EP1199237B1 - Getriebe für Schienenfahrzeuge - Google Patents
Getriebe für Schienenfahrzeuge Download PDFInfo
- Publication number
- EP1199237B1 EP1199237B1 EP01124748A EP01124748A EP1199237B1 EP 1199237 B1 EP1199237 B1 EP 1199237B1 EP 01124748 A EP01124748 A EP 01124748A EP 01124748 A EP01124748 A EP 01124748A EP 1199237 B1 EP1199237 B1 EP 1199237B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- drive motor
- gearbox
- wheel
- inverter
- steering drive
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Revoked
Links
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C15/00—Maintaining or augmenting the starting or braking power by auxiliary devices and measures; Preventing wheel slippage; Controlling distribution of tractive effort between driving wheels
- B61C15/14—Maintaining or augmenting the starting or braking power by auxiliary devices and measures; Preventing wheel slippage; Controlling distribution of tractive effort between driving wheels controlling distribution of tractive effort between driving wheels
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F3/00—Types of bogies
- B61F3/16—Types of bogies with a separate axle for each wheel
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
- B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles
Definitions
- the invention relates to a transmission for rail vehicles according to the preamble of claim 1, as well as the Use of this transmission according to claim 13.
- Conventional rail vehicles are so-called Wheel sets equipped, with a left and a right wheel are firmly connected to each other by a shaft.
- the wheels have conical wheel profiles, so that at one lateral offset of the wheelset from the middle of the track different Roll-off radii effective on the left and right wheels are, whereby a turning movement is initiated. once excited, this turning movement is also repeated straight tracks periodically and causes the so-called Sinusoidal run of the rail vehicle, in which the vehicle moved back and forth on a wave track in the track's track channel.
- the wheel flange of each wheel beats again and again to the track.
- that reach modern high-speed trains and surpassed by future high-speed trains should become a significant one Reduced comfort and high wear on wheels and Rails caused.
- the two wheels are known from EP 0 511 949 A2 to act on an axis with different drive power.
- EP 0 770 533 B1 describes a transmission for rail vehicles reveals one left and one right Wheel of an axle, a summation gear for superimposition a driving drive driving the wheels in the same direction and is assigned a steering drive with which a differential speed can be impressed on the wheels.
- each summation gear has a travel drive motor connectable first input element, a with a steering input motor connectable second input member and an output member connectable to the associated wheel on. Because of the differential speed that can be impressed on the wheels the rail vehicle can be actively steered in the track channel, whereby hard flange starts can be avoided.
- the system is principally for very high driving speeds suitable.
- Symmetrical configurations are shown at which the steering drive the wheels actually, regardless from the drive, can be superimposed.
- two independent steering drives or steering drive motors needed.
- the summation gear that the individual Are assigned to wheels are designed as planetary gears, being the input element for the steering drive each the ring gear serves, which via a worm gear the steering drive motor is coupled.
- the travel drive motor or the travel drive motors cause high support moments on these ring gears the left and right worm gears act and in the Worm gears cause high friction losses. Furthermore, the worm gearboxes around zero speed Operated around, they often stand still and are too exposed to constant changes in load direction. Adequate Lubrication is extreme under these conditions difficult to guarantee. The worm gears are therefore and due their high load is extremely prone to wear and tear cause poor efficiency of the steering drive.
- EP 0 965 511 A2 shows a superimposed steering gear for rail vehicles, with each wheel one axis a summation gear designed as a planetary gear is assigned and in which the webs of the two Summation gear through a with the steering drive motor connected bevel gear can be driven in opposite directions, so that the webs have the same speed due to the steering drive motor, however reverse direction of rotation, can be impressed.
- the invention is therefore based on the object Specify generic transmission for rail vehicles, that a better efficiency, a lower tendency to wear has and in which the two wheels equally and regardless of the travel drive in a simple way with differential speeds are acted upon.
- the summation gears are designed as planetary gears, with several mounted on a planet carrier Planet gears that mesh with one another at the same time Sun gear and a ring gear are.
- the first input member connectable to the travel drive Ring gear
- the second input member connectable to the steering drive the sun gear and the one with the assigned gear connectable output member of the planet carrier.
- a further reduction in that of the steering drive motor Torque to be applied can be achieved that the sun gears of the respective summation gear via a further stage of translation with two to each other counter-rotating members of the reverse stage are connected.
- the reverse stage is designed as a bevel gear, with a steering drive side Bevel pinion in meshing at the same time with two coaxial, facing bevel gears is.
- bevel gear is symmetrical to one between the arranged two summing gear lying central plane is the further drive connection to the left or made to the right wheel with the same components become.
- the reverse stage can also be used be designed as a spur gear.
- a space-saving overall arrangement is achieved if the steering drive motor is in the vehicle's longitudinal direction the side opposite the drive motor to the Gear can be flanged. Another advantage of this configuration is that both the steering and Travel drive motor easily accessible for maintenance tasks is.
- a drive unit for rail vehicles with a gearbox according to a of the preceding claims, with a travel drive motor, a steering drive motor, with a left and a right Wheel, with one between each of the wheels and the transmission
- Axial offset compensating clutch is provided and the Wheels are suspended in a vertical direction.
- a such drive unit has low sprung masses, because both the travel drive and the steering drive from the spring-suspended wheels are decoupled.
- Fig. 1 is 2 with a gear for rail vehicles designated, which is an input for a traction drive motor 4, an input for a steering drive motor 6 and an exit for a left and a right wheel 8, from which only one is shown.
- the drive device is essentially symmetrical to a longitudinal median plane 10 of the vehicle.
- On the motor shaft 12 of the travel drive motor a bevel pinion 14 is seated, which is a bevel gear 16 drives.
- An external toothing 18 on the back of the Bevel gear 16 engages in the internal toothing of a ring gear 20 a, which is part of a summation gear 22.
- the ring gear 20A On the side opposite the bevel gear 16 is a another summation gear 22A arranged, the ring gear 20A is carried by a driver member 24, the is firmly connected to the bevel gear 16 and in the internal toothing of the ring gear 20A engages.
- Multiple planet gears 26 are rotatable on planet axes 28 of the planet carrier 30 stored.
- the planet gears 26 are in simultaneous Gear meshing with the ring gear 20 and a sun gear 32, the flying in the meshing of the planet gears 26 is stored.
- the planet carrier 30 is over a Driving teeth 34 coupled to the output shaft 36.
- the output shaft 36 is rotatable in the housing of the transmission 2 stored and sealed to the outside. Between the output shaft 36 and a flange 38 of the wheel 8 is one Shaft 40 arranged, the arch teeth at their ends 42 has, which in corresponding counter teeth of Engage output shaft 36 or flange 38. In order to the wheel is rotatably connected to the output shaft, wherein however, there is an axial offset between wheel 8 and output shaft 36 is possible.
- the wheel 8 is through guides, not shown suspended vertically from the vehicle.
- the shaft 40 with the arch teeth 42 forms one Part of a curved tooth coupling that enables one Axial offset between the wheel 8 and the output shaft 36 compensate.
- the drive connection of the ring gear 20A in the Representation of right summation gear 22A to assigned, not shown right wheel corresponds the connection described for the left wheel 8.
- the left one Summation gear and its connection to the wheel is with respect to the center plane 10 symmetrical to the right summation gear and its connection to the assigned Wheel.
- connection of the steering drive motor is also between a shaft 44 and the sun gears 32, 32A symmetrical built up. Therefore, only the structure of one is described below Page explained in detail.
- the sun gear 30 engages a driving toothing 46 in an internal toothing of the Intermediate wheel 48 a.
- the intermediate gear 48 forms together with a spur gear 50 of the intermediate shaft 52 a Gear ratio to reduce that from the steering drive motor torque to be applied.
- Another level of translation is formed by a connected to the intermediate shaft 52 Bevel gear 54 by a bevel pinion 56 on the Shaft 44 is driven.
- the bevel pinion 56 is in simultaneous meshing with the two coaxial, each other facing bevel gears 54, 54A and forms with them together the reverse stage over which the sun gears of the two summing gears 22, 22A coupled together in this way are that they have the same speed, but reverse Direction of rotation is stamped.
- the shaft 44 or that Bevel pinion 56 forms a central intermediate element of the reversing stage, that for further speed reduction of the sun gears via a pre-translation stage consisting of two spur gears 58, 60 connected to the steering drive motor 6 is.
- a pre-translation stage consisting of two spur gears 58, 60 connected to the steering drive motor 6 is.
- the bevel gear 56, 54, 54A is symmetrical to one lying between the two summing gears 22, 22A Center plane 10 arranged so that for the intermediate shafts 52, the intermediate wheels 48 and the summation gear 22 common parts can be used on the left and right can.
- the gearbox described enables through the reverse stage 56, 54, 54A a symmetrical introduction of the superimposed speeds with only one central steering drive motor 6. It requires little space and has many duplicate identical parts.
- the gearbox that without a worm gear stage needs a high degree of efficiency and a low tendency to wear.
- the steering drive motor 6 is very gear ratio indirectly coupled to the wheel 8, making a small one Steering drive motor 6 can be used. Because of the small moments of inertia can such a small steering motor with a very high dynamics are used to control a fast moving rail vehicle needed in the track channel becomes.
- Steering drive motor 6 it is basically possible to use the steering drive motor 6 to switch torque-free, to block or with one to apply predefinable braking torque.
- blocked Steering drive motor 6 is the behavior of a wheelset simulated rigid connection of the left and right wheels. If the steering drive motor 6 is torque-free, results the behavior of a differential between the two Wheels, which can be predetermined by a predefinable braking torque Barrier effect can be impressed.
- the gear can also be on a non-driven Axle can be used for steering purposes, the execution is the same except for the missing drive motor.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Retarders (AREA)
Description
- Fig. 1
- schematisch einen Schnitt durch eine Antriebseinrichtung mit einem erfindungsgemäßen Getriebe und
- Fig. 2
- eine Seitenansicht davon
- 2
- Getriebe
- 4
- Fahrantriebsmotor
- 6
- Lenkantriebsmotor
- 8
- Rad
- 10
- Mittelebene
- 12
- Motorwelle
- 14
- Kegelritzel
- 16
- Kegelrad
- 18
- Mitnahmeverzahnung
- 20
- Hohlrad
- 22
- Summierungsgetriebe
- 22A
- Summierungsgetriebe
- 24
- Mitnehmerglied
- 26
- Planetenrad
- 28
- Planetenachse
- 30
- Planetenträger
- 32
- Sonnenrad
- 34
- Mitnahmeverzahnung
- 36
- Abtriebswelle
- 38
- Flansch
- 40
- Welle
- 42
- Bogenverzahnung
- 44
- Welle
- 46
- Mitnahmeverzahnung
- 48
- Zwischenrad
- 50
- Stirnrad
- 52
- Zwischenwelle
- 54
- Kegelrad
- 56
- Kegelritzel
- 58
- Stirnrad
- 60
- Stirnrad
Claims (13)
- Getriebe (2) für Schienenfahrzeuge, wobei einem linken und einem rechten Rad (8) einer Achse jeweils ein Summierungsgetriebe (22, 22A) zur Überlagerung eines die Räder (8) gleichsinnig antreibenden Fahrantriebs (4) und eines Lenkantriebs (6) zugeordnet ist, mit welchem den Rädern (8) eine Differenzdrehzahl aufprägbar ist, wobei jedes Summierungsgetriebe (22, 22A) ein mit einem Fahrantriebsmotor (4) verbindbares erstes Eingangsglied (20), ein mit einem Lenkantriebsmotor (6) verbindbares zweites Eingangsglied (32) und ein mit dem zugeordneten Rad (8) verbindbares Abtriebsglied (30) aufweist, wobei die zweiten Eingangsglieder (32, 32A) über eine Umkehrstufe (56, 54, 54A) derart miteinander gekoppelt sind, dass ihnen die gleiche Drehzahl, jedoch umgekehrte Drehrichtung, aufgeprägt ist, und die Summierungsgetriebe (22, 22A) als Planetengetriebe ausgebildet sind, mit mehreren auf einem Planetenträger (30) gelagerten Planetenrädern (26), die in gleichzeitigem Zahneingriff mit einem Sonnenrad (32) und einem Hohlrad (20) sind, dadurch gekennzeichnet, dass das mit dem Fahrantriebsmotor verbindbare erste Eingangsglied (20) das Hohlrad ist, das mit dem Lenkantrieb verbindbare zweite Eingangsglied (32) das Sonnenrad ist und das mit dem zugeordneten Rad (8) verbindbare Abtriebsglied (30) der Planetenträger ist.
- Getriebe nach Anspruch 1, dadurch gekennzeichnet, dass der Lenkantriebsmotor (6) trieblich mit einem vorzugsweise zentralen Zwischenglied (56) der Umkehrstufe verbunden ist.
- Getriebe nach Anspruch 1 oder 2, dadurch gekennzeichnet, dass trieblich zwischen der Umkehrstufe (56, 54, 54A) und dem Lenkantriebsmotor (6) eine Vorübersetzungsstufe (58, 60) vorgesehen ist.
- Getriebe nach Anspruch 3, dadurch gekennzeichnet, dass zwei zueinander gegensinnig rotierbare Glieder (54, 54A) der Umkehrstufe jeweils über eine gleichartige weitere Übersetzungsstufe (50, 48) trieblich an das Sonnenrad (32) des jeweiligen Summierungsgetriebes (22, 22A) gekoppelt sind.
- Getriebe nach einem der Ansprüche 1 bis 4, dadurch gekennzeichnet, dass die Umkehrstufe als Kegeltrieb ausgebildet ist, wobei ein lenkantriebsseitiges Kegelritzel (56) in gleichzeitigem Zahneingriff mit zwei koaxialen, einander zugewandten Kegelrädern (54, 54A) ist.
- Getriebe nach Anspruch 5, dadurch gekennzeichnet, dass der Kegeltrieb (56, 54, 54A) symmetrisch zu einer zwischen den beiden Summierungsgetrieben (22, 22A) liegenden Mittelebene (10) angeordnet ist.
- Getriebe nach einem der Ansprüche 1 bis 4, dadurch gekennzeichnet, dass die Umkehrstufe als Stirntrieb ausgebildet ist.
- Getriebe nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass der Lenkantriebsmotor (6) weitgehend drehmomentfrei schaltbar ist, so dass die Umkehrstufe wie ein Differential zwischen dem linken und dem rechten Rad (8) wirkt.
- Getriebe nach einem der Ansprüche 2 bis 8, dadurch gekennzeichnet, dass eine auf das Zwischenglied (56) der Umkehrstufe direkt oder indirekt wirkende Bremseinrichtung vorgesehen ist, so dass die Umkehrstufe wie ein Sperrdifferential zwischen dem linken und dem rechten Rad (8) wirkt.
- Getriebe nach Anspruch 9, dadurch gekennzeichnet, dass von der Bremseinrichtung ein vorgebbares Bremsmoment erzeugbar ist.
- Getriebe nach einem der Ansprüche 1 bis 10, dadurch gekennzeichnet, dass der Lenkantriebsmotor (6) in Fahrzeuglängsrichtung auf der dem Fahrantriebsmotor (4) gegenüberliegenden Seite an das Getriebe (2) anflanschbar ist.
- Antriebseinheit für Schienenfahrzeuge mit einem Getriebe nach einem der vorhergehenden Ansprüche, mit einem Fahrantriebsmotor, einem Lenkantriebsmotor, mit einem linken und einem rechten Rad (8), wobei zwischen jedem der Räder (8) und dem Getriebe (2) eine Achsversatz ausgleichende Kupplung (42, 40) vorgesehen ist, und die Räder (8) in vertikaler Richtung federnd aufgehängt sind.
- Verwendung eines Getriebes nach einem der Ansprüche 1 bis 11 an einer nicht angetriebenen Achse für Lenkzwecke, wobei kein Antriebsmotor angeflanscht ist.
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 EP1199237A1 (de) | 2002-04-24 |
EP1199237B1 true EP1199237B1 (de) | 2004-12-15 |
Family
ID=7660438
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP01124748A Revoked EP1199237B1 (de) | 2000-10-20 | 2001-10-17 | Getriebe für Schienenfahrzeuge |
Country Status (2)
Country | Link |
---|---|
EP (1) | EP1199237B1 (de) |
DE (2) | DE10052018A1 (de) |
Families Citing this family (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102005003509A1 (de) * | 2005-01-26 | 2006-07-27 | Voith Turbo Gmbh & Co. Kg | Differentialeinheit, insbesondere Sperrdifferential, und Antriebssystem für Schienenfahrzeuge |
DE102011081845A1 (de) | 2011-08-31 | 2013-02-28 | Zf Friedrichshafen Ag | Getriebe für Schienenfahrzeuge |
DE102014201237A1 (de) * | 2014-01-23 | 2015-07-23 | Zf Friedrichshafen Ag | Vorrichtung zum Antreiben wenigstens einer Abtriebswelle eines Schienenfahrzeugs und Verfahren zum Betreiben einer derartigen Vorrichtung |
CN108657195A (zh) * | 2017-03-30 | 2018-10-16 | 比亚迪股份有限公司 | 前驱动桥总成及具有其的底盘、轨道交通车辆 |
US11724735B2 (en) * | 2018-12-19 | 2023-08-15 | Hl Mando Corporation | Steering control apparatus, steering control method, and steering apparatus |
Family Cites Families (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB1559225A (en) * | 1977-02-02 | 1980-01-16 | Caterpillar Tractor Co | Hydrostatic transmission with differential steering |
DE3811409A1 (de) * | 1987-11-26 | 1989-10-26 | Geggerle Sigmund | Differentialausgleich von antriebsachsen bei schienenfahrzeugen in kurven mit hilfe eines geteilten rades, dessen teile zueinander elektromotorisch bewegt werden |
DE3840686A1 (de) * | 1988-12-02 | 1990-06-07 | Michael Meyerle | Halteeinrichtung fuer ein gleiskettenfahrzeug |
ATE125214T1 (de) * | 1991-04-30 | 1995-08-15 | Sgp Verkehrstechnik | Verfahren zur steuerung eines fahrwerkes ohne starre achsverbindungen. |
US5275248A (en) * | 1993-03-11 | 1994-01-04 | Finch Thomas E | Power operated wheelchair |
DE19540089A1 (de) * | 1995-10-27 | 1997-04-30 | Linke Hofmann Busch | Verfahren zur Führung von Fahrzeugen nach dem Null-Ebenen-Konzept |
DE19805268C1 (de) * | 1998-02-10 | 1999-08-12 | Deutsch Zentr Luft & Raumfahrt | Verfahren zur Spurführung von Achseinheiten eines Schienenfahrzeugs und Vorrichtung zur Durchführung des Verfahrens |
DE19823980A1 (de) * | 1998-05-29 | 1999-12-09 | Deutsch Zentr Luft & Raumfahrt | Getriebe |
-
2000
- 2000-10-20 DE DE10052018A patent/DE10052018A1/de not_active Withdrawn
-
2001
- 2001-10-17 EP EP01124748A patent/EP1199237B1/de not_active Revoked
- 2001-10-17 DE DE50104820T patent/DE50104820D1/de not_active Revoked
Also Published As
Publication number | Publication date |
---|---|
EP1199237A1 (de) | 2002-04-24 |
DE10052018A1 (de) | 2002-04-25 |
DE50104820D1 (de) | 2005-01-20 |
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