can be used, such as a bolt joint or spline joint.
  • the keyway joint 11 between the drive axle and the respective wheels has the advantage to allow a certain axial movement of the drive axle relative to the wheels, for instance due to a temperature-dependent change of the length of the drive axle.
  • covers 14 are arranged in the hubs of the wheels.
  • the driving wheels 3' will thus be synchronously driven by rotation of the drive axle 9 while the support shafts 6 are kept immovable relative to the chassis 8 and only support the weight of the rail vehicle via the driving wheels 3' and the roller bearings 7. Consequently the drive axle 9 will only transmit the torque between the hydraulic motor 10 and the driving wheels 3'. Due to this solution, the dimensions of the drive axle can be kept relatively small so as to fit standardised, commercially available drive units, such as the shown hydraulic motor 10.
  • the inventive driving device makes it easy to perform service, repair or exchange of the hydraulic motor 10. To dismount the motor, it is only necessary to release the keyway joints 11 adjacent to the driving wheels 3' and the clamp joint 12 which connects the hollow shaft of the hydraulic motor to the drive axle 9. After that the drive axle 9 will be pressed out in either direction through the support shafts 6 and the hollow shaft of the hydraulic motor, after which the hydraulic motor can be dismounted from the rail vehicle while still standing on the driving wheels 3'.
  • Figs 3 and 4 also illustrate resilient rubber shock absorbers 15 to support the superstructure of the rail vehicle on the chassis part 8, and protection plates 16 around the motor 10, which however are only exemplary solutions that can be modified and varied in many ways, according to need and convenience.

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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)
EP06116130A 2005-07-18 2006-06-27 Antriebsvorrichtung eines Schienenfahrzeuges Withdrawn EP1746006A1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
SE0501678A SE531194C2 (sv) 2005-07-18 2005-07-18 Drivanordning för drift av rälsfordon

Publications (1)

Publication Number Publication Date
EP1746006A1 true EP1746006A1 (de) 2007-01-24

Family

ID=37256900

Family Applications (1)

Application Number Title Priority Date Filing Date
EP06116130A Withdrawn EP1746006A1 (de) 2005-07-18 2006-06-27 Antriebsvorrichtung eines Schienenfahrzeuges

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EP (1) EP1746006A1 (de)
SE (1) SE531194C2 (de)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR3048398A1 (fr) * 2016-03-07 2017-09-08 Unac Essieu moteur pour vehicule ferroviaire et vehicule ferroviaire muni d’un tel essieu.
WO2021258504A1 (zh) * 2020-06-22 2021-12-30 中车唐山机车车辆有限公司 一种用于轨道车辆的转向架及轨道车辆

Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB213245A (en) * 1923-03-24 1924-04-24 Lentz Patents Ltd Improvements in driving gear for locomotives
DE564510C (de) * 1931-04-24 1932-11-19 Waggon Fabrik A G Motordrehgestell, insbesondere fuer Strassenbahnwagen
DE566698C (de) * 1931-01-13 1932-12-19 Waggon Fabrik A G Zweiachsiges Motordrehgestell
GB628681A (en) * 1940-11-29 1949-09-02 Crompton Parkinson Ltd Improvements in or relating to axle assemblies for rail vehicles
US3626862A (en) * 1968-07-16 1971-12-14 Rheinstahl Huettenwerke Ag Resilient dual axle drive truck
US4095530A (en) 1974-08-08 1978-06-20 Bbc Brown Boveri & Company Limited Resilient railway drive connection
EP0046135A2 (de) * 1980-08-11 1982-02-17 Siemens Aktiengesellschaft Triebaggregat für die Treibachsen von Schienenfahrzeugen
US4721430A (en) 1981-09-14 1988-01-26 Brentwood Enterprises Ltd. Railroad track vehicle
US5345878A (en) 1992-08-17 1994-09-13 Charles Jacob Apparatus and method for moving railway cars

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB213245A (en) * 1923-03-24 1924-04-24 Lentz Patents Ltd Improvements in driving gear for locomotives
DE566698C (de) * 1931-01-13 1932-12-19 Waggon Fabrik A G Zweiachsiges Motordrehgestell
DE564510C (de) * 1931-04-24 1932-11-19 Waggon Fabrik A G Motordrehgestell, insbesondere fuer Strassenbahnwagen
GB628681A (en) * 1940-11-29 1949-09-02 Crompton Parkinson Ltd Improvements in or relating to axle assemblies for rail vehicles
US3626862A (en) * 1968-07-16 1971-12-14 Rheinstahl Huettenwerke Ag Resilient dual axle drive truck
US4095530A (en) 1974-08-08 1978-06-20 Bbc Brown Boveri & Company Limited Resilient railway drive connection
EP0046135A2 (de) * 1980-08-11 1982-02-17 Siemens Aktiengesellschaft Triebaggregat für die Treibachsen von Schienenfahrzeugen
US4721430A (en) 1981-09-14 1988-01-26 Brentwood Enterprises Ltd. Railroad track vehicle
US5345878A (en) 1992-08-17 1994-09-13 Charles Jacob Apparatus and method for moving railway cars

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR3048398A1 (fr) * 2016-03-07 2017-09-08 Unac Essieu moteur pour vehicule ferroviaire et vehicule ferroviaire muni d’un tel essieu.
EP3216630A1 (de) * 2016-03-07 2017-09-13 Unac Antriebsachse für schienenfahrzeug, und schienenfahrzeug, das mit einer solchen achse ausgestattet ist
WO2021258504A1 (zh) * 2020-06-22 2021-12-30 中车唐山机车车辆有限公司 一种用于轨道车辆的转向架及轨道车辆

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Publication number Publication date
SE531194C2 (sv) 2009-01-13
SE0501678L (sv) 2007-01-19

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