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EP0810137B1 - Driven axle with independently rotating wheels - Google Patents

Driven axle with independently rotating wheels Download PDF

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Publication number
EP0810137B1
EP0810137B1 EP97401079A EP97401079A EP0810137B1 EP 0810137 B1 EP0810137 B1 EP 0810137B1 EP 97401079 A EP97401079 A EP 97401079A EP 97401079 A EP97401079 A EP 97401079A EP 0810137 B1 EP0810137 B1 EP 0810137B1
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EP
European Patent Office
Prior art keywords
axle
wheel
motor
axle according
suspension
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.)
Expired - Lifetime
Application number
EP97401079A
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German (de)
French (fr)
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EP0810137A1 (en
Inventor
Alain Rodet
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Alstom Transport SA
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GEC Alsthom Transport SA
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F3/00—Types of bogies
    • B61F3/16—Types of bogies with a separate axle for each wheel
    • 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

Definitions

  • the present invention relates to an axle or a torque motorized axles, especially for rail vehicles, connected to the body or to the traffic of this vehicle either by a load cross member or directly by the suspensions, and whose wheels are independent in rotation, see for example document EP-A-0 043 340.
  • the first solution calls for the use of a bevel gearbox taken from technology applied to heavy goods vehicles.
  • This solution presents the advantage of grouping in a single body (bridge beam) the transmission members (reducer) with the structure bearing of the axle, thus allowing the elimination of the traditional turning axle.
  • the engine is then supported by a frame, equivalent to a bogie frame, and isolated from stresses in origin of the track by interposing between the beam of the bridge and this frame a suspension stage equivalent to a primary suspension.
  • This cantilever affects the compactness and to the general balance of the axle.
  • the second solution uses, for each wheel, a motor and a reducer.
  • This solution has the advantage, in placing each gear motor assembly on either side of axle axle, to remove the overhang of the single engine of the previous configuration and therefore to provide a balanced whole.
  • the motorized axle with independent rotating wheels according to the invention has the characteristics of the second part of Claim 1.
  • An advantage of the axle according to the invention is that modular architecture provides independence in wheel rotation either with a single electric motor and mechanical differential, either with an electric motor by wheel.
  • Figures 1 and 2 schematically represent a state-of-the-art single-motorized axle.
  • the motor Mo fixed to the chassis Cs, drives the bevel torque of the central differential reducer Rc of the reduction bridge Pr via a coupling Ac which accepts the travel due to the primary suspension Sp.
  • Each output of the central differential reducer Rc transmits the torque respectively to the lateral reducers Rl 1 and Rl 2 via the wheel shafts Ar 1 and Ar 2 .
  • Figure 3 shows schematically an axle state-of-the-art twin engine.
  • Each Mo motor fixed to the Cs chassis, drives the lateral reducer Rl associated with it via an Ac coupling which accepts the deflections due to the primary suspension Sp.
  • Each lateral reducer Rl semi-suspended to the chassis Cs, drives the wheel Ro which is there associated.
  • FIGS 4 to 8 schematically represent the Single-engine or twin-engine motorized axles according to the invention.
  • FIGS. 10 and 11 are top views of this single-engine powered axle, with non-suspended flanged motor and suspended floating motor, respectively.
  • FIG 12 is a front view of the motorized axle twin-engine aircraft according to the invention and FIGS. 13 and 14 are top views of this motorized twin-engine axle flanged unsprung and with floating floating motors, respectively.
  • the vehicle body Cv rests by means of a ball ring Cr on the load cross member Tc. This is supported, by means of the suspension Su placed between the wheels vertical to the axle axis, on the lateral casings Pr 1 and Pr 2 of the beam of the reduction bridge made in three parts.
  • these lateral casings Pr 1 and Pr 2 are fretted 2 trumpets Tr 1 and Tr 2 around which the wheels Ro 1 and Ro 2 rotate.
  • the brake disks Di 1 and Di 2 with which the brake calipers Et 1 and Et 2 are associated, secured to the side casings Pr 1 and Pr 2 of the beam.
  • the wheels Ro 1 and Ro 2 are also associated with the lateral reducers Rl 1 and Rl 2 driven by the wheel shafts Ar 1 and Ar 2 .

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
  • Vehicle Body Suspensions (AREA)
  • Friction Gearing (AREA)
  • Transmission Devices (AREA)
  • Automatic Cycles, And Cycles In General (AREA)
  • Handcart (AREA)

Abstract

The shell (Cv) of the vehicle bears upon the cross-beam (Tc) through a ball-bearing ring (Cr). The cross-beam is coupled by secondary suspension (Su) to the lateral casings (Pr1,Pr2) of the beam of a reduction bridge implemented in three parts. This bridge combines the functions of a load-carrier, an axle drive and a transmission for the torque from the traction motor(s), whose axes are parallel to the axle. The motor(s) may be flanged to the beam of the bridge or may float with respect to it.

Description

La présente invention concerne un essieu ou un couple d'essieux motorisés notamment pour véhicule ferroviaire, relié à la caisse ou à l'intercirculation de ce véhicule soit par une traverse de charge soit directement par les suspensions, et dont les roues sont indépendantes en rotation, voir par exemple le document EP-A-0 043 340.The present invention relates to an axle or a torque motorized axles, especially for rail vehicles, connected to the body or to the traffic of this vehicle either by a load cross member or directly by the suspensions, and whose wheels are independent in rotation, see for example document EP-A-0 043 340.

L'indépendance des roues en rotation est obtenue dans les essieux connus:

  • soit, avec un seul moteur électrique (essieu dit monomoteur), grâce à l'utilisation d'un différentiel mécanique, et d'un couple conique montés dans un pont réducteur,
  • soit, avec un moteur électrique par roue (essieu dit bimoteur).
The independence of the rotating wheels is obtained in known axles:
  • either with a single electric motor (so-called single-engine axle), through the use of a mechanical differential, and a bevel gear mounted in a reduction bridge,
  • or, with an electric motor per wheel (axle known as twin-engine).

La première solution fait appel à l'utilisation d'un pont réducteur à couple conique repris de la technologie appliquée sur les poids-lourds. Cette solution présente l'avantage de regrouper dans un seul organe (poutre du pont) les organes de transmission (réducteur) avec la structure portante de l'essieu, permettant ainsi la suppression du traditionnel essieu tournant.The first solution calls for the use of a bevel gearbox taken from technology applied to heavy goods vehicles. This solution presents the advantage of grouping in a single body (bridge beam) the transmission members (reducer) with the structure bearing of the axle, thus allowing the elimination of the traditional turning axle.

Une telle solution possède l'inconvénient majeur, du fait du couple conique, d'implanter le moteur perpendiculairement à l'axe de l'essieu avec un important porte à faux.Such a solution has the major disadvantage of made of the bevel gear, to set up the engine perpendicular to the axis of the axle with a significant cantilevered.

Le moteur est alors soutenu par un cadre, équivalent à un châssis de bogie, et isolé des sollicitations en provenance de la voie en intercalant entre la poutre du pont et ce cadre un étage de suspension équivalent à une suspension primaire. Ce porte à faux nuit à la compacité et à l'équilibre général de l'essieu.The engine is then supported by a frame, equivalent to a bogie frame, and isolated from stresses in origin of the track by interposing between the beam of the bridge and this frame a suspension stage equivalent to a primary suspension. This cantilever affects the compactness and to the general balance of the axle.

La deuxième solution fait appel, pour chaque roue, à un moteur et un réducteur. Cette solution a l'avantage, en plaçant chaque ensemble moto-réducteur de part et d'autre de l'axe essieu, de supprimer le porte à faux de l'unique moteur de la configuration précédente et donc de procurer un ensemble équilibré.The second solution uses, for each wheel, a motor and a reducer. This solution has the advantage, in placing each gear motor assembly on either side of axle axle, to remove the overhang of the single engine of the previous configuration and therefore to provide a balanced whole.

En revanche cette solution ne permet plus d'intégrer dans un seul organe (poutre du pont) les organes de transmission (réducteur) avec la structure portante de l'essieu.However, this solution no longer allows to integrate in a single organ (bridge beam) the organs of transmission (reducer) with the supporting structure of the axle.

Cette solution ne permet alors pas de supprimer le traditionnel essieu et nécessite, compte tenu de l'espace pris par les moteurs et réducteurs placés entre les roues, de positionner les suspensions à l'extérieur de celles-ci et impose alors un sytème de freinage à sabots ou à disques rapides sur arbres moteurs.This solution therefore does not allow the traditional axle and requires, given the space taken by the motors and reducers placed between the wheels, to position the suspensions outside of them and imposes a shoe or disc braking system fast on drive shafts.

Ainsi, avec les solutions connues, le choix d'une motorisation d'essieu de type monomoteur ou bimoteur conduit à opter entre deux architectures notablement différentes sans que celle choisie puisse bénéficier des avantages cumulés des deux types.Thus, with known solutions, the choice of a single-engine or twin-engine driven axle drive to choose between two significantly different architectures without the chosen one being able to benefit from the advantages of the two types.

La présente invention a pour but d'obtenir un essieu motorisé à roues indépendantes en rotation dont la conception permet, avec une même architecture modulaire, d'opter indifféremment pour une transmission de type monomoteur ou de type bimoteur et d'offir ainsi les deux avantages principaux propres à ces deux versions, à savoir:

  • l'utilisation d'un pont réducteur permettant de supprimer le traditionnel essieu,
  • une architecture compacte et équilibrée autour de l'axe essieu.
The object of the present invention is to obtain a motorized axle with independent rotating wheels, the design of which makes it possible, with the same modular architecture, to choose either a single-engine or a twin-engine transmission and thus to offer the two advantages. main specific to these two versions, namely:
  • the use of a reduction bridge making it possible to do away with the traditional axle,
  • a compact and balanced architecture around the axle axis.

L'essieu motorisé à roues indépendantes en rotation selon l'invention possède les caractéristiques de la deuxième partie de la Revendication 1. The motorized axle with independent rotating wheels according to the invention has the characteristics of the second part of Claim 1.

L'essieu motorisé à roues indépendantes en rotation de l'invention satisfait également à l'une au moins des caractéristiques suivantes:

  • le ou les moteurs sont flasqués sur la poutre du pont ou flottants par rapport à la poutre,
  • la transmission du mouvement entre moteur et roue se fait au travers de deux réducteurs séparés,
  • la liaison entre moteur et premier réducteur se fait:
    • au travers d'une liaison sans débattement dans le cas d'un moteur flasqué,
    • au travers d'un accouplement avec débattements dans le cas d'un moteur flottant,
  • la liaison mécanique entre les deux réducteurs est assurée pour chaque roue par un arbre, dit arbre de roue, dont l'axe est confondu avec celui de la roue,
  • la liaison entre arbre de roue et roue se fait pour chaque roue au moyen du deuxième réducteur à train épicycloïdal plan ou conique,
  • l'axe de l'essieu, non tournant, et le châssis d'essieu sont réalisés par la poutre du pont réducteur sur laquelle repose la suspension,
  • la suspension de l'essieu ne se fait que par un seul étage au moyen de deux coussins pneumatiques ou ressorts métalliques ou ressorts caoutchouc-métal,
  • la suspension de l'essieu peut accepter les débatements angulaires entre caisse ou intercirculation du véhicule permettant ainsi de se dispenser de la traverse de charge et de. la couronne à billes,
  • le freinage est assuré par des disques sur essieu ou sur arbre moteur,
  • les organes de suspension et de freinage sont disposés entre les roues rendant de ce fait la dépose des éventuels bandages de roues élastiques possible sans démontage d'autres organes,
  • les disques de frein peuvent être, dans le cas où ils sont sur essieu, en deux parties afin d'en faciliter la dépose,
  • l'entraínement, l'anti-galop et l'orientation de l'essieu par rapport à la caisse ou l'intercirculation du véhicule sont assurés par un dispositif de bielles longitudinales,
  • l'anti-roulis par rapport à la caisse ou l'intercirculation du véhicule est assuré par une barre anti-roulis.
The motorized axle with independent rotating wheels of the invention also satisfies at least one of the following characteristics:
  • the motor or motors are flanged on the bridge beam or floating relative to the beam,
  • the transmission of movement between motor and wheel is done through two separate reducers,
  • the connection between motor and first reducer is made:
    • through a link without travel in the case of a flanged motor,
    • through a coupling with travel in the case of a floating motor,
  • the mechanical connection between the two reducers is ensured for each wheel by a shaft, called the wheel shaft, the axis of which coincides with that of the wheel,
  • the connection between the wheel shaft and the wheel is made for each wheel by means of the second planetary or conical planetary gear reducer,
  • the axis of the axle, not rotating, and the axle chassis are produced by the beam of the reduction bridge on which the suspension rests,
  • the axle is suspended only in one stage by means of two pneumatic cushions or metal springs or rubber-metal springs,
  • the axle suspension can accept the angular debates between the body or the vehicle's circulation, thereby dispensing with the load cross member and. the ball crown,
  • braking is ensured by discs on the axle or on the drive shaft,
  • the suspension and braking members are disposed between the wheels, thereby making the removal of any elastic wheel tires possible without dismantling other members,
  • the brake discs can be, if they are on an axle, in two parts in order to facilitate removal,
  • the drive, the anti-gallop and the orientation of the axle relative to the body or the vehicle traffic are ensured by a device of longitudinal connecting rods,
  • the anti-roll in relation to the body or the vehicle traffic is ensured by an anti-roll bar.

Un avantage de l'essieu selon l'invention est que l'architecture modulaire permet d'obtenir l'indépendance en rotation des roues soit avec un seul moteur électrique et différentiel mécanique, soit avec un moteur électrique par roue.An advantage of the axle according to the invention is that modular architecture provides independence in wheel rotation either with a single electric motor and mechanical differential, either with an electric motor by wheel.

D'autres buts, caractéristiques et avantages de l'invention apparaítront à la lecture de la description de modes de réalisation préférés des essieux motorisés, description faite en liaison avec les dessins dans lesquels:

  • les figures 1 et 2 représentent schématiquement un essieu motorisé monomoteur de l'état de la technique,
  • la figure 3 représente schématiquement un essieu motorisé bimoteur de l'état de la technique,
  • les figures 4 à 8 représentent schématiquement les essieux motorisés monomoteur ou bimoteur selon l'invention,
  • la figure 9 est une vue de face de l'essieu motorisé monomoteur selon l'invention,
  • les figures 10 et 11 sont des vues de dessus de l'essieu motorisé monomoteur de la figure 9, à moteur flasqué non suspendu et à moteur flottant suspendu, respectivement,
  • la figure 12 est une vue de face de l'essieu motorisé bimoteur selon l'invention,
  • les figures 13 et 14 sont des vues de dessus de l'essieu motorisé binomoteur de la figure 12, à moteurs flasqués non suspendus et à moteurs flottants suspendus, respectivement.
Other objects, characteristics and advantages of the invention will appear on reading the description of preferred embodiments of the powered axles, description made in conjunction with the drawings in which:
  • FIGS. 1 and 2 schematically represent a single-engine motorized axle of the state of the art,
  • FIG. 3 schematically represents a motorized twin-engine axle of the state of the art,
  • FIGS. 4 to 8 schematically represent the single-engine or twin-engine motorized axles according to the invention,
  • FIG. 9 is a front view of the single-engine powered axle according to the invention,
  • FIGS. 10 and 11 are top views of the single-engine motorized axle of FIG. 9, with a flanged unsprung motor and a floating floating motor, respectively,
  • FIG. 12 is a front view of the twin-engine motorized axle according to the invention,
  • Figures 13 and 14 are top views of the motorized binomotor axle of Figure 12, with flanged unsprung motors and suspended floating motors, respectively.

Les figures 1 et 2 représentent schématiquement un essieu motorisé monomoteur de l'état de la technique.Figures 1 and 2 schematically represent a state-of-the-art single-motorized axle.

Dans un tel essieu motorisé monomoteur connu, la caisse Cv du véhicule repose par l'intermédiaire d'une couronne à billes Cr sur la traverse de charge Tc. Celle-ci s'appuie, par l'intermédiaire de la suspension secondaire Ss placée entre les roues, sur le châssis Cs. Le châssis Cs est lui-même en appui, par l'intermédiaire de la suspension primaire Sp, sur la poutre du pont réducteur différentiel Pr formant essieu. Dans la poutre Pr sont frettées 2 trompettes Tr1 et Tr2 autour desquelles tournent les roues Ro1 et Ro2. Sur les roues Ro1 et Ro2 sont montés les disques de freinage Di1 et Di2 auxquels sont associés les étriers de freinage Et1 et Et2 solidaires du Châssis Cs.In such a known single-engine motorized axle, the body Cv of the vehicle rests by means of a ball ring Cr on the load cross member Tc. This is supported, by means of the secondary suspension Ss placed between the wheels, on the chassis Cs. The chassis Cs is itself supported, by means of the primary suspension Sp, on the beam of the differential reduction bridge Pr forming the axle. In the beam Pr are fretted 2 trumpets Tr 1 and Tr 2 around which the wheels Ro 1 and Ro 2 turn . On the wheels Ro 1 and Ro 2 are mounted the braking discs Di 1 and Di 2 with which the brake calipers Et 1 and Et 2 are associated integral with the chassis Cs.

Le moteur Mo, fixé au châssis Cs, entraíne le couple conique du réducteur central à différentiel Rc du pont réducteur Pr par l'intermédiaire d'un accouplement Ac qui accepte les débattements dûs à la suspension primaire Sp. Chaque sortie du réducteur central à différentiel Rc transmet le couple respectivement aux réducteurs latéraux Rl1 et Rl2 par l'intermédiaire des arbres de roue Ar1 et Ar2. The motor Mo, fixed to the chassis Cs, drives the bevel torque of the central differential reducer Rc of the reduction bridge Pr via a coupling Ac which accepts the travel due to the primary suspension Sp. Each output of the central differential reducer Rc transmits the torque respectively to the lateral reducers Rl 1 and Rl 2 via the wheel shafts Ar 1 and Ar 2 .

La figure 3 représente schématiquement un essieu motorisé bimoteur de l'état de la technique.Figure 3 shows schematically an axle state-of-the-art twin engine.

Dans un tel essieu motorisé bimoteur connu, la caisse Cv du véhicule repose par l'intermédiaire d'une couronne à billes Cr sur la traverse de charge Tc. Celle-ci s'appuie, par l'intermédiaire de la suspension secondaire Ss sur le châssis Cs. Le châssis Cs est lui-même en appui, par l'intermédiaire de la suspension primaire Sp, placée à l'extérieur des roues, sur les fausses boítes Fb. Celles-ci sont solidaires de l'essieu Es fixe en rotation autour duquel tournent les roues Ro1 et Ro2. Sur les roues Ro1 et Ro2 s'appliquent les sabots de freinage Sb1 et Sb2 solidaires du châssis Cs.In such a known twin-engine motorized axle, the body Cv of the vehicle rests by means of a ball ring Cr on the load cross member Tc. This is supported by the secondary suspension Ss on the chassis Cs. The chassis Cs is itself supported, by means of the primary suspension Sp, placed outside the wheels, on the false boxes Fb. These are integral with the fixed axle Es in rotation around which the wheels Ro 1 and Ro 2 rotate. On the wheels Ro 1 and Ro 2 apply the brake shoes Sb 1 and Sb 2 secured to the chassis Cs.

Chaque moteur Mo, fixé au châssis Cs, entraíne le réducteur latéral Rl qui lui est associé par l'intermédiaire d'un accouplement Ac qui accepte les débattements dûs à la suspension primaire Sp. Chaque réducteur latéral Rl, semi-suspendu au châssis Cs, entraíne la roue Ro qui lui est associée.Each Mo motor, fixed to the Cs chassis, drives the lateral reducer Rl associated with it via an Ac coupling which accepts the deflections due to the primary suspension Sp. Each lateral reducer Rl, semi-suspended to the chassis Cs, drives the wheel Ro which is there associated.

Les figures 4 à 8 représentent schématiquement les essieux motorisés monomoteur ou bimoteur selon l'invention.Figures 4 to 8 schematically represent the Single-engine or twin-engine motorized axles according to the invention.

La figure 9 est une vue de face de l'essieu motorisé monomoteur selon l'invention et les figures 10 et 11 sont des vues de dessus de cet essieu motorisé monomoteur, à moteur flasqué non suspendu et à moteur flottant suspendu, respectivement.Figure 9 is a front view of the motorized axle single-engine aircraft according to the invention and FIGS. 10 and 11 are top views of this single-engine powered axle, with non-suspended flanged motor and suspended floating motor, respectively.

La figure 12 est une vue de face de l'essieu motorisé bimoteur selon l'invention et les figures 13 et 14 sont des vues de dessus de cet essieu motorisé bimoteur, à moteurs flasqués non suspendus et à moteurs flottants suspendus, respectivement.Figure 12 is a front view of the motorized axle twin-engine aircraft according to the invention and FIGS. 13 and 14 are top views of this motorized twin-engine axle flanged unsprung and with floating floating motors, respectively.

Dans les essieux motorisés monomoteur ou bimoteur selon l'invention, la caisse Cv du véhicule repose par l'intermédiaire d'une couronne à billes Cr sur la traverse de charge Tc. Celle-ci s'appuie, par l'intermédiaire de la suspension Su placée entre les roues à la verticale de l'axe essieu, sur les carters latéraux Pr1 et Pr2 de la poutre du pont réducteur réalisée en trois parties. Dans ces carters latéraux Pr1 et Pr2 sont frettées 2 trompettes Tr1 et Tr2 autour desquelles tournent les roues Ro1 et Ro2. Sur les roues Ro1 et Ro2 sont montés les disques de freinage Di1 et Di2 auxquels sont associés les étriers de freinage Et1 et Et2 solidaires des carters latéraux Pr1 et Pr2 de la poutre. Aux roues Ro1 et Ro2 sont également associés les réducteurs latéraux Rl1 et Rl2 entrainés par les arbres de roue Ar1 et Ar2.In single-engine or twin-engine motorized axles according to the invention, the vehicle body Cv rests by means of a ball ring Cr on the load cross member Tc. This is supported, by means of the suspension Su placed between the wheels vertical to the axle axis, on the lateral casings Pr 1 and Pr 2 of the beam of the reduction bridge made in three parts. In these lateral casings Pr 1 and Pr 2 are fretted 2 trumpets Tr 1 and Tr 2 around which the wheels Ro 1 and Ro 2 rotate. On the wheels Ro 1 and Ro 2 are mounted the brake disks Di 1 and Di 2 with which the brake calipers Et 1 and Et 2 are associated, secured to the side casings Pr 1 and Pr 2 of the beam. The wheels Ro 1 and Ro 2 are also associated with the lateral reducers Rl 1 and Rl 2 driven by the wheel shafts Ar 1 and Ar 2 .

L'ensemble des organes cités précédemment constitue la base de l'architecture de l'essieu motorisé, commune à la version monomoteur et à la version bimoteur. La partie centrale de la poutre du pont réducteur constitue la partie modulaire de l'essieu motorisé PMEM. Cette partie centrale est composée d'un carter Prc:

  • dans lequel viennent se monter, en version monomoteur, une mécanique centrale avec différentiel Mc en sorties de laquelle partent les deux arbres de roue Ar1 et Ar2 déjà cités,
  • dans lequel viennent se monter, en version bimoteur, deux réducteurs centraux indépendants Rc1 et Rc2 en sorties desquels partent les deux arbres de roue Ar1 et Ar2 déjà cités.
All the above-mentioned members form the basis of the architecture of the motorized axle, common to the single-engine version and the twin-engine version. The central part of the reduction bridge beam constitutes the modular part of the PMEM motorized axle. This central part is made up of a casing Pr c :
  • in which are mounted, in a single-engine version, a central mechanism with differential Mc at the outputs from which the two wheel shafts Ar 1 and Ar 2 already mentioned,
  • in which are mounted, in twin-engine version, two independent central reducers Rc 1 and Rc 2 at the outputs from which the two wheel shafts Ar 1 and Ar 2 already mentioned.

Le moteur Mo (version monomoteur) ou les moteurs Mo1 ou Mo2 (version bimoteur) sont:

  • soit flasqués au carter central Prc du pont réducteur (version à moteurs dits non suspendus) et reliés à la mécanique centrale à différentiel Mc (version monomoteur) ou les réducteurs centraux Rc1 et Rc2 (version bimoteur) respectivement par une liaison ou deux liaisons sans débattement,
  • soit reliés au carter central Prc du pont réducteur par une suspension élastique Se (version à moteurs dits flottants) et reliés à la mécanique centrale à différentiel Mc (version monomoteur) ou les réducteurs centraux Rc1 et Rc2 (version bimoteur) respectivement par un accouplement Ac ou deux accouplements Ac1 et Ac2 qui acceptent les débattements dûs à cette suspension élastique.
The Mo engine (single-engine version) or the Mo 1 or Mo 2 engines (twin-engine version) are:
  • either flanged to the central casing Pr c of the reduction bridge (version with so-called non-suspended motors) and connected to the central mechanical differential Mc (single-engine version) or the central reducers Rc 1 and Rc 2 (twin-engine version) respectively by a link or two connections without travel,
  • either connected to the central casing Pr c of the reduction bridge by an elastic suspension Se (version with so-called floating motors) and connected to the central mechanical with differential Mc (single-engine version) or the central reducers Rc 1 and Rc 2 (twin-engine version) respectively an Ac coupling or two Ac 1 and Ac 2 couplings which accept the travel due to this elastic suspension.

Claims (15)

  1. A motorized axle having wheels that rotate independently, which axle is connected to a body (Cv) or a corridor connection of a vehicle either via a load-bearing cross-member (Tc), or directly via the suspension systems (Su), the wheels (Ro1, Ro2) of the axle being mounted to rotate independently, said axle being characterized in that it includes a load-bearing axle assembly having side casings (Pr1, Pr2) bearing the load of said body (Cv) or of said corridor connection, said side casings (Pr1, Pr2) extending via flared axle tubes (Tr1, Tr2) about which the wheels of the axle rotate, said load-bearing axle assembly including, in its central portion, a casing (Prc) constituting a modular portion that is able to include a single motor (Mo) or one motor per wheel.
  2. An axle according to claim 1, in which the motors are rigidly mounted on the axle assembly or they are mounted to float relative thereto.
  3. An axle according to claim 1 or 2, in which motion is transmitted between motor and wheel via two separate stepdown gears (Rc1, Rc2).
  4. An axle according to any one of claims 1 to 3, in which the link between motor and first stepdown gear is implemented:
    via a link with no relative displacement when the motor is rigidly mounted; and
    via a coupling which accommodates displacements when the motor is a floating motor.
  5. An axle according to any one of claims 1 to 4, in which the mechanical link between the two stepdown gears is provided for each wheel by a "wheel shaft" whose axis coincides with the axis of the wheel.
  6. An axle according to any one of claims 1 to 5, in which the link between wheel shaft and wheel is implemented for each wheel by means of the second stepdown gear having a plane or conical epicyclic gear train.
  7. An axle according to any one of claims 1 to 6, in which the non-rotary axle shaft and the axle frame are implemented by the stepdown gear assembly on which the suspension rests.
  8. An axle according to any one of claims 1 to 7, in which the suspension of the axle is implemented by a single stage only by means of two pneumatic cushions or metal springs, or rubber-metal springs.
  9. An axle according to any one of claims 1 to 8, in which the suspension of the axle can accommodate angular displacements relative to the body or the corridor connection of the vehicle, thereby making it possible to omit the load-bearing cross-member and the ball-bearing ring.
  10. An axle according to any one of claims 1 to 9, in which braking is provided by disks (Di1, Di2) on the axle or on the driving shafts.
  11. An axle according to any one of claims 1 to 10, in which the suspension members (Su) and the braking members (Di) are disposed between the wheels, thereby making it possible to remove any resilient tires without removing other members.
  12. An axle according to any one of claims 1 to 11, in which, when the brake disks (Di) are on the axle, said brake disks may be in two portions so as to facilitate removal.
  13. An axle according to any one of claims 1 to 12, in which the drive, the anti-galloping, and the angular positioning of the axle relative to the body or the corridor connection of the vehicle are implemented by a linkage comprising longitudinal links.
  14. An axle according to any one of claims 1 to 13, in which roll relative to the body or the corridor connection of the vehicle is prevented by an anti-roll bar.
  15. A rail vehicle bogie characterized in that it is composed of at least one axle according to any preceding claim.
EP97401079A 1996-05-29 1997-05-15 Driven axle with independently rotating wheels Expired - Lifetime EP0810137B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR9606589A FR2749223B1 (en) 1996-05-29 1996-05-29 MOTORIZED AXLE WITH INDEPENDENT ROTATING WHEELS
FR9606589 1996-05-29

Publications (2)

Publication Number Publication Date
EP0810137A1 EP0810137A1 (en) 1997-12-03
EP0810137B1 true EP0810137B1 (en) 2001-12-05

Family

ID=9492508

Family Applications (1)

Application Number Title Priority Date Filing Date
EP97401079A Expired - Lifetime EP0810137B1 (en) 1996-05-29 1997-05-15 Driven axle with independently rotating wheels

Country Status (16)

Country Link
US (1) US5941174A (en)
EP (1) EP0810137B1 (en)
JP (1) JPH1053132A (en)
KR (1) KR100488831B1 (en)
CN (1) CN1084687C (en)
AT (1) ATE210040T1 (en)
BR (1) BR9703335A (en)
CA (1) CA2207493C (en)
CZ (1) CZ156197A3 (en)
DE (1) DE69708753T2 (en)
DK (1) DK0810137T3 (en)
ES (1) ES2165002T3 (en)
FR (1) FR2749223B1 (en)
HU (1) HU222780B1 (en)
PL (1) PL320213A1 (en)
PT (1) PT810137E (en)

Families Citing this family (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2782689B1 (en) * 1998-05-18 2002-08-23 Alsthom Gec RAIL VEHICLE BOGIE, PROCESS FOR MACHINING THIS BOGIE AND TOOL FOR IMPLEMENTING THIS PROCESS
DE10032707A1 (en) * 2000-07-07 2002-01-17 Voith Turbo Kg Drive unit for driving at least one wheel drive shaft, in particular a wheel set shaft
US7314105B2 (en) * 2004-09-16 2008-01-01 Arvinmeritor Technology, Llc Electric drive axle assembly with independent dual motors
CN100361830C (en) * 2005-04-30 2008-01-16 杨东洲 Automobile integral drive axle housing and manufacturing method thereof
US20070199407A1 (en) * 2006-02-28 2007-08-30 Ramirez Emilio A Gear boxes having two motors and two output shafts
US20080011531A1 (en) * 2006-07-15 2008-01-17 Monty Cole Motorized axle for use with environmentally friendly vehicles
US20100248884A1 (en) * 2009-03-31 2010-09-30 Richard Tremblay Transmission for an Electrically Powered Vehicle
CN104228850A (en) * 2013-06-18 2014-12-24 安海燕 Method for designing and constructing differentials for self-driven climbing rail cars
CN103963637B (en) 2014-04-29 2017-08-25 浙江吉利控股集团有限公司 A kind of Integral steering drive axle and electric vehicle for vehicle
CN104354712A (en) * 2014-11-06 2015-02-18 华东交通大学 Novel urban rail bogie design method
US10207751B2 (en) * 2016-05-09 2019-02-19 Nikola Motor Company Llc Motor gearbox assembly
CN108657195A (en) * 2017-03-30 2018-10-16 比亚迪股份有限公司 Front driving axle assembly and the chassis with it, rail traffic vehicles
CN111655522B (en) 2017-12-15 2024-06-11 瑞维安知识产权控股有限责任公司 Electric vehicle drive unit
CN111547080B (en) * 2020-05-15 2021-11-16 中车株洲电力机车有限公司 Independent wheel set and single-axle bogie directly driven by switched reluctance motor

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US3523505A (en) * 1968-03-22 1970-08-11 Gen Steel Ind Inc Motorized railway vehicle trucks
US3913495A (en) * 1973-04-13 1975-10-21 Frangeco A N F Sa Railway car bogie suspension system
DE2936771C2 (en) * 1979-09-12 1982-11-18 Thyssen Industrie Ag, 4300 Essen Drive bogie for rail vehicles, e.g. trams
DE3025278A1 (en) * 1980-07-01 1982-01-21 Siemens AG, 1000 Berlin und 8000 München RAIL-MOUNTED ELECTRIC MOTOR VEHICLE
ZA815173B (en) * 1981-07-28 1982-08-25 Abercom Africa Ltd Driven bogie
AU584010B2 (en) * 1987-05-14 1989-05-11 Mitsubishi Denki Kabushiki Kaisha Running gear for electric rolling stock
IT219394Z2 (en) * 1990-03-13 1993-02-26 INDEPENDENT WHEEL MOTORIZED TROLLEY FOR LOWERED VEHICLES

Also Published As

Publication number Publication date
BR9703335A (en) 1998-10-27
FR2749223B1 (en) 1998-07-31
ES2165002T3 (en) 2002-03-01
ATE210040T1 (en) 2001-12-15
CZ156197A3 (en) 1997-12-17
CN1084687C (en) 2002-05-15
CA2207493C (en) 2005-01-04
PL320213A1 (en) 1997-12-08
PT810137E (en) 2002-05-31
JPH1053132A (en) 1998-02-24
DK0810137T3 (en) 2002-04-02
KR970074554A (en) 1997-12-10
CN1167709A (en) 1997-12-17
HU9700961D0 (en) 1997-07-28
US5941174A (en) 1999-08-24
HUP9700961A3 (en) 2002-04-29
DE69708753D1 (en) 2002-01-17
HUP9700961A2 (en) 1999-07-28
HU222780B1 (en) 2003-10-28
KR100488831B1 (en) 2006-09-13
FR2749223A1 (en) 1997-12-05
CA2207493A1 (en) 1997-11-29
DE69708753T2 (en) 2002-09-12
EP0810137A1 (en) 1997-12-03

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