EP2098432B1 - Transmission pour un véhicule automobile doté de deux directions de circulation équivalentes - Google Patents

Transmission pour un véhicule automobile doté de deux directions de circulation équivalentes Download PDF

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Publication number
EP2098432B1
EP2098432B1 EP09002919A EP09002919A EP2098432B1 EP 2098432 B1 EP2098432 B1 EP 2098432B1 EP 09002919 A EP09002919 A EP 09002919A EP 09002919 A EP09002919 A EP 09002919A EP 2098432 B1 EP2098432 B1 EP 2098432B1
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EP
European Patent Office
Prior art keywords
drive
change
output shaft
gear
input shaft
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EP09002919A
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German (de)
English (en)
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EP2098432A1 (fr
EP2098432B2 (fr
Inventor
Frieder Denteler
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Voith Patent GmbH
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Voith Patent GmbH
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C9/00—Locomotives or motor railcars characterised by the type of transmission system used; Transmission systems specially adapted for locomotives or motor railcars
    • B61C9/08—Transmission systems in or for locomotives or motor railcars with IC reciprocating piston engines
    • B61C9/10—Transmission systems in or for locomotives or motor railcars with IC reciprocating piston engines mechanical
    • B61C9/12—Transmission systems in or for locomotives or motor railcars with IC reciprocating piston engines mechanical with change-speed gearing

Definitions

  • the present invention relates to a motor vehicle drive train for a vehicle having two equivalent directions of travel, thus in particular for a rail vehicle.
  • a conventional rail vehicle drive train has a drive motor, also called a traction motor, which is suspended in the vehicle frame and to which an automatic transmission is connected, which provides the same speed ranges and torques for both directions of rotation of the transmission output shaft.
  • Such an automatic transmission therefore differs in its construction considerably from a commercial vehicle transmission which is used for road vehicles or generally for vehicles which primarily use a first direction of travel (forward direction) and only rarely, for example for maneuvering, use an opposite direction of travel (backward direction), wherein in the opposite direction not the same speed ranges are available.
  • the first described embodiment according to the prior art is based on the disadvantage that special gear as change gear, in particular automatic transmission, must be used, which are often more expensive due to a smaller number of production than comparable commercial vehicle transmission.
  • the second described embodiment according to the prior art has the disadvantage that the wheelset transmission, which is suspended in the particularly vibration-loaded area of the bogie or on the bogie frame, by integration of the reversing switching units has a comparatively large unsprung mass, which can lead to vibration problems.
  • no standard gearset, which are free of reversing units, can also be used here.
  • DE 857 387 describes a drive train with a reversing gear arranged on the change gear housing
  • the document DE 969 433 describes a drive for wheelsets of rail vehicles.
  • the present invention has for its object to provide a drive train for a vehicle with two equivalent, opposite directions, in particular for a rail vehicle, available, which allows the use of simple wheelsets and gearboxes, the latter in particular also from the commercial vehicle sector, and said Disadvantages avoids.
  • the drive train according to the invention has a drive motor for driving the vehicle, further a change gear for torque conversion or speed conversion.
  • the speed change gear includes a speed change input shaft and a speed change output shaft, and a plurality of shift elements to establish different speed ratios between the speed of the speed change input shaft and the speed of the speed change output shaft.
  • a change gear housing is provided, which surrounds the switching elements, and which is penetrated by the change gear output shaft or a shaft connected thereto for transmitting drive power from the change gear out.
  • another power output communicating with or connected to the transmission input shaft is also possible to discharge the drive power from the transmission housing.
  • the change gear output shaft is in a drive connection with at least one drive wheel.
  • the change gear input shaft is in a drive connection with the drive motor, wherein the change gear is arranged in particular immediately adjacent to the drive motor or baullch is connected to this.
  • the drive power transmission from the change gear to the at least one drive wheel via a final drive, in particular as in the beginning was presented.
  • the final drive is arranged in the drive connection between the change gear and the drive wheel.
  • a separate reverse gear is provided in the drive connection between the change gear and the final drive, which has an input shaft and an output shaft, wherein the input shaft is in a drive connection with the change gear output shaft, and the output shaft is in a drive connection with the final drive.
  • the separate reverse gear is provided in addition to the change gear and the final gear and is outside the change gear housing and also outside of a Radsatzgetriebegephinuses, if one is provided, positioned.
  • the separate reverse gear is arranged in the drive connection between the drive motor and the change gear, wherein the input shaft is in a drive connection with the output shaft of the drive motor or in such a switchable, and the output shaft is in a drive connection with the transmission input shaft or in such a switchable is.
  • the separate reverse gear is provided in addition to the change gear and the final gear and outside of the transmission housing and also outside a Radsatzgetriebegephinuses, if such is provided, positioned.
  • the drive motor is advantageously an internal combustion engine, for example a diesel engine or other piston engine.
  • the drive motor has, for example, an output shaft, in particular in the form of a crankshaft, which is in a drive connection with the change gear input shaft, in particular is connected directly to this, and which is drivable only in one direction of rotation by the drive motor.
  • the reversing gear is suspended from the transmission housing or suspended together with the transmission housing on a common frame.
  • the reverse gear is suspended suspended from the wheelset or the wheels, which means that significantly lower acceleration forces acting on the reverse gear and in particular the switching elements in this.
  • the lifetime can be extended considerably and failures can be avoided.
  • the change gear has at least one switching element to selectively reverse the direction of rotation of the change gear output shaft relative to the direction of rotation of the transmission input shaft ,
  • a reverse gear is provided, or there are several reverse gears provided, but which do not make the reverse direction equal to the forward direction of travel yet.
  • the additionally provided reverse gear it is of course not necessary to use this reverse gear, so that in particular measures can be taken that do not allow an engagement of this reverse gear.
  • the separate reverse gear has a ratio of 1: 1, so that, as far as the drive connection between the input shaft and the output shaft is not interrupted by an optional clutch, the input shaft always rotates at the same speed as the output shaft, either in the same Direction of rotation or in opposite direction of rotation, the direction of rotation reversal is optionally adjustable.
  • the change gear can be designed for example as an automatic transmission or automated manual transmission. In general, however, a version as a manual transmission is possible.
  • the reverse gear preferably has switching elements for adjusting at least three or exactly drel switching positions, namely a first switching position in which the output shaft is in a mechanical drive connection with the input shaft of the reverse gear and rotates at the same speed and the same direction of rotation as the input shaft, a second switching position in which the output shaft is in mechanical drive connection with the input shaft and rotates at the same speed but in the opposite direction of rotation as the input shaft, and a third shift position in which the mechanical drive connection between the input shaft and the output shaft is interrupted, so that the two Waves can rotate at different speeds or one of the two shafts can stand, while the other wave rotates.
  • the third shift position can also be referred to as a neutral position.
  • the input shaft of the reverse gear is advantageously directly or via a coupling, in particular via a flexible coupling, connected directly to the change gear output shaft.
  • the clutch in particular elastic coupling, be the only component in the drive train between the change gear output shaft and the input shaft of the reverse gear.
  • the reverse gear is advantageously arranged in the region of the free end of the change gear output shaft.
  • the reverse gear is suspended in particular via its gear housing on the change gear housing.
  • the reverse gear, in particular on the housing advantageously also be suspended together with the change gear housing on a frame, for example, the vehicle frame, which also carries the car body.
  • a suspension of the reverse gear on a support frame, which carries the motor-gear unit, is possible.
  • the reversing gear is suspended on the car body, which is usually supported vibration-damped and thus limited relatively movable from the vehicle frame.
  • the change gear is designed as a so-called differential converter transmission.
  • a transmission which is attributable to the automatic transmissions, has a hydrodynamic converter, in particular hydrodynamic counter-rotating converter, which is arranged in a first power branch of the gearbox, which is connected in parallel to a second, purely mechanical power branch.
  • a power split is provided to selectively supply the drive power introduced into the transmission to the two power branches, wherein advantageously a simultaneous power transmission via both power branches, that is the hydrodynamic power branch (first power branch) and the mechanical power branch ( second power branch) is possible.
  • the drive power transmitted via the two power branches is brought together again and transmitted together to the change gear output shaft.
  • shaft when used, it is intended not only to include solid shafts and shafts whose axial length is greater than their diameter, but any constructive element capable of rotating and thereby transmitting drive power or torques, such as hollow shafts, drive flanges and the like.
  • An inventive reverse gear usable for use in a powertrain described above includes an input shaft for inputting drive power and an output shaft for outputting drive power. Further, a transmission housing, which at least partially surrounds the input shaft and the output shaft, is provided. In this case, the transmission housing, the input shaft and / or the output shaft at least partially over a portion of its axial length over the circumference or completely enclose.
  • the reverse gear comprises a planetary gear, comprising a sun gear, a ring gear and at least one planetary gear.
  • the ring gear can serve for introducing drive power into the planetary gear, or the sun gear is used to introduce drive power in the planetary gear.
  • the ring gear is used for discharging the drive power from the planetary gear and according to the other embodiment, the sun gear.
  • the ratio in the planetary gear is designed such that the sun gear and the ring gear at the same speed, but rotate in the opposite direction, especially at fixed land.
  • the planetary gear can be used to establish the desired direction reversal between the input shaft of the reverse gear and the output shaft of the reverse gear.
  • another fixed ratio or reduction between the sun and the ring gear can be provided.
  • the sun gear or the ring gear is rotatably connected to the input shaft or is rotatably supported by this when the planetary gear is arranged in the region of the transmission input. Accordingly, at the same time the ring gear or the sun gear rotatably connected to the output shaft. Conversely, if the planetary gear is arranged in the region of the gearbox output, the wheel driving the planetary gear - ring gear or sun gear - is advantageously connected in a rotationally fixed manner to the output shaft or is carried by it in a rotationally fixed manner, and the other wheel can be connected in a rotationally fixed manner to the input shaft.
  • the switching unit has a third switching position, referred to as neutral position, in which the drive connection between the input shaft and the output shaft is canceled such that no power transmission between the two waves takes place more and thus the two waves can rotate at different speeds or a shaft can rest while the other wave is revolving.
  • neutral position in which the drive connection between the input shaft and the output shaft is canceled such that no power transmission between the two waves takes place more and thus the two waves can rotate at different speeds or a shaft can rest while the other wave is revolving.
  • both the immediate drive connection between the two shafts and the drive connection between one of the two shafts and the sun gear or the ring gear is interrupted, depending on whether the sun gear or the ring gear is non-rotatably connected to the input shaft.
  • the switching unit is advantageously designed such that it produces the same translation between them mechanically connecting the input shaft to the output shaft by means of a mechanical gear stage.
  • the switching unit has a sliding sleeve with a toothing, by means of which by selective displacement of the sliding sleeve a torque transmitting connection either between the two shafts - input shaft and output shaft - or between one of the two shafts and the sun gear or the ring gear can be produced.
  • a torque transmitting connection either between the two shafts - input shaft and output shaft - or between one of the two shafts and the sun gear or the ring gear can be produced.
  • the sliding sleeve is advantageously associated with a pressure cylinder for actuating or for displacing the same, wherein the pressure cylinder can be actuated, for example pneumatically or hydraulically.
  • An electrical, magnetic or electromagnetic actuation of the sliding sleeve is conceivable.
  • the switching unit When the switching unit is positioned in the direction of the power flow from the input shaft to the output shaft in front of the planetary gear in the reverse gear, either - insofar as the sun gear serves as input for the power flow in the planetary gear - the sun gear selectively connected to the input shaft, while the ring gear rotatably connected to the Output shaft connected or carried by this.
  • the ring gear when the ring gear is used to introduce drive power in the planetary gear - the ring gear is selectively connected by means of the switching unit with the input shaft, while the sun gear is rotatably connected to the output shaft and rotatably supported by this.
  • the input shaft and the output shaft of the reverse gear can advantageously be arranged in alignment or coaxial with one another. According to an alternative embodiment, these are arranged parallel and not coaxial with each other. Other arrangements are possible.
  • the input shaft and the output shaft rotate with mutually different speeds.
  • the reverse gear has a fixed Translation of the rotational speeds between the input shaft and the output shaft.
  • a reversing gear in planetary design can also be a reversing gear with spur gears, especially provided with spur gears.
  • two parallel spur gears may be provided, one of which has one spur gear stage more than the other, and one of which may be selectively switched to the drive connection between the reverse gear input shaft and the reverse output shaft so as to selectively achieve reversal of the direction of rotation of the reverse gear output shaft ,
  • a displaceable in the axial direction of the spur gear is provided, which can be selectively connected by displacement with the first Stirnradzug and the second Stirnradzug.
  • the invention has the advantage that a smaller unsprung mass on the wheelset shaft in the bogie of a rail vehicle is made possible by the fact that the wheelset can be made simpler and easier. Further, the reverse gear is positionable in the less vibration loaded area of the car body, so that sensitive parts, such as the switching unit, sensors, etc. are subjected to a lower load.
  • Another advantage is the fact that the change gear is no longer directly connected to a propeller shaft, so that the drive bearing of the gearbox, in particular automatic transmission, is relieved and has a longer life.
  • the change gear 2 has a change gear input shaft 2.1, which is driven by the drive motor 1, wherein in the present case the output shaft 1.1 of the drive motor 1 is directly or optionally connected via a torsional vibration damper with the change gear input shaft 2.1, and a change gear output shaft 2.2 on the secondary side of the transmission 2. Furthermore in the change gear 2, a plurality of switching elements (not shown) provided to produce different Drehbaum redesigntari torque ratios between the change gear input shaft 2.1 and the change gear output shaft 2.2.
  • the change gear input shaft 2.1, the change gear output shaft 2.2 and the plurality of switching elements are enclosed by the change gear housing 2.3 or are stored in this.
  • a separate reversing gear 5 is arranged behind the change gear 2.
  • This reverse gear 5 has an input shaft 5.1, which is connected directly or via a coupling 9 to the change gear output shaft 2.2.
  • the coupling 9 may for example be designed as a flexible coupling, which compensates assembly offsets and / or movements in the axial direction and / or radial direction.
  • the reverse gear 5 also has an output shaft 5.2, which is arranged coaxially to the input shaft 5.1 and is about a propeller shaft 10 in a drive connection with a final drive 4 or its Radsatzgetriebeeingangswelle 4.1.
  • the change gear 2 and the reverse gear 5 are suspended in a rail vehicle in the area of the car body or on a common frame, so by means of the propeller shaft 10, the drive power to a bogie on which the wheelset 4 is suspended or in which the wheel set shaft 11 is mounted, see the indicated bogie frame 12, transmitted.
  • the wheel set shaft 11 in turn carries drive wheels. In the present case, only the drive wheel 3 is shown, which is driven via the wheelset 4, in particular its gearset output shaft 4.2.
  • suitable elastic couplings may be provided in the drive connection between the final gear 4 and the drive wheel 3.
  • the wheelset 4 has its own gearbox housing 4.3.
  • the change gear 2, the reverse gear 5 and the final drive 4 are provided as a separate transmission, which are connected in series in the drive power flow, in the present case, the change gear 2 and the reverse gear 5 are suspended on a common frame 6, and the wheelset 4 relatively movable thereto is suspended on the bogie frame 12.
  • the reverse gear 5 has a gear housing 5.3, which encloses a planetary gear 7 for producing a reversal of direction.
  • the planetary gear 7 has a sun gear 7.1, a ring gear 7.2 and a housing-fixed planet carrier - web 7.4 - on.
  • the web 7.4 carries at least one planetary gear 7.3 rotatable, wherein in the embodiment shown two Planetary gears 7.3 are provided on a common shaft to form a so-called stepped planetary.
  • the two planet gears 7.3 have mutually different diameters, wherein the numbers of teeth of the sun gear 7.1, the planet gears 7.3 and the ring gear 7.2 are coordinated such that between the sun gear 7.1 and the ring gear 7.2, a mechanical translation with the transmission ratio 1: 1 is produced.
  • a mechanical translation with the transmission ratio 1: 1 is produced.
  • a switching unit 8 comprising a sliding sleeve 8.1, by means of which three switch positions A, N and B can be produced.
  • the switching position A referred to herein as the first switching position
  • the ring gear 7.2 or an external gear 13 connected thereto is mechanically coupled via the internally toothed sliding sleeve 8.1 to the output shaft 5.2 or an external gear 14 provided on it, so that the ring gear 7.2 and the output shaft 5.2 circulating together.
  • the drive connection between the input shaft 5.1 or an external gear 15 provided thereon and the sliding sleeve 8.1 is interrupted.
  • the power flow through the reverse gear 5 is thus effected from the input shaft 5.1 to the sun gear 7.1, via the planet gears 7.3 on the ring gear 7.2 and the external gear 13, on the sliding sleeve 8.1 and finally on the external gear 14 to the output shaft 5.2.
  • the sliding sleeve 8.1 connects the output shaft 5.2 or its external gear 14 with the external gear 15 on the input shaft 5.1.
  • the connection between the sliding sleeve 8.1 and the ring gear 7.2 or its external gear 13 is interrupted at the same time.
  • the power flow takes place through the reverse gear 5 of the input shaft 5.1 on the sliding sleeve 8.1 and further to the output shaft 5.2.
  • the drive connection between the sliding sleeve 8.1 and both the input shaft 5.1 and the outer gear 13 and the ring gear 7.2 and its outer gear 15 is interrupted.
  • the switching unit 8 in the form of an internally toothed sliding sleeve 8.1, which cooperates with different external gears, is shown, other embodiments, for example with multi-plate clutches, possible. Furthermore, it is also possible to arrange the switching unit 8 in the power flow in front of the planetary gear 7. Accordingly, then the input shaft 5.1 would be connected via the switching unit 8 and the sliding sleeve 8.1 either with the sun gear 7.1 or the output shaft 5.2.
  • the separate reverse gear 5 could also be positioned in the drive connection between the drive motor 1 and the change gear 2.

Claims (12)

  1. Chaîne de traction pour un véhicule à moteur avec deux sens de marche équivalents, en particulier un véhicule ferroviaire,
    1.1 avec un moteur de traction (1) pour la traction du véhicule ;
    1.2 avec un engrenage de changement de vitesse (2) comprenant un arbre d'entrée de l'engrenage de changement de vitesse (2.1) et un arbre de sortie de l'engrenage de changement de vitesse (2.2) ainsi qu'une pluralité d'éléments de changement de rapport pour établir différents rapports de vitesses de rotation entre la vitesse de rotation de l'arbre d'entrée de l'engrenage de changement de vitesse (2.1) et la vitesse de rotation de l'arbre de sortie de l'engrenage de changement de vitesse (2.2) ;
    1.3 avec au moins une roue motrice (3) qui est en liaison motrice avec le moteur de traction (1) par l'intermédiaire de l'engrenage de changement de vitesse (2) ou peut être amenée dans une telle liaison ;
    1.4 avec une boîte d'essieu (4) dans la liaison motrice entre l'engrenage de changement de vitesse (2) et la roue motrice (3), par laquelle la puissance de traction est amenée à la roue motrice (3) ; dans laquelle
    1.5 l'engrenage de changement de vitesse (2) présente un carter d'engrenage de changement de vitesse (2.3) qui inclut les éléments de changement de rapport et qui est traversé par l'arbre de sortie de l'engrenage de changement de vitesse (2.2), un arbre raccordé à celui-ci ou une autre sortie de puissance pour transmettre la puissance motrice hors du carter d'engrenage de changement de vitesse (2.3) ; dans laquelle
    1.6 un engrenage inverseur (5) séparé est prévu dans la liaison motrice entre l'engrenage de changement de vitesse (2) et la boîte d'essieu (4) ou entre le moteur de traction (1) et l'engrenage de changement de vitesse (2) et positionné à l'extérieur du carter d'engrenage de changement de vitesse (2.3) et de la boîte d'essieu (4) et présente un arbre d'entrée (5.1) ainsi qu'un arbre de sortie (5.2), dans laquelle
    1.7 si l'engrenage inverseur (5) séparé est disposé dans la liaison motrice entre l'engrenage de changement de vitesse (2) et la boîte d'essieu (4), l'arbre d'entrée (5.1) est en liaison motrice avec l'arbre de sortie de l'engrenage de changement de vitesse (2.2) ou peut être amené dans une telle liaison et l'arbre de sortie (5.2) est en liaison motrice avec la boîte d'essieu (4) ou peut être amené dans une telle liaison, ou
    si l'engrenage inverseur (5) est disposé dans la liaison motrice entre le moteur de traction (1) et l'engrenage de changement de vitesse (2), l'arbre d'entrée (5.1) est en liaison motrice avec un arbre de sortie (1.1) du moteur de traction (1) ou peut être amené dans une telle liaison et l'arbre de sortie (5.2) est en liaison motrice avec l'arbre d'entrée de l'engrenage de changement de vitesse (2.1) ou peut être amené dans une telle liaison ; caractérisée en ce que
    1.8 l'engrenage inverseur (5) est suspendu sur le carter d'engrenage de changement de vitesse (2.3) ou suspendu avec le carter d'engrenage de changement de vitesse (2.3) sur un châssis (6) commun ; et
    l'engrenage inverseur (5) comporte une unité de changement de rapport (8) pour établir au moins trois ou exactement trois positions de changement de rapport, comprenant une première position de changement de rapport dans laquelle l'arbre de sortie (5.2) est en relation motrice mécanique avec l'arbre d'entrée (5.1) et tourne à la même vitesse de rotation ou à une vitesse de rotation différente et dans le même sens de rotation que l'arbre d'entrée (5.1), une deuxième position de changement de rapport dans laquelle l'arbre de sortie (5.2) est en liaison motrice mécanique avec l'arbre d'entrée (5.1) et tourne à la même vitesse de rotation ou à une vitesse de rotation différente et dans un sens de rotation opposé à celui de l'arbre d'entrée (5.1), et une troisième position de changement de rapport dans laquelle la liaison motrice mécanique entre l'arbre d'entrée (5.1) et l'arbre de sortie (5.2) est interrompue.
  2. Chaîne de traction selon la revendication 1, caractérisée en ce que le moteur de traction (1) comporte un arbre de sortie (1.1), en particulier sous la forme d'un vilebrequin, qui est en liaison motrice avec l'arbre d'entrée de l'engrenage de changement de vitesse (2.1) ou peut être amené dans une telle liaison, et l'arbre de sortie (1.1) ne peut être entraîné que dans un sens de rotation par le moteur de traction (1).
  3. Chaîne de traction selon la revendication 2, caractérisée en ce que l'engrenage de changement de vitesse (2) présente un élément de changement de rapport pour inverser sélectivement le sens de rotation de l'arbre de sortie de l'engrenage de changement de vitesse (2.2) par rapport à l'arbre d'entrée de l'engrenage de changement de vitesse (2.1).
  4. Chaîne de traction selon l'une des revendications 1 à 3, caractérisée en ce qu'il est prévu entre l'arbre d'entrée (5.1) et l'arbre de sortie (5.2) de l'engrenage inverseur (5) un rapport de transmission de 1:1 ou un autre rapport de transmission fixe, de sorte que lorsque les deux arbres tournent, l'arbre de sortie (5.2) tourne toujours à la même vitesse de rotation que l'arbre d'entrée (5.1) ou les deux arbres (5.1, 5.2) tournent toujours avec le même rapport de vitesse de rotation.
  5. Chaîne de traction selon l'une des revendications 1 à 4, caractérisée en ce que l'engrenage de changement de vitesse (2) est réalisé comme une boîte automatique ou une boîte de vitesses automatisée.
  6. Chaîne de traction selon l'une des revendications 1 à 5, caractérisée en ce que la boîte d'essieu (4) est entourée par un carter de boîte d'essieu (4.3) et l'engrenage inverseur (5) est positionné à l'extérieur du carter de boîte d'essieu (4.3).
  7. Chaîne de traction selon l'une des revendications 1 à 6, caractérisée en ce que l'arbre d'entrée (5.1) de l'engrenage inverseur (5) est raccordée directement ou par l'intermédiaire d'un accouplement, en particulier d'un accouplement élastique, immédiatement sur l'arbre de sortie de l'engrenage de changement de vitesse (2.2).
  8. Chaîne de traction selon la revendication 7, caractérisée en ce que l'engrenage inverseur (5) est disposé au niveau de l'extrémité libre de l'arbre de sortie de l'engrenage de changement de vitesse (2.2).
  9. Engrenage inverseur destiné à être utilisé dans une chaîne de traction selon l'une des revendications 1 à 8,
    avec un arbre d'entrée (5.1) pour l'entrée de la puissance de traction et un arbre de sortie (5.2) pour la sortie de la puissance de traction ;
    avec un carter d'engrenage (5.3) qui renferme au moins partiellement l'arbre d'entrée (5.1) et l'arbre de sortie (5.2) ;
    avec un engrenage à train planétaire (7) comprenant une roue solaire (7.1), une couronne de train planétaire (7.2) et au moins une roue planétaire (7.3), le rapport de transmission entre la roue solaire (7.1) et la couronne de train planétaire (7.2) étant tel que la roue solaire (7.1) et la couronne de train planétaire (7.2) tournent toujours à la même vitesse de rotation ou avec le même rapport de vitesse de rotation mais dans des sens de rotation opposés ;
    la roue solaire (7.1) ou la couronne de train planétaire (7.2) est portée de manière solidaire en rotation par l'arbre d'entrée (5.1) ou l'arbre de sortie (5.2) ou est raccordée à celui-ci de manière solidaire en rotation, caractérisé en ce qu'il est prévu une unité de changement de rapport (8) au moyen de laquelle, dans une première position de changement de rapport, une liaison motrice peut être établie au choix de façon directe ou par l'intermédiaire d'un étage d'engrenage mécanique ayant le même rapport de vitesse de rotation que l'engrenage à train planétaire (7) entre l'arbre d'entrée (5.1) et l'arbre de sortie (5.2) ou, dans une deuxième position de changement de rapport, entre l'un des deux arbres (5.1, 5.2) et la roue solaire (7.1) ou la couronne de train planétaire (7.2).
  10. Engrenage inverseur selon la revendication 9, caractérisé en ce que l'unité de changement de rapport (8) présente une position neutre dans laquelle la liaison motrice directe entre les deux arbres (5.1, 5.2) aussi bien que la liaison motrice entre l'un des deux arbres (5.1, 5.2) et la roue solaire (7.1) ou la couronne de train planétaire (7.2) sont interrompues, de sorte que le flux de puissance de traction entre l'arbre d'entrée (5.1) et l'arbre de sortie (5.2) est interrompu.
  11. Engrenage inverseur selon l'une des revendications 9 ou 10, caractérisé en ce que l'unité de changement de rapport (8) présente un manchon coulissant (8.1) muni d'une denture, en particulier d'une denture interne, au moyen duquel, par translation sélective du manchon coulissant (8.1), une liaison transmettant le couple peut être établie soit entre les deux arbres (5.1, 5.2), soit entre l'un des deux arbres (5.1, 5.2) et la roue solaire (7.1) ou la couronne de train planétaire (7.2), le manchon coulissant (8.1) étant en particulier associé à un vérin en vue de son déplacement.
  12. Engrenage inverseur selon l'une des revendications 9 à 11, caractérisé en ce que l'arbre d'entrée (5.1) et l'arbre de sortie (5.2) sont disposés de façon parallèle et en particulier coaxiale l'un par rapport à l'autre et sont en particulier supportés exclusivement dans le carter d'engrenage (5.3).
EP09002919.0A 2008-03-03 2009-03-02 Transmission pour un véhicule automobile doté de deux directions de circulation équivalentes Not-in-force EP2098432B2 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE200810012272 DE102008012272A1 (de) 2008-03-03 2008-03-03 Antriebsstrang für ein Kraftfahrzeug mit zwei gleichwertigen Fahrtrichtungen

Publications (3)

Publication Number Publication Date
EP2098432A1 EP2098432A1 (fr) 2009-09-09
EP2098432B1 true EP2098432B1 (fr) 2012-12-26
EP2098432B2 EP2098432B2 (fr) 2016-11-09

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ID=40785316

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Application Number Title Priority Date Filing Date
EP09002919.0A Not-in-force EP2098432B2 (fr) 2008-03-03 2009-03-02 Transmission pour un véhicule automobile doté de deux directions de circulation équivalentes

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EP (1) EP2098432B2 (fr)
DE (1) DE102008012272A1 (fr)
DK (1) DK2098432T4 (fr)
ES (1) ES2399947T5 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102013224242A1 (de) 2013-11-27 2015-05-28 Zf Friedrichshafen Ag Getriebe für ein Fahrzeug mit zwei gleichwertigen Fahrtrichtungen
DE102018218974B3 (de) 2018-11-07 2019-12-12 Zf Friedrichshafen Ag Radsatzgetriebe für ein Schienenfahrzeug
DE102018220895A1 (de) 2018-12-04 2020-06-04 Zf Friedrichshafen Ag Antriebsanordnung für ein Fahrzeug mit zwei gleichwertigen Fahrtrichtungen und Verfahren

Family Cites Families (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1063874A (en) † 1911-04-22 1913-06-03 Elbert J Hall Transmission mechanism.
DE857387C (de) † 1941-03-25 1952-11-27 Voith Gmbh J M Kraftuebertragungseinrichtung, insbesondere zum Antrieb von Fahr-zeugen, bestehend aus Wechsel- und Umlaufraedergetrieben und Einrichtungen zur Fahrtwendung
DE969433C (de) † 1953-07-17 1958-06-04 Eisen & Stahlind Ag Vorzugsweise einer hydraulischen Kraftuebertragung nachgeschalteter Antrieb von mindestens drei Radsaetzen eines Fahrzeuges ueber Kardanwellen und Achsgetriebe
DE1028601B (de) † 1954-04-10 1958-04-24 Eisen & Stahlind Ag Stirnradwendegetriebe fuer drei unabhaengige Getriebestraenge, insbesondere fuer Schienenfahrzeuge
DE958200C (de) † 1954-10-26 1957-02-14 Eisen & Stahlind Ag Drehgestellantrieb von Schienenfahrzeugen
DE1726365U (de) † 1956-05-19 1956-07-19 Krauss Maffei Ag Antriebsuebertragung fuer schienentriebfahrzeuge, insbesondere fuer diesellokomotiven.
GB884562A (en) † 1959-05-01 1961-12-13 Rolls Royce Railway locomotive transmissions
AT251024B (de) † 1964-02-25 1966-12-12 Voith Getriebe Kg Gehäuse für ein aus mindestens einem Strömungswandler mit Antrieb oder Abtrieb über ein Zahnradpaar bestehendes Getriebe
DE4307222A1 (de) † 1993-03-09 1994-09-15 Voith Gmbh J M Hydrodynamisches Fahrzeuggetriebe
DE19606148A1 (de) * 1996-02-16 1997-09-11 Insys Gmbh Telefonleitungsanschaltung
DE19827581A1 (de) † 1998-06-20 1999-12-23 Zahnradfabrik Friedrichshafen Wendegetriebe
DE19827580A1 (de) * 1998-06-20 1999-12-23 Zahnradfabrik Friedrichshafen Antrieb für einen Triebwagen

Also Published As

Publication number Publication date
DK2098432T3 (da) 2013-03-04
ES2399947T3 (es) 2013-04-04
EP2098432A1 (fr) 2009-09-09
EP2098432B2 (fr) 2016-11-09
ES2399947T5 (es) 2017-03-29
DK2098432T4 (en) 2017-02-13
DE102008012272A1 (de) 2009-09-10

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