EP2611666B1 - Transmission pour la chaîne cinématique d'un véhicule ferroviaire - Google Patents

Transmission pour la chaîne cinématique d'un véhicule ferroviaire 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
Authority
EP
European Patent Office
Prior art keywords
transmission
drive
output
input
rail vehicle
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
Application number
EP11802629.3A
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German (de)
English (en)
Other versions
EP2611666A1 (fr
Inventor
Bernhard Hoeger
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Voith Patent GmbH
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Voith Patent GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
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Application filed by Voith Patent GmbH filed Critical Voith Patent GmbH
Publication of EP2611666A1 publication Critical patent/EP2611666A1/fr
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Revoked legal-status Critical Current
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Classifications

    • 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.

Landscapes

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

Claims (10)

  1. Mécanisme de transmission (3) pour la chaîne cinématique d'un véhicule ferroviaire
    1.1 avec un entraînement d'entrée pour la liaison avec un moteur d'entraînement (9) du véhicule ferroviaire ;
    1.2 avec un entraînement de sortie pour la liaison avec des roues motrices (1) du véhicule ferroviaire ;
    1.3 avec une liaison d'entraînement entre l'entraînement d'entrée et l'entraînement de sortie qui produit un rapport de démultiplication compris entre 5 et 10,
    dans lequel
    1.4 le rapport de démultiplication est formé par deux étages de démultiplication (11, 12) montés en série dans la liaison d'entraînement,
    caractérisé en ce que
    le premier étage de démultiplication (11) a un rapport de démultiplication compris entre 1 et 2 et le deuxième étage de démultiplication (12), qui est disposé en aval du premier étage de démultiplication (11) dans le flux de puissance d'entraînement allant de l'entraînement d'entrée à l'entraînement de sortie, a un rapport de démultiplication de plus de deux fois celui du premier étage de démultiplication (11).
  2. Mécanisme de transmission (3) selon la revendication 1, caractérisé en ce que la liaison d'entraînement entre l'entraînement d'entrée et l'entraînement de sortie du mécanisme de transmission (3) produit un rapport de démultiplication compris entre 6 et 8.
  3. Mécanisme de transmission (3) selon l'une des revendications 1 ou 2, caractérisé en ce que le deuxième étage de démultiplication (12) présente un rapport de démultiplication compris entre 4 et 5, en particulier entre 4,3 et 4,7.
  4. Mécanisme de transmission (3) selon l'une des revendications 1 à 3, caractérisé en ce que les deux étages de démultiplication (11, 12) sont formés chacun par une paire de roues dentées, en particulier une paire de roues droites.
  5. Mécanisme de transmission (3) selon la revendication 4, caractérisé en ce que la liaison d'entraînement entre l'entraînement d'entrée et l'entraînement de sortie est formée exclusivement par les deux paires de roues dentées et des arbres (2, 7, 8) et paliers associés à celles-ci.
  6. Mécanisme de transmission (3) selon la revendication 5, caractérisé en ce que l'entraînement d'entrée est formé par un arbre d'entrée (7) qui porte une roue dentée d'entrée (13) du premier étage de démultiplication (11), l'entraînement de sortie est formé par un arbre de sortie (2) qui porte une roue dentée de sortie (16) du deuxième étage de démultiplication (12), et il est également prévu un arbre intermédiaire (8) qui porte deux roues dentées intermédiaires (14, 15), dont la première (14) est en prise avec la roue dentée d'entrée (13) et la deuxième (15) est en prise avec la roue dentée de sortie (16).
  7. Mécanisme de transmission (3) selon la revendication 6, caractérisé en ce que l'arbre de sortie (2) à l'état de fonctionnement monté est positionné avec son axe de rotation au-dessus de l'axe de rotation de l'arbre intermédiaire (8), et la première roue dentée intermédiaire (14) en prise avec la roue dentée d'entrée (13) et la roue de sortie (16) sont immergées, en particulier à une profondeur sensiblement égale, dans un carter d'huile commun (9).
  8. Chaîne cinématique pour un véhicule ferroviaire
    8.1 avec un moteur d'entraînement (9) pour l'entraînement du véhicule ferroviaire ;
    8.2 avec des roues motrices (1) entraînées par le moteur d'entraînement (9) ;
    8.3 avec un mécanisme de transmission (3) selon l'une des revendications 1 à 7 dans le flux de puissance d'entraînement entre le moteur d'entraînement (9) et les roues motrices (1) ;
    8.4 avec un bogie (6) dans lequel les roues motrices (1) sont montées ; caractérisée en ce que
    8.5 le mécanisme de transmission (3) est monté sur un arbre de sortie (2), qui forme l'entraînement de sortie et porte les roues motrices (1), et prend appui sur le bogie (6) au moyen d'un support de couple (5).
  9. Chaîne cinématique selon la revendication 8, caractérisé en ce que le moteur d'entraînement (9) est monté dans le bogie (6) et est relié à l'entraînement d'entrée du mécanisme de transmission (3) par un accouplement élastique (10) qui permet des mouvements élastiques, en particulier dans la direction axiale et la direction radiale.
  10. Chaîne cinématique selon l'une des revendications 8 ou 9, caractérisée en ce que le support de couple (5) est relié au bogie (6) et/ou au mécanisme de transmission (3) au moyen d'au moins un élément élastique ou présente un tel élément élastique pour transmettre la force d'appui ou le couple d'appui.
EP11802629.3A 2011-02-21 2011-11-22 Transmission pour la chaîne cinématique d'un véhicule ferroviaire Revoked EP2611666B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102011011867A DE102011011867A1 (de) 2011-02-21 2011-02-21 Getriebe für einen Schienfahrzeugantriebsstrang
PCT/EP2011/005878 WO2012113422A1 (fr) 2011-02-21 2011-11-22 Transmission pour la chaîne cinématique d'un véhicule ferroviaire

Publications (2)

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

Family

ID=45422081

Family Applications (1)

Application Number Title Priority Date Filing Date
EP11802629.3A Revoked EP2611666B1 (fr) 2011-02-21 2011-11-22 Transmission pour la chaîne cinématique d'un véhicule ferroviaire

Country Status (10)

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

Families Citing this family (8)

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Publication number Priority date Publication date Assignee Title
CN104675964A (zh) * 2013-11-29 2015-06-03 北京南口轨道交通机械有限责任公司 米轨机车齿轮箱
DE102014213010A1 (de) 2014-07-04 2016-01-07 Zf Friedrichshafen Ag Getriebe für den Antriebsstrang eines Schienenfahrzeugs
DE102014226386A1 (de) 2014-12-18 2016-07-07 Zf Friedrichshafen Ag Radsatzgetriebe für den Antriebsstrang eines Schienenfahrzeugs und Antriebsstrang
DE102015205905A1 (de) 2015-04-01 2016-10-06 Zf Friedrichshafen Ag Getriebe und Antriebsstrang
CN105460023B (zh) * 2015-12-25 2017-12-12 中车戚墅堰机车车辆工艺研究所有限公司 低地板轨道车辆用齿轮箱
DE102016213997A1 (de) * 2016-07-29 2018-02-01 Voith Patent Gmbh Radsatzgetriebe und Verfahren zur Montage
CN110362883B (zh) * 2019-06-25 2023-02-17 中车青岛四方机车车辆股份有限公司 一种检修组装工艺设计方法及转向架检修组装方法
CN110566639B (zh) * 2019-09-12 2021-06-04 中车株洲电力机车有限公司 一种轨道车辆用多挡位自适应齿轮箱

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US1962893A (en) 1931-11-14 1934-06-12 Standard Steel Car Corp Of Del Railway truck
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BG97677A (bg) * 1993-04-28 1994-01-03 Dimov Cylindrical gear drive with external meshing
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WO2006128508A2 (fr) 2005-06-02 2006-12-07 Voith Turbo Gmbh & Co. Kg Unite d'entrainement destinee a entrainer un arbre d'entrainement de roue, notamment un arbre d'essieu

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DE2239866A1 (de) 1972-08-09 1974-02-28 Siemens Ag Antrieb eines elektrischen triebfahrzeuges mit gestellmotor
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BG97677A (bg) * 1993-04-28 1994-01-03 Dimov Cylindrical gear drive with external meshing
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Also Published As

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

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