U.S. patent application number 13/220893 was filed with the patent office on 2012-09-20 for drive motor for a rail vehicle.
This patent application is currently assigned to BOMBARDIER TRANSPORTATION GMBH. Invention is credited to Igor Geiger, Paul Gier, Matthias Kwitniewski, Heiko Mannsbarth, Detlef Muller.
Application Number | 20120234200 13/220893 |
Document ID | / |
Family ID | 46605222 |
Filed Date | 2012-09-20 |
United States Patent
Application |
20120234200 |
Kind Code |
A1 |
Muller; Detlef ; et
al. |
September 20, 2012 |
Drive Motor for a Rail Vehicle
Abstract
The present invention relates to a drive motor for transverse
mounting in a running gear of a rail vehicle with a motor housing
(105.2) and a motor shaft (105.1), wherein the motor shaft (105.1)
in the mounted state is oriented in a transverse direction of the
running gear (103) and the motor housing (105.2) extends over a
housing width in the transverse direction of the running gear
(103). The motor housing (105.2), on its underside, has a flattened
region (105.3), wherein the flattened region (105.3) extends over
at least 50% of the housing width and the flattened region (105.3)
in at least one peripheral region forms an edge (105.4, 105.5)
running in the transverse direction.
Inventors: |
Muller; Detlef; (Siegen,
DE) ; Kwitniewski; Matthias; (Aachen, DE) ;
Geiger; Igor; (Kreuztal, DE) ; Gier; Paul;
(Aachen, DE) ; Mannsbarth; Heiko; (Wiesbaden,
DE) |
Assignee: |
BOMBARDIER TRANSPORTATION
GMBH
Berlin
DE
|
Family ID: |
46605222 |
Appl. No.: |
13/220893 |
Filed: |
August 30, 2011 |
Current U.S.
Class: |
105/26.05 |
Current CPC
Class: |
B61C 9/50 20130101 |
Class at
Publication: |
105/26.05 |
International
Class: |
B61C 17/00 20060101
B61C017/00 |
Foreign Application Data
Date |
Code |
Application Number |
Mar 16, 2011 |
DE |
20 2011 004 022.4 |
Claims
1. A drive motor for transversely arranged mounting in a running
gear of a rail vehicle, comprising a motor housing and a motor
shaft, wherein said motor shaft, in said mounted state, is oriented
in a transverse direction of said running gear, and said motor
housing extends over a housing width in said transverse direction
of said running gear, wherein said motor housing, on its underside,
has a flattened region, said flattened region extends over at least
50% of said housing width, and said flattened region, in at least
one peripheral region, forms an edge running in said transverse
direction.
2. The drive motor according to claim 1, wherein said flattened
region extends over at least 70% of said housing width.
3. The drive motor according to claim 1, wherein said flattened
region at least one of extends over at least 80% of said housing
width and extends over at least 95% of said housing width.
4. The drive motor according to claim 1, wherein said flattened
region extends over substantially said entire housing width.
5. The drive motor according to claim 1, wherein said flattened
region has a plurality of flattened subsections which are spaced
apart in said transverse direction.
6. The drive motor according to claim 1, wherein said flattened
region, in a peripheral region leading in a direction of travel of
said running gear, forms an edge running in said transverse
direction.
7. The drive motor according to claim 1, wherein said flattened
region, in a peripheral region trailing in a direction of travel of
said running gear, forms an edge running in said transverse
direction.
8. The drive motor according to claim 1, wherein said motor
housing, in said region of said edge running in said transverse
direction, in a sectional plane running perpendicular to said
transverse direction, has a radius of curvature of at least one of
less than 10 mm, less than 5 mm and less than 2 mm.
9. The drive motor according to claim 1, wherein said motor housing
defines a circumferential direction and a central plane which, in
said mounted state, runs parallel to a height direction and said
transverse direction of said running gear, wherein said flattened
region, in said circumferential direction, extends over a
circumferential angle of at least one of 20.degree. to 90.degree.,
30.degree. to 80.degree. and 40.degree. to 60.degree.,
10. The drive motor according to claim 1, wherein said motor
housing defines a circumferential direction and a central plane
which, in said mounted state, runs parallel to a height direction
and said transverse direction of said running gear, wherein said
flattened region, in said circumferential direction, extends over
substantially said same circumferential angle to both sides of said
central plane.
11. The drive motor according to claim 1, wherein said flattened
region, in said region of said edge running in said transverse
direction, is bordered by an adjacent region, wherein said adjacent
region extends in said circumferential direction over a
circumferential angle of at least one of 15.degree. to 35.degree.,
20.degree. to 30.degree. and 25.degree. to 30.degree.,
12. The drive motor according to claim 1, wherein said flattened
region, in said region of said edge running in said transverse
direction, is bordered by an adjacent region, wherein said adjacent
region runs substantially tangential to an adjacent outer
circumference of said motor housing.
13. The drive motor according to claim 1, wherein said flattened
region, in said region of said edge running in said transverse
direction, is bordered by an adjacent region, wherein said adjacent
region is formed as a substantially planar surface.
14. The drive motor according to claim 1, wherein said flattened
region, in said region of said edge running in said transverse
direction, is bordered by an adjacent region, wherein said adjacent
region runs inclined at an angle of inclination to said flattened
region of at least one of 20.degree. to 60.degree., 30.degree. to
50.degree. and 40.degree. to 45.degree..
15. The drive motor according to claim 1, wherein said flattened
region is formed as a substantially planar surface.
16. The drive motor according to claim 1, wherein said flattened
region, in said region of a leading edge and in said region of a
trailing edge, is bordered by an adjacent region, wherein each
adjacent region runs substantially tangential to an adjacent outer
circumference of said motor housing.
17. The drive motor according to claim 1, wherein said flattened
region, in said region of a leading edge and in said region of a
trailing edge, is bordered by an adjacent region, wherein each
adjacent region is formed as a substantially planar surface.
18. The drive motor according to claim 1, wherein said flattened
region, in said region of a leading edge and in said region of a
trailing edge, is bordered by an adjacent region, wherein each
adjacent region runs inclined at an angle of inclination to said
flattened region of at least one of 20.degree. to 60.degree.,
30.degree. to 50.degree. and 40.degree. to 45.degree..
19. A running gear of a rail vehicle with a drive motor for
transversely arranged mounting, driving a wheel unit of said
running gear and comprising a motor housing and a motor shaft,
wherein said motor shaft, in said mounted state, is oriented in a
transverse direction of said running gear, and said motor housing
extends over a housing width in said transverse direction of said
running gear, wherein said motor housing, on its underside, has a
flattened region, said flattened region extends over at least 50%
of said housing width, and said flattened region, in at least one
peripheral region, forms an edge running in said transverse
direction.
20. The running gear according to claim 19, wherein said wheel unit
defines a wheel axis which, in a height direction of said running
gear, is arranged at a first height level, and said flattened
region is arranged at a second height level which lies below said
first height level.
21. A rail vehicle comprising a running gear with a drive motor for
transversely arranged mounting, said drive motor driving a wheel
unit of said running gear and comprising a motor housing and a
motor shaft, wherein said motor shaft, in said mounted state, is
oriented in a transverse direction of said running gear, and said
motor housing extends over a housing width in said transverse
direction of said running gear, wherein said motor housing, on its
underside, has a flattened region, said flattened region extends
over at least 50% of said housing width, and said flattened region,
in at least one peripheral region, forms an edge running in said
transverse direction.
22. The rail vehicle according to claim 21, wherein it is designed
for high speed traffic with a nominal operating speed above 250
km/h, in particular above 300 km/h.
Description
BACKGROUND OF THE INVENTION
[0001] The present invention relates to a drive motor for
transversely arranged mounting in a running gear of a rail vehicle
having a motor housing and a motor shaft, wherein the motor shaft,
in the mounted state, is oriented in a transverse direction of the
running gear and the motor housing extends over a housing width in
the transverse direction of the running gear. The invention
furthermore relates to a running gear with such a drive motor and a
vehicle with such a running gear.
[0002] In modern rail vehicles which are operated at comparatively
high nominal speeds, usually the problem occurs that, at particular
points in the region of the running gear at which the air flow
detaches from the vehicle components arranged there, flow
conditions occur which, at high speeds, lead to a substantial
increase in drag and substantial sound emissions. This is partly
due to the fact that, downstream of the detachment point, a
continuously widening shear layer forms. The wider this shear layer
expands, the greater the associated drag. Furthermore, in this
shear layer usually periodic formation pronounced vortices occurs
(so-called Kelvin-Helmholtz instability) together with the
associated sound emission.
[0003] If this shear layer hits running gear components such as,
for example, the underside of a transversely installed conventional
cylindrical drive motor, which protrudes downward beyond the wheel
set shaft, further turbulence is induced which leads to an increase
in drag and sound emissions.
SUMMARY OF THE INVENTION
[0004] The present invention is therefore based on the object of
providing a drive motor, a running gear and a rail vehicle of the
type cited initially which do not entail the above disadvantages or
at least only to a lesser extent, and, in particular, in a simple
manner allow a reduction in drag and sound emission.
[0005] The present invention is based on the technical teaching
that, in a simple manner, a reduction in sound emissions in the
region of the running gear and a reduction in drag of the vehicle
are achieved if the motor housing in the mounted state on its
underside has a flattened region which extends sufficiently far in
the transverse direction of the running gear and which in at least
one of its two peripheral regions forms an edge running in the
transverse direction. Compared with conventional, substantially
cylindrical motor housings, the flattened region has the advantage
that, because of the flattening, the incident air flow can
re-attach to the motor housing forming a boundary layer while the
edge running in the transverse direction in the peripheral region
causes a proper re-detachment of the flow if arranged on the
trailing end of the flattened part during operation.
[0006] By the re-attachment and proper re-detachment of the flow it
is achieved that, in the region of the motor, a shear layer only
reforms behind the motor (in the direction of travel) and cannot
expand again until there, so that over the region of the running
gear. in total, a reduction in expansion of the shear layer is
achieved. This leads to reduced sound emission and reduced
drag.
[0007] It is evident that subsequent running gear components in the
flow course can also be structured in the region of their underside
such that the flow re-attaches there, so that, in total, a
pronounced reduction in sound emission and drag results.
[0008] According to one aspect the invention therefore concerns a
drive motor for transversely arranged mounting in a running gear of
a rail vehicle having a motor housing and a motor shaft, wherein
the motor shaft in the mounted state is oriented in the transverse
direction of the running gear and the motor housing extends over a
housing width in the transverse direction of the running gear. On
its underside the motor housing has a flattened region, wherein the
flattened region extends over at least 50% of the housing width and
the flattened region, in at least one peripheral region, forms an
edge running in the transverse direction.
[0009] The degree of reduction of sound emission and drag, firstly,
depends on the width of the flattened region (i.e. its dimension in
the transverse direction). Preferably the flattened region
therefore extends over at least 70% of the housing width,
preferably over at least 80% of the housing width, further
preferably over at least 95% of the housing width.
[0010] In particularly favorable embodiments, the flattened region
extends over substantially the entire housing width. It is evident,
however, that in other variants of the invention the flattened
region need not necessarily be configured to be continuous. Rather,
the flattened region can be divided into separate flattened
sections or subsections, respectively. In certain variants of the
invention, the flattened region therefore has a plurality of
flattened subsections which are spaced apart in the transverse
direction.
[0011] Preferably the flattened region, in a peripheral region
trailing in a direction of travel of the running gear, forms an
edge running in the transverse direction. In addition or
alternatively, it can be provided that the flattened region, in a
peripheral region leading in a direction of travel of the running
gear, forms an edge running in the transverse direction. If both
peripheral regions are provided with such an edge, the defined flow
detachment is naturally guaranteed irrespective of the direction of
travel.
[0012] Preferably, the respective edge is formed as a sufficiently
sharp flow detachment edge which guarantees a reliable, defined
flow detachment. Preferably, in a sectional plane running
perpendicular to the transverse direction, the motor housing, in
the region of the edge running in the transverse direction, has a
radius of curvature of less than 10 mm, preferably less than 5 mm,
further preferably less than 2 mm.
[0013] The further dimensions of the flattened region can in
particular be selected as a function of the nominal operating speed
of the vehicle. In preferred variants of the invention, the motor
housing defines a circumferential direction and a central plane
which, in the mounted state, runs parallel to a height direction
and the transverse direction of the running gear. The flattened
region then extends in the circumferential direction over a
circumferential angle of 20.degree. to 90.degree., preferably
30.degree. to 80.degree., further preferably 40.degree. to
60.degree.. Additionally or alternatively, the flattened region, in
the circumferential direction, can extend over substantially the
same circumferential angle to both sides of the central plane. In
particular, a design symmetrical to the central plane can be
provided.
[0014] Preferably, in the region of the edge running in the
transverse direction, the flattened region is bordered by an
adjacent region which is arranged and oriented, respectively, with
respect to the flattened region such that it guarantees a gentle
re-attachment of the flow or a defined re-detachment of the flow.
Preferably, the adjacent region therefore extends in the
circumferential direction over a circumferential angle of
15.degree. to 35.degree., preferably 20.degree. to 30.degree.,
further preferably 25.degree. to 30.degree..
[0015] Additionally or alternatively, the adjacent region runs
substantially tangential to an adjacent outer circumference of the
motor housing, leading to a particularly favorable housing
design.
[0016] Additionally or alternatively, the adjacent region can be
formed as a substantially planar surface, also leading to
particularly favorable housing design.
[0017] Additionally or alternatively, the adjacent region can
finally run inclined at an angle of inclination to the flattened
region of 20.degree. to 60.degree., preferably 30.degree. to
50.degree., further preferably 40.degree. to 45.degree., whereby a
particularly gentle re-attachment of the flow or precisely defined
re-detachment of the flow is guaranteed.
[0018] The flattened region (in a plane perpendicular to the motor
shaft) can, in principle, have any arbitrary at least section-wise
curved and/or at least section-wise polygonal sectional contour as
long as re-attachment of the flow is guaranteed. In particularly
preferred variants, not least because of the simple design, the
flattened region is, however, formed as a substantially planar
surface.
[0019] In preferred variants of the invention, in the region of a
leading edge and in the region of a trailing edge, the flattened
region is bordered by an adjacent region so that the benefits
outlined above are achieved irrespective of the direction of
travel. Preferably, the respective adjacent region runs
substantially tangential to an adjacent outer circumference of the
motor housing. Additionally or alternatively, the respective
adjacent region can be formed as a substantially planar surface.
Additionally or alternatively, here again, it can be provided that
the respective adjacent region runs inclined at an angle of
inclination to the flattened region of 20.degree. to 60.degree.,
preferably 30.degree. to 50.degree., further preferably 40.degree.
to 45.degree..
[0020] The present invention furthermore relates to a running gear
with a drive motor according to the invention which drives a wheel
unit of the running gear. The drive motor can, in principle, be
arranged arbitrarily so that its underside cooperates or interferes
with the air flow below the vehicle. In preferred variants, the
wheel unit defines a wheel axis which is arranged, in a height
direction of the running gear, at a first height level and the
flattened region is arranged at a second height level which lies
below the first height level.
[0021] The present invention furthermore relates to a rail vehicle
with a running gear according to the invention. Preferably this is
a rail vehicle for high speed traffic with a nominal operating
speed above 250 km/h, in particular above 300 km/h, as here the
benefits described above are particularly effective.
[0022] Further preferred embodiments of the invention become
apparent from the dependent claims or the description below of
preferred exemplary embodiments which refers to the enclosed
drawing.
BRIEF DESCRIPTION OF THE DRAWINGS
[0023] FIG. 1 is a schematic sectional view of part of a preferred
embodiment of the rail vehicle according to the invention, with a
preferred embodiment of the running gear according to the
invention, with a preferred embodiment of the drive motor according
to the invention.
DETAILED DESCRIPTION OF THE INVENTION
[0024] With reference to FIG. 1, a preferred embodiment of the rail
vehicle 101 according to the invention is described below. The rail
vehicle 101 is the end wagon of a multiple unit vehicle for high
speed traffic with nominal operating speeds above 250 km/h, namely
v.sub.n=300 km/h to 380 km/h.
[0025] The vehicle 101 comprises a wagon body (indicated by contour
102) which, in the region of its two ends, in a conventional manner
is supported on a running gear in the form of a bogie 103. It is
evident, however, that the present invention can also be used in
connection with other configurations in which the wagon body is
supported on only one running gear.
[0026] For easier understanding of the explanations given below, in
FIG. 1 a vehicle coordinate system x, y, z (specified by the wheel
support plane of the bogie 103) is given in which the x coordinate
designates the longitudinal direction, the y coordinate the
transverse direction and the z coordinate the height direction of
the rail vehicle 101 and bogie 103, respectively.
[0027] The bogie 103 is arranged in a running gear cut-out 104 of
the wagon body 102 which, at its leading end, is limited by a
leading wall 102.1. The running gear cut-out 104 is limited by
skirts on both running gear sides.
[0028] The bogie 103, in a conventional manner, has two wheel units
in the form of wheelsets 103.1 on which a bogie frame 103.2 is
supported. Each wheelset 103.1 is driven via a gear (not shown) by
a drive motor 105 which is mounted to be transversely arranged
(i.e. with the motor shaft 105.1 running in the vehicle transverse
direction) on the bogie frame 103.2.
[0029] In the present example, the motor 105 is mounted so that the
motor shaft 105.1 lies at a height level (i.e. in the z direction)
which lies in the region of axle 103.3. The motor housing 105.2
therefore protrudes downward beyond the axle 103.3.
[0030] The motor housing 105.2, at its underside protruding into
the air flow, has a flattened region in the form of a substantially
planar surface 105.3. The flattened region 105.3, at its leading
periphery in the present direction of travel (here the positive x
direction), has a first edge 105.4 running in the transverse
direction (y direction) and, at its trailing periphery in the
present direction of travel, has a second edge 105.5 running in the
transverse direction.
[0031] The flattened region 105.3, in the region of the first edge
105.4, is bordered by a leading first adjacent region 105.6 and, in
the region of the second edge 105.5, is bordered by a trailing
second adjacent region 105.7. Each adjacent region is also formed
as a substantially planar surface which merges tangentially into
the otherwise substantially cylindrical outer contour of the motor
housing 105.2.
[0032] It is evident, however, that in other variants of the
invention, the outer contour of the motor housing lying outside the
flattened region and the adjacent regions may have any other
arbitrary design. It can, for example, have any arbitrary sectional
contour which is at least section-wise curved and/or at least
section-wise polygonal (in a plane perpendicular to the motor
shaft).
[0033] The flattened region 105.3, in the present example, extends
over substantially the entire housing width of the motor housing
105.2 (in the transverse direction). It is evident, however, that
in other variants of the invention a smaller proportion of the
housing width can be provided with the flattening or
correspondingly flattened subsections.
[0034] Each edge 105.4 and 105.5 is designed as a sufficiently
sharp flow detachment edge which (as will be explained in more
detail below) guarantees a reliable, defined flow detachment. To
this end, the motor housing 105.2, in the present example, has a
radius of curvature of approximately 2 mm in the region of the
respective edge 105.4 and 105.5 in a sectional plane running
perpendicular to the transverse direction (xz plane).
[0035] The motor housing 105.2 defines a circumferential direction
and a central plane 105.8 (containing the axis of the motor shaft
105.1) which, in the mounted state, runs parallel to the height
direction and the transverse direction. The flattened region 105.3,
in the present example, in the circumferential direction, extends
over a circumferential angle of 40.degree., wherein it extends in
the circumferential direction over substantially the same
circumferential angle to both sides of the central plane 105.8. The
flattened region 105.3 also runs parallel to the xy plane (and,
hence, on a straight level track, parallel to the wheel support
plane).
[0036] The two flat adjacent regions 105.6 and 105.7 each extend in
the circumferential direction over a circumferential angle of
25.degree., wherein they run inclined at an angle of inclination to
the flattened region 105.3 of 45.degree..
[0037] At the lower end of the leading wall 102.1, the outer skin
of the wagon body 102 forms a detachment region in the form of a
flow separation edge 102.2 at which the air flow (flowing over the
underside of the wagon body 102 from the free vehicle end to
running gear cut-out 104) detaches from the outer skin, i.e. the
surface of the wagon body 102.
[0038] After detachment of the air flow, as a result of the
different flow speeds in the running gear cut-out 104 and the gap
below to the track bed, a so-called shear layer 106 forms. The flow
conditions within the shear layer 106 are extremely unstable
because of the speed differences, so that, apart from an expansion
of the shear layer 106 in the vehicle height direction (z
direction), in the further course of the flow periodic roll-up of
vortices occurs.
[0039] This periodic vortex formation in conventional vehicles
causes a substantial sound emission in this vehicle region. This is
amplified when these vortices hit subsequent vehicle components, in
particular components of the running gear 103 such as, amongst
others, the motor housing 105.2. As a result, these components are
excited to vibration and hence also sound emission. Furthermore, a
large expansion of the shear layer 106 causes a significant
increase in the drag of the vehicle 101.
[0040] The design of the motor housing 105.2 described above causes
a reduction in sound emission and drag of the vehicle 101 as will
be described in detail below.
[0041] The leading, forward sloping (in the positive x direction in
travel) adjacent region 105.6, firstly, causes a gentle
re-attachment of the flow to the motor housing 105.2, where in the
subsequent flattened region 105.3, thanks to its flattened design,
a low resistance attached flow (forming a boundary layer)
re-forms.
[0042] Only at the trailing second edge 105.5 does the flow detach,
again forming a shear layer, wherein the inclination of the
trailing second adjacent region 105.6 to the flattened region 105.3
prevents this flow being able to follow this change in direction of
the sectional contour of the motor housing 105.2. As a result, a
clearly defined detachment of the flow at the second edge 105.5 is
guaranteed.
[0043] In total, the defined re-attachment at the flattened region
105.3 and the defined re-detachment of the flow, hence the
section-wise interruption in the shear layer, in comparison with
conventional designs with cylindrical motor underside, for example,
substantially reduces the expansion of the shear layer 106 behind
the motor 105 and, hence, both sound emission and drag.
[0044] The design symmetrical to the central plane 105.8 of the
motor housing 105.2 entails the advantage that the defined
re-attachment at the flattened region 105.3 and defined
re-detachment of the flow are guaranteed also in the opposite
direction of travel.
[0045] The present invention has been described above exclusively
on the basis of a vehicle for multiple unit rail vehicles in high
speed traffic. It is evident, however, that the invention can also
be used in connection with other rail vehicles.
* * * * *