DE102017214590B3 - Rail vehicle transmission and drive unit for a rail vehicle - Google Patents

Abstract

The invention relates to a rail vehicle transmission (3), comprising a transmission input (10), a transmission output (11) and a planetary gear set (8), which comprises the elements (16, 18, 20) sun gear (17), planet carrier (19) and ring gear (21 ) having. Here, the transmission input (10) of the connection to a drive machine (2), wherein a first switching element (24) and a second switching element (25) are provided by their selective actuation different ratios between the transmission input (10) and transmission output (11) represented are. In order to enable the most compact possible arrangement of the rail vehicle transmission (3) in the region of an axle (4) of a rail vehicle, the transmission output (11) of the rotationally fixed coaxial connection with a wheel set shaft (5) of the axle (4), wherein the planetary gear set (8 ) is arranged coaxially with the transmission output (11).

Description

The invention relates to a rail vehicle transmission, comprising a transmission input, a transmission output and a planetary gear set, which has as elements a sun gear, a planet web and a ring gear, wherein the transmission input of the connection to an engine is used, and wherein a first and a second switching element are provided through the selective actuation of different ratios between the transmission input and transmission output can be displayed. Furthermore, the invention relates to a drive unit for a rail vehicle with a rail vehicle transmission.

In the field of rail vehicles in addition to locomotives so-called multiple units are known in which several train segments are combined into one unit. In such a unit then usually have several train segments on drive units, via which in each case a propulsion of the multiple unit can be realized. In addition to multiple units with internal combustion engines, so-called diesel multiple units (DMU), multiple units are also often performed electrical, as so-called electrical multiple units (EMU). Here, a drive unit is usually provided in the region of a bogie of the respective train segment, wherein an electric drive machine is then connected via an intermediate gear with a respective axle of the bogie.

From the DE 10 2014 213 012 A1 goes out a rail vehicle transmission, which is intended for use in the area of an electric multiple unit. In this case, two planetary gear sets are provided in the rail vehicle transmission between a transmission input and a transmission output, which are each composed of the elements sun gear, planetary gear and ring gear. Furthermore, the rail vehicle transmission has a plurality of switching elements, via which different transmission ratios between the transmission input and the transmission output can be displayed. Within a drive unit, the transmission input of the rail vehicle transmission serves to connect to a drive machine, while a connection to a wheel set shaft of an axle is produced via the transmission output in the installed state of the rail vehicle transmission. Here, the transmission output is provided offset in the axial direction to the wheel set shaft, wherein a connection to the wheelset shaft is realized via a spur gear stage downstream of the rail vehicle transmission.

The DE 10 2014 219 025 A1 describes a rail vehicle transmission with a planetary gear set, which includes a sun gear, a planet carrier with planetary gears and a ring gear. Furthermore, the rail vehicle transmission comprises a switchable clutch. From the transmission output of the rail vehicle transmission, a torque or a rotational movement can be transmitted to a vehicle axle.

From the DE 10 2014 213 015 A1 is a rail vehicle transmission with a drive shaft, an intermediate shaft and an output shaft known, said shafts are connected to each other via Stirnradpaare. The rail vehicle transmission further comprises two switching elements, with which different ratios between the drive shaft and the output shaft are switchable. Based on the above-described prior art, it is now the object of the present invention to provide a rail vehicle transmission, which can be arranged as compact as possible in the region of an axis of an electric multiple unit.

This object is achieved on the basis of the preamble of claim 1 in conjunction with its characterizing features. The following dependent claims give each advantageous embodiments of the invention. A drive unit for a rail vehicle is also the subject matter of claims 11 and 12.

According to the invention, a rail vehicle transmission comprises a transmission input, a transmission output and a planetary gear set, which has as elements a sun gear, a planet carrier and a ring gear. In this case, the transmission input of the connection to a prime mover, wherein a first and a second switching element are provided by the selective actuation different ratios between the transmission input and transmission output can be displayed.

The transmission input is used to connect to a drive machine of a drive unit of a rail vehicle, in which case a direct rotationally fixed connection of the transmission input realized with the prime mover or a connection via one or more intermediate gear ratios can be completed. The planetary gear set of the rail vehicle transmission is composed of a sun gear, a planet carrier and a ring gear in a manner known in principle to those skilled in the art. The rail vehicle transmission according to the invention particularly preferably has exactly one planetary gear set, but in principle a combination with further planetary gear sets is also conceivable within the scope of the invention.

The invention now includes the technical teaching that the transmission output of the rotationally fixed coaxial connection with a wheel set shaft serves an axle of a rail vehicle and the planetary gear is arranged coaxially to the transmission output. In other words, therefore, the transmission output of the rail vehicle transmission according to the invention is intended to produce a rotationally fixed connection with a wheelset axle of an axle of the rail vehicle, wherein the transmission output is formed coaxially to the axle shaft lying. In addition, the planetary gear is arranged coaxially to the transmission output, so that ultimately the planetary gear is coaxial with the axle, with which the rail vehicle transmission is connected in the installed state.

Such a configuration of a rail vehicle transmission has the advantage that the coaxial arrangement of the planetary gear set to Radsatzwelle a particularly compact arrangement of the rail vehicle transmission in the region of the axis of the rail vehicle is possible. Because of the coaxial alignment of the transmission output to be connected thereto wheelset shaft and the coaxial arrangement of the planetary gear train station can be arranged directly on the wheelset, so that the rail vehicle transmission can be placed achsreitend and thus sits directly on the axle.

In contrast, the rail vehicle transmission in the DE 10 2014 213 012 A1 placed over a downstream spur gear and thus off-axis to the wheelset, so that increases the space required in the radial direction accordingly.

The transmission output is used in the rail vehicle transmission according to the invention the rotationally fixed connection with the coaxial wheelset shaft of the axis, wherein the transmission output is preferably formed at the point at which the rotationally fixed connection of the output side seated component of the rail vehicle transmission is made with the wheelset. Thus, the transmission output can be configured on a through hole of the output side seated component of the rail vehicle transmission, through which the wheel set shaft is guided and on which the rotationally fixed connection is formed to the wheelset shaft. In principle, however, the output-side component of the rail vehicle transmission and the wheel set shaft could also be configured in one piece, wherein the transmission output is then defined in the transition to the wheelset.

According to one embodiment of the invention, the first element of the planetary gear set is in communication with the transmission input, while the second element of the planetary gear set is connected to the transmission output. In addition, the third element of the planetary gear set can be set via the first switching element, whereas two of the elements of the planetary gear set can be rotatably connected to each other by means of the second switching element. The latter has thereby a blocking of the planetary gear set.

In the present case, therefore, the first switching element is designed as a brake, which sets the third element of the planetary gear set in the actuated state. In this case, a rotationally fixed connection to a fixed component of the rail vehicle transmission is particularly preferably produced, which is in particular a housing of the rail vehicle transmission, a part of the housing or a component of the transmission connected to the housing. In contrast, the second switching element is designed as a coupling, which optionally equalizes in the closed state, the two associated elements of the planetary gear in their rotational movements and rotatably connected together below.

The second switching element connects in the closed state, two of the elements of the planetary gear rotatably with each other, in which case as options, the first element and the second element of the planetary, the second element and the third element of the planetary or the first element and the third element of the planetary gear rotatably with each other can be associated. Because in all the above cases, in each case a blocking of the planetary gear set is achieved.

In a further development of the aforementioned embodiment, a first gear results by closing the first shift element and a second gear by actuating the second shift element. In the rail vehicle transmission according to the invention, therefore, two gears can be represented as gear ratios between the transmission input and transmission output, wherein the one gear can be represented just by pressing the first switching element and the second gear by closing the second switching element. Particularly preferably, the first gear is the shorter gear, but in the context of the invention the second gear may also be in the shorter gear. Further preferably, also a neutral gear of the rail vehicle transmission can be realized, in which none of the switching elements is actuated and the transmission input and the transmission output are decoupled from each other. As a result, if necessary, a sailing operation can be realized in the rail vehicle, in which the drive machine is decoupled from drive wheels of the axle.

According to a further embodiment of the invention, the planetary gear set is coupled to the transmission input via a spur gear. In this way, a 2-stage ratio of a drive movement of the upstream drive machine can be realized, wherein the drive machine can also be placed axially offset due to the off-axis arrangement of the transmission input.

It is a further embodiment of the invention that the transmission input is formed on an input shaft of the rail vehicle transmission. In this case, therefore, the transmission input at one axial end of the input shaft is configured, on which then the connection to the upstream drive machine is made.

In a further development of the two aforementioned variants, a first spur gear of the spur gear is arranged on the input shaft and is in meshing engagement with a second spur gear of the spur gear, which is placed on an intermediate shaft, wherein the connection to the planetary gear set is made via the intermediate shaft. As a result, a suitable, 2-stage construction of the rail vehicle transmission is realized.

According to a further embodiment of the invention, a hydraulic system with a hydraulic pump and at least one valve is provided, via which in each case a pressurization of the switching elements can be controlled by the hydraulic pump. Thus, the transmission has a hydraulic pump, via which a pressure can be provided to operate the switching elements respectively. Specifically, the pressurization of the switching elements is controlled via at least one valve which sits between the hydraulic pump and the switching elements. Particularly preferred is a common valve for the switching elements is provided, which can initiate on the one hand a pressurization of the first and on the other hand, a pressurization of the second switching element. More preferably, this valve is then a solenoid valve. Both the valve and the hydraulic pump are in particular integrated into a housing of the rail vehicle transmission, which allows a compact arrangement of the hydraulic system.

In a further development of the aforementioned embodiment, the hydraulic pump is connected to the input shaft or the intermediate shaft. A drive of the hydraulic pump thus takes place either via the input shaft or alternatively via the intermediate shaft, wherein in both cases, a suitable drive of the hydraulic pump can be realized.

It is a further embodiment of the invention that the switching elements are designed as non-positive switching elements. In this case, the switching elements are preferably present as lamella switching elements. An embodiment as non-positive switching elements has the advantage that a shift between the gear ratios under load and thus can take place without loss of traction. In addition, this synchronization can be omitted.

In a further development of the invention, the planetary gear set is in the form of a minus planetary gear set, wherein the first element of the planetary gear set is the sun gear, the second element of the planetary gear set is the planet gear and the third element of the planetary gear set is the ring gear. In this case, therefore, the planetary gear set is designed as a minus planetary gear set, wherein the planetary web one or more planetary gears rotatably mounted, each of which is in mesh with both the radially inner sun gear and the surrounding ring gear.

Alternatively, the planetary gear set but could also be designed as a plus-planetary gear set, which is then in the first element of the planetary gear to the sun gear, in the second element of the planetary gear to the ring gear and the third element of the planetary gear around the planet web. The planetary web leads in this case at least one pair of planetary gears, one of whose planetary gears meshes with the sun gear and one with the ring gear, and the planet gears mesh with one another.

In comparison to a version as a minus planetary gear set, the web and ring gear connection are to be exchanged for the transfer of the planetary gear set in a plus planetary gear set. In addition, the gearbox ratio has to be increased by one. Particularly preferably, however, the planetary gear set is designed as a minus planetary gearset.

An inventive rail vehicle transmission is in particular part of a drive unit for a rail vehicle, wherein within the drive unit, the rail vehicle transmission is then connected on the drive side with a prime mover and the output side with a wheelset shaft of an axis of the rail vehicle. In the case of an embodiment of the invention, the drive machine is an electric machine, so that the drive unit is designed for use in the area of an electric multiple unit train.

The invention is not limited to the specified combination of the features of the main claim or the claims dependent thereon. It also results in ways to combine individual features, even if they emerge from the claims, the following description of preferred embodiments of the invention or directly from the drawings. The reference of the claims to the drawings by use of reference numerals is not intended to limit the scope of the claims.

• 1 eine schematische Ansicht einer Antriebseinheit für ein Schienenfahrzeug mit einem Schienenfahrzeuggetriebe entsprechend einer ersten Ausführungsform der Erfindung;
• 2 eine schematische Darstellung von Anordnungsvarianten einer Antriebsmaschine der Antriebseinheit aus 1; und
• 3 eine schematische Ansicht einer Antriebseinheit für ein Schienenfahrzeug mit einem Schienenfahrzeuggetriebe gemäß einer zweiten Ausgestaltungsmöglichkeit der Erfindung.

Advantageous embodiments of the invention, which are explained below, are shown in the drawings. It shows:

• 1 a schematic view of a drive unit for a rail vehicle with a rail vehicle transmission according to a first embodiment of the invention;
• 2 a schematic representation of arrangement variants of a prime mover of the drive unit 1 ; and
• 3 a schematic view of a drive unit for a rail vehicle with a rail vehicle transmission according to a second embodiment of the invention.

1 shows a schematic view of a drive unit 1 , which is intended for use in a bogie of a rail vehicle. The rail vehicle is preferably an electric multiple unit, which is composed of several segments, each above the drive unit 1 have corresponding drive units.

The drive unit 1 includes a prime mover 2 which is an electric machine in the present case and which has an intermediate rail vehicle transmission 3 with an axis 4 is coupled. This is where the axle sits 4 from a wheel set shaft 5 and two wheel tires arranged thereon 6 together, the latter being in 1 only a wheel tire 6 is shown.

As in 1 can be seen, includes the rail vehicle transmission 3 a spur gear 7 and a planetary gear set 8th working together in a housing 9 of the rail vehicle transmission 3 are placed. Here are the spur gear 7 and the planetary gear set 8th between a transmission input 10 and a transmission output 11 of the rail vehicle transmission 3 arranged, with the spur gear 7 while in power flow direction between the transmission input 10 and the planetary gear set 8th is provided. The transmission input 10 is defined at one axial end of an input shaft 12, via which a rotationally fixed connection with the prime mover 2 is made. By contrast, the transmission output 11 in the transition to the wheelset shaft 5 Are defined.

The spur gear stage 7 consists of a first spur gear 13 and a second spur gear 14 together, of which the first spur gear 13 rotatably on the input shaft 12 is arranged and with the second spur gear 14 is in meshing. The second spur gear 14 is then rotatably on an intermediate shaft 15 placed over which the connection to the downstream planetary gear set 8th is made.

In the present case, the planetary gear sets 8th from a first element 16 in the form of a sun wheel 17 , a second element 18 in the form of a planetary bridge 19 and a third element 20 in the form of a ring gear 21 together. The planetary bridge 19 leads thereby several planet wheels 22 and 23 , each with both the radially inner sun gear 17 as well as the surrounding ring gear 21 comb. In the present case, the planetary gear is 8th So executed as a minus planetary gear set.

As in 1 is shown, is the sun gear 17 rotatably on the intermediate shaft 15 placed while the planet web 19 rotatably with the wheelset shaft 5 connected is. It is at the non-rotatable connection of the planetary bridge 19 with the wheelset shaft 5 the transmission output 11 formed, the planetary web 19 and the wheelset shaft 5 can also be configured in one piece. The ring gear 21 in contrast, via a first switching element 24 on the housing 9 set and thus be prevented in the sequence of a rotational movement, wherein the ring gear 21 in addition, by closing a second switching element 25 rotatably with the intermediate shaft 15 and thus also the sun wheel 17 can be connected. The latter has a blocking of the planetary gear set 8th result.

A special feature is the planetary gear set 8th coaxial with the axle 5 arranged, which is a particularly compact arrangement of the rail vehicle transmission 3 at the wheelset shaft 5 makes possible. Such is the rail vehicle transmission 3 with compact radial dimensions on the wheelset shaft 5 placed.

The two switching elements 24 and 25 are in the present case designed as non-positive switching elements and are in concrete terms before each as a plate switching elements. This is the first switching element 24 around a brake, while the second switching element 25 realized as a clutch.

In the actuated state of the first switching element 24 becomes a first gear of the rail vehicle transmission 3 shown, wherein in a second gear can be switched by the first switching element 24 opened and the second switching element 25 is closed. Preferably, the first gear is a shorter gear that is geared, and then is translated into gear by shifting into second gear. However, it is within the scope of the invention also conceivable that the order of the gears is exactly reversed, so the second gear is the shorter translated gear. A change between the two gears can be done under load, since the two switching element 24 and 25 exist as non-positive switching elements. It is also in the rail vehicle transmission 3 also possible to switch neither of the two gears and thereby a neutral gear of the rail vehicle transmission 3 to realize.

An actuation of the two switching element 24 and 25 is via a hydraulic system 26 controlled, which is a hydraulic pump 27 and a valve 28 includes. The hydraulic pump 27 is at the input shaft 12 Ties and promotes hydraulic fluid from a - not shown here - tank to the valve 28 , which is designed as not shown in detail way valve. In a first switching position of the valve 28 becomes a pressurization of the first switching element 24 made while in a second switching position of the valve 28 the second switching element 25 is pressurized accordingly. In a neutral position of the valve 28 on the other hand, none of the two switching elements 24 and 25 provided. The hydraulic pump 27 and the valve 28 are also both in the case 9 of the rail vehicle transmission 3 added.

The prime mover 2 is over the spur gear stage 7 Off-axis to the wheelset shaft 5 placed. Apart from the in 1 Placed placement of the prime mover 2 but this can also be offset in the circumferential direction at other positions, such as in 2 based on a highly schematic view of an end face of the drive unit 1 in 1 is indicated. Here is the in 1 actually realized position of the prime mover 2 shown with a solid line, while the dashed lines possible alternative positions of the prime mover 2 suggest.

3 shows a schematic view of a drive unit 1 with a rail vehicle transmission 3 according to a second embodiment of the invention. This embodiment option largely corresponds to the variant 1 with the only difference being that a hydraulic pump 27 in this case not on the input shaft 12 tethered, but at the intermediate shaft 15 , Incidentally, the possibility of design according to 3 according to the variant 1 so that reference is made to what has been described. For the sake of simplicity, in the 3 only the upper half of the planetary gear set 8th shown.

The rail vehicle transmission 3 out 1 and 3 can be modified in the context of the invention to the effect that the second switching element 25 when closed, either the sun gear 17 and the planetary bridge 19 or the planetary bridge 19 and the ring gear 21 rotatably connected to each other, as in both cases also a blocking of the planetary gear set 8th is brought about.

By means of the embodiments of a rail vehicle transmission according to the invention, a compact construction of the same can be realized.

LIST OF REFERENCE NUMBERS

1

drive unit

2

prime mover

3

Rail vehicle transmissions

4

axis

5

axle

6

tires

7

spur gear

8th

planetary gear

9

casing

10

transmission input

11

transmission output

12

input shaft

13

first spur gear

14

second spur gear

15

intermediate shaft

16

first element

17

sun

18

second element

19

planet spider

20

third element

21

ring gear

22

planet

23

planet

24

First switching element

25

Second switching element

26

hydraulic system

27

hydraulic pump

28

Valve

Claims (12)

Rail vehicle transmission (3), comprising a transmission input (10), a transmission output (11) and a planetary gear set (8), which as elements (16, 18, 20) a sun gear (17), a planetary web (19) and a ring gear (21 ), wherein the transmission input (10) of the connection to a drive machine (2), and wherein a first switching element (24) and a second switching element (25) are provided by their selective actuation different transmission ratios between the transmission input (10) and transmission output (11) can be represented, characterized in that the transmission output (11) of the rotationally fixed coaxial connection with a Radsatzwelle (5) of an axle (4) of a rail vehicle and the Planetenradsatz (8) coaxial with the transmission output (11) is arranged. Rail vehicle transmission (3) according to Claim 1 characterized in that the first member (16) of the planetary gear set (8) is in communication with the transmission input (10) and the second member (18) of the planetary gear set (8) is connected to the transmission output (11), and that third Element (20) of the planetary gear set (8) via the first switching element (24) can be fixed and two of the elements (16, 18, 16, 20, 18, 20) of the planetary gear set (8) by means of the second switching element (25) rotatably connected to each other are. Rail vehicle transmission (3) according to Claim 2 , characterized in that a first gear results by closing the first switching element (24) and a second gear by operating the second switching element (25). Rail vehicle transmission (3) according to one of Claims 1 to 3 , characterized in that the planetary gear set (8) with the transmission input (10) via a spur gear (7) is coupled. Rail vehicle transmission (3) according to one of the preceding claims, characterized in that the transmission input (10) on an input shaft (12) is formed. Rail vehicle transmission (3) according to Claim 4 and 5 , characterized in that a first spur gear (13) of the spur gear (7) on the input shaft (12) is arranged and with a second spur gear (14) of the spur gear (7) is in meshing engagement, which is placed on an intermediate shaft (15) , wherein via the intermediate shaft (15) the connection to the planetary gear set (8) is made. Rail vehicle transmission (3) according to one of the preceding claims, characterized in that a hydraulic system (26) with a hydraulic pump (27) and at least one valve (28) is provided, via which in each case pressurization of the switching elements (24, 25) by the hydraulic pump (27) is controllable. Rail vehicle transmission (3) according to Claim 6 and 7 , characterized in that the hydraulic pump (27) is connected to the input shaft (12) or the intermediate shaft (15). Rail vehicle transmission (3) according to one of the preceding claims, characterized in that the switching elements (24, 25) are designed as non-positive switching elements. Rail vehicle transmission (3) according to one of the preceding claims, characterized in that the planetary gear set (8) is present as a minus planetary gear set, wherein the first element (16) of the planetary gear set (8) to the sun gear (17), in the second Element (18) of the planetary gear set (8) about the planetary web (19) and in the third element (20) of the planetary gear set (8) to the ring gear (21) acts. Drive unit (1) for a rail vehicle, comprising a drive machine (2) and a rail vehicle transmission (3) according to one or more of Claims 1 to 10 , Drive unit (1) after Claim 11 , characterized in that the drive machine (2) is designed as an electric machine.

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