EP2611666B1 - Gearbox for a rail vehicle drive train - Google Patents

Gearbox for a rail vehicle drive train Download PDF

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Publication number
EP2611666B1
EP2611666B1 EP11802629.3A EP11802629A EP2611666B1 EP 2611666 B1 EP2611666 B1 EP 2611666B1 EP 11802629 A EP11802629 A EP 11802629A EP 2611666 B1 EP2611666 B1 EP 2611666B1
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EP
European Patent Office
Prior art keywords
transmission
drive
output
input
rail vehicle
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EP11802629.3A
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German (de)
French (fr)
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EP2611666A1 (en
Inventor
Bernhard Hoeger
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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
    • B61C9/38—Transmission systems in or for locomotives or motor railcars with electric motor propulsion
    • B61C9/48—Transmission systems in or for locomotives or motor railcars with electric motor propulsion with motors supported on vehicle frames and driving axles, e.g. axle or nose suspension
    • B61C9/50—Transmission systems in or for locomotives or motor railcars with electric motor propulsion with motors supported on vehicle frames and driving axles, e.g. axle or nose suspension in bogies
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/19—Gearing
    • Y10T74/19642—Directly cooperating gears
    • Y10T74/19679—Spur
    • Y10T74/19684—Motor and gearing

Definitions

  • the present invention relates to a transmission for the drive train of a rail vehicle, in particular according to the preamble of claim 1.
  • the invention is particularly suitable for rail vehicles in rail transport with maximum operating speeds of 80 to 110 km / h, and especially in the suburban rail (metro) , Usually come in metro rail vehicles single-stage spur gear for transmitting the drive power from the drive motor to the drive wheels used. Due to different maximum operating speeds, which are generally between 80 km / h and 110 km / h, and various engine concepts, the transmission ratios usually vary conventionally between 6.3 and 7.7.
  • the present invention has for its object to provide a transmission for the drive train of a rail vehicle, the entire previous translation range and advantageously an even larger translation area covers and allows the change of the concrete translation of the individual transmission by only minor modifications in the construction.
  • the transmission according to the invention in particular rail vehicle transmission, has a drive for connecting a drive motor of the rail vehicle and an output for connecting drive wheels of the rail vehicle.
  • the drive can be connected directly to the drive motor, for example, directly or by means of a coupling, in particular an elastic coupling.
  • further drive elements are interposed.
  • an electric motor is considered as the drive motor.
  • other engines are possible, for example, an internal combustion engine, in particular diesel engine, or even a diesel-electric drive.
  • the output can be advantageously formed by a transmission output shaft, which carries at least one drive wheel or two drive wheels directly.
  • a transmission output shaft which carries at least one drive wheel or two drive wheels directly.
  • the drive connection of the transmission between the drive and the output has a transmission ratio between 5 and 10, including both limits.
  • the gear ratio in a range greater than 5 and less than 10, for example from 6 to 8 (with included limits) or between 6 and 8 (without limits).
  • the transmission ratio is now formed by two in the drive connection between the drive and the output of the transmission in series transmission stages, of which the first gear ratio between 1 and 2 and the second, the first gear stage in the drive power flow from the drive to the output downstream translation stage a translation has more than twice the first gear ratio.
  • the translation of the first translation stage is less than 2, in particular, this is 1.4 to 1.7.
  • the second gear ratio can advantageously have a ratio of 6 to 8, in particular from 4 to 5 or particularly advantageously from 4.3 to 4.7.
  • both gear ratios are each formed by a pair of gears, in particular Stirnradstand.
  • the pair of spur gears may for example have helical spur gears.
  • the drive connection between the drive and the output of the transmission is formed exclusively by the two gear pairs and their associated shafts and bearings.
  • the drive can be formed by an input shaft of the transmission, which carries a drive gear of the first gear ratio
  • the output are formed by an output shaft which carries a driven gear of the second gear ratio
  • a single intermediate shaft which carries two intermediate gears of which the first meshes with the drive gear and the second meshes with the output gear.
  • the output shaft can be advantageously positioned with its axis of rotation above the intermediate shaft, in particular above the axis of rotation of the intermediate shaft.
  • the input shaft is advantageously also positioned with its axis of rotation above the intermediate shaft, in particular above the axis of rotation of the intermediate shaft and in particular above the axis of rotation of the output shaft.
  • the first intermediate gear meshing with the drive gearwheel dips equally deep into a common oil sump on the intermediate shaft and the driven gearwheel is stored below the gearwheels, for example, in a common housing enclosing the two gear ratios.
  • Equally deep does not necessarily mean exactly the same depth of immersion, but a substantially equal immersion depth may be sufficient.
  • the immersion depths differ by less than 15 or 10 mm.
  • a drive train designed according to the invention in particular a rail vehicle drive train, comprises a drive motor for driving the rail vehicle and drive wheels driven by the drive motor. Further, a transmission of the type described above is provided, which is arranged in the drive power flow between the drive motor and the drive wheels.
  • the drive train or the rail vehicle has a bogie, in which the drive wheels are mounted.
  • the torque arm can be designed as a separate component, for example as a lever, which is connected on the one hand to the transmission, in particular to a housing thereof, and on the other hand to the bogie.
  • at least one of the two connections is made via an elastic element in order to damp vibrations.
  • the torque arm may have an elastic element that dampens vibrations in the torque arm.
  • the torque arm is integrally formed with the bogie or with the transmission, in particular the transmission housing.
  • the torque arm is integrally formed with the bogie or with the transmission, in particular the transmission housing.
  • the drive motor is also mounted in the bogie and advantageously connected to the drive of the transmission via an elastic coupling, which permits elastic movements in particular in the axial direction and radial direction.
  • the invention makes it possible to cover the entire necessary transmission range of a railway vehicle transmission, in particular at maximum operating speeds in the range from 80 to 110 km / h, or even speeds beyond that, for example to 120 or 130 or 140 km / h.
  • To change the overall translation only minor modifications to the first translation stage are necessary.
  • the gear on the input shaft of the transmission and the be adapted with this meshing gear of the intermediate shaft. Due to the unusually large selected translation of the second translation stage, the necessary variance of the first translation stage is very low.
  • the second translation stage can remain unchanged.
  • the necessary modifications to the transmission to change the overall ratio are so small that only by adjusting the first gear ratio in an existing transmission, the maximum operating speed can be changed, for example, cost during a major overhaul of the rail vehicle.
  • the ability to significantly increase the number of common parts of different transmissions reduces spare parts inventory, simplifies assembly tools, and substantially matches the operation and maintenance operations of various transmissions.
  • FIG. 1 a drive wheel 1 of a rail vehicle is shown.
  • the drive wheel 1 is supported by an output shaft 2 of a transmission 3.
  • the transmission 3 itself, comprising a transmission housing 4, is on the output shaft 2 stored and supported by means of a torque arm 5 on the bogie 6 (here only a small part hatched) against rotation.
  • the drive power of a drive motor (in the FIG. 1 not shown) is introduced via the input shaft 7 of the transmission 3 in the transmission 3. From the input shaft 7, the drive power transmission takes place via an intermediate shaft 8 to the output shaft 2 by means of two gear pairs, which will be described below with reference to FIG FIG. 2 be explained in more detail.
  • an oil sump 9 is formed in the lower region, by means of which the transmission is lubricated and in which at least the driven gear 16 on the output shaft 2 and the meshing with this gear on the intermediate shaft 8 and advantageously also the gear 14 of the intermediate shaft 8, the with the gear 13 meshes on the input shaft 7, immerse.
  • the transmission 3 with the transmission housing 4, in which the output shaft 2, the input shaft 7 and the intermediate shaft 8 are mounted, in each case via two rolling bearing pairings.
  • the drive motor 9 is shown, which may be embodied for example as an electric motor. However, other engine types, in particular a diesel engine, come into consideration.
  • the drive motor 9 drives the input shaft 7 via an elastic coupling 10.
  • a first gear stage 11 is formed via the drive gear 13 carried by the input shaft 7 and the first idler gear 14 carried by the intermediate shaft 8. Both gears 13, 14 are designed as spur gears, in particular as helical spur gears.
  • the second ratio stage 12 is formed via the second intermediate gear 15 carried by the intermediate shaft 8 and the output gear 2 carried by the output gear 16.
  • the translation of the second translation stage 12 is more than twice the first translation stage 11, whereby by minor modifications of the first translation stage 11, the total translation, formed by both translation stages, can be varied greatly.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • General Details Of Gearings (AREA)
  • Structure Of Transmissions (AREA)
  • Arrangement Of Transmissions (AREA)
  • Gear Transmission (AREA)
  • Hybrid Electric Vehicles (AREA)

Description

Die vorliegende Erfindung betrifft ein Getriebe für den Antriebsstrang eines Schienenfahrzeugs, im Einzelnen gemäß dem Oberbegriff von Anspruch 1. Die Erfindung ist besonders geeignet für Schienenfahrzeuge im Schienennahverkehr mit maximalen Betriebsgeschwindigkeiten von 80 bis 110 km/h, und hier besonders im unterirdischen Schienennahverkehr (Metro).
Üblicherweise kommen in Metro-Schienenfahrzeugen einstufige Stirnradgetriebe zur Übertragung der Antriebsleistung vom Antriebsmotor auf die Antriebsräder zum Einsatz. Aufgrund unterschiedlicher maximaler Betriebsgeschwindigkeiten, die in der Regel zwischen 80 km/h und 110 km/h betragen, und verschiedener Motorkonzepte variieren die Getriebeübersetzungen herkömmlich meist zwischen 6,3 und 7,7. Dies führt zu der Notwendigkeit, dass je nach vom Betreiber gewünschter Übersetzung, die entsprechend der vorgesehenen maximalen Betriebsgeschwindigkeit gewählt wird, ein Getriebe aus einer Vielzahl von bevorrateten oder angebotenen Getrieben verschiedener Größen ausgewählt und in das Schienenfahrzeug eingebaut werden muss. Die Hersteller solcher Schienenfahrzeugsgetriebe bieten daher in der Regel verschiedene Getriebe unterschiedlicher Größen an, bei welchen die Verwendung von Gleichteilen für die verschiedenen Getriebegrößen äußerst begrenzt ist. Dies erhöht die Herstellungs- und Bevorratungskosten sowohl für neue Getriebe als auch für Ersatzteile. Die verfügbaren Übersetzungen sind ferner durch die vorgeschriebene Bodenfreiheit des Schienenfahrzeugs begrenzt, welche sich in Abhängigkeit des Durchmessers der verwendeten Zahnräder verändert (siehe zum Beispiel DE 22 39 866 A1 oder DE 534 732 C ). Der vorliegenden Erfindung liegt die Aufgabe zugrunde, ein Getriebe für den Antriebsstrang eines Schienenfahrzeugs anzugeben, das den gesamten bisherigen Übersetzungsbereich und vorteilhaft einen noch größeren Übersetzungsbereich abdeckt und die Veränderung der konkreten Übersetzung des einzelnen Getriebes durch nur geringe Modifikationen in der Konstruktion ermöglicht.The present invention relates to a transmission for the drive train of a rail vehicle, in particular according to the preamble of claim 1. The invention is particularly suitable for rail vehicles in rail transport with maximum operating speeds of 80 to 110 km / h, and especially in the suburban rail (metro) ,
Usually come in metro rail vehicles single-stage spur gear for transmitting the drive power from the drive motor to the drive wheels used. Due to different maximum operating speeds, which are generally between 80 km / h and 110 km / h, and various engine concepts, the transmission ratios usually vary conventionally between 6.3 and 7.7. This leads to the necessity that, depending on the translation desired by the operator, which is selected according to the intended maximum operating speed, a transmission has to be selected from a multiplicity of stored or offered transmissions of various sizes and installed in the rail vehicle. The manufacturers of such rail vehicle transmissions therefore usually offer different transmissions of different sizes, in which the use of identical parts for the various transmission sizes is extremely limited. This increases the manufacturing and storage costs for both new gearboxes and spare parts. The available ratios are further limited by the prescribed ground clearance of the rail vehicle, which varies depending on the diameter of the gears used (see for example DE 22 39 866 A1 or DE 534 732 C ). The present invention has for its object to provide a transmission for the drive train of a rail vehicle, the entire previous translation range and advantageously an even larger translation area covers and allows the change of the concrete translation of the individual transmission by only minor modifications in the construction.

Die erfindungsgemäße Aufgabe wird durch ein Getriebe mit den Merkmalen von Anspruch 1 gelöst. Die abhängigen Ansprüche beschreiben vorteilhafte und besonders zweckmäßige Ausgestaltungen der Erfindung, unter anderem einen Antriebsstrang für ein Schienenfahrzeug mit einem erfindungsgemäßen Getriebe.The object of the invention is achieved by a transmission with the features of claim 1. The dependent claims describe advantageous and particularly expedient embodiments of the invention, including a drive train for a rail vehicle with a transmission according to the invention.

Das erfindungsgemäße Getriebe, insbesondere Schienenfahrzeugsgetriebe, weist einen Antrieb zum Anschluss eines Antriebsmotors des Schienenfahrzeugs sowie einen Abtrieb zum Anschluss von Antriebsrädern des Schienenfahrzeugs auf. Der Antrieb kann beispielsweise direkt oder mittels einer Kupplung, insbesondere elastischen Kupplung, unmittelbar am Antriebsmotor angeschlossen sein. Gemäß einer alternativen Ausführungsform sind weitere Antriebselemente zwischengeschaltet.The transmission according to the invention, in particular rail vehicle transmission, has a drive for connecting a drive motor of the rail vehicle and an output for connecting drive wheels of the rail vehicle. The drive can be connected directly to the drive motor, for example, directly or by means of a coupling, in particular an elastic coupling. According to an alternative embodiment, further drive elements are interposed.

Als Antriebsmotor kommt insbesondere ein Elektromotor in Betracht. Jedoch sind auch andere Motoren möglich, beispielsweise ein Verbrennungsmotor, insbesondere Dieselmotor, oder auch ein dieselelektrischer Antrieb.In particular, an electric motor is considered as the drive motor. However, other engines are possible, for example, an internal combustion engine, in particular diesel engine, or even a diesel-electric drive.

Der Abtrieb kann vorteilhaft durch eine Getriebeausgangswelle gebildet werden, welche wenigstens ein Antriebsrad oder zwei Antriebsräder unmittelbar trägt. Selbstverständlich ist es auch hier möglich, weitere Übertragungselemente zwischen dem Abtrieb und den Antriebsrädern vorzusehen oder eine andere Zahl von auf der Ausgangswelle angeordneten Antriebsrädern.The output can be advantageously formed by a transmission output shaft, which carries at least one drive wheel or two drive wheels directly. Of course, it is also possible here to provide further transmission elements between the output and the drive wheels or another number of arranged on the output shaft drive wheels.

Erfindungsgemäß weist die Triebverbindung des Getriebes zwischen dem Antrieb und dem Abtrieb eine Getriebeübersetzung zwischen 5 und 10 auf, beide Grenzwerte eingeschlossen. Besonders vorteilhaft liegt die Getriebeübersetzung in einem Bereich größer als 5 und kleiner als 10, beispielsweise von 6 bis 8 (mit eingeschlossenen Grenzwerten) oder zwischen 6 und 8 (ohne Grenzwerte).According to the invention, the drive connection of the transmission between the drive and the output has a transmission ratio between 5 and 10, including both limits. Particularly advantageous is the gear ratio in a range greater than 5 and less than 10, for example from 6 to 8 (with included limits) or between 6 and 8 (without limits).

Erfindungsgemäß wird nun die Getriebeübersetzung durch zwei in der Triebverbindung zwischen dem Antrieb und dem Abtrieb des Getriebes hintereinandergeschaltete Übersetzungsstufen gebildet, von welchen die erste Übersetzungsstufe eine Übersetzung zwischen 1 und 2 und die zweite, der ersten Übersetzungsstufe im Antriebsleistungsfluss vom Antrieb zum Abtrieb nachgeordnete Übersetzungsstufe eine Übersetzung von mehr als dem Doppelten der ersten Übersetzungsstufe aufweist.According to the transmission ratio is now formed by two in the drive connection between the drive and the output of the transmission in series transmission stages, of which the first gear ratio between 1 and 2 and the second, the first gear stage in the drive power flow from the drive to the output downstream translation stage a translation has more than twice the first gear ratio.

Besonders vorteilhaft ist die Übersetzung der ersten Übersetzungsstufe kleiner als 2, insbesondere beträgt diese 1,4 bis 1,7.Particularly advantageous is the translation of the first translation stage is less than 2, in particular, this is 1.4 to 1.7.

Die zweite Übersetzungsstufe kann vorteilhaft eine Übersetzung von 6 bis 8 aufweisen, insbesondere von 4 bis 5 oder besonders vorteilhaft von 4,3 bis 4,7.The second gear ratio can advantageously have a ratio of 6 to 8, in particular from 4 to 5 or particularly advantageously from 4.3 to 4.7.

Gemäß einer bevorzugten Ausführungsform der Erfindung werden beide Übersetzungsstufen durch jeweils ein Zahnradpaar, insbesondere Stirnradpaar, gebildet. Das Stirnradpaar kann beispielsweise schrägverzahnte Stirnräder aufweisen.According to a preferred embodiment of the invention, both gear ratios are each formed by a pair of gears, in particular Stirnradpaar. The pair of spur gears may for example have helical spur gears.

Für eine besonders kompakte Ausführungsform ist vorgesehen, dass die Triebverbindung zwischen dem Antrieb und dem Abtrieb des Getriebes ausschließlich durch die beiden Zahnradpaare und diesen zugeordnete Wellen und Lager gebildet wird. Beispielsweise kann der Antrieb durch eine Eingangswelle des Getriebes gebildet werden, die ein Antriebszahnrad der ersten Übersetzungsstufe trägt, der Abtrieb durch eine Ausgangswelle gebildet werden, die ein Abtriebszahnrad der zweiten Übersetzungsstufe trägt, und ferner eine einzige Zwischenwelle vorgesehen sein, die zwei Zwischenzahnräder trägt, von denen das erste mit dem Antriebszahnrad kämmt und das zweite mit dem Abtriebszahnrad kämmt.
Im eingebauten Zustand im Betrieb des Getriebes kann die Ausgangswelle vorteilhaft mit ihrer Drehachse oberhalb der Zwischenwelle, insbesondere oberhalb der Drehachse der Zwischenwelle positioniert sein. Die Eingangswelle ist vorteilhaft mit ihrer Drehachse ebenfalls oberhalb der Zwischenwelle, insbesondere oberhalb der Drehachse der Zwischenwelle und insbesondere oberhalb der Drehachse der Ausgangswelle positioniert. Selbstverständlich ist auch eine andere Positionierung unterhalb der Drehachse der Ausgangswelle oder unterhalb der Drehachse der Zwischenwelle möglich.
Besonders günstig ist es, wenn das mit dem Antriebszahnrad kämmende erste Zwischenrad auf der Zwischenwelle und das Abtriebszahnrad auf der Ausgangswelle gleich tief in einen gemeinsamen Ölsumpf eintauchen, der beispielsweise unterhalb der Zahnräder in einem gemeinsamen, die beiden Übersetzungsstufen umschließenden Gehäuse bevorratet ist. Gleich tief muss dabei nicht notwendigerweise ein exakt gleich tiefes Eintauchen bedeuten, sondern eine im Wesentlichen gleich große Eintauchtiefe kann ausreichend sein. Beispielsweise unterscheiden sich die Eintauchtiefen um weniger als 15 oder 10 mm.
Ein erfindungsgemäß ausgeführter Antriebsstrang, insbesondere Schienenfahrzeugantriebsstrang, umfasst einen Antriebsmotor zum Antrieb des Schienenfahrzeugs sowie vom Antriebsmotor angetriebene Antriebsräder. Ferner ist ein Getriebe der zuvor beschriebenen Art vorgesehen, das im Antriebsleistungsfluss zwischen dem Antriebsmotor und den Antriebsrädern angeordnet ist.For a particularly compact embodiment, it is provided that the drive connection between the drive and the output of the transmission is formed exclusively by the two gear pairs and their associated shafts and bearings. For example, the drive can be formed by an input shaft of the transmission, which carries a drive gear of the first gear ratio, the output are formed by an output shaft which carries a driven gear of the second gear ratio, and further provided a single intermediate shaft, which carries two intermediate gears of which the first meshes with the drive gear and the second meshes with the output gear.
In the installed state during operation of the transmission, the output shaft can be advantageously positioned with its axis of rotation above the intermediate shaft, in particular above the axis of rotation of the intermediate shaft. The input shaft is advantageously also positioned with its axis of rotation above the intermediate shaft, in particular above the axis of rotation of the intermediate shaft and in particular above the axis of rotation of the output shaft. Of course, another positioning below the axis of rotation of the output shaft or below the axis of rotation of the intermediate shaft is possible.
It is particularly favorable if the first intermediate gear meshing with the drive gearwheel dips equally deep into a common oil sump on the intermediate shaft and the driven gearwheel is stored below the gearwheels, for example, in a common housing enclosing the two gear ratios. Equally deep does not necessarily mean exactly the same depth of immersion, but a substantially equal immersion depth may be sufficient. For example, the immersion depths differ by less than 15 or 10 mm.
A drive train designed according to the invention, in particular a rail vehicle drive train, comprises a drive motor for driving the rail vehicle and drive wheels driven by the drive motor. Further, a transmission of the type described above is provided, which is arranged in the drive power flow between the drive motor and the drive wheels.

Der Antriebsstrang beziehungsweise das Schienenfahrzeug weist ein Drehgestell auf, in welchem die Antriebsräder gelagert sind.The drive train or the rail vehicle has a bogie, in which the drive wheels are mounted.

Vorteilhaft ist das Getriebe auf einer Ausgangswelle, die den Abtrieb bildet und die Antriebsräder trägt, gelagert und stützt sich mittels einer Drehmomentstütze an dem Drehgestell gegen eine Verdrehung ab. Die Drehmomentstütze kann als separates Bauteil, beispielsweise als Hebel, ausgeführt sein, das/der einerseits am Getriebe, insbesondere an einem Gehäuse desselben, und andererseits am Drehgestell angeschlossen ist. Von Vorteil ist zumindest einer der beiden Anschlüsse über ein elastisches Element ausgeführt, um Schwingungen zu dämpfen. Alternativ oder zusätzlich kann die Drehmomentstütze ein elastisches Element aufweisen, das Schwingungen in der Drehmomentstütze dämpft.Advantageously, the transmission on an output shaft which forms the output and carries the drive wheels, mounted and supported by means of a torque arm on the bogie against rotation. The torque arm can be designed as a separate component, for example as a lever, which is connected on the one hand to the transmission, in particular to a housing thereof, and on the other hand to the bogie. Advantageously, at least one of the two connections is made via an elastic element in order to damp vibrations. Alternatively or additionally, the torque arm may have an elastic element that dampens vibrations in the torque arm.

Gemäß einer alternativen Ausführungsform ist die Drehmomentstütze einteilig mit dem Drehgestell oder mit dem Getriebe, insbesondere dem Getriebegehäuse, ausgeführt. Prinzipiell kommt auch eine einteilige Ausführung aller drei Bauteile in Betracht.According to an alternative embodiment, the torque arm is integrally formed with the bogie or with the transmission, in particular the transmission housing. In principle, a one-piece design of all three components into consideration.

Gemäß einer Ausführungsform ist auch der Antriebsmotor im Drehgestell gelagert und vorteilhaft über eine elastische Kupplung, die insbesondere in Axialrichtung und Radialrichtung elastische Bewegungen zulässt, am Antrieb des Getriebes angeschlossen.According to one embodiment, the drive motor is also mounted in the bogie and advantageously connected to the drive of the transmission via an elastic coupling, which permits elastic movements in particular in the axial direction and radial direction.

Durch die Erfindung kann der gesamte notwendige Übersetzungsbereich eines Schienenfahrzeuggetriebes, insbesondere bei maximalen Betriebsgeschwindigkeiten im Bereich von 80 bis 110 km/h abgedeckt werden, oder sogar Geschwindigkeiten darüber hinaus bis beispielsweise 120 oder 130 beziehungsweise 140 km/h. Um die Gesamtübersetzung zu ändern, sind lediglich kleinere Modifikationen an der ersten Übersetzungsstufe notwendig. Beispielsweise kann das Zahnrad auf der Eingangswelle des Getriebes sowie das mit diesem kämmende Zahnrad der Zwischenwelle angepasst werden. Durch die ungewöhnlich groß gewählte Übersetzung der zweiten Übersetzungsstufe fällt die notwendige Varianz der ersten Übersetzungsstufe sehr gering aus. Die zweite Übersetzungsstufe kann unverändert bleiben.The invention makes it possible to cover the entire necessary transmission range of a railway vehicle transmission, in particular at maximum operating speeds in the range from 80 to 110 km / h, or even speeds beyond that, for example to 120 or 130 or 140 km / h. To change the overall translation, only minor modifications to the first translation stage are necessary. For example, the gear on the input shaft of the transmission and the be adapted with this meshing gear of the intermediate shaft. Due to the unusually large selected translation of the second translation stage, the necessary variance of the first translation stage is very low. The second translation stage can remain unchanged.

Die am Getriebe zur Änderung der Gesamtübersetzung notwendigen Modifikationen sind derart gering, dass nur durch Anpassen der ersten Übersetzungsstufe bei einem bestehenden Getriebe die maximale Betriebsgeschwindigkeit geändert werden kann, beispielsweise kostengünstig während einer Hauptüberholung des Schienenfahrzeugs. Durch die Möglichkeit, die Anzahl von Gleichteilen verschiedener Getriebe erheblich zu erhöhen, wird die Ersatzteilbevorratung reduziert, die Montagewerkzeuge können vereinheitlicht werden und Betriebs- und Wartungsvorgänge verschiedener Getriebe entsprechen sich weitgehend.The necessary modifications to the transmission to change the overall ratio are so small that only by adjusting the first gear ratio in an existing transmission, the maximum operating speed can be changed, for example, cost during a major overhaul of the rail vehicle. The ability to significantly increase the number of common parts of different transmissions reduces spare parts inventory, simplifies assembly tools, and substantially matches the operation and maintenance operations of various transmissions.

Die Erfindung soll nachfolgend anhand eines Ausführungsbeispiels exemplarisch beschrieben werden.The invention will be described below by way of example with reference to an embodiment.

Es zeigen:

Figur 1
eine seitliche Ansicht auf ein erfindungsgemäß ausgeführtes Getriebe;
Figur 2
eine geschnittene Ansicht mit einem Schnittverlauf durch die Drehachsen der verschiedenen Wellen der Ausführungsform gemäß der Figur 1.
Show it:
FIG. 1
a side view of a transmission designed according to the invention;
FIG. 2
a sectional view with a section through the axes of rotation of the various waves of the embodiment according to the FIG. 1 ,

In der Figur 1 ist ein Antriebsrad 1 eines Schienenfahrzeugs dargestellt. Das Antriebsrad 1 wird von einer Ausgangswelle 2 eines Getriebes 3 getragen. Das Getriebe 3 selbst, umfassend ein Getriebegehäuse 4, ist auf der Ausgangswelle 2 gelagert und mittels einer Drehmomentstütze 5 am Drehgestell 6 (hier ist nur ein kleiner Teil schraffiert dargestellt) gegen Verdrehung abgestützt.
Die Antriebsleistung eines Antriebsmotors (in der Figur 1 nicht dargestellt) wird über die Eingangswelle 7 des Getriebes 3 in das Getriebe 3 eingeleitet. Von der Eingangswelle 7 erfolgt die Antriebsleistungsübertragung über eine Zwischenwelle 8 auf die Ausgangswelle 2 mittels zweier Zahnradpaare, die nachfolgend anhand der Figur 2 näher erläutert werden.
Im Getriebegehäuse 4 ist im unteren Bereich ein Ölsumpf 9 ausgebildet, mittels welchem das Getriebe geschmiert wird und in welchen zumindest das Abtriebszahnrad 16 auf der Ausgangswelle 2 und das mit diesem kämmende Zahnrad auf der Zwischenwelle 8 sowie vorteilhaft auch das Zahnrad 14 der Zwischenwelle 8, das mit dem Zahnrad 13 auf der Eingangwelle 7 kämmt, eintauchen.
In der Figur 2 erkennt man wiederum das Getriebe 3 mit dem Getriebegehäuse 4, in welchem die Ausgangswelle 2, die Eingangswelle 7 und die Zwischenwelle 8 gelagert sind, vorliegend jeweils über jeweils zwei Wälzlagerpaarungen. Ferner ist der Antriebsmotor 9 dargestellt, der beispielsweise als Elektromotor ausgeführt sein kann. Jedoch kommen auch andere Motorbauarten, insbesondere ein Dieselmotor, in Betracht. Der Antriebsmotor 9 treibt die Eingangswelle 7 über eine elastische Kupplung 10 an.
Eine erste Übersetzungsstufe 11 wird über das von der Eingangswelle 7 getragene Antriebszahnrad 13 und das erste durch die Zwischenwelle 8 getragene Zwischenzahnrad 14 gebildet. Beide Zahnräder 13, 14 sind als Stirnräder ausgeführt, insbesondere als schrägverzahnte Stirnräder.In the FIG. 1 a drive wheel 1 of a rail vehicle is shown. The drive wheel 1 is supported by an output shaft 2 of a transmission 3. The transmission 3 itself, comprising a transmission housing 4, is on the output shaft 2 stored and supported by means of a torque arm 5 on the bogie 6 (here only a small part hatched) against rotation.
The drive power of a drive motor (in the FIG. 1 not shown) is introduced via the input shaft 7 of the transmission 3 in the transmission 3. From the input shaft 7, the drive power transmission takes place via an intermediate shaft 8 to the output shaft 2 by means of two gear pairs, which will be described below with reference to FIG FIG. 2 be explained in more detail.
In the gear housing 4, an oil sump 9 is formed in the lower region, by means of which the transmission is lubricated and in which at least the driven gear 16 on the output shaft 2 and the meshing with this gear on the intermediate shaft 8 and advantageously also the gear 14 of the intermediate shaft 8, the with the gear 13 meshes on the input shaft 7, immerse.
In the FIG. 2 in turn, one recognizes the transmission 3 with the transmission housing 4, in which the output shaft 2, the input shaft 7 and the intermediate shaft 8 are mounted, in each case via two rolling bearing pairings. Further, the drive motor 9 is shown, which may be embodied for example as an electric motor. However, other engine types, in particular a diesel engine, come into consideration. The drive motor 9 drives the input shaft 7 via an elastic coupling 10.
A first gear stage 11 is formed via the drive gear 13 carried by the input shaft 7 and the first idler gear 14 carried by the intermediate shaft 8. Both gears 13, 14 are designed as spur gears, in particular as helical spur gears.

Die zweite Übersetzungsstufe 12 wird über das zweite von der Zwischenwelle 8 getragene Zwischenzahnrad 15 sowie das durch die Ausgangswelle 2 getragene Abtriebszahnrad 16 gebildet.The second ratio stage 12 is formed via the second intermediate gear 15 carried by the intermediate shaft 8 and the output gear 2 carried by the output gear 16.

Erfindungsgemäß beträgt nun die Übersetzung der zweiten Übersetzungsstufe 12 mehr als das Doppelte der ersten Übersetzungsstufe 11, wodurch durch geringe Modifikationen der ersten Übersetzungsstufe 11 die Gesamtübersetzung, gebildet durch beide Übersetzungsstufen, stark variiert werden kann.According to the invention now the translation of the second translation stage 12 is more than twice the first translation stage 11, whereby by minor modifications of the first translation stage 11, the total translation, formed by both translation stages, can be varied greatly.

Claims (10)

  1. A transmission (3) for the drive train of a rail vehicle
    1.1 having an input for connecting a drive motor (9) of the rail vehicle;
    1.2 having an output for connecting the drive wheels (1) of the rail vehicle;
    1.3 having a drive connection between the input and the output which forms a transmission ratio between 5 and 10; wherein
    1.4 the transmission ratio is formed by two transmission stages (11, 12) connected between one another in the drive connection,
    characterised in that
    the first transmission stage (11) has a transmission ratio between 1 and 2 and the second transmission stage (12) connected downstream in the drive power flow after the first transmission stage from the input to the output has a transmission ratio of more than double the first transmission stage (11).
  2. A transmission (3) according to claim 1, characterised in that the drive connection between the input and the output of the transmission (3) forms a transmission ratio between 6 and 8.
  3. A transmission (3) according to one of claims 1 or 2, characterised in hat the second transmission stage (12) has a transmission ratio between 4 and 5, in particular between 4.3 and 4.7.
  4. A transmission (3) according to one of claims 1 to 3, characterised in that both transmission stages (11,12) are formed by respectively a pair of toothed gears, in particular a pair of spur wheels.
  5. A transmission (3) according to claim 4, characterised in that the drive connection between the input and the output is formed exclusively by both pairs of toothed gears by shafts (2, 7, 8) and bearings associated to them.
  6. A transmission (3) according to claim 5, characterised in that the input is formed of an input shaft (7), which carries an input toothed gear (13) of the first transmission stage (11), the output is formed of an output shaft (2), which carries an output toothed gear (16) of the second transmission stage (12), and moreover an intermediate shaft (8) is provided, which carries two intermediate toothed gears (14, 15), among which the first (14) meshes with the input toothed gear (13) and the second (15) meshes with the output toothed gear (16).
  7. A transmission (3) according to claim 6, characterised in that the output shaft (2) is positioned in built-in operating condition with its rotary axis above the rotary axis of the intermediate shaft (8), and the first intermediate gear wheel (14) meshing with the input toothed gear (13) and the output toothed gear (16) dip in particular essentially to the same depth into a common oil sump (9).
  8. A drive train for a rail vehicle
    8.1 having a drive motor (9) for driving the rail vehicle;
    8.2 with drive wheels (1) driven by the drive motor (9);
    8.3 having a transmission (3) according to one of claims 1 to 7, in the drive power flow between the drive motor (9) and the drive wheels (1);
    8.4 having a bogie (6), in which the drive wheels (1) are mounted; characterised in that
    8.5 the transmission (3) is mounted on an output shaft (2) forming the output and carrying the drive wheels (1) and rests on the bogie (6) by means of a torque support (5).
  9. A drive train according to claim 8, characterised in that the drive motor (9) is mounted in the bogie (6), and is connected via an elastic coupling (10) which permits elastic movements in particular in axial direction and radial direction, to the input of the transmission (3).
  10. A drive train according to one of claims 8 or 9, characterised in that the torque support (5) is connected by means of at least one elastic element to the bogie (6) and/or transmission (3) or has such an element for transmitting the supporting force or the supporting torque.
EP11802629.3A 2011-02-21 2011-11-22 Gearbox for a rail vehicle drive train Revoked EP2611666B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102011011867A DE102011011867A1 (en) 2011-02-21 2011-02-21 Transmission for a rail vehicle powertrain
PCT/EP2011/005878 WO2012113422A1 (en) 2011-02-21 2011-11-22 Gearbox for a rail vehicle drive train

Publications (2)

Publication Number Publication Date
EP2611666A1 EP2611666A1 (en) 2013-07-10
EP2611666B1 true EP2611666B1 (en) 2019-02-27

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EP11802629.3A Revoked EP2611666B1 (en) 2011-02-21 2011-11-22 Gearbox for a rail vehicle drive train

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US (1) US20130283952A1 (en)
EP (1) EP2611666B1 (en)
JP (1) JP2014506980A (en)
KR (1) KR20130137181A (en)
CN (1) CN103237709A (en)
BR (1) BR112013018763A2 (en)
DE (1) DE102011011867A1 (en)
ES (1) ES2720498T3 (en)
WO (1) WO2012113422A1 (en)
ZA (1) ZA201301577B (en)

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CN104675964A (en) * 2013-11-29 2015-06-03 北京南口轨道交通机械有限责任公司 Gear box of meter-gage locomotive
DE102014213010A1 (en) 2014-07-04 2016-01-07 Zf Friedrichshafen Ag Transmission for the drive train of a rail vehicle
DE102014226386A1 (en) 2014-12-18 2016-07-07 Zf Friedrichshafen Ag Final drive for the drive train of a rail vehicle and drive train
DE102015205905A1 (en) 2015-04-01 2016-10-06 Zf Friedrichshafen Ag Transmission and drive train
CN105460023B (en) * 2015-12-25 2017-12-12 中车戚墅堰机车车辆工艺研究所有限公司 Low-floor rail vehicle gear-box
DE102016213997A1 (en) * 2016-07-29 2018-02-01 Voith Patent Gmbh Gearboxes and methods of assembly
CN110362883B (en) * 2019-06-25 2023-02-17 中车青岛四方机车车辆股份有限公司 Maintenance assembly process design method and bogie maintenance assembly method
CN110566639B (en) * 2019-09-12 2021-06-04 中车株洲电力机车有限公司 Multi-gear self-adaptive gearbox for railway vehicle

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Also Published As

Publication number Publication date
EP2611666A1 (en) 2013-07-10
JP2014506980A (en) 2014-03-20
ES2720498T3 (en) 2019-07-22
ZA201301577B (en) 2013-11-27
WO2012113422A1 (en) 2012-08-30
US20130283952A1 (en) 2013-10-31
BR112013018763A2 (en) 2016-10-25
DE102011011867A1 (en) 2012-08-23
KR20130137181A (en) 2013-12-16
CN103237709A (en) 2013-08-07

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