• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    Passenger rail vehicle (1) comprising an accumulator (2) and a power drive (3) which acts on an axle shaft (9) of the passenger rail vehicle (1), wherein the power drive (3) for transmitting its driving force to the axle shaft (9) by means of a Gear mechanism (11) is arranged and wherein the energy for operating the power drive is removed from the accumulator and wherein the power flow of the power drive to the axle shaft (9) is mechanically decoupled.
    公开号:AT518037A1
    申请号:T50999/2015
    申请日:2015-11-24
    公开日:2017-06-15
    发明作者:Eingang Robert；Grobbauer Harald；Schabbauer Werner；Schmeja Georg；Schrank Erwin；Steinacher Mario；Winkler Paul
    申请人:Siemens Ag Österreich；
    IPC主号:
    专利说明:

    description
    Passenger rail vehicle
    Technical area
    The invention relates to a passenger rail vehicle, in particular a passenger coach.
    State of the art
    Passenger rail vehicles are generally assembled into trains and towed by a locomotive. Alternatively, so-called multiple units are used which comprise distributed over the train driven bogies. Railcars have a much more complex structure and are mainly used in high-speed railways. An adaptation to different passenger volumes can be made by changing the number of passenger cars of a train. For trainsets such a change is possible only at very high cost, so that the only practical option in the coupling of two trainsets. This results in an extremely rough grading of passenger capacity and is therefore uneconomical. In conventional, lokbespannten trains, a variation of the passenger capacity can be made much easier and thereby finely stepped. For this purpose, individual cars are added or removed from the train. Shunting locomotives are used for the necessary maneuvering, which are practically always available in large stations, but would have to be closed at smaller stations. This results in deficiencies in railway operations, for example, because too many cars in a train are in use, which would be needed in other trains.
    Presentation of the invention
    The invention is therefore based on the object of specifying a passenger rail vehicle, which does not require shunting locomotive for maneuvering.
    The object is achieved by a passenger rail vehicle having the features of claim 1. Advantageous embodiments are the subject of the subordinate claims.
    According to the basic idea of the invention, a passenger rail vehicle is described, which comprises an accumulator and a power drive which acts on an axle shaft of the passenger rail vehicle and wherein the power drive for transmitting its driving force to the axle shaft is arranged by means of a gear transmission and wherein the energy for the operation of the power drive Accumulator is removed and wherein the power flow of the power drive to the axle shaft is mechanically decoupled.
    As a result, the advantage can be achieved, the
    Passenger rail vehicle to be able to rank without the need for a shunting locomotive.
    According to the invention, the passenger rail vehicle is equipped with a power drive which acts via a gear transmission on one of the axles of the vehicle and wherein the power flow between the power drive and the driven axle is interruptible. This is essential because the power drive is designed for low speeds (typically 10km / h) and thus the drive motor would get too high a speed at cruising speed. Furthermore, the gear transmission is protected by this disengagement, since it is only in Rangierfahrten in use.
    In a preferred embodiment of the invention, a gear is disposed radially out of engagement with a further gear for decoupling the power drive. A further preferred embodiment of the invention provides that, for the decoupling of the power drive, a gear wheel is arranged so as to be axially displaceable out of engagement with another gear wheel. For both embodiments mentioned for decoupling the power drive, a further power drive is preferably provided, which performs the necessary pivoting or sliding movements. In this way it is ensured that the drive for maneuvering the vehicle can be coupled in and out quickly and without manual intervention. In the case of failure of this further power drive, or in the event of energy loss in the vehicle, it is advisable to provide a manual emergency operation to perform the engagement and Auskuppelvorgänge. This is particularly advantageous because a vehicle with coupled power drive is not mobile in a train, because it would be exceeded due to the speed, the maximum speed of the power drive.
    To operate the power drive according to the invention stored in the vehicle battery electrical energy is used so that no pantographs are required and thus a maneuvering on non-electrified track sections is possible. In the
    Passenger rail vehicles used for general purposes such as lighting, security technology or ventilation batteries typically have sufficient capacity for this application. This capacity is sufficient to be able to maneuver the vehicle over the routes typical of shunting operations at stations, even on inclines. For level routing, up to 5 km can be achieved. This is particularly well possible, since only the low rolling resistance must be overcome in moving rail vehicles. The highest power requirement is given in the starting torque when the breakaway torque of the stationary axes must be overcome.
    As a power drive is preferably to use an electric motor, which via a power converter from the
    Vehicle battery is supplied. Alternatively, a hydraulic motor can be used, for which, however, a hydraulic pump is to be provided at a suitable location. This can be advantageous if limited space in the bogie of the passenger rail vehicle does not allow the provision of an electric motor.
    A preferred embodiment of the invention provides to arrange the power drive at those fixed points on a bogie, which are provided for a brake caliper of a disc brake and to arrange to be driven axle shaft a gear at that mounting position for a
    Brake disc is provided. In this way, the advantage can be achieved that it is very easy to equip a non-powered passenger rail vehicle with a power drive, since no changes need to be made to the bogies, in particular to the bogie frame and the suspension. The changes include only the mounting of a gear in the installation position of a brake disc, the mounting of the power drive with the gear transmission and the on / off coupling device and associated electrical or hydraulic wiring. This makes it possible to create a conversion kit for existing vehicles, which includes the required modules, by means of which existing vehicles can be retrofitted.
    The elimination of a brake disc of a vehicle is generally easily possible, since the braking power is thereby reduced only very slightly and in any case remains above the requirements for a vehicle registration. A typical 4-axle passenger coach is equipped with 3 brake discs per axle, so that the omission of one of these 12 brake discs only minimally affects the braking performance of the entire car.
    It is advantageous to provide a control device by means of which the direction of rotation and the rotational speed of the power drive can be predetermined and which controls the engagement and disengagement of the gear transmission. In this way, similar to an emergency control panel of a fully automatic rail vehicle, a shunting operation can be enabled. By means of this control device, a power electronics (converter) is driven, which generates from the vehicle battery the voltage required for the operation of the power train voltage form. Furthermore, they are
    It is further advisable to integrate safety devices (e.g. dead man's device) into the control device. For operating the control device, for example, small driving consoles can be provided in the front region of the passenger rail vehicle, for example in the vicinity of the wagon transition, which are closed when not in use by a cover. Alternatively, mobile control devices can be used, which can be connected to the vehicle electronics at a connector in the forehead area. As a result, the installation effort in the vehicle can be reduced, since the controls of the control device must be present only once per vehicle and the cost of the small consoles in the forehead can be omitted.
    In a further development of the invention, it is advisable to equip the passenger rail vehicle with a device for controlling a train of several vehicles, each of which comprise a Rangierantrieb invention. As a result, the advantage can be achieved to be able to shorten the maneuvering time when maneuvering several cars, in particular whole train parts. For this purpose, the vehicles are to be equipped with a control bus, by means of which a single control device can control all drives and brakes of such a train combination. As a result, it is possible by means of a single vehicle driver to be able to shunt in principle any number of coupled vehicles according to the invention. With a sufficient number of inventive rail vehicles with power drive in such a train and rail vehicles can be moved without power.
    Brief description of the drawings
    They show by way of example:
    Fig.l passenger rail vehicle with power drive.
    Fig.2 power drive with two-stage transmission.
    Fig.3 power drive encapsulated.
    Fig.4 bogie with power drive.
    Embodiment of the Invention FIG. 1 shows by way of example and schematically
    Passenger rail vehicle with a power drive. It is shown a passenger rail vehicle 1 with two bogies each having two axes, which comprises an accumulator 2. One of the four axles is equipped with a power drive 3, which is set up to drive this axle. The power drive 3 is formed in objective embodiment as an electric drive and receives the required electrical energy via a power electronics 4 from the accumulator 2. To control the energy supplied to the power drive, a control device 6 is provided which receives manual inputs of the drivers on one of two control panels and transmitted corresponding control signals to the power electronics 4. Furthermore, the control device 6 controls the engagement and disengagement of the power drive with the driven axle and carries out further control and safety tasks and the driving of the vehicle brakes. In the exemplary embodiment shown, the passenger rail vehicle 1 is equipped with two control interfaces 7, via which signals controlling the shunting operation can be transmitted from other vehicles to the control device 6, or these signals can be routed to further coupled vehicles. As a result, a train of a plurality of each equipped with a power drive 3 passenger rail vehicles 1 can be controlled by inputs to a control panel 5.
    2 shows an example and schematically a power drive. It is shown a power drive 3 with a two-stage gear 11. 2, an axle shaft gear 14 is arranged on which the torque exerted by the power drive 3 acts on an axle shaft 9. In order to be able to apply the breakaway torque required for starting the vehicle and to be able to dimension the power drive 3 with the lowest possible power, a high gear ratio of the gear transmission 11 is required. In order to avoid overspeed of the power drive 3 in the normal ferry operation, a mechanical disengagement of the power flow between the power drive 3 and the axle shaft 9 is provided. For this purpose, a shaft of the gear transmission 11 is slidably mounted along its longitudinal axis, wherein their gears are in a first end position along the coupling movement direction 13 in engagement with the Achswellenzahnrad 14 and the gear on the shaft of the power drive 3 and in the second end position of this engagement is canceled. The assemblies required for a force-assisted or manual dome operation are not shown in FIG. 2 for the sake of simplicity.
    3 shows an example and schematically an encapsulated power drive. It is the power drive 3 shown in Figure 2, wherein the moving parts, in particular the gear transmission 11 surrounded by an encapsulation 12 and thus protected from environmental influences. Furthermore prevents the
    Encapsulation 12 an outlet of the lubricant of the gear transmission 11th
    4 shows an example and schematically a bogie with a power drive. It is an encapsulated power drive 3 shown in the installed position on a bogie 8. The bogie 8 comprises per axle 9, three brake discs and associated brake calipers. The calipers are releasably secured to the frame of the bogie 8 at caliper attachment points 10. One of the three brake disks of an axle shaft 9 is replaced by an axle gear 14 on which the power drive 3 acts. The power drive 3 is releasably secured to the caliper attachment points 10, which are associated with the failed brake disc. In Figure 5 are to illustrate the sole arrangement of the power drive 3 at the caliper attachment points 10 to this caliper attachment points 10 is not shown hidden. The power drive 3 is except to the
    Brake caliper attachment points 10 at any point of the frame of the bogie 8 connected thereto.
    List of designations 1 Passenger rail vehicle 2 Accumulator 3 Power drive 4 Power electronics 5 Remote control 6 Control device 7 Control interface 8 Bogie 9 Axle shaft 10 Brake caliper attachment point 11 Gear transmission 12 Encapsulation 13 Dome movement direction 14 Axle shaft gear
    权利要求:
    Claims (9)
    [1]
    claims
    Passenger rail vehicle (1) comprising an accumulator (2) and a power drive (3) which acts on an axle shaft (9) of the passenger rail vehicle (1), characterized in that the power drive (3) for transmitting its driving force to the axle shaft (9) is arranged by means of a gear transmission (11) and wherein the energy for operating the power drive (3) is taken from the accumulator (2) and wherein the power flow of the power drive (3) to the axle shaft (9) is mechanically decoupled.
    [2]
    2. Passenger rail vehicle (1) according to claim 1, characterized in that the power drive (3) is an electric motor.
    [3]
    3. Passenger rail vehicle (1) according to claim 1, characterized in that the power drive (3) is a hydraulic motor.
    [4]
    4. passenger rail vehicle (1) according to one of claims 1 to 3, characterized in that for decoupling the power drive (3), a gear is arranged radially out of engagement with another gear pivotally.
    [5]
    5. Passenger rail vehicle (1) according to one of claims 1 to 3, characterized in that for the decoupling of the power drive (3), a gear is axially slidably disposed out of engagement with another gear.
    [6]
    6. Passenger rail vehicle (1) according to one of claims 1 to 5, characterized in that on the driven axle shaft (9) fixed gear (14) is arranged at that installation position, at which at further axle shafts (9) of the passenger rail vehicle (1) a brake disc is fastened and wherein the power drive (3) of the driven axle is arranged at those fixed points (10) on which a caliper is arranged on further axles.
    [7]
    7. Passenger rail vehicle (1) according to one of claims 1 to 6, characterized in that for the implementation of the engagement and Auskuppelvorgänge a power drive is provided.
    [8]
    8. Passenger rail vehicle (1) according to one of claims 1 to 7, characterized in that a manual emergency operation is provided for carrying out the engagement and Auskuppelvorgänge.
    [9]
    9. Passenger rail vehicle (1) according to one of claims 1 to 8, characterized in that a control device (6) is provided by means of which the direction of rotation and the rotational speed of the power drive (3) can be predetermined and which controls the engagement and disengagement of the gear transmission.
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    DE102016012174A1|2018-04-12|Drive and / or braking device for a vehicle
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    DE407555C|1924-12-23|Device for electric train lights
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    同族专利:
    公开号 | 公开日
    EP3337707B1|2021-09-29|
    PL3337707T3|2022-01-31|
    EP3337707A1|2018-06-27|
    ES2895510T3|2022-02-21|
    CN108349508A|2018-07-31|
    AT518037B1|2021-04-15|
    CN206606208U|2017-11-03|
    WO2017089021A1|2017-06-01|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    DE1530305A1|1965-09-10|1969-10-23|Siemens Ag|Procedure for maneuvering rail vehicles|
    DE4442515A1|1994-11-30|1996-06-05|Beilhack Maschf Martin|Railway carriage esp. goods van|
    EP0718169A1|1994-12-20|1996-06-26|Krauss-Maffei Verkehrstechnik GmbH|Railway wagon with its own drive assembly|
    DE102012010365A1|2012-05-29|2013-12-05|Richard Sauter|Method for performing operations of electric rail with railway track, traction units, ancillary vehicles or wagons, involves carrying required energy for completion of non-electrified track sections in accumulators|
    DE202014006006U1|2014-07-23|2014-09-24|Manfred Weiss|Self-propelled railway carriage|
    DE102007041749A1|2007-09-04|2009-03-05|Voith Patent Gmbh|Final drive for a rail vehicle|
    DE102013104558A1|2013-05-03|2014-11-06|Bombardier Transportation Gmbh|Drive train for a rail vehicle and method for detecting an overload case in a drive train|
    CN104675964A|2013-11-29|2015-06-03|北京南口轨道交通机械有限责任公司|Gear box of meter-gage locomotive|
    AT518037B1|2015-11-24|2021-04-15|Siemens Mobility Austria Gmbh|Passenger rail vehicle with a shunting drive|AT518037B1|2015-11-24|2021-04-15|Siemens Mobility Austria Gmbh|Passenger rail vehicle with a shunting drive|
    CN109131384B|2018-08-24|2020-03-13|中车大连机车车辆有限公司|Vehicle body and multi-connection train|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    ATA50999/2015A|AT518037B1|2015-11-24|2015-11-24|Passenger rail vehicle with a shunting drive|ATA50999/2015A| AT518037B1|2015-11-24|2015-11-24|Passenger rail vehicle with a shunting drive|
    PL16781731T| PL3337707T3|2015-11-24|2016-10-10|Passenger rail vehicle|
    CN201680068742.5A| CN108349508A|2015-11-24|2016-10-10|Passenger rail vehicle|
    EP16781731.1A| EP3337707B1|2015-11-24|2016-10-10|Passenger rail vehicle|
    ES16781731T| ES2895510T3|2015-11-24|2016-10-10|passenger rail vehicle|
    PCT/EP2016/074185| WO2017089021A1|2015-11-24|2016-10-10|Passenger rail vehicle|
    CN201621331300.9U| CN206606208U|2015-11-24|2016-10-17|Riding rail vehicle|
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