DE102004055821A1 - Power transmission unit for especially rail vehicles has combined braking and functional unit with first brake unit in form of hydrodynamic retarder and second in form of electric machine - Google Patents

Abstract

The power transmission unit (1) for especially rail vehicles has a combined braking and functional unit (2) with a first brake unit in the form of a hydrodynamic retarder (3) and a second in the form of an electric machine (10). The hydrodynamic retarder has a rotor blade wheel (4) coupled to a power transmission element, and a stator blade wheel (5) forming a working chamber (6) filled with an operating medium. The electric machine comprises at least one rotor and a stator and is connected to a power supply source. The rotor is connected to the rotor blade wheel of the hydrodynamic retarder. An independent claim is included for a method for the optimizing of the operating mode of a power transmission unit.

Description

The The invention relates to a power transmission system with a combined brake and functional unit, in detail with the features of the preamble of claim 1; furthermore Method for optimizing the operation of a hydrodynamic Retarder.

at Rail vehicles are used in drive trains Leistungsübrtragungssysteme used in which as drive machines often conventional drive machines in Form of internal combustion engines, especially in the form of diesel engines be used. The power transmission to the wheels to be driven then takes over a gearbox. This is because of the just for this Application of particularly advantageous properties in terms controllability, wear, and transferability very high power usually to flow gear, comprising a Plurality of individual hydrodynamic components in the form of hydrodynamic clutches and / or hydrodynamic speed / torque converters. As a rule, one of these components is always only one specific one Operating or speed range assigned, in which the power transmission via this hydrodynamic component takes place. To guarantee a desired one delay The vehicle is usually provided a hydrodynamic retarder. This includes a functioning as a rotor blade impeller and a primary acting as Statorschaufelrad secondary wheel, the Statorschaufelrad stationary opposite a housing or another stationary element and further the rotor blade wheel rotatably with a braked shaft or connected to a braked element. Depending on requirements and desired to be generated braking torque this is called primary retarder or secondary retarder used. In the former case, the rotor blade wheel is included rotatably connected to the crankshaft of the internal combustion engine. The arrangement of the retarder takes place in front of the gearbox. For versions with secondary retarder the arrangement takes place in or behind the gearbox. Due to the given dependence the rotational speed at the rotor blade wheel is the hydrodynamic retarder then to generate a desired one predefined braking torque interpreted accordingly. For braking greater Masses it is necessary to design the retarder correspondingly large. Furthermore, to guarantee a high retarder availability a certain predefined temperature of the working medium, which is circulated in the working space of the hydrodynamic retarder, observed. The temperature of the operating medium can be directly be characterized by the temperature of the resource or but indirectly, for example by one, at least thermally with the Equipment circuit coupled coolant circuit. When executing the hydrodynamic retarder as Wasserpumpenretarder, in which the coolant circuit the internal combustion engine at the same time the resource cycle for the forms hydrodynamic retarder, here corresponds to the temperature the resource quasi that of the coolant for the internal combustion engine. To ensure safe operation of the drive system, The temperature of the coolant may also be a certain maximum permissible value do not exceed. This has the consequence that at a desired maximum to be delivered Brake torque either the hydrodynamic component and its associated equipment, this means in particular the operating system and the cooling system, interpreted accordingly are. Especially for rail vehicles where very large masses decelerate However, this is due to the required space of Disadvantage. In particular, the hydrodynamic retarder is then not to integrate more space optimally and / or additional braking systems, in the Usually mechanical systems that are effective on the wheels are also corresponding to dimension. Another problem is the deceleration low speeds.

by virtue of the dependence the producible braking power of the speed of the rotor blade wheel of the hydrodynamic retarder decreases with increasing delay of the element to be braked. At constant filling level does this however, to a reduction in braking power. Especially for shunting operations and on railways occurring operating routes with less Speed means that the braking effect with increasing Deceleration is reduced. Therefore, in this operating area often mechanical systems used, however, due to the continuous load in subject to high wear in this area.

Of the The invention was therefore based on the object, a possibility for use in rail vehicles to provide that in addition to optimal braking power delivery also characterized by low design and control engineering effort is and also manages with little space.

The solution according to the invention is characterized by the features of claim 1. Advantageous embodiments are in the subclaims described.

• a) beliebig, oder
• b) in Abhängigkeit von einer maximal zu erbringenden Leistung an einem der beiden Systeme oder
• c) gleich aufgeteilt auf beide Bremssysteme oder
• d) allein oder zusätzlich zu einer der Möglichkeiten gemäß a) bis c) in Abhängigkeit von einzuhaltenden Randbedingungen im Leistungsübertragungssystem, die eine Reduzierung bzw. Abweichung vom Fahrerwunsch bzw. dem dadurch vorgegebenen einzustellenden Sollwert am Retarder bewirken.

bereitgestellt wird.According to the invention, a combined brake and functional unit is used in a power transmission system, which comprises a first braking device in the form of a hydrodynamic retarder and an electric machine. The electric machine acts at least as a second braking device and is designed either as additional braking device or equivalent braking device to the hydrodynamic retarder. The electric machine is at least coupled to a power supply unit. The hydrodynamic retarder includes a rotatably connected to an element to be braked and acting as Rotorschaufelrad primary wheel and acting as a stator blade secondary wheel. The secondary wheel or Statorschaufelrad is stationary relative to the housing or another stationary element arranged. Rotor blade wheel and stator blade wheel thereby form a working space which can be filled with operating means, preferably a torus-shaped working space. For this purpose, a resource supply system is assigned to the hydrodynamic retarder. The resource supply system can be designed in many forms. This depends in detail on how the hydrodynamic retarder is controlled. In general, it is a resource supply system comprising an external, the working space associated closed circuit, which is coupled to a resource container, wherein the control of the degree of filling by applying a static overlay pressure in the closed circuit, but preferably the coupled with this resource container, in particular to the resource level. Other possibilities are conceivable. Depending on a driver's request, the desired delay and / or keeping constant a speed and / or the generation of a braking torque and the structural conditions then the adjusting device is controlled and the hydrodynamic retarder, in particular the working space, filled with resources, depending on the degree of filling certain braking torque is adjustable. According to the invention, as already stated, a further second braking device is provided which is designed in the form of the electric machine. The electric machine comprises a rotor and at least one stator. The rotor of the electric machine according to the invention rotatably connected to the rotor blade of the hydrodynamic retarder. As a result, a multifunctional unit is created, which can fulfill various functions as a combined brake unit or as a combined brake and functional unit. According to a first approach, the electric machine is used as an accessory or equivalent braking device. This means that in the presence of a driver request after generation of a braking torque and / or a deceleration and / or another, a braking process at least indirectly characterizing size of the braking power, the torque is provided either via the hydrodynamic retarder, the electric machine or both together. According to a particularly advantageous embodiment, the hydrodynamic retarder is assigned the priority. This means that it is designed with respect to a maximum of this brake torque can be generated. If this is not sufficient in order to fulfill the setpoint specification from the present driver's request, the electric machine is additionally controlled by putting it into operation, whereby it is controlled in such a way that the rotor generates a moment corresponding to the element to be braked or to the rotor blade wheel is opposite, ie a counter-moment to the moment braked element. This electric machine is operated virtually as an eddy current brake. Another possibility is to divide from the outset the required braking power on both braking devices, the division either free, that is

• a) arbitrary, or
• b) depending on a maximum performance to be provided on one of the two systems or
• c) equally divided between both brake systems or
• d) alone or in addition to one of the possibilities according to a) to c) as a function of the boundary conditions to be met in the power transmission system, which cause a reduction or deviation from the driver's request or the desired value to be set at the retarder.

provided.

According to one particularly advantageous embodiment is at least always the braking power, which theoretically on the Hydrodynamic retarder is produced, fully exploited and the electrical Machine, which still has a power supply unit is coupled, used only as additional braking device. This will it possible overdimensioning the hydrodynamic components also for larger masses to be braked avoid. The hydrodynamic retarder can be small and compact As this only a certain main part of the braking power to be provided must apply, the remaining brake power share will over the electric machine generates additional braking device.

The inventive method for optimizing the operation of a hydrodynamic retarder is characterized in that it is used as a main brake device by the provides a maximum allowable brake power component or generates a maximum allowable braking torque as a function of the present speed at the element to be braked. The remaining brake power component is then provided by the electric machine. This is put into operation and on the electric machine, a counter-torque is generated to the moment at the braked shaft or braked element and thus also the rotor blade wheel of the retarder, which leads to a deceleration. Since the braking power of the hydrodynamic retarder essentially depends on the speed difference of the retarder blade wheels, stator blade wheel and rotor blade wheel, the corresponding braking effect decreases with the speed decrease due to the generation of the braking torque and thus also with the decrease in the rotational speed difference of the retarder vane wheels. By a corresponding increase in the power of the electric machine, this effect can be compensated or a braking effect even in the range of low speeds can be achieved, which corresponds in particular to a whisper and significantly reduces the wear of mechanical brake systems. For this purpose, according to the invention, the braking power fraction of the electrical component is increased with reduced braking power of the hydrodynamic component as a function of the rotational speed difference which is established or changes between rotor blade wheel and stator. Thus, over the entire driving range, ie in particular all paintable speed ranges, always a same braking effect, in particular the same braking power, regardless of the delay already achieved can be adjusted. According to the invention, the hydrodynamic retarder is thus controlled in response to the driver's request when specifying a specific braking power or a specific braking torque and / or a deceleration and / or maintaining a constant speed such that it provides a first part of the braking power. It is virtually formed a desired value for the to be delivered by the hydrodynamic retarder braking torque from the driver's request. This setpoint value is compared with the theoretically possible maximum value to be provided with a reference value that corresponds to a maximum permissible torque. If the theoretically maximum permissible value is not exceeded, the braking process is initially initiated only via the hydrodynamic component. This is filled, depending on the desired braking torque with a certain degree of filling. During the braking process while the speed difference, in particular the decrease in speed is monitored on the rotor blade. If a certain value is reached, which still produces a specific braking torque at a certain degree of filling, the fraction missing from the driver's intention for the braking torque to be generated is provided via the second braking device in the form of the electrical braking device. Thus, virtually noticeable decrease of the speed perceptible to the driver is nevertheless operated with the same braking effect over the entire speed range, which ultimately leads to the fact that the entire braking process, especially when decelerating to zero speed, is completed much faster than just about hydrodynamic component. Furthermore, it is also possible with this embodiment that, in the event of exceeding the driver's request, the part of the total braking torque to be provided, which results from the driver's request, is provided simultaneously via the additional braking device in the form of the electric machine. The electric machine thus acts as a sort of additional and safety brake device, which supplements the hydrodynamic braking device and compensates for its weak points, especially in the low speed range.

Furthermore, according to a particularly advantageous further development when desired, the hydrodynamic braking device or during operation of this not only the maximum allowable braking torque to be performed on this monitored, but also other boundary conditions that comply with the actual to be provided by the hydrodynamic retarder braking torque or a number of boundary conditions can. For this purpose, in particular, the temperature of the operating medium, which can be determined either directly or indirectly by monitoring the coolant temperature for the resource. Although exceeding a permissible maximum value does not initially lead to damage, however, in continuous operation, damage is possible due to the high thermal stress. In this case, upon provision of a specific braking torque via the hydrodynamic retarder, the operating medium temperature is monitored either directly or as already described indirectly, wherein when exceeding a predetermined or predefined limit T _limit, a reduction of the setpoint specification for the torque to be delivered by the hydrodynamic retarder, namely to a new Setpoint for the braking torque to be delivered. The remaining missing portion is then provided in this case via the electric machine until the predetermined limit value for the temperature of the operating medium is reached again and thus again the target value for the braking torque to be output by the hydrodynamic retarder can be adapted again to the driver's request.

Constructively insist on the implementation of Solution according to the invention a plurality of possibilities. In the simplest case, however, the rotor of the electric machine according to variant 1 is connected in a rotationally fixed manner directly to the primary blade wheel in the form of the rotor blade wheel of the hydrodynamic retarder. In principle, a distinction is made between the coaxial and the eccentric arrangement of hydrodynamic retarder, in particular the rotor blade wheel of the hydrodynamic retarder and the rotor of the electric machine. In the former case, the arrangement is coaxial, ie adjacent to each other in the axial direction. In the second case, a power transmission device is provided between the rotor blade wheel of the hydrodynamic retarder and the rotor of the electric machine, in the simplest case in the form of a counter gear ratio.

The rotatable connection is preferably carried out directly, that is in immediate spatial proximity free of interposition of further transmission elements. Both, the rotor of the electric machine and the rotor blade wheel of the hydrodynamic retarder, are arranged coaxially with each other and can form a structural unit. The arrangement in the axial direction takes place immediately adjacent to each other, and here too already a flanging can be done to each other, in particular conceivable would be a Solution, in which the rotor of the electric machine with the rotor blade of the hydrodynamic retarder forms a structural unit. According to one Particularly advantageous structural design is doing the Rotor of the electric machine preferably detachable with the rotor blade wheel connected. The connection can be positive and / or non-positive.

According to one second approach of variant 1 of the coaxial arrangement are both also coaxial arranged to each other, but the connection substantially over the Any element to be braked is done, that is, for example, by appropriate Intermediate elements in the form of rotationally symmetrical components such as Waves, etc. In this case, the arrangement is in the axial direction considered spaced.

• a) das Rotorschaufelrad des hydrodynamischen Retarders koaxial zum abzubremsenden Element, d.h. der abzubremsenden Welle bzw. dem rotationssymmetrischen Element angeordnet und der Rotor der elektrischen Maschine exzentrisch zum abzubremsenden Element, d.h. unter Zwischenschaltung beispielsweise einer Übersetzungsstufe oder eines anderen leistungsübertragenden Elementes, beispielsweise eines stufenlosen Getriebes oder
• b) das Rotorschaufelrad des hydrodynamischen Retarders exzentrisch zum abzubremsenden Element und der Rotor der elektrischen Maschine koaxial zum abzubremsenden Element

angeordnet.According to the second embodiment, the rotor of the electric machine and the rotor blade are arranged eccentrically to each other. Two cases can be distinguished. Either is

• a) the rotor blade wheel of the hydrodynamic retarder coaxial with the abzubremsenden element, ie the braked shaft or the rotationally symmetric element arranged and the rotor of the electric machine eccentric to be braked element, ie with the interposition example of a translation stage or other power transmitting element, such as a continuously variable transmission or
• b) the rotor blade wheel of the hydrodynamic retarder eccentric to be braked element and the rotor of the electric machine coaxial with the braked element

arranged.

in the Case b) takes place the coupling of the rotor blade wheel of the hydrodynamic Machine over a power transmission unit either in the form of a translation stage or a continuously variable transmission with the element to be braked, in particular the shaft to be braked.

According to one particularly advantageous embodiment with coaxial arrangement of Rotor blade wheel and rotor becomes the rotor of the electric machine flying on the rotor blade wheel of the hydrodynamic retarder stored. This is on a free shaft end or one of designed a rotating element formed end attachable. These solution allows a simple assembly and disassembly and is in a simple way and Can be retrofitted. This solution can also be extended to the effect that the entire electric machine virtually flying on the element to be braked is stored. In this case, the storage of the rotor is the electric machine on the element to be braked or the rotor blade wheel. The housing The electric machine is then to the housing of the hydrodynamic retarder flanged.

• a) eine externe Energiespeichereinrichtung oder
• b) eine interne, d.h. im Fahrzeug integrierte Energiespeichereinrichtung.

To use the electrical machine as a braking device, a voltage is applied to this, wherein the rotor is driven counter to the direction of rotation of the braked shaft or the braked element. The electric machine is used as a kind of cyclone brake. Furthermore, an indirect braking effect can be caused by the fact that rotates in non-explicit connection of the electric machine in the braking operation, the rotor of the electric machine and due to a moving conductor in a magnetic field, here a voltage unravels, and thus the electric machine is virtually operated as a generator and power can be fed in a coupled with this energy storage unit. As energy storage device basically two systems are used

• a) an external energy storage device or
• b) an internal, ie integrated in the vehicle energy storage device.

In the former case, the coupling is made to an external system, for example in the form of a catenary. The coupling takes place outside of the vehicle. In the second case, the energy storage unit is integrated in the vehicle and is therefore carried along in all operating areas by the vehicle. Besides capacitors and flywheel storage batteries are also used.

The inventive solution offers a number of other advantages. In detail, the electric Machine alternatively in other operating states than the braking operation also be operated in generator mode. This means that the while the braking process and in normal operation output in one suitable energy storage can be fed. In this can These are capacitors or flywheel storage and batteries act. This energy store in turn can during the Standstill of the vehicle for the supply of electrical consumers, when decoupled or stationary Drive machine can be used to provide energy. Furthermore, the over the Energy storage also provided energy to increase the Drive power to be used in acceleration of the vehicle. In that case, would the electric machine can be driven in motor operation. It would in this case the moment applied by this in the same direction how the drive moment act while during the Brake process and the eddy current principle generates a counter-torque becomes.

• a) erforderliche Pumpen einer Getriebebaueinheit, insbesondere Rückförderpumpe und Sekundärschmierpumpe, wodurch auf die bisherigen mechanischen Antriebe verzichtet werden kann oder die ohnehin vorhandenen elektrisch angetriebenen Pumpen genutzt werden können, jedoch hier direkt mit Leistung versorgt werden können.
• b) Bei einem eventuellen Ausfall eines Hilfsgetriebegenerators kann die benötigte elektrische Energie des Fahrzeuges, insbesondere die elektrische Energie für ein reduziertes Betreiben der Antriebsanlage zur Verfügung gestellt werden und damit die Betriebssicherheit des Fahrzeuges erhöht werden. Dies ist insbesondere bei Schienenfahrzeugen dann von hoher Bedeutung, wenn nach Auswahl der Antriebsanlage ein Räumen des Schienenweges erforderlich ist.
• c) Die elektrische Maschine kann ferner im motorischen Betrieb die Antriebsleistung erhöhen oder die Antriebsleistung ausschließlich erbringen. Im ersten Fall fungiert diese als Booster und im zweiten wird beispielsweise bei entkoppelter Antriebsmaschine die Leistung allein über die elektrische Maschine aufgebracht. Der letztgenannte Fall ist zum Beispiel auch bei Versorgung des Fahrzeuges aus einer Oberleitung möglich oder aus einem fahrzeuginternen Energiespeicher und ermöglicht damit einen emissionsfreien Betrieb für besondere Einsatzfälle, insbesondere Tunnelfahrt oder Bahnhofsausfahrt.

According to a particularly advantageous further development, additional additional functions can be carried out in addition to the actual brake power provision function. The electric machine can, for example, provide additional energy for

• a) required pumps a gear unit, in particular return pump and secondary lubrication pump, which can be dispensed with the previous mechanical drives or the already existing electrically driven pumps can be used, but can be directly supplied with power here.
• b) In case of failure of an auxiliary transmission generator, the required electrical energy of the vehicle, in particular the electrical energy for a reduced operation of the drive system can be made available and thus the reliability of the vehicle can be increased. This is particularly important in the case of rail vehicles when it is necessary to clear the track after selecting the drive system.
• c) The electric machine can further increase the drive power in engine operation or provide the drive power exclusively. In the first case, this acts as a booster and in the second example, the power is applied solely on the electric machine with decoupled drive machine. The latter case is possible, for example, when supplying the vehicle from a catenary or from an in-vehicle energy storage and thus allows emission-free operation for special applications, especially tunnel or train station exit.

According to one Particularly advantageous embodiment, the electric machine as a twisting device for the turning circuit used, which is switchable only at standstill.

• a) rein mechanisch zwischen Verbrennungskraftmaschine und dem anzutreibenden Aggregat erfolgen oder aber
• b) durch kombinierte mechanische und elektrische Leistungsübertragung, wobei ein erster Leistungsanteil von der Antriebsmaschine in Form der Verbrennungskraftmaschine bereitgestellt wird und der zweite Leistungsanteil von der elektrischen Antriebsmaschine.

Depending on the connection of the hydrodynamic retarder to a power transmission unit, the additional functions can be performed. In the case of coupling to an element to be braked, which normally serves as power transmission in the power transmission unit, the electrical machine can also be actively used as an additional drive machine. In this case, for example, in embodiments of power transmission units with a prime mover, for example in the form of an internal combustion engine and a coupled with this transmission, the power either

• a) done purely mechanically between the internal combustion engine and the unit to be driven or
• b) by combined mechanical and electrical power transmission, wherein a first power component is provided by the engine in the form of the internal combustion engine and the second power component of the electric drive machine.

Both Performance shares are assigned to a performance-transmitting element corresponds to the braked element, merged.

Conceivable However, alternatively, the purely electrical operation in which the internal combustion engine completely decoupled from the drive train and the drive power required for use in vehicles on the wheels produced solely by electrical machines.

Additionally at all mentioned options can in braking or coasting mode in generator mode, the conversion of mechanical Energies in electrical energy and feeding into an energy storage unit or a network.

Of the Rotor of the electric machine can be non-energized and successful Coupling with the power-transmitting Element be carried along.

The The power transmission unit for vehicles can be designed differently. With this it can about the coupling between a prime mover and the driven one wheels act. Under the power transmission unit In this case, all the elements present in this coupling are in theirs Entity understood. The power transmission unit can thereby comprise a gear, wherein preferably the arrangement of the hydrodynamic Retarders and the electric machine in the gearbox or directly takes place at the transmission.

By the propulsion system used in motor operation of the electric In terms of overall performance, the engine may be the design of the diesel engine Performance can be significantly reduced. By downsizing the diesel engine is in addition to a cost as well as a consumption and weight savings possible.

The solution according to the invention explained below with reference to figures. This is in detail the following is shown:

1 illustrates in a simplified schematic representation of the example of a power transmission unit, the basic structure and the basic function of a modified combined brake and functional unit according to the invention;

2a - 2c illustrate in schematically simplified representation possible arrangements of the combined brake and functional unit;

3a to 3c illustrate embodiments of a combination brake and functional unit according to the invention with eccentric arrangement of electrical machine and retarder;

4 illustrates a particularly advantageous structural design;

5 illustrates exemplified using a concrete embodiment of a power transmission unit, the use of an inventively designed combined braking and power generation unit;

6a - 6c illustrate possible control variants based on signal flow diagrams.

The 1 clarified in a schematically highly simplified representation using the example of a power transmission unit 1 the basic structure and the basic function of a combined brake and functional device according to the invention 2 in the form of a hydrodynamic retarder 3 comprising a primary wheel functioning as a rotor blade wheel 4 and a secondary wheel functioning as a stator 5 that provide a work space that can be filled with equipment 6 form. This is preferably performed torus-shaped. The power transmission unit itself can be designed arbitrarily, for example in the form of a transmission 7 or as part of a drive train. It is essential that the acting as a rotor blade impeller primary wheel 4 with an element to be braked 8th , for example in the form of a wave 9 , rotatably connected, but preferably rotatably connected thereto. According to the invention, the hydrodynamic retarder 3 an at least operable as a generator electric machine 10 assigned, comprising at least one rotor 11 and a stator unit 12 , The rotor 11 is non-rotatable with the acting as a rotor blade impeller primary wheel 4 or the element to be braked 8th connected. The stator unit 12 is in a stationary element 13 , preferably a housing 14 stored. The design of the electrical machine 10 can be done differently. This can be designed both as a synchronous and as an asynchronous machine, depending on the configuration of the rotor and the stator takes place. Conceivable are versions in the form of synchronous machines with transversal flux guidance. Depending on the version, the stator unit supports 12 usually an armature winding 15 , This is at least indirectly with an energy storage unit 16 electrically coupled.

The hydrodynamic retarder 3 can act both as a primary retarder and as a so-called secondary retarder. This means that in a drive train for vehicles, comprising, for example, a prime mover, at least indirectly via at least one power transmission unit 1 can be coupled with the wheels to be driven, either operating machine side is arranged or the output side. In this regard, possible arrangements in the 2a to 2c directed.

The 2a illustrates a possible arrangement of a hydrodynamic retarder 3 with associated electrical machine 10 in a power transmission unit 1 in the form of a drive train 17 comprising an engine 18 that have a gearbox 20 with the wheels to be driven 19 is coupled. The hydrodynamic retarder 3 is here, for example, designed as a primary retarder and arranged drive machine side, that is preferably in training the prime mover 18 as an internal combustion engine 21 with the crankshaft 22 the prime mover 18 connected. The arrangement of the electric machine 10 takes place preferably in the hydrodynamic retarder 3 associated housing 23 , A training with an outside of the housing of the hydrodynamic retarder arrangement is also conceivable and reproduced here schematically simplified only with a broken line. In this case, the electric machine can both to the housing 23 of the hydrodynamic retarder 3 flanged or be arranged in spatial distance to this.

In contrast, the disclosed 2 B an embodiment with arrangement of a hydrodynamic retarder 3 anywhere in a gearbox 20 a power transmission unit 1 in a drive train 17 , The hydrodynamic retarder 3 Depending on the coupling and arrangement, it can act as both primary and secondary retarder. Preferably, this is then no separate housing assigned, but he uses the housing 24 of the transmission. The electric machine 10 is in this case also in the gearbox 24 integrated. The 2 B illustrates in a schematically greatly simplified representation of a possible position for the hydrodynamic retarder and the associated electrical machine 10 as well as other positions marked with X The position I is characterized in that the arrangement viewed in the power flow direction from the transmission input E to the transmission output A substantially in front of the power transmitting element, that is directly in the transmission input E, which was also sketched schematically. The position II is characterized by an arrangement at any point between the transmission input E and the transmission output A, while the position III is characterized by an arrangement on the transmission output A.

In contrast, illustrates the 2c according to a drive train according to 2a Another alternative arrangement of a hydrodynamic retarder 3 with associated electrical machine 10 , wherein the hydrodynamic retarder 3 acts directly as a secondary retarder and is coupled to the output of the transmission A. The hydrodynamic retarder 3 can be both in the gearbox 24 , as in position III according to 2 B as well as in the 2c shown behind the gearbox 20 be arranged, wherein the hydrodynamic retarder 3 preferably on the housing 24 the gearbox is flanged. In this case, the electric machine 10 preferably also in the housing 24 of the hydrodynamic retarder 1 arranged.

The connection of the hydrodynamic retarder 3 , in particular of the rotor blade wheel 4 , takes place either directly coaxial with the element to be braked, as in the individual 2a to 2c represented or exemplified as in the 3a and 3b eccentric to the braked element.

The 3a illustrates only a section of a drive train 17 , in particular an element to be braked 8th , which has a high-powered 25 in the form of a speed / torque converter 26 with the rotor blade wheel 4 of the hydrodynamic retarder 3 connected is. The speed / torque converter 26 is preferably from a spur gear 27 formed, this preferably by a translation into quick to Rotorschaufelrad 4 is characterized. This makes it possible to design a hydrodynamic retarder smaller, since the same braking power generated braking torques are much lower. The arrangement of the electric machine 10 takes place according to 3a then coaxial with the hydrodynamic retarder 3a or coaxial with the element to be braked 8th according to 3b ,

3c illustrates an alternative embodiment with coaxial arrangement of the hydrodynamic retarder 3 to the element to be braked 8th , In this case, the electric machine 10 eccentrically arranged and via a speed / torque converter 25 , In the illustrated case of a translation into fast with the element to be braked 8th connected.

In all versions according to 3a to 3c includes the combined brake and functional device 2 next to the hydrodynamic retarder 3 , the electric machine and the rotary / torque converter 25 ,

Clarify the 2 and 3 only possible arrangements of the hydrodynamic retarder 3 , The illustrated arrangements are given by way of example and the solution according to the invention should not be limited to these, shows 4 a particularly advantageous embodiment of a braking device 2 in the form of a combined brake and functional device 2 , which as a modular unit of a hydrodynamic retarder 3 and the electric machine 10 consists. In this embodiment, the electric machine 10 executed as a unit, wherein the rotor shaft 28 or the non-rotatably coupled to the rotor element frictionally and / or positively with the acting as a rotor blade of the hydrodynamic retarder primary wheel 4 or the coupled with this braked element 8th is connectable. Preferably, the electric machine 10 while on the braked element 8th , which is preferably in waveform, attachable. The connection is rotationally fixed and preferably immovable in the axial direction. As connections positive and non-positive connections are conceivable. Preferably, splined shaft connections and bayonet connections are selected, which additionally provide a safety device in the axial direction enable. The electric machine 10 is designed such that these in the mounted state on the hydrodynamic retarder 3 or the rotor blade wheel 4 or the item to be braked 8th is stored flying. The housing of the electric machine is quasi in this case on the housing of the retarder 3 stored by flanges. The execution as a modular unit - module 1 in the form of the electric machine 10 and module 2 in the form of the hydrodynamic retarder 3 - allows easy retrofitting in existing systems.

The 5 exemplifies a concrete embodiment of a power transmission unit 1 the use of an inventively designed combined braking and power generation unit 3 in a power transmission unit 1 in the form of a transmission 20 , This transmission is a multi-range hydrodynamic transmission comprising a first rotor 29 and a second runner 30 , which via a so-called Hochgangstrio 31 in the form of a spur gear set 32 are connected to the transmission input E. The runners 29 and 30 contain at least one hydrodynamic component 33 respectively 34 in the case shown, the hydrodynamic component 33 ₁ for the runner 29 and 34 ₁ and 34 ₂ for the runner 30 , The hydrodynamic components are designed as hydrodynamic speed / torque converter, in exceptional cases, it can also be hydrodynamic couplings. These are at least fillable and emptied. In hydrodynamic couplings, these can be additionally controlled or regulated, that is, the degree of filling is variably adjustable. The gear 20 also includes a reversing kit 35 , whose structure is not discussed here in detail. Further, an additional hydrodynamic component 36 provided, which as a hydrodynamic retarder 3 is executed. This is with an element to be braked 8th in the form of the transmission output A via the reversing set 35 coupling rotor shaft 37 rotatably connected. This concerns in particular the rotor blade wheel 4 , Further, an electric machine 10 provided in spatial distance to the hydrodynamic retarder 3 but coaxial with it. The rotor is non-rotatable with the rotor blade wheel 4 connected. Preferably, in the hydrodynamic retarder 3 and the electric machine 10 a common control device 38 assigned. The electric machine 10 and the hydrodynamic retarder 3 are doing by this controller 38 preferably jointly controlled and / or regulated. This may be the hydrodynamic retarder 3 act anyway associated control device or a higher-level system associated control device, such as the control device of the power transmission unit 1 , The electric machine 10 is as already stated with an energy storage unit 16 electrically connected. The coupling takes place here via a voltage intermediate circuit 39 , This includes facilities 40 for controlling the individual quantities of the electric machine describing the power output or absorption 10 , In the energy storage unit 16 It may be either a stationary, that is, for example, integrated in the vehicle, for example in the form of a battery unit 41 act or else an external energy supply 42 , Furthermore, the electric machine is at least indirectly with ancillaries 43 coupled. With appropriate controls of hydrodynamic retarder 3 and the electric machine 10 a variety of modes are conceivable. These are in 6 reproduced in the form of signal flow images.

According to 6a is in the presence of a driver request for generating a braking torque of certain or indefinite size and / or a delay and / or a constant speed v _{should be} the hydrodynamic retarder 3 actuated. The actuation takes place in a conventional manner, for example, the control of the hydrodynamic retarder associated adjusting device 44 , over which the filling is controlled. At the same time due to the rotationally fixed coupling of the rotor blade wheel 4 with the rotor 11 the at least as a generator operable electric machine 10 operated as a generator and induces a voltage at the armature winding. The electrical power P thus generated due to the regenerative operation becomes _electrically in the energy storage device 16 introduced via the corresponding coupling. This process is virtually automatic due to the non-rotatable coupling. The electric machine 10 , in particular the rotor 11 , is there with the already braked element 8th , in particular the braked shaft connected. The total braking torque thus results from the braking torque generated by the hydrodynamic retarder and the dragging of the rotor 11 the electric machine 10 conditional moment, which is the quotient of electrical power and speed n _rotor on the rotor 11 equivalent.

According to an advantageous development accordingly 6b becomes the electric machine 10 used as an additional braking device for hydrodynamic retarder, resulting in the total braking performance of both systems. Depending on the control and the desired braking torque to be generated and / or the desired delay to be realized, the braking power to be generated is then applied to the individual systems - an electric machine that can be operated as a generator 10 and hydrodynamic retarder 3 - split, ie P _total = P _Retardermax + P _electric . In this case, the priority is preferably the hydrodynamic retarder 3 seen, so that the main part of the braking power to be generated, vorzuseise the maximum over this producible brake power component is provided on this. However, the provision of a desired braking performance takes place with regard to the conditions, that is to say the brake line of the hydrodynamic retarder 3 is always dependent on the performance of the associated cooling system 45 or from the temperature. The hydrodynamic retarder 3 In this case, it is only possible to provide the required or desired braking power as long as the temperature of the operating medium, in particular this supplied working medium or a variable that at least indirectly characterizes it, does not exceed a corresponding, preferably predefined limit value or permissible value. In this case, the temperature of the cooling water T _K can also be considered as the variable which at least indirectly characterizes the temperature of the operating medium. Thus, on the one hand, the electric machine 10 be used as additional braking device, in particular whenever the hydrodynamic retarder 3 must be adjusted in terms of braking power generated by this. In particular, in the presence of a driver request after generation of a specific braking torque M _Bsoll and / or the maintenance of a constant speed v _constant and / or a certain delay -a _should at least one manipulated variable Y _should to control the actuator 44 of the hydrodynamic retarder 3 formed to achieve the desired setpoints the braking torque at the hydrodynamic retarder 3 adjusts, in particular by controlling the degree of filling or pressure control. From the driver _{request signal} after generation of a specific braking torque M _Bsetpoint and / or a deceleration -a _soll and / or the setting of a constant velocity v _constant which act as so-called setpoint variables, corresponding manipulated variables are formed on the basis of certain functional relationships. Depending on the type of control method or the type of adjustment of the desired setpoint values, the function assignment between the corresponding setpoint specifications and the manipulated variable to be set takes place. This is exemplified in 6b for controlling the power distribution for a theoretical braking power to be generated on the hydrodynamic retarder 3 and the electric machine 10 shown. This is the hydrodynamic retarder 3 , In particular, the working space filled with resources and rotatably connected between the rotor blade wheel 4 and the element to be braked 8th the braking torque M _BRetarderis supported on the stator _{blade wheel} 5 generated. In addition, the temperature T _{Kist of} the operating medium is monitored during the braking process, for example by monitoring the temperature in the hydrodynamic retarder 3 usually associated coolant circuit 46 and / or a usually associated with this closed circuit. In this case, the control of the brake power P _10soll to be generated via the electric machine is in a control on the application of a specific maximum predeterminable temperature in the coolant circuit 46 embedded. First, a setpoint for a hydrodynamic retarder 3 to be set braking torque M _{Bretardersoll formed} from a driver's _request after a certain delay and / or maintaining a constant speed and / or a generation of a certain braking torque. Depending on this setpoint _input M _{Bretardersoll} then a Stllgröße Y _{Retardersoll is formed} for controlling the hydrodynamic retarder, which is effective on the adjusting device. At the same time, the temperature T _is , in particular the current temperature or a variable T _kist that at least indirectly characterizes this determined in the cooling circuit. The determination can be carried out continuously or in concrete time intervals. The ascertained actual value T _Kist is compared with a maximum permissible limit value T _Grenz and, in the event of a deviation, the braking torque M _{BRetardersoll} to be set via the hydrodynamic retarder is changed in such a way that the limit value T _{limit is} not exceeded. This can be done due to different assignment, for example, functional relationships. It is thus a new _{target size} M _{BRetardersoll-new} formed, which has a change ΔY _should the manipulated variable result in a change of the actual value M _BRetarderist the means in the hydrodynamic retarder 3 generated braking torque leads. The difference ΔM to the driver's request is via the electric machine 10 balanced by acting as an eddy current brake. For this purpose, from the difference of M _{BRetardersoll} and M _{Bretardersoll-new} ΔM _{should be} formed, which is that of the electric machine 10 delivered torque M _10soll corresponds. This is done by appropriate control of the facilities 40 , The electric machine is operated as an eddy current brake. For this purpose, a corresponding voltage is applied to the armature winding, which in turn causes the rotor 11 , which with the element to be braked 8th is rotatably connected, is decelerated, due to the fact that this becomes effective counter torque to the moment during power transmission. In this case, the proportion of the power that can be applied via the electric machine when embedding in the temperature control is preferably always with regard to the function of the electric machine 10 formed as additional brake device.

Other possibilities are conceivable, for example the active influencing of the electrical machine 10 can be generated by braking tes. In this case, regardless of further boundary conditions, a distribution of the fuel by means of the hydrodynamic retarder is carried out beforehand in the presence of a driver request after the generation of a specific braking torque, a specific deceleration and / or the maintenance of a constant speed on the vehicle 3 and the electric machine 10 generated braking torque. The driver's request is the sum of the setpoints for one of the hydrodynamic retarder 3 releasable braking torque M _{BRetardersoll} and from the electric machine 10 generated braking torque M _elektrsoll formed. Each braking device is then activated separately.

In the in the 6a to 6c reproduced signal flow images, a coaxial arrangement of rotor blade wheel of the retarder and rotor of the electric machine was adopted. In this case, both inevitably have the same speed. With eccentric arrangement, therefore, the performance should be based on the moments. Furthermore, in the 6a to 6c possibilities described combined with each other, embeddable in controls and regulations. This also applies to a particularly advantageous embodiment according to 6d , In this, a uniform braking effect is achieved over the entire braking process. For this purpose, a setpoint value for a constant braking power P _{B constant is} set as a function of the driver's request after generation of a specific braking torque M _Bsetpoint and / or a deceleration -a _soll and / or the setting of a constant speed v _constant . This is mainly applied via the hydrodynamic retarder, ie _{retarder roll} is _{retarder max} . However, since the rotational speed at the rotor blade wheel is reduced while the degree of filling of the retarder remains constant during braking, and thus the speed difference between the rotor blade wheel and the stator blade wheel becomes smaller, the instantaneous braking power is also reduced. This proportion is increasingly due to the electric machine 10 compensates, in which to this actively a voltage for generating a counter-torque on the shaft to be braked 8th is created. The change in the retarder 3 decelerated braking power P _Retarder at a given time t _n is a function of the change in the speed difference Δ (n _{rotor blade impeller} -n _stator ) between the rotor and stator vane wheel at this time t _n . For each time t _n is then the difference of the desired total braking power and the current due to the change of the speed difference Δ (n _{rotor blade} -n _stator ) is formed and this power difference as the setpoint for the electric machine 10 Provable braking power set.

With the solution according to the invention are even more advantageous uses of the electric machine 10 possible. 5 clarifies this with reference to the block diagram shown there. The following terms are used:

Explanation of the block diagram

W _T

Specified drive power power plant

W _B

Setpoint braking power (dynamic brake)

W _H

Setpoint auxiliary operating power

W _DM

Setpoint diesel engine (Filling setpoint)

W _R

Setpoint retarder (hydrodynamic brake)

W _G

Setpoint E-Retarder (electric machine E)

W _M

Specified drive power electric machine E

W _EX

Setpoint external power supply (eg setpoint auxiliary diesel)

X _R

Actual value retarder (hydrodynamic Brake)

X _B

Actual value braking power (dynamic brake)

X _G

Actual value E-Retarder (electric machine E)

_XM

Actual value of drive power electric machine E

E _B

Electrical power to the brake resistor

E _E

Electrical power from and to the energy store

E _G

Energy from the electrical Machine E in regenerative operation

E _M

Energy to the electric Machine E in engine operation

E _H

Energy to the auxiliary companies

E _BG

Energy from the on-board generator (to energy storage)

The vehicle or brake control transmits desired values for the driving power W _T , for the power required by the auxiliary drives W _H or the power of the dynamic brake W _B for electronic transmission and / or drive control. This control is either a control solely assigned to the transmission or a control jointly assigned to several components.

The transmission and drive control, here called VTDC receives the setpoint for the drive power W _T and the dynamic brake W _B from the vehicle and brake control and reports the actual value of the power of the dynamic brake X _B back. From the inverter and the energy management then the actual value of the power of the integrated electric machine in the transmission 10 the motor or generator operation X _M , X _G reported as well as the available electrical energy, either from the energy storage 16 or can be taken from an external power supply. The electronic drive and transmission control VTDC sends the setpoint for the motor or generator power P _M or P _G to the inverter and the energy management and the setpoint for the required by the auxiliary drives power W _H. The electronic drive and transmission control VTDC receives from the hydrodynamic brake then the actual value for the braking torque (X _R = pressure as a function of the braking torque M _B retarder) and the temperature of the transmission oil. The setpoint for the braking torque of the retarder, is passed to the manipulated variable to the corresponding actuator. Further, the target value for the drive power is sent to the engine.

The Umrichteeinheit regulates the removal or supply of electrical energy from the external power supply or from the energy storage 16 , The converter unit converts current, voltage and possibly frequency for feeding or removal from the various supply, drive and storage units. The inverter unit further monitors the flow of energy to and from the electric machine 10 in the motor as well as in the generator gearbox. The Umrichteeinheit further monitors the electrical energy available from the external power supply and optionally sends a setpoint to the external power supply, eg. B. the performance of an auxiliary diesel. If required, the electrical energy supplied by the on-board generator can also be included in the energy management.

The inverter unit also supplies the auxiliary equipment with electrical energy, if this from the electrical machine 10 or can be removed from the store.

As already executed can be used as an external power supply z. B. one of a catenary powered inverter, in the fuel cell or one over one Setpoint controlled auxiliary diesel be used. As energy storage devices can z. As batteries, capacitors or a flywheel storage used become.

According to a particularly advantageous embodiment, a braking resistor is further used, that of the electrical machine 10 in the regenerative mode supplied electrical energy converts into heat, if it is not needed for the supply of auxiliary drives or the power supply of the energy storage.

With this in the 5 shown configuration are in addition to those in the 6a to 6c reproduced method also conceivable additional functions for the electric machine, such as the drive of auxiliary drives or required pumping devices for the gear unit outside the vehicle standstill. Furthermore, in the event of a failure of the auxiliary drive generator for supplying the required electrical energy of the vehicle, the electric machine can provide the electrical energy for operating the drive system and thus increases operational safety. This is particularly advantageous for the realization of a self-sufficient clearing of the rail track, since additional measures are not required. In any case using a so-called auxiliary drive generator for the supply of the required electrical energy of the vehicle, z. As air conditioning, lighting, etc., this can be significantly reduced in terms of space and design by the electrical energy produced in the transmission integrated electrical machine.

In motor operation, the electric machine 10 increase the drive power or provide the drive power also exclusively, which is particularly important in the case of a stopped drive motor of particular importance. The latter case is z. B. when supplying the vehicle from a catenary possible or from the vehicle-internal energy storage and thus allows emission-free operation for special applications, eg. B. tunnel ride or station exit. A significant advantage is further that the drive power used in the engine operation of the electric machine in terms of overall performance allows a reduction in the interpretation of the diesel engine power. This downsizing of the diesel engine not only saves costs but also saves fuel and weight.

Theoretically there is also the possibility of the mentioned functions when coupling the rotor of the electric Machine to a turbine wheel of a hydrodynamic component to realize.

1

The power transmission unit

2

braking means

3

hydrodynamic retarder

4

Primary wheel / rotor blade

5

Secondary / stator

6

working space

7

transmission

8th

braked element

9

wave

10

electrical machine

11

rotor

12

stator

13

stationary element

14

casing

15

armature winding

16

Energy storage unit

17

powertrain

18

prime mover

19

to be driven bikes

20

transmission

21

Internal combustion engine

22

crankshaft

23

casing

24

casing

25

high engine

26

Speed / torque converter device

27

spur gear

e

transmission input

A

transmission output

28

rotor shaft

29

runner

30

runner

31

Hochgang Trio

32

spur gear

33 ₁

hydrodynamic component

34 ₁ , 34 ₂

hydrodynamic component

35

Reverse gear set

36

hydrodynamic component

37

rotor shaft

38

control device

39

Voltage link

40

Facility to control the power output or recording of the

electrical Machine at least indirectly descriptive sizes

41

battery

42

external supply unit

43

accessory

44

setting device

45

refrigeration Equipment

Claims (24)

The power transmission unit for vehicles, in particular rail vehicles 1.1 arranged with at least one in the power flow, Transmitting power Element; 1.2 with a combined brake and functional unit, comprising a first braking device in the form of a hydrodynamic Retarder and a second braking device in the form of an electric Machine; 1.3 the hydrodynamic retarder comprises a a braked, with the power transmitting element at least indirectly coupled rotor blade wheel and a stator blade wheel, the one filled with resources Form working space; 1.4 the electric machine comprises at least a rotor and a stator and is connected to a power supply device electrically coupled; 1.5 the rotor is at least indirect rotationally fixed with the rotor blade wheel of the hydrodynamic retarder coupled. Performance Conference unit according to claim 1, characterized in that the rotor blade wheel of the hydrodynamic retarder and the rotor of the electric machine are arranged coaxially with each other. The power transmission unit according to claim 2, characterized in that the rotor blade wheel of the hydrodynamic retarder and the rotor of the electric machine arranged adjacent to each other and directly with each other drefest connectable. The power transmission unit according to claim 2 or 3, characterized in that the rotor of the electric machine on the rotor blade wheel of the hydrodynamic Retarders is stored on the fly. The power transmission unit according to claim 4, characterized in that the hydrodynamic retarder and the electric machine each comprise a housing and the housing of the electric machine on the housing the retarder is flanged. The power transmission unit according to claim 2, characterized in that the rotor blade wheel of the hydrodynamic retarder and the rotor of the electric machine in the axial direction aader are arranged spaced and over a Intermediate element with each other drefest connectable. Performance Conference unit according to claim 1, characterized in that the rotor blade wheel of the hydrodynamic retarder and the rotor of the electric machine are arranged eccentrically to each other. Performance Conference unit according to claim 3, characterized in that the rotor blade wheel of the hydrodynamic retarder and the rotor of the electric machine via a Torque transfer device, preferably a speed / torque converter with each other are connected. The power transmission unit according to claim 8, characterized in that the rotor blade wheel of the hydrodynamic retarder and the rotor of the electric machine via a continuously variable transmission are interconnected. Performance Conference unit according to one of the claims 7 to 9, characterized in that the rotor blade wheel of the hydrodynamic retarder eccentric to be braked element and the rotor of the electric machine coaxial with the braked Element are arranged and the rotor blade via a Speed / torque converter connected to the element to be braked. Power transmission unit according to one of Claims 7 to 9, characterized in that the rotor blade wheel of the hydrodynamic retarder is coaxial with the element to be braked and the rotor the electric machine are arranged eccentrically to be braked element and the rotor is connected via a speed / torque converter with the braked element. The power transmission unit according to one of the claims 7 to 11, characterized in that the speed / torque converter a translation fast. The power transmission unit according to one of the claims 1 to 12, characterized in that when used in mobile systems the power supply device as a power supply device integrated in the system is. The power transmission unit according to claim 13, characterized in that the energy supply device at least one battery. The power transmission unit according to one of the claims 1 to 12, characterized in that when used in mobile systems the power supply device as an outside of the system arranged external power supply device is. The power transmission unit according to claim 15, characterized in that the energy supply device is formed by a catenary. The power transmission unit according to one of the claims 1 to 16, characterized in that the at least indirect non-rotatable connection between rotor blade wheel and rotor as a positive connection accomplished is. The power transmission unit according to one of the claims 1 to 17, characterized in that the at least indirect non-rotatable connection between the rotor blade wheel and rotor as non-positive connection accomplished is. The power transmission unit according to one of the claims 1 to 18, characterized in that the at least indirect non-rotatable connection between rotor blade wheel and rotor as a positive connection accomplished is. The power transmission unit according to one of the claims 1 to 18, characterized in that the at least indirect rotatable connection between rotor blade and rotor switchable is. The power transmission unit according to one of the claims 1 to 21, characterized in that the at least indirect rotatable connection between the rotor blade and the rotor comprises a clutch. The power transmission unit according to one of the claims 1 to 21, characterized in that it comprises a transmission and the Hydrodynamic retarder at the transmission input, in the gearbox or on the Output of the transmission is arranged. The power transmission unit according to one of the claims 1 to 22, which is integrated in a vehicle and from the connection between a prime mover and the wheels to be driven via a Transmission is formed, characterized in that the hydrodynamic Retarder is arranged at one of the following positions: - at the prime mover - between Prime mover and transmission input - behind the gearbox. Method for optimizing the operation of a The power transmission unit according to one of the claims 1 to 23, characterized in that the electric machine used at least in one of the following functions becomes: - Additional brake device to the hydrodynamic retarder - Energy supply in one Network or an energy storage unit - Energy supply for auxiliary drives - boosters.