EP1199237A1 - Transmission pour véhicule ferroviaire - Google Patents

Transmission pour véhicule ferroviaire Download PDF

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Publication number
EP1199237A1
EP1199237A1 EP01124748A EP01124748A EP1199237A1 EP 1199237 A1 EP1199237 A1 EP 1199237A1 EP 01124748 A EP01124748 A EP 01124748A EP 01124748 A EP01124748 A EP 01124748A EP 1199237 A1 EP1199237 A1 EP 1199237A1
Authority
EP
European Patent Office
Prior art keywords
drive motor
gear
transmission according
steering drive
wheels
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP01124748A
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German (de)
English (en)
Other versions
EP1199237B1 (fr
Inventor
Richard Strehler
Max Bartl
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ZF Friedrichshafen AG
Original Assignee
ZF Friedrichshafen AG
Priority date (The priority date 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 date listed.)
Filing date
Publication date
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Application filed by ZF Friedrichshafen AG filed Critical ZF Friedrichshafen AG
Publication of EP1199237A1 publication Critical patent/EP1199237A1/fr
Application granted granted Critical
Publication of EP1199237B1 publication Critical patent/EP1199237B1/fr
Anticipated expiration legal-status Critical
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C15/00—Maintaining or augmenting the starting or braking power by auxiliary devices and measures; Preventing wheel slippage; Controlling distribution of tractive effort between driving wheels
    • B61C15/14—Maintaining or augmenting the starting or braking power by auxiliary devices and measures; Preventing wheel slippage; Controlling distribution of tractive effort between driving wheels controlling distribution of tractive effort between driving wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F3/00—Types of bogies
    • B61F3/16—Types of bogies with a separate axle for each wheel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles

Definitions

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

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Retarders (AREA)
EP01124748A 2000-10-20 2001-10-17 Transmission pour véhicule ferroviaire Revoked EP1199237B1 (fr)

Applications Claiming Priority (2)

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

Publications (2)

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

Family

ID=7660438

Family Applications (1)

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

Country Status (2)

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

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2015110223A1 (fr) * 2014-01-23 2015-07-30 Zf Friedrichshafen Ag Dispositif d'entraînement d'au moins un arbre de sortie d'un véhicule ferroviaire et procédé pour faire fonctionner un dispositif de ce type
US20220055685A1 (en) * 2018-12-19 2022-02-24 Mando Corporation Steering control apparatus, steering control method, and steering apparatus

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102005003509A1 (de) * 2005-01-26 2006-07-27 Voith Turbo Gmbh & Co. Kg Differentialeinheit, insbesondere Sperrdifferential, und Antriebssystem für Schienenfahrzeuge
DE102011081845A1 (de) 2011-08-31 2013-02-28 Zf Friedrichshafen Ag Getriebe für Schienenfahrzeuge
CN108657195A (zh) * 2017-03-30 2018-10-16 比亚迪股份有限公司 前驱动桥总成及具有其的底盘、轨道交通车辆

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3811409A1 (de) * 1987-11-26 1989-10-26 Geggerle Sigmund Differentialausgleich von antriebsachsen bei schienenfahrzeugen in kurven mit hilfe eines geteilten rades, dessen teile zueinander elektromotorisch bewegt werden
US5275248A (en) * 1993-03-11 1994-01-04 Finch Thomas E Power operated wheelchair
EP0770533A1 (fr) * 1995-10-27 1997-05-02 Linke-Hofmann-Busch Gesellschaft mit beschränkter Haftung Dispositif pour guider des véhicules
EP0936125A2 (fr) * 1998-02-10 1999-08-18 Deutsches Zentrum für Luft- und Raumfahrt e.V. Méthode de guidage de voie pour ensembles d'essieux d'un véhicule ferroviaire et dispositif pour la mise en oeuvre de cette méthode
EP0965511A2 (fr) * 1998-05-29 1999-12-22 Deutsches Zentrum für Luft- und Raumfahrt e.V. Ensemble-essieu pour véhicules ferroviaires

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1559225A (en) * 1977-02-02 1980-01-16 Caterpillar Tractor Co Hydrostatic transmission with differential steering
DE3840686A1 (de) * 1988-12-02 1990-06-07 Michael Meyerle Halteeinrichtung fuer ein gleiskettenfahrzeug
EP0511949B1 (fr) * 1991-04-30 1995-07-19 SGP Verkehrstechnik Gesellschaft m.b.H. Procédé de commande d'un train de roues sans liaison par essieu rigide

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3811409A1 (de) * 1987-11-26 1989-10-26 Geggerle Sigmund Differentialausgleich von antriebsachsen bei schienenfahrzeugen in kurven mit hilfe eines geteilten rades, dessen teile zueinander elektromotorisch bewegt werden
US5275248A (en) * 1993-03-11 1994-01-04 Finch Thomas E Power operated wheelchair
EP0770533A1 (fr) * 1995-10-27 1997-05-02 Linke-Hofmann-Busch Gesellschaft mit beschränkter Haftung Dispositif pour guider des véhicules
EP0936125A2 (fr) * 1998-02-10 1999-08-18 Deutsches Zentrum für Luft- und Raumfahrt e.V. Méthode de guidage de voie pour ensembles d'essieux d'un véhicule ferroviaire et dispositif pour la mise en oeuvre de cette méthode
EP0965511A2 (fr) * 1998-05-29 1999-12-22 Deutsches Zentrum für Luft- und Raumfahrt e.V. Ensemble-essieu pour véhicules ferroviaires

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2015110223A1 (fr) * 2014-01-23 2015-07-30 Zf Friedrichshafen Ag Dispositif d'entraînement d'au moins un arbre de sortie d'un véhicule ferroviaire et procédé pour faire fonctionner un dispositif de ce type
CN106414211A (zh) * 2014-01-23 2017-02-15 Zf 腓德烈斯哈芬股份公司 用于驱动轨道车辆的至少一根输出轴的设备及其运行方法
US10207720B2 (en) 2014-01-23 2019-02-19 Zf Friedrichshafen Ag Device for driving at least one output shaft of a rail vehicle and method for operating such a device
US20220055685A1 (en) * 2018-12-19 2022-02-24 Mando Corporation Steering control apparatus, steering control method, and steering apparatus
US11724735B2 (en) * 2018-12-19 2023-08-15 Hl Mando Corporation Steering control apparatus, steering control method, and steering apparatus

Also Published As

Publication number Publication date
DE10052018A1 (de) 2002-04-25
EP1199237B1 (fr) 2004-12-15
DE50104820D1 (de) 2005-01-20

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