CN112550321A - Wheel set transmission device and transmission system - Google Patents
Wheel set transmission device and transmission system Download PDFInfo
- Publication number
- CN112550321A CN112550321A CN202011261054.5A CN202011261054A CN112550321A CN 112550321 A CN112550321 A CN 112550321A CN 202011261054 A CN202011261054 A CN 202011261054A CN 112550321 A CN112550321 A CN 112550321A
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- Prior art keywords
- wheel set
- set transmission
- shaft
- drive
- transmission
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- 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.)
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- 230000005540 biological transmission Effects 0.000 title claims abstract description 70
- 241000271559 Dromaiidae Species 0.000 description 2
- 210000000078 claw Anatomy 0.000 description 2
- 238000012423 maintenance Methods 0.000 description 2
- 238000002485 combustion reaction Methods 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 230000007257 malfunction Effects 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 230000001360 synchronised effect Effects 0.000 description 1
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C9/00—Locomotives or motor railcars characterised by the type of transmission system used; Transmission systems specially adapted for locomotives or motor railcars
- B61C9/38—Transmission systems in or for locomotives or motor railcars with electric motor propulsion
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention relates to a wheel set transmission and a drive train for a rail vehicle. The wheel set transmission (1) has a drive shaft (5) which is connected to the electric drive motor (2) in an effective driving manner, and the wheel set transmission (1) has a driven shaft (8) which is designed as a wheel set shaft. The wheel set transmission (1) has a decoupling device (9) by means of which a mechanical connection between the drive shaft (5) and the output shaft (8) can be decoupled.
Description
This application is a divisional application filed on 10.12.2015, having application number 201510908261.8 and entitled "wheel set transmission".
Technical Field
The invention relates to a wheel set transmission (Radsatzgetriebe) and a drive train for a rail vehicle.
Background
In the manufacture of rail vehicles, the wheelset axle is the axle to which the two wheel disks of the respective axle are fastened in a rotationally fixed manner (verdrehfest). A transmission at least partially comprising a wheel set shaft is referred to as a wheel set transmission.
In particular, so-called electric Multiple units, hereinafter also referred to as EMUs, have hitherto been used in many cases for transmitting the drive power of an electric drive to a wheel set shaft, using a single-stage or two-stage wheel set transmission. EMUs are mainly used as subways (Metro), underground railways, or underground railways in public transportation systems.
A metro vehicle designed as a belt-driven vehicle body has at least one driven drive axle coupled to an electric drive, that is to say an electric motor, which drive axle is designed as a wheel set axle. In addition, such a driveable vehicle body can also have one or more drive axles which are not connected to the drive machine. The entire train is therefore usually driven by a plurality of drive machines and drive shafts in a so-called multiple traction mode of operation. However, it is known in such an EMU to switch off the individual drive motors electrically during the partial load phase, so that the individual drives follow only without electrical power and thus save energy. Furthermore, it is also known to disconnect a single faulty electric motor and continue the operation of the associated drive train in a drag mode of operation, so that the entire train does not have to be stopped when the electric motor is shut down or at a standstill.
Wheel set transmissions for such rail vehicle drives are described, for example, in DE102010063874a 1. The electric motor is fixed to the rail vehicle bogie frame transversely to the direction of travel. The output shaft of the electric motor is connected to the drive shaft of the wheel set transmission via a cardanically acting clutch. The pinion fixed to the drive shaft drives a gearwheel fixed to the wheel set shaft, whereby the wheel set shaft is driven together with the wheel disc of the rail vehicle fixed thereto. The wheel set transmission is essentially supported on the wheel set shaft and is therefore also referred to as a wheel set transmission riding on the axle. The clutch with cardan action can be embodied, for example, as a circular-tooth clutch or as an elastic axle clutch and compensates for the relative movement between the electric motor and the wheel set transmission riding on the axle. Such relative movements occur during driving operation primarily as a result of the sprung mass moving in, for example, the wheel set shaft with the driving wheels being regarded as an unsprung mass, sometimes the wheel set transmission being regarded as an unsprung mass, and the electric motor fixed to the bogie frame being regarded as a sprung mass. Such systems of rail vehicle drives are also referred to as partially buffered drives.
In comparison to a fully damped rail vehicle drive, a partially damped rail vehicle drive can be produced more simply and more cost-effectively, since, for example, no radial, axial or cardanic movements between the transmission and the wheel set shaft need to be compensated for by the hollow shaft. In addition, such a rail vehicle drive, which has precisely a single-stage wheel set transmission, is also of comparatively simple and compact design and can therefore be arranged advantageously on the underbody of a rail vehicle, which has a very limited installation space.
Compared to a rail vehicle drive with an internal combustion engine, an electrically driven rail vehicle drive can also be constructed more simply, since the electric motor can be driven in both directions of rotation, as a result of which two equivalent directions of travel can be achieved in the drive train without a steering device.
Disclosure of Invention
The object of the invention is to provide a wheel set transmission for rail vehicles which is as simple as possible and which allows inexpensive and reliable operation, in particular also in multi-traction operation. Furthermore, a drivetrain having such a wheel set transmission should also be provided.
This object is achieved by the wheel set transmission according to the invention and the drivetrain according to the invention.
A wheel set transmission for a rail vehicle is proposed, which has a drive shaft which is connected in a drive-effective manner to an electric drive motor. The wheel set transmission also has an output shaft in the form of a wheel set shaft.
According to the invention, the wheel set transmission comprises a decoupling device, by means of which the mechanical connection between the drive shaft and the output shaft can be decoupled. The force flow between the drive shaft and the output shaft can thus be interrupted by means of the separating device. In other words, the decoupling device can be used to select between a decoupled state, in which the mechanical connection between the drive shaft and the output shaft is decoupled, and a coupled state, in which the mechanical connection between the drive shaft and the output shaft is established.
Since the output shaft is simultaneously the wheel set shaft, only the wheel set rotates during travel of the rail vehicle with the output shaft disengaged. All other components of the disengaged drive train, such as the drive shaft, the shaft clutch and the rotor of the electric drive motor, may be stationary. This makes it possible, for example, to save considerable energy during partial load operation, since the mass on the output side of the disengaged drive train, which is rotating further together, is relatively small.
Although it is known from the prior art to disconnect individual drive trains during partial load operation of a rail vehicle. In this case, however, the drive train is not split in the wheel set transmission, but rather is split on the drive side away from the wheel set transmission, so that in the disengaged state, it is mandatory for further components of the drive train to rotate together with the wheel set. In other words, during driving operation, the components are accelerated and braked further together from the output side by the jointly towed wheel disk of the disengaged drive train. The energy consumed thereby can be saved by the present invention.
According to a preferred embodiment, the wheel set transmission is designed as a single-stage spur gear transmission. That is, the wheel set transmission has no additional torque transmitting shafts other than the drive and driven shafts.
It is also preferred that the wheel set transmission has a first spur gear and a second spur gear, which are in engagement with one another. The first spur gear is connected in a rotationally fixed manner to the drive shaft, while the second spur gear is selectively connectable in a rotationally fixed manner to the output shaft or disconnectable from the output shaft by means of a disconnection device. Disengageable means that the second spur gear can rotate relative to the output shaft. For this purpose, the decoupling device can be arranged directly on the output shaft or on the wheel set shaft and can be switched there between a coupled state and a decoupled state. The second spur gear or the driven gear is arranged coaxially with the driven shaft and can rotate freely relative to the driven shaft in the disengaged state. The second spur gear is therefore embodied as an idler gear (Losrad).
The present invention therefore relates to a single-stage spur gear transmission having a first spur gear as a drive pinion and a second spur gear as a driven gear. Preferably, the wheel set transmission comprises no further gears in addition to the first and second spur gears mentioned. Such an embodiment and arrangement of the spur gear in the wheel set transmission can be produced simply and inexpensively, and a simple and space-saving arrangement of the electric drive motor transversely to the direction of travel can be achieved without additional transmission elements having to be provided in the drive train. The simple embodiment of the wheel set transmission with only one spur gear pair proposed here is more inexpensive to produce and maintain, in particular compared to transmissions with a plurality of gear pairs for changing the direction of travel or for switching different transmission ratios. Since in the proposed wheel set transmission there are no different transmission ratios, but only two operating states "coupled" or "decoupled" should be switched, an electrical, electronic or pneumatic control device suitable for the control can also be implemented simply, inexpensively and with few faults.
The arrangement of the decoupling device directly on the wheel set shaft makes it possible to decouple the entire drive train from the wheel set shaft and the wheel disk fastened thereto. The energy saving achievable in multi-traction operation is thus enormous.
In principle, friction-locking (reibschlussing) and form-locking (formschlussig) switching elements can be used as the disconnection device. The friction-locking shift element allows an engagement and disengagement shift, which can be at least partially power-shifted, and a synchronization with a slightly lower precision when engaged.
Preferably, however, the disconnecting device comprises a form-locking shift element, for example a claw shift element. The claw-tooth switching element is generally of simpler and more compact design and requires less maintenance. The claw-tooth shifting element can be embodied, for example, in the form of a sliding-sleeve shift. Such a switching element has proven to be reliable and compact in construction in many applications.
A combined shifting element with a friction-locking component for synchronization and a form-locking component for a fixed connection is also possible. Such synchronized switching elements are known in different embodiments, in particular from the field of passenger vehicles.
In order to synchronize the claw switching elements, the rotational speed of the drive side can be adapted to the rotational speed of the output side, if necessary, by an electric drive motor. In addition, the service brake on the drive train or the rail vehicle can also be used for synchronization.
For operating the separating device, the separating device may comprise a piston-cylinder unit which can be operated by the pressure medium. Hydraulic and pneumatic piston cylinder units are standard components that are simple and inexpensive to purchase. The piston-cylinder unit can be attached outside the housing, so that the piston-cylinder unit, its pressure medium connection and the data line connection for the control device are accessible, for example, for maintenance or repair.
It is also conceivable for the cylinders of the piston-cylinder units to be designed in one piece with the wheel set transmission housing in order to achieve the smallest possible number of parts. Furthermore, the piston-cylinder unit can also be arranged as an annular cylinder unit coaxially with the output shaft in or on the housing of the wheel set transmission in order to achieve a more compact design of the entire wheel set transmission.
An emergency release device can also be provided on the decoupling device, by means of which the drive train can be decoupled in the event of a malfunction. Thus, for example, the wheel set axle locked by the faulty drive train can be brought back into a freely rotatable state, so that the rail vehicle can be towed or can continue to run via another drive train.
Finally, the invention also includes a drive train of a rail vehicle having the wheel set transmission described above, wherein the electric drive motor is preferably arranged transversely to the direction of travel of the rail vehicle. With this arrangement, the compact and inexpensive wheel set transmission described above can be realized without a bevel gear set.
Drawings
The invention will be described in detail below with reference to an embodiment shown in the drawings.
Fig. 1 schematically shows a wheel set transmission according to the invention and a partially shown drive train.
Detailed Description
In the drive train of the rail vehicle shown, the electric drive motor 2 is arranged transversely to the direction of travel of the rail vehicle and is fastened virtually rigidly to the bogie frame 16 of the rail vehicle via a fastening element 17. The rotor shaft 3 of the electric drive motor 2 is connected to a drive shaft 5 of the wheel set transmission 1 via a cardanically acting clutch 4. The cardanically acting clutch 4 compensates for the relative movement between the rotor shaft 3 of the drive motor 2 and the drive shaft 5 of the wheel set transmission 1. This relative movement occurs in that the drive motor 2 is fastened to the sprung bogie frame 16 by means of a fastening element 17, while the wheel set transmission 1 is supported essentially on the unsprung driven shaft 8, i.e. the wheel set shaft.
Additionally, the transmission housing 14 of the wheel set transmission 1 is likewise supported on the bogie frame 16 via a torque support 15. The torque support 15, however, allows relative movement between the bogie frame 16 and the wheel set transmission 1. In the present invention, the clutch 4 is implemented as a circular arc tooth clutch. It can likewise also be embodied as a flexible shaft clutch, for example as a diaphragm clutch or as a shaft clutch with other flexible elements.
The wheel set transmission 1 is of single-stage design and has, in addition to the drive shaft 5, a driven shaft 8 embodied as a wheel set shaft. The drive shaft 5 and the driven shaft 8 can be connected to each other by a spur gear pair consisting of a first spur gear 6 and a second spur gear 7. A first cylindrical gear 6 is arranged on the drive shaft 5, while a second cylindrical gear 7 is arranged on the driven shaft 8. The two cylindrical gears 6 and 7 permanently mesh with each other.
The first spur gear 6 is connected in a rotationally fixed manner to the drive shaft 5, while the second spur gear 7 can be selectively coupled in a rotationally fixed manner to the output shaft 8 or decoupled from the output shaft 8 by means of a decoupling device 9. The second spur gear 7 is therefore rotatably mounted as an idler gear on the output shaft 8 and is connected in a rotationally fixed manner to the output shaft 8 only when the decoupling device 9 is in the coupled state.
The separating device 9 comprises a form-locking shift element. The shift element is essentially formed by a sliding sleeve 13 which is arranged on the output shaft 8 in a rotationally fixed but axially displaceable manner. The sliding sleeve 13 has an external toothing 20 on the side facing the second spur gear 7, which in the coupled state meshes with an internal toothing 19 arranged on the second spur gear 7 and thus forms an effective drive-type connection between the second spur gear 7 and the output shaft 8. The coupled state of the separating apparatus 9 is shown in solid lines in fig. 1, while the separated state to be described below is indicated in broken lines.
For the disengagement, the sliding sleeve 13 is moved away from the second spur gear 7 in the axial direction to such an extent that the external toothing 20 no longer meshes with the internal toothing 19. In this disengaged state, the second spur gear 7 can rotate freely on the output shaft 8, so that the mechanical connection between the drive shaft 5 and the output shaft 8 is interrupted.
For operating the separating device 9 or the sliding sleeve 13, a piston-cylinder unit 10 is provided. The cylinders 12 of the piston-cylinder units 10 are arranged on the outside of the transmission housing 14, so that the interfaces necessary for the control and the operating medium are accessible. The piston 11 of the piston-cylinder unit 10 is connected to the sliding sleeve 13 in such a way that the axial movement of the piston 11 is transmitted to the sliding sleeve 13. For this purpose, a follower element, which is fixedly connected to the piston 11, engages in a follower groove on the circumference of the sliding sleeve 13.
The piston-cylinder units 10 can be controlled by a drive-train or rail-vehicle control device by means of conventional control elements, such as control valves. In the context of multiple traction operation, the actuation of the separating device 9 or the piston-cylinder unit 10 can also be effected via an electric or electronic traction control, so that, for example, in partial load operation, the individual drive trains are switched to a separated state in order to save energy. By directly separating the driven shaft 8 of the wheel set transmission, it is then ensured that during driving operation only the wheel set shafts and the wheel disks of the separated drive train rotate together. The remaining components of the drive side of the decoupled drive train can then be stationary and no longer braked and accelerated together. As a result, significant energy savings can be achieved, in particular in rail traffic with frequent stops, as is typical in the case of subways, light rails and underground railways.
List of reference numerals
1 wheel set transmission device
2 drive motor
3 rotor shaft
4 Clutch
5 drive shaft
6 first cylindrical gear
7 second cylindrical gear
8 driven shaft
9 separating device
10 piston cylinder unit
11 piston
12 cylinder
13 sliding sleeve
14 Transmission housing
15 Torque support
16 bogie frame
17 fixing element
18 wheel disc
19 internal tooth part
20 external tooth part
Claims (5)
1. Wheel set transmission for a rail vehicle, wherein the wheel set transmission (1) has a drive shaft (5) which is connected in an actively driving manner to an electric drive motor (2), and wherein the wheel set transmission (1) has a driven shaft (8) which is designed as a wheel set shaft, characterized in that the wheel set transmission (1) has a decoupling device (9) by means of which a mechanical connection between the drive shaft (5) and the driven shaft (8) can be decoupled in partial load phases or in the event of a failure of the individual electric drive motor, such that only the wheel set of the wheel set transmission rotates during travel of the rail vehicle in the event of a decoupling of the driven shaft, and in that the decoupling device (9) comprises a piston-cylinder unit (10) which can be operated by a pressure medium for operating the decoupling device (9), the piston-cylinder unit (10) can be controlled by a drive-train or rail-vehicle control device, wherein the disconnecting device (9) comprises a form-locking shift element.
2. Wheel set transmission according to claim 1, characterized in that the wheel set transmission (1) is designed as a single-stage spur gear transmission.
3. Wheel set transmission according to claim 1 or 2, characterized in that the wheel set transmission (1) has a first cylindrical gear (6) and a second cylindrical gear (7), which are in mesh with one another, the first cylindrical gear (6) being connected in a rotationally fixed manner to the drive shaft (5), and the second cylindrical gear (7) being selectively connectable in a rotationally fixed manner to the output shaft (8) or disconnectable from the output shaft (8) by means of the disconnecting device (9).
4. Drive train of a rail vehicle, having an electric drive motor (2), characterized by a wheel set transmission (1) according to one of the preceding claims.
5. Drive train according to claim 4, characterized in that the electric drive motor (2) is arranged transversely to the direction of travel of the rail vehicle.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102014226385.9A DE102014226385B4 (en) | 2014-12-18 | 2014-12-18 | final drive |
| DE102014226385.9 | 2014-12-18 | ||
| CN201510908261.8A CN105711602A (en) | 2014-12-18 | 2015-12-10 | Wheel set gear |
Related Parent Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201510908261.8A Division CN105711602A (en) | 2014-12-18 | 2015-12-10 | Wheel set gear |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN112550321A true CN112550321A (en) | 2021-03-26 |
Family
ID=56097698
Family Applications (2)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202011261054.5A Pending CN112550321A (en) | 2014-12-18 | 2015-12-10 | Wheel set transmission device and transmission system |
| CN201510908261.8A Pending CN105711602A (en) | 2014-12-18 | 2015-12-10 | Wheel set gear |
Family Applications After (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201510908261.8A Pending CN105711602A (en) | 2014-12-18 | 2015-12-10 | Wheel set gear |
Country Status (2)
| Country | Link |
|---|---|
| CN (2) | CN112550321A (en) |
| DE (1) | DE102014226385B4 (en) |
Families Citing this family (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102017215228B4 (en) * | 2017-08-31 | 2020-10-22 | Zf Friedrichshafen Ag | Drive arrangement with several drive units of a rail vehicle |
| CN109435987B (en) * | 2018-12-11 | 2024-04-23 | 株洲旭阳机电科技开发有限公司 | Engineering operation vehicle capable of transversely moving |
| CN109435979A (en) * | 2018-12-11 | 2019-03-08 | 株洲旭阳机电科技开发有限公司 | A kind of driving wheel of engineering working vehicle is to device |
| CN112849170B (en) * | 2021-02-19 | 2024-01-05 | 安徽万航轨道交通装备有限公司 | Oil-electricity hybrid driving device for locomotive head of railway locomotive |
Citations (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5304848A (en) * | 1991-11-13 | 1994-04-19 | Abb Patent Gmbh | Drive unit for vehicles driven on rails |
| US5325939A (en) * | 1991-11-13 | 1994-07-05 | Abb Patent Gmbh | Drive unit for vehicles driven on rails |
| EP0801240A1 (en) * | 1996-04-12 | 1997-10-15 | GKN Automotive AG | Axially movable transmission unit |
| DE10237879A1 (en) * | 2002-08-19 | 2004-03-04 | Diedrich Ropers | Wheel drive system for rail vehicle has quill shaft inside hollow shaft carrying pair of wheels with one end of quill shaft splined to end of shaft and other end splined to hub of drive gear |
| CN102537290A (en) * | 2010-12-22 | 2012-07-04 | Zf腓德烈斯哈芬股份公司 | Transmission device housing of vehicular axle transmission device and housing cover of transmission device housing |
| CN102910181A (en) * | 2012-06-15 | 2013-02-06 | 李宝平 | Transmission device for electric rail flat car |
| CN103448472A (en) * | 2012-05-30 | 2013-12-18 | 庞巴迪运输有限公司 | Drive arrangement for a running gear |
| CN104024079A (en) * | 2011-11-09 | 2014-09-03 | Zf腓德烈斯哈芬股份公司 | Transmission unit |
| DE102013104558A1 (en) * | 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 |
-
2014
- 2014-12-18 DE DE102014226385.9A patent/DE102014226385B4/en active Active
-
2015
- 2015-12-10 CN CN202011261054.5A patent/CN112550321A/en active Pending
- 2015-12-10 CN CN201510908261.8A patent/CN105711602A/en active Pending
Patent Citations (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5304848A (en) * | 1991-11-13 | 1994-04-19 | Abb Patent Gmbh | Drive unit for vehicles driven on rails |
| US5325939A (en) * | 1991-11-13 | 1994-07-05 | Abb Patent Gmbh | Drive unit for vehicles driven on rails |
| EP0801240A1 (en) * | 1996-04-12 | 1997-10-15 | GKN Automotive AG | Axially movable transmission unit |
| DE10237879A1 (en) * | 2002-08-19 | 2004-03-04 | Diedrich Ropers | Wheel drive system for rail vehicle has quill shaft inside hollow shaft carrying pair of wheels with one end of quill shaft splined to end of shaft and other end splined to hub of drive gear |
| CN102537290A (en) * | 2010-12-22 | 2012-07-04 | Zf腓德烈斯哈芬股份公司 | Transmission device housing of vehicular axle transmission device and housing cover of transmission device housing |
| CN104024079A (en) * | 2011-11-09 | 2014-09-03 | Zf腓德烈斯哈芬股份公司 | Transmission unit |
| CN103448472A (en) * | 2012-05-30 | 2013-12-18 | 庞巴迪运输有限公司 | Drive arrangement for a running gear |
| CN102910181A (en) * | 2012-06-15 | 2013-02-06 | 李宝平 | Transmission device for electric rail flat car |
| DE102013104558A1 (en) * | 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 |
Also Published As
| Publication number | Publication date |
|---|---|
| DE102014226385B4 (en) | 2022-04-21 |
| CN105711602A (en) | 2016-06-29 |
| DE102014226385A1 (en) | 2016-06-23 |
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