EP1199237B1 - Transmission pour véhicule ferroviaire - Google Patents

Transmission pour véhicule ferroviaire Download PDF

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Publication number
EP1199237B1
EP1199237B1 EP01124748A EP01124748A EP1199237B1 EP 1199237 B1 EP1199237 B1 EP 1199237B1 EP 01124748 A EP01124748 A EP 01124748A EP 01124748 A EP01124748 A EP 01124748A EP 1199237 B1 EP1199237 B1 EP 1199237B1
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EP
European Patent Office
Prior art keywords
drive motor
gearbox
wheel
inverter
steering drive
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.)
Revoked
Application number
EP01124748A
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German (de)
English (en)
Other versions
EP1199237A1 (fr
Inventor
Richard Strehler
Max Bartl
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.)
ZF Friedrichshafen AG
Original Assignee
ZF Friedrichshafen AG
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Filing date
Publication date
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Application filed by ZF Friedrichshafen AG filed Critical ZF Friedrichshafen AG
Publication of EP1199237A1 publication Critical patent/EP1199237A1/fr
Application granted granted Critical
Publication of EP1199237B1 publication Critical patent/EP1199237B1/fr
Anticipated expiration legal-status Critical
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C15/00—Maintaining or augmenting the starting or braking power by auxiliary devices and measures; Preventing wheel slippage; Controlling distribution of tractive effort between driving wheels
    • B61C15/14—Maintaining or augmenting the starting or braking power by auxiliary devices and measures; Preventing wheel slippage; Controlling distribution of tractive effort between driving wheels controlling distribution of tractive effort between driving wheels
    • 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
    • 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
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles

Definitions

  • the invention relates to a transmission for rail vehicles according to the preamble of claim 1, as well as the Use of this transmission according to claim 13.
  • Conventional rail vehicles are so-called Wheel sets equipped, with a left and a right wheel are firmly connected to each other by a shaft.
  • the wheels have conical wheel profiles, so that at one lateral offset of the wheelset from the middle of the track different Roll-off radii effective on the left and right wheels are, whereby a turning movement is initiated. once excited, this turning movement is also repeated straight tracks periodically and causes the so-called Sinusoidal run of the rail vehicle, in which the vehicle moved back and forth on a wave track in the track's track channel.
  • the wheel flange of each wheel beats again and again to the track.
  • that reach modern high-speed trains and surpassed by future high-speed trains should become a significant one Reduced comfort and high wear on wheels and Rails caused.
  • the two wheels are known from EP 0 511 949 A2 to act on an axis with different drive power.
  • EP 0 770 533 B1 describes a transmission for rail vehicles reveals one left and one right Wheel of an axle, a summation gear for superimposition a driving drive driving the wheels in the same direction and is assigned a steering drive with which a differential speed can be impressed on the wheels.
  • each summation gear has a travel drive motor connectable first input element, a with a steering input motor connectable second input member and an output member connectable to the associated wheel on. Because of the differential speed that can be impressed on the wheels the rail vehicle can be actively steered in the track channel, whereby hard flange starts can be avoided.
  • the system is principally for very high driving speeds suitable.
  • Symmetrical configurations are shown at which the steering drive the wheels actually, regardless from the drive, can be superimposed.
  • two independent steering drives or steering drive motors needed.
  • the summation gear that the individual Are assigned to wheels are designed as planetary gears, being the input element for the steering drive each the ring gear serves, which via a worm gear the steering drive motor is coupled.
  • the travel drive motor or the travel drive motors cause high support moments on these ring gears the left and right worm gears act and in the Worm gears cause high friction losses. Furthermore, the worm gearboxes around zero speed Operated around, they often stand still and are too exposed to constant changes in load direction. Adequate Lubrication is extreme under these conditions difficult to guarantee. The worm gears are therefore and due their high load is extremely prone to wear and tear cause poor efficiency of the steering drive.
  • EP 0 965 511 A2 shows a superimposed steering gear for rail vehicles, with each wheel one axis a summation gear designed as a planetary gear is assigned and in which the webs of the two Summation gear through a with the steering drive motor connected bevel gear can be driven in opposite directions, so that the webs have the same speed due to the steering drive motor, however reverse direction of rotation, can be impressed.
  • the invention is therefore based on the object Specify generic transmission for rail vehicles, that a better efficiency, a lower tendency to wear has and in which the two wheels equally and regardless of the travel drive in a simple way with differential speeds are acted upon.
  • the summation gears are designed as planetary gears, with several mounted on a planet carrier Planet gears that mesh with one another at the same time Sun gear and a ring gear are.
  • the first input member connectable to the travel drive Ring gear
  • the second input member connectable to the steering drive the sun gear and the one with the assigned gear connectable output member of the planet carrier.
  • a further reduction in that of the steering drive motor Torque to be applied can be achieved that the sun gears of the respective summation gear via a further stage of translation with two to each other counter-rotating members of the reverse stage are connected.
  • the reverse stage is designed as a bevel gear, with a steering drive side Bevel pinion in meshing at the same time with two coaxial, facing bevel gears is.
  • bevel gear is symmetrical to one between the arranged two summing gear lying central plane is the further drive connection to the left or made to the right wheel with the same components become.
  • the reverse stage can also be used be designed as a spur gear.
  • a space-saving overall arrangement is achieved if the steering drive motor is in the vehicle's longitudinal direction the side opposite the drive motor to the Gear can be flanged. Another advantage of this configuration is that both the steering and Travel drive motor easily accessible for maintenance tasks is.
  • a drive unit for rail vehicles with a gearbox according to a of the preceding claims, with a travel drive motor, a steering drive motor, with a left and a right Wheel, with one between each of the wheels and the transmission
  • Axial offset compensating clutch is provided and the Wheels are suspended in a vertical direction.
  • a such drive unit has low sprung masses, because both the travel drive and the steering drive from the spring-suspended wheels are decoupled.
  • Fig. 1 is 2 with a gear for rail vehicles designated, which is an input for a traction drive motor 4, an input for a steering drive motor 6 and an exit for a left and a right wheel 8, from which only one is shown.
  • the drive device is essentially symmetrical to a longitudinal median plane 10 of the vehicle.
  • On the motor shaft 12 of the travel drive motor a bevel pinion 14 is seated, which is a bevel gear 16 drives.
  • An external toothing 18 on the back of the Bevel gear 16 engages in the internal toothing of a ring gear 20 a, which is part of a summation gear 22.
  • the ring gear 20A On the side opposite the bevel gear 16 is a another summation gear 22A arranged, the ring gear 20A is carried by a driver member 24, the is firmly connected to the bevel gear 16 and in the internal toothing of the ring gear 20A engages.
  • Multiple planet gears 26 are rotatable on planet axes 28 of the planet carrier 30 stored.
  • the planet gears 26 are in simultaneous Gear meshing with the ring gear 20 and a sun gear 32, the flying in the meshing of the planet gears 26 is stored.
  • the planet carrier 30 is over a Driving teeth 34 coupled to the output shaft 36.
  • the output shaft 36 is rotatable in the housing of the transmission 2 stored and sealed to the outside. Between the output shaft 36 and a flange 38 of the wheel 8 is one Shaft 40 arranged, the arch teeth at their ends 42 has, which in corresponding counter teeth of Engage output shaft 36 or flange 38. In order to the wheel is rotatably connected to the output shaft, wherein however, there is an axial offset between wheel 8 and output shaft 36 is possible.
  • the wheel 8 is through guides, not shown suspended vertically from the vehicle.
  • the shaft 40 with the arch teeth 42 forms one Part of a curved tooth coupling that enables one Axial offset between the wheel 8 and the output shaft 36 compensate.
  • the drive connection of the ring gear 20A in the Representation of right summation gear 22A to assigned, not shown right wheel corresponds the connection described for the left wheel 8.
  • the left one Summation gear and its connection to the wheel is with respect to the center plane 10 symmetrical to the right summation gear and its connection to the assigned Wheel.
  • connection of the steering drive motor is also between a shaft 44 and the sun gears 32, 32A symmetrical built up. Therefore, only the structure of one is described below Page explained in detail.
  • the sun gear 30 engages a driving toothing 46 in an internal toothing of the Intermediate wheel 48 a.
  • the intermediate gear 48 forms together with a spur gear 50 of the intermediate shaft 52 a Gear ratio to reduce that from the steering drive motor torque to be applied.
  • Another level of translation is formed by a connected to the intermediate shaft 52 Bevel gear 54 by a bevel pinion 56 on the Shaft 44 is driven.
  • the bevel pinion 56 is in simultaneous meshing with the two coaxial, each other facing bevel gears 54, 54A and forms with them together the reverse stage over which the sun gears of the two summing gears 22, 22A coupled together in this way are that they have the same speed, but reverse Direction of rotation is stamped.
  • the shaft 44 or that Bevel pinion 56 forms a central intermediate element of the reversing stage, that for further speed reduction of the sun gears via a pre-translation stage consisting of two spur gears 58, 60 connected to the steering drive motor 6 is.
  • a pre-translation stage consisting of two spur gears 58, 60 connected to the steering drive motor 6 is.
  • the bevel gear 56, 54, 54A is symmetrical to one lying between the two summing gears 22, 22A Center plane 10 arranged so that for the intermediate shafts 52, the intermediate wheels 48 and the summation gear 22 common parts can be used on the left and right can.
  • the gearbox described enables through the reverse stage 56, 54, 54A a symmetrical introduction of the superimposed speeds with only one central steering drive motor 6. It requires little space and has many duplicate identical parts.
  • the gearbox that without a worm gear stage needs a high degree of efficiency and a low tendency to wear.
  • the steering drive motor 6 is very gear ratio indirectly coupled to the wheel 8, making a small one Steering drive motor 6 can be used. Because of the small moments of inertia can such a small steering motor with a very high dynamics are used to control a fast moving rail vehicle needed in the track channel becomes.
  • Steering drive motor 6 it is basically possible to use the steering drive motor 6 to switch torque-free, to block or with one to apply predefinable braking torque.
  • blocked Steering drive motor 6 is the behavior of a wheelset simulated rigid connection of the left and right wheels. If the steering drive motor 6 is torque-free, results the behavior of a differential between the two Wheels, which can be predetermined by a predefinable braking torque Barrier effect can be impressed.
  • the gear can also be on a non-driven Axle can be used for steering purposes, the execution is the same except for the missing drive motor.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Retarders (AREA)

Claims (13)

  1. Mécanisme (2) pour véhicules ferroviaires dans lequel à chacune de roues gauche et droite (8) d'un essieu est associé un mécanisme additionneur (22, 22A) destiné à superposer un entraínement de marche (4) qui entraíne les roues (8) clans un même sens et un entraínement directionnel (6) avec lequel il est possible d'imposer aux roues (8) une vitesse de rotation différentielle, chaque mécanisme additionneur (22, 22A) comportant un premier organe d'entrée (20) qui peut être relié à un moteur d'entraínement de marche (4), un deuxième organe d'entrée (32) qui peut être relié à un moteur d'entraínement directionnel (6), et un organe de sortie (30) qui peut être relié à la roue (8) correspondante, les deux organes d'entrée (32, 32A) étant accouplés entre eux par l'intermédiaire d'un étage inverseur (56, 54, 54A) de telle manière qu'il leur soit imposée une vitesse de rotation égale, mais en sens inverse, et les mécanismes additionneurs (22, 22A) étant constitués par des trains épicycloïdaux comportant plusieurs roues satellites (26) montées rotatives sur un porte-satellites (30), qui sont simultanément en prise avec une roue planétaire (32) et avec une couronne à denture intérieure (20), caractérisé en ce que le premier organe d'entrée (20), qui peut être relié au moteur d'entraínement de marche, est la couronne à denture intérieure, le deuxième organe d'entrée (32), qui peut être relié à l'entraínement de directionnel, est la roue planétaire et l'organe de sortie (30), qui peut être relié à la roue (8) correspondante, est le porte-satellites.
  2. Mécanisme selon la revendication 1, caractérisé en ce que le moteur d'entraínement directionnel (6) est relié cinématiquement à un organe intermédiaire (56), de préférence central, de l'étage inverseur.
  3. Mécanisme selon la revendication 1 ou 2, caractérisé en ce qu'il est prévu un étage de superposition préalable (58, 60) intercalé cinématiquement entre l'étage inverseur (56, 54, 54A) et le moteur d'entraínement directionnel (6).
  4. Mécanisme selon la revendication 3, caractérisé en ce que deux organes (54, 54A) de l'étage inverseur, qui peuvent être mis en rotation en sens inverse l'un de l'autre, sont accouplés cinématiquement à la roue planétaire (32) du mécanisme additionneur correspondant (22, 22A), chacun par l'intermédiaire d'un autre étage de superposition (50, 48) du même genre.
  5. Mécanisme selon l'une des revendications 1 à 4, caractérisé en ce que l'étage inverseur est constitué par un train conique, un pignon conique (56) côté entraínement directionnel étant simultanément en engrènement avec deux pignons coniques coaxiaux (54, 54A) qui sont dirigés l'un vers l'autre.
  6. Mécanisme selon la revendication 5, caractérisé en ce que le train conique (56, 54, 54A) est disposé symétriquement par rapport à un plan médian (10) situé entre les deux mécanismes additionneurs (22, 22A).
  7. Mécanisme selon l'une des revendications 1 à 4, caractérisé en ce que l'étage inverseur est constitué par un train à roues droites.
  8. Mécanisme selon l'une des revendications précédentes, caractérisé en ce que le moteur d'entraínement directionnel (6) peut être mis en jeu largement sans couple, de sorte que l'étage inverseur se comporte comme un différentiel entre les roues gauche et droite (8).
  9. Mécanisme selon l'une des revendications 2 à 8, caractérisé en ce qu'il est prévu un dispositif de freinage qui agit directement ou indirectement sur l'organe intermédiaire (56) de l'étage inverseur, de sorte que l'étage inverseur se comporte comme un différentiel bloquant entre les roues gauche et droite (8).
  10. Mécanisme selon la revendication 9, caractérisé en ce que le dispositif de freinage peut produire un couple de freinage pouvant être prédéterminé.
  11. Mécanisme selon l'une des revendications 1 à 10, caractéris é en ce que le moteur d'entraínement directionnel (6) peut être monté par flasque bride contre le mécanisme (2) sur le côté qui est à l'opposé du moteur d'entraínement de marche (4).
  12. Unité d'entraínement pour véhicules ferroviaire, comprenant un mécanisme selon l'une des revendications précédentes, comprenant un moteur d'entraínement de marche, un moteur d'entraínement directionnel, une roue gauche et une roue droite (8), dans laquelle il est prévu, entre chacune des roues (8) et le mécanisme (2), un accouplement (42, 40) qui compense un déport de l'essieu, et dans laquelle les roues (8) sont suspendues électriquement dans la direction verticale.
  13. Utilisation d'un mécanisme selon l'une des revendications 1 à 11 sur un essieu non moteur à des fins directionnelles, dans laquelle aucun moteur d'entraínement n'est monté par flasque bride.
EP01124748A 2000-10-20 2001-10-17 Transmission pour véhicule ferroviaire Revoked EP1199237B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10052018 2000-10-20
DE10052018A DE10052018A1 (de) 2000-10-20 2000-10-20 Getriebe für Schienenfahrzeuge

Publications (2)

Publication Number Publication Date
EP1199237A1 EP1199237A1 (fr) 2002-04-24
EP1199237B1 true EP1199237B1 (fr) 2004-12-15

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ID=7660438

Family Applications (1)

Application Number Title Priority Date Filing Date
EP01124748A Revoked EP1199237B1 (fr) 2000-10-20 2001-10-17 Transmission pour véhicule ferroviaire

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EP (1) EP1199237B1 (fr)
DE (2) DE10052018A1 (fr)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102005003509A1 (de) * 2005-01-26 2006-07-27 Voith Turbo Gmbh & Co. Kg Differentialeinheit, insbesondere Sperrdifferential, und Antriebssystem für Schienenfahrzeuge
DE102011081845A1 (de) 2011-08-31 2013-02-28 Zf Friedrichshafen Ag Getriebe für Schienenfahrzeuge
DE102014201237A1 (de) * 2014-01-23 2015-07-23 Zf Friedrichshafen Ag Vorrichtung zum Antreiben wenigstens einer Abtriebswelle eines Schienenfahrzeugs und Verfahren zum Betreiben einer derartigen Vorrichtung
CN108657195A (zh) * 2017-03-30 2018-10-16 比亚迪股份有限公司 前驱动桥总成及具有其的底盘、轨道交通车辆
WO2020130479A1 (fr) * 2018-12-19 2020-06-25 주식회사 만도 Appareil de commande de direction, procédé de commande de direction et dispositif de direction

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1559225A (en) * 1977-02-02 1980-01-16 Caterpillar Tractor Co Hydrostatic transmission with differential steering
DE3811409A1 (de) * 1987-11-26 1989-10-26 Geggerle Sigmund Differentialausgleich von antriebsachsen bei schienenfahrzeugen in kurven mit hilfe eines geteilten rades, dessen teile zueinander elektromotorisch bewegt werden
DE3840686A1 (de) * 1988-12-02 1990-06-07 Michael Meyerle Halteeinrichtung fuer ein gleiskettenfahrzeug
ES2077389T3 (es) * 1991-04-30 1995-11-16 Sgp Verkehrstechnik Procedimiento para el control de un mecanismo de rodadura sin uniones axiales rigidas.
US5275248A (en) * 1993-03-11 1994-01-04 Finch Thomas E Power operated wheelchair
DE19540089A1 (de) * 1995-10-27 1997-04-30 Linke Hofmann Busch Verfahren zur Führung von Fahrzeugen nach dem Null-Ebenen-Konzept
DE19805268C1 (de) * 1998-02-10 1999-08-12 Deutsch Zentr Luft & Raumfahrt Verfahren zur Spurführung von Achseinheiten eines Schienenfahrzeugs und Vorrichtung zur Durchführung des Verfahrens
DE19823980A1 (de) * 1998-05-29 1999-12-09 Deutsch Zentr Luft & Raumfahrt Getriebe

Also Published As

Publication number Publication date
DE10052018A1 (de) 2002-04-25
EP1199237A1 (fr) 2002-04-24
DE50104820D1 (de) 2005-01-20

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