EP3434550B1 - Système d'entrainement - Google Patents

Système d'entrainement Download PDF

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Publication number
EP3434550B1
EP3434550B1 EP18180719.9A EP18180719A EP3434550B1 EP 3434550 B1 EP3434550 B1 EP 3434550B1 EP 18180719 A EP18180719 A EP 18180719A EP 3434550 B1 EP3434550 B1 EP 3434550B1
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EP
European Patent Office
Prior art keywords
drive
drive train
input shaft
shaft
output shaft
Prior art date
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Application number
EP18180719.9A
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German (de)
English (en)
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EP3434550A1 (fr
Inventor
Simon Probst
Bernd Frebel
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ZF Friedrichshafen AG
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ZF Friedrichshafen AG
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Publication of EP3434550A1 publication Critical patent/EP3434550A1/fr
Application granted granted Critical
Publication of EP3434550B1 publication Critical patent/EP3434550B1/fr
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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
    • B61C9/14—Transmission systems in or for locomotives or motor railcars with IC reciprocating piston engines hydraulic, including combinations with mechanical gearing
    • B61C9/16—Transmission systems in or for locomotives or motor railcars with IC reciprocating piston engines hydraulic, including combinations with mechanical gearing using gearing of the hydrostatic type

Definitions

  • the invention relates to a drive arrangement for driving at least one wheel set shaft of a rail vehicle according to the preamble of claim 1.
  • a rail vehicle with a drive arrangement which has a mechanical drive train and a hydrostatic drive train. Both drive trains mentioned are the drive side connected to a drive motor of the rail vehicle. On the output side of the mechanical drive train and the hydrostatic drive train are brought together in a arranged on a Radsatzwelle Radsatzgetriebe to drive the wheelset via the Radsatzgetriebe.
  • at least one clutch is arranged in order to be able to drive the wheelset shaft either via the mechanical or via the hydrostatic drive train.
  • Such drive arrangements are typically used in railroad vehicles, for example in track-laying machines.
  • Such railroad vehicles can be driven in a very low speed work operation via the hydrostatic drive train.
  • Such rail vehicles can be driven at a significantly higher driving speed via the mechanical drive train.
  • the higher driving speed is required, for example, to be able to drive quickly from one construction site to another construction site.
  • a drive arrangement for driving at least one wheelset shaft of a rail vehicle has a wheel set transmission arranged on the wheel set shaft, a mechanical drive train and a hydrostatic drive train.
  • the two mentioned drive trains are on the drive side each connected to a drive motor of the rail vehicle.
  • the mechanical drive train is connected to a first input shaft of the gearbox and the hydrostatic drive train is connected to a second input shaft of the wheelset.
  • the wheelset also includes a switching device with at least two switching positions, wherein in a first switching position of the mechanical drive train or the hydrostatic drive train is separated by the switching device of the wheelset.
  • the switching device can be actuated pneumatically, hydraulically or electrically, for example.
  • the switching device can be controlled via a transmission control unit or via a central vehicle control unit.
  • the switching device may comprise form-fitting switching elements, for example a sliding sleeve.
  • the wheelset gear while running as a reverse gear and the switching device are used to reverse the direction of travel.
  • at least parts of the known and proven reverse gear can also be used for the drive assembly according to the invention, which reduces the effort in development and production.
  • the switching device previously used to switch the direction of travel can be used to separate at least one of the two drive trains of the wheelset and / or to switch between the mechanical and the hydrostatic drive train.
  • the final gear can, for example, have two spur gear stages for transmitting the drive power from the input shafts to the output shaft.
  • the two spur gear stages can each be designed with an advantageous gear ratio in order to achieve an optimum overall transmission ratio with regard to the respective application.
  • a reversal of the direction of travel can be effected in a reverse gear stage which is arranged on or in a change gear in the mechanical drive train. When working on the hydrostatic drive train, the direction of travel can be reversed using the hydrostatic drive.
  • a gearbox transmission is understood to mean a transmission in the drive train of rail vehicles, which is arranged on a wheelset shaft, that is to say on the drive axle of the respective wheelset.
  • the hydrostatic drive train is separated in the first switching position of the wheelset shaft and connected in a second switching position with the axle.
  • a typical hydromotor of a hydrostatic drive train is only suitable for low speeds, so that it can be advantageously separated from the axle, in order to decouple it at high speeds can. That is, in this embodiment, fast line trips are performed in the first shift position via the mechanical drive train while the hydrostatic drive train is decoupled. For a slower working drive can be changed from the first to the second switching position, so that the hydrostatic drive train is again connected to the wheelset and can drive the rail vehicle at low speeds.
  • the mechanical drive train is connected to the wheelset shaft in the first shift position and is separated from the wheelset shaft in the second shift position. That is, the respective unused drive train is separated from the wheelset shaft by means of the shifting device in the final gearbox, i. is decoupled.
  • either the mechanical or the hydrostatic drive train can be connected to the wheel set shaft, while the respective other drive train is separated from the wheel set shaft. This ensures that the number of rotating components is kept to a minimum in every driving situation, which can save energy.
  • the switching device may have a third switching position, in which neither of the two drive trains is connected to the wheel set shaft.
  • a switching position is also called neutral position.
  • the third switching position can be inserted, for example, at partial load in the multi-traction operation, if the present drive arrangement is not required for driving the train and the rail vehicle is driven by another drive arrangement.
  • energy can be saved in this mode, because the number of rotating components is reduced to a minimum, namely only the wheelset shaft and the related components in the final drive. It then rotate so only the output side of the switching device arranged components.
  • the switching device may also have an emergency release, with the neutral position can be inserted, for example, in the case of a defect on one of the drive trains.
  • the rail vehicle can be towed or continue by being driven by other drives of the rail vehicle.
  • One aspect of the present invention relates to the possibility of using identical components, for example a gear housing, for different applications with differently arranged input and output shafts.
  • identical components for example a gear housing
  • a reusable in various applications component can be produced more cheaply in larger quantities.
  • storage costs can be minimized with such a common part concept.
  • the first input shaft of the gearset may be arranged parallel and spaced from the second input shaft.
  • the parallelism between the two input shafts facilitates their geared connection via the switching device to an output shaft, which may also be arranged parallel to the two input shafts.
  • the parallel to the output shaft arranged input shafts allows the use of simple spur gear sets.
  • a clearance between the first and second input shafts allows the designer greater freedom in disposing the respective input shaft and associated mechanical and hydrostatic powertrain components. This can be advantageous in particular with a small amount of space available in the substructure of a rail vehicle.
  • the described arrangement of the two input shafts allows the use of known and proven components, such as a transmission housing, in different applications.
  • a further preferred embodiment of the invention provides that the wheelset has at least one output shaft on which a first bevel gear is arranged rotationally fixed, wherein the first bevel gear is engaged with a second bevel gear arranged on the axle.
  • the output shaft may be arranged coaxially with the first input shaft.
  • the output shaft is formed integrally with the first input shaft. That is, the first input shaft and the output shaft are made of a single piece. This embodiment also allows the use of proven components from a known Achsplanetarygetriebe.
  • the output shaft may protrude on opposite sides of the housing of the gearset, so that on one side of the first bevel gear and on the opposite side a connecting element for connecting the output shaft may be arranged with a further Radsatzgetriebe.
  • a further Radsatzgetriebe To this Way can be driven by means of a drive assembly two axles.
  • Such an arrangement of two Radsatzgetriebe, in which a Radsatzgetriebe is driven directly by a drive assembly and another Radsatzgetriebe is driven by an output shaft of the first Radsatzgetriebes is also called master-slave arrangement.
  • an arrangement of the shafts in which the second input shaft is connectable via two spur gears with the output shaft.
  • This arrangement is directed to the use of components of a known Radsatzchtgetriebes in which a reversal of direction is effected by the rotational movement of an input shaft is passed via two spur gears on an output shaft.
  • this intermediate shaft can be used as a second input shaft, wherein the drive power of the hydrostatic drive train is translated via two spur gears on the output shaft. From the output shaft, the drive power can in turn be transmitted, for example via a bevel gear on the axle.
  • the desired direction of rotation for the forward or reverse travel can be set in a known manner to the hydrostatic drive connected to the second input shaft.
  • the two spur gear stages can be advantageously used for slow-speed translation to realize very low operating speeds, for example, in the working operation of a track construction machine.
  • an arrangement may be provided in which the first input shaft is arranged coaxially with the second input shaft.
  • the two coaxial with each other arranged input shafts can be arranged for example on opposite sides of the wheelset.
  • the two input shafts can be mounted in arranged on opposite sides of the wheelset bearing points in the housing of the wheelset.
  • the switching device may comprise, for example, at least one switching element which selectively connects a first idler gear to the first input shaft or a second idler gear to the second input shaft, wherein the idler gears are each engaged with a arranged on the output shaft fixed gear.
  • Another aspect of the invention relates to the lubrication of the wheelset.
  • the gears and the bearings are lubricated by a splash lubrication.
  • immersion lubrication in the final drives is not sufficient to meet the requirements with regard to lubricating and cooling effect and the required service life of the transmission components. This is the case, for example, with wheelset transmissions in railroad vehicles when they are operated at low driving speed for a long time during operation.
  • a drive assembly is proposed with a final drive, in which by means of a lubricating oil pump a pressure circulation lubrication is provided.
  • a lubricating oil pump for lubricating the wheelset is arranged on the second input shaft.
  • the lubricating oil pump can be driven directly by the second input shaft. Since the second input shaft is driven via the hydrostatic drive train, the lubricating oil pump is also always driven when the hydrostatic drive train is in operation. This is usually the case when the rail vehicle is operated at low speed. The lubricating oil pump is therefore only active during slow travel.
  • the drive takes place via the mechanical drive train and the first input shaft connected thereto. Meanwhile, the second input shaft and with it the oil pump can stand still, so that at this point no energy is consumed. At higher speeds, the splash lubrication in the final drive is sufficient.
  • the driven by the second input shaft lubricating oil pump can also be used for the lubricating oil supply of another gearbox.
  • this Case are thus supplied with two sets of gearboxes by means of a pressure circulation lubrication system with lubricant.
  • a further, separate oil pump can be saved on the other gearbox. This can be realized in an advantageous manner, in particular, if the additional gearset is driven in a so-called master-slave arrangement via the first gearset.
  • the hydrostatic drive train may comprise a hydraulic motor known per se, which is connected via hydraulic lines to a hydraulic pump driven by the drive motor of the rail vehicle. Adjusting devices on the hydraulic pump and / or on the hydraulic motor, the driving speed can be adjusted, with which the rail vehicle is driven via the hydrostatic drive train. Such adjustment allow stepless adjustment of the driving speed, which is particularly advantageous during the working drive of a rail vehicle to adapt the slow speed to various jobs.
  • the hydraulic motor can advantageously be arranged at least partially within the gear housing of the gearbox.
  • a wheel set transmission of a rail vehicle is at high speeds during travel, due to its location directly on the wheelset shaft. Impacts and shocks caused, for example, by unsteady transitions between two rails.
  • the hydraulic motor of the hydrostatic drive train can be mounted by means of an elastic bearing on or in the gear housing of the wheelset. Such elastic mounting of the hydraulic motor prevents damage that would otherwise be caused by the aforementioned shocks and blows.
  • the mechanical drive train may comprise a change gear and a reverse gear stage.
  • the reverse gear stage can provide the various ratios of the transmission in both directions of travel, so that the rail vehicle has two equivalent directions of travel.
  • the reverse gear stage can be integrated in the gearbox or fixed to the gearbox.
  • the change gear and the reverse gear stage can be advantageously attached to a vehicle frame of the rail vehicle and connected via a propeller shaft with the second input shaft of the wheelset.
  • the change gear and the reverse gear stage are sprung over the vehicle suspension, which reduces the impact load of the components.
  • a first drive arrangement 1 for driving the wheelset shaft 9 of a rail vehicle is shown.
  • the drive assembly 1 comprises a wheel set transmission 5 arranged on the wheel set shaft 9, a mechanical drive train 3 and a hydrostatic drive train 4.
  • the mechanical drive train 3 and the hydrostatic drive train 4 are only partially shown here.
  • the two drive trains 3 and 4 are on the drive side each connected to a drive motor 2 of the rail vehicle, not shown in this figure.
  • the mechanical drive train 3 comprises the propeller shaft 32, via which a first input shaft 6 of the wheelset 5 is connected to the drive motor 2.
  • a change gear 30 is still arranged as in the FIGS. 2 to 4 is shown.
  • the mechanical drive train 3 is therefore connected via the propeller shaft 32 with the first input shaft 6 of the wheelset 5.
  • the hydrostatic drive train 4 is only partially shown.
  • a hydraulic motor 16 of the hydrostatic drive train 4 is connected to the second input shaft 7 of the Radsatzgetriebes 5, so that the wheelset shaft 5 is also driven by the hydraulic motor 16.
  • Hydraulic lines 23 connect the hydraulic motor 16 with a in the Fig. 1 not shown hydraulic pump.
  • the hydraulic motor 16 is arranged outside the housing 17 here. It is mounted by means of an elastic bearing 21 on the housing 17, that is, the hydraulic motor 5 is supported via the elastic bearing 21 in the housing 17. Die Welle 21 ist mit dem Gepatiuse 2rank.
  • the first input shaft 6 is arranged parallel to and spaced from the second input shaft 7.
  • the first and the second input shaft 6 and 7 protrude on opposite sides of the housing 17 of the wheelset 5, so that the mechanical drive train 3 and the hydrostatic drive train 4 can be advantageously separated spatially separated from each other in the narrow space.
  • the wheelset transmission 5 comprises a switching device 10 with two shift positions A and B.
  • the hydrostatic drive train 4 In the first shift position A, the hydrostatic drive train 4 is separated from the wheelset shaft 9.
  • the rail vehicle In the first shift position A, the rail vehicle is therefore driven only via the mechanical drive train 3.
  • the first shift position A is therefore used advantageously for driving at high speed.
  • the hydrostatic drive train 4 can be decoupled by means of the switching device 10 directly in the final drive 5, so that only rotate the components that are required in this mode of operation for driving the rail vehicle.
  • the switching device 10 In the Fig. 1 the switching device 10 is shown in the first switching position A.
  • the mechanical drive train 3 is permanently connected to the axle 9, regardless of the switching position of the switching device 10.
  • the connection and the power flow from the mechanical drive train 4 to the wheelset shaft 9 via a first spur gear 11, the output shaft 8 and a bevel gear with a first bevel gear 13 and a second bevel gear 14.
  • the mechanical drive train 4 can be decoupled, for example in the change gear 30.
  • a switching device can be switched to a neutral position.
  • the switching device 10 may be formed as a form-locking switching device and actuated by means of a Wegaktuators 22.
  • the shift actuator 22 may be formed as a pressure-medium-operated piston-cylinder unit.
  • an electric or electromagnetic actuator can also be used as a switching actuator 22.
  • the final gear unit 5 has a first spur gear stage 11 and a second spur gear stage 12 for transmitting the drive power from the input shafts 6, 7 to the output shaft 8.
  • the hydrostatic drive train 4 is separated from the wheelset shaft 9 and the entire drive power is transmitted via the mechanical drive train 3, the first input shaft 6 and the first spur gear 11 to the output shaft 8 and further to the axle 9.
  • the drive power is transmitted at least via the hydrostatic drive train 4, the second input shaft 7, the second spur gear 12, the first spur gear 11 to the output shaft 8 and further to the axle 9.
  • the second input shaft 7 is thus connected in the second switching position B via the two spur gears 11 and 12 to the output shaft 8.
  • the second input shaft 7 in this embodiment at the same time via the first spur gear 11 and via the second spur gear 12 to the output shaft 8 connectable, namely, when the second switching position B is inserted.
  • a lubricating oil pump 15 is arranged for lubricating the Radsatzgetriebes 5. This lubricating oil pump 15 is therefore directly, that is driven without intermediate components of the second input shaft 7.
  • the lubricating oil pump 15 sucks from a lubricating sump 18 lubricating oil and conveys it via a lubricating valve 19 to several lubrication points 20 in the final drive.
  • the lubrication points 20 are, for example, at the meshing of the two spur gears 11, 12 and at the bearing points where the two input shafts 6, 7 and the output shaft 8 are mounted in the housing 17, arranged.
  • the output shaft 8 protrudes from the housing 17, wherein on one side of the output shaft 8, the first bevel gear 13 and on the opposite side a connecting element 25 for connecting the output shaft 8 with another gearset 26 has.
  • the connecting element 25 is designed as a connecting flange, which is rotationally connected to a counter flange of a further connecting shaft 34.
  • the connecting shaft 34 in turn drives a drive shaft 35 of the further gearbox 26.
  • the drive shaft 35 is connected via a third bevel gear 27 and a fourth bevel gear 28, drive-effective with the other wheelset shaft 29.
  • the wheelset 5 and the other gearbox 26 are both mounted in a first frame 33 of the rail vehicle.
  • the first frame 33 may be, for example, a bogie frame.
  • the Fig. 2 shows a drive train of a rail vehicle with a second drive assembly according to the invention 1.
  • the same components are in the FIGS. 1 and 2 denoted by the same reference numerals.
  • the drive motor 2 of the drive assembly 1 is connected via the mechanical drive train 3 and via the hydrostatic drive train 4 to the final drive 5.
  • the mechanical drive train 3 comprises a change gear 30 flanged to the drive motor 2, a reverse gear step 31 integrated in the change gear 30, and a drive shaft 32.
  • the drive motor 2, the change gear 30 and the reversing gear stage 31 are all supported by a second frame 36 of the rail vehicle, that is, said components are mounted in the second frame 36.
  • the second frame 36 may be, for example, a supporting vehicle frame or a carbody with a supporting function.
  • the final gear 5 is in turn mounted in the first frame 33.
  • the hydrostatic drive train 4 comprises the hydraulic pump 24, the hydraulic motor 16 and hydraulic lines 23 by means of which the hydraulic pump 24 and the hydraulic motor 16 are connected to a hydraulic circuit.
  • the hydraulic pump 24 is driven directly by the drive motor 2.
  • the first input shaft 6 is arranged coaxially with the second input shaft 7.
  • the first and the second input shaft 6 and 7 protrude on opposite sides of the housing 17 of the wheelset 5, so that the mechanical drive train 3 and the hydrostatic drive train 4 can be advantageously separated spatially separated from each other in the narrow space.
  • the final gear unit 5 also includes here a switching device 10 with two switching positions A and B.
  • a switching device 10 In the first switching position A, the hydrostatic drive train 4 is separated from the wheelset shaft 9.
  • the rail vehicle In the first shift position A, the rail vehicle is therefore driven only via the mechanical drive train 3 and the hydrostatic drive train 4 is decoupled by means of the switching device 10 directly in the final gear 8 of the output shaft 8 and the wheelset shaft 9.
  • the first shift position A is therefore used advantageously for driving at high speed. In turn, only rotate the components that are required in this mode to drive the rail vehicle.
  • the hydrostatic drive train 4 is separated from the wheelset shaft 9 and the entire drive power is transmitted via the mechanical drive train 3, the first input shaft 6 and the first spur gear 11 to the output shaft 8 and further to the axle 9.
  • the drive power is transmitted only via the hydrostatic drive train 4, the second input shaft 7 and the second spur gear 12 to the output shaft 8 and further to the wheelset shaft 9.
  • the second input shaft 7 is thus connected directly to the output shaft 8 in the second switching position B via the second spur gear 12.
  • the mechanical drive train 3 is connected in the first shift position A with the wheelset shaft 9 and separated in the second shift position B of the wheelset shaft 9.
  • either the mechanical or the hydrostatic drive train can be connected to the wheelset shaft 5, while the respective other drive train 4, 3 is disconnected.
  • the switching device 10 according to the in Fig. 2 shown embodiment, a third shift position C, in which none of the two drive trains 3, 4 is connected to the axle 9.
  • the third shift position C is also referred to as a neutral position and can then be engaged when the rail vehicle is moved without the assistance of the drive assembly 1, for example for towing or maneuvering of the rail vehicle.
  • the switching device 10 may also be formed here as a form-locking switching device and actuated by means of a Wegaktuators 22.
  • the shift actuator 22 may be formed as a pressure-medium-operated piston-cylinder unit.
  • An electric or electromagnetic actuator can also be used as a shift actuator 22.
  • a third drive arrangement 301 according to the invention is shown.
  • this embodiment as many identical components as possible should be usable, which are also used in a known Radsatzchtgetriebe to realize an above-mentioned identical parts concept.
  • the drive motor 302 of the drive assembly 301 is connected to the final drive 305 via the mechanical drive train 303 and via the hydrostatic drive train 304.
  • the mechanical drive train 303 comprises a change gear 330 flanged to the drive motor 302 and a drive shaft 332 which connects the change gear 330 to the final drive 305.
  • a reverse gear stage 331 is integrated in the change gear 330, so that the mechanical drive train 303 is drivable in two directions of rotation to achieve two equivalent directions of travel.
  • the drive motor 302 and the change gear 330 are mounted in the second frame 336.
  • the second frame 336 may be, for example, a supporting vehicle frame or a carbody with a supporting function.
  • the wheelset transmission 305 is in turn mounted in the first frame 333.
  • the hydrostatic drive train 304 includes the hydraulic pump 324, the hydraulic motor 316 and hydraulic lines 323 by means of which the hydraulic pump 324 and the hydraulic motor 316 are connected to a hydraulic circuit.
  • the hydraulic pump 324 is directly driven by the drive motor 302.
  • the first input shaft 306 is arranged parallel and spaced from the second input shaft 307.
  • the first and second input shafts 306 and 307 protrude out of the housing 317 of the wheel gear 305 on opposite sides.
  • the first input shaft 306 is disposed coaxially with the output shaft 308.
  • the output shaft 308 is integral with the first input shaft 306, that is, the two shafts 308 and 306 can be made from a single blank.
  • a first bevel gear 313 is fixed.
  • the first bevel gear 313 is engaged with a second bevel gear 314, which is mounted on the axle 309. That is, the mechanical power train 303 and the first input shaft 306 are permanently connected to the wheel set shaft 309 regardless of the shift position of the shifting device 310.
  • the wheelset transmission 305 comprises a switching device 310 with three shift positions A, B and R.
  • the hydrostatic drive train 304 is separated from the wheelset shaft 309.
  • the rail vehicle is thus driven only via the mechanical drive train 303 and the hydrostatic drive train 304 is decoupled by means of the switching device 310 in the final drive 305 from the output shaft 308 and the wheelset shaft 309.
  • the first shift position A is therefore used advantageously for driving at high speed. Only the components required for driving the rail vehicle rotate in this mode.
  • the hydrostatic drive train 304 is thus separated from the wheelset shaft 309 and the entire drive power is transmitted via the mechanical drive train 303, the first input shaft 306 directly to the output shaft 308 and further to the wheelset shaft 309.
  • the switch positions B and R are provided.
  • the hydrostatic drive is advantageously used for a slower working drive.
  • the second shift position B for slow forward travel and the reverse shift position R for slow reverse travel is provided.
  • the mechanical drive train 303 can be separated in these switching positions or operating phases by a neutral position is inserted in the change gear 330.
  • the wheelset transmission 305 has a second spur gear B associated first spur gear 311 and the reverse gear position R associated second spur gear 312.
  • the second input shaft 307 is thus connected in the second switching position B via the first spur gear 311 to the output shaft 308.
  • the first spur gear 311 consists essentially of a loose wheel, which is arranged rotatably on the second input shaft 307 and rotationally fixed by means of the switching device 310 in the second switching position B with the second input shaft 307, and from a meshing with the idler gear fixed wheel, which on the Output shaft 308 is attached.
  • the drive power is transmitted via the hydrostatic drive train 304, the second input shaft 307 and the second spur gear 312 to the output shaft 308 and further to the wheelset shaft 309.
  • the second input shaft 307 is thus connected in the reverse switching position R via the second spur gear 312 to the output shaft 308.
  • the second spur gear 312 consists essentially of a loose wheel, which is arranged rotatably on the second input shaft 307 and by means of the switching device 310 in the reverse position R with the second input shaft 307 rotationally connected, from a meshing with the idler gear idler and one with the intermediate meshing fixed wheel, which is mounted on the output shaft 308.
  • the intermediate wheel causes a reversal of the direction of rotation.
  • the switching device 310 may be formed as a form-locking switching device and actuated by means of a Heidelbergaktuators not shown.
  • the switching positions A, B and R are arranged so that the first switching position A between the two switching positions B and R is arranged.
  • the first shift position A is in this embodiment, therefore, a middle shift position, or a neutral position in which no drive torque is transmitted via the switching device 310.
  • the switching device 310 is shown in the first switching position A.
  • a fourth drive arrangement 401 according to the invention is shown.
  • this embodiment as many identical components should be used be, which are also used in a known Radsatzchtgetriebe to realize an above-mentioned identical parts concept.
  • the drive motor 402 of the drive arrangement 401 is connected via the mechanical drive train 403 and via the hydrostatic drive train 404 to the final drive gear 405.
  • the mechanical drive train 403 comprises a change gear 430 flanged to the drive motor 402 and a drive shaft 432 which connects the change gear 430 to the final drive gear 405.
  • the drive motor 402 and the change gear 430 are supported in the second frame 436.
  • the second frame 436 may be, for example, a supporting vehicle frame or a carbody with a supporting function.
  • the wheelset transmission 405 is in turn mounted in the first frame 433, which may be, for example, a bogie frame of the rail vehicle.
  • the hydrostatic drive train 404 includes the hydraulic pump 424, the hydraulic motor 416 and hydraulic lines 423 by means of which the hydraulic pump 424 and the hydraulic motor 416 are connected to a hydraulic circuit.
  • the hydraulic pump 424 is directly driven by the drive motor 402.
  • the first input shaft 406 is disposed in parallel and spaced from the second input shaft 407.
  • the first and second input shafts 406 and 407 protrude on opposite sides out of the housing 417 of the wheel gear 405.
  • the second input shaft 407 is disposed coaxially with the output shaft 408 and protrudes on the opposite side of the housing 417 from the output shaft.
  • the output shaft 408 is in the embodiment according to the Fig. 4 made in one piece with the second input shaft 407, that is, the two shafts 408 and 407 can be made of a single blank.
  • a first bevel gear 413 is fixed.
  • the first bevel gear 413 is engaged with a second bevel gear 414 which is mounted on the axle 409 is attached.
  • This means that the hydraulic motor 416 of the hydrostatic drive train 404 is permanently connected to the wheel set shaft 409 via the final gear transmission 405, regardless of the respectively engaged switching position of the shifting device 410.
  • the wheelset transmission 405 comprises a switching device 410 with three shift positions A, B and R.
  • the mechanical drive train 403 is separated from the wheelset shaft 309.
  • the rail vehicle is thus driven only via the hydrostatic drive train 404 and the mechanical drive train 403 is decoupled by means of the switching device 410 in the final drive 405 from the output shaft 408 and the wheelset shaft 409.
  • the first shift position A is therefore advantageous for driving at low speed, in a rail vehicle so used for work travel. It almost rotate only the components that are required in this mode of operation for driving the rail vehicle.
  • the mechanical drive train 403 is thus separated from the wheelset shaft 409 and the entire drive power is transmitted via the hydrostatic drive train 404 and the second input shaft 407 directly to the output shaft 408 and further to the wheelset shaft 409.
  • the switch positions B and R are provided.
  • the mechanical travel drive is advantageously used for high speeds.
  • the second shift position B is provided for fast forward travel and the reverse shift position R for fast reverse travel.
  • the power flow through the hydrostatic drive train 404 can be interrupted in these switch positions or operating phases, for example, by using an adjustable hydraulic pump 424 and / or an adjustable hydraulic motor 416 and the adjustment is set to zero power.
  • the final gear 405 has a second shift position B associated first spur gear 411 and the reverse gear position R associated second spur gear 412 on.
  • the drive power is transmitted via the mechanical drive train 403, the first input shaft 406 and the first spur gear 411 to the output shaft 408 and further to the wheelset shaft 409.
  • the first input shaft 406 is thus connected in the second switching position B via the first spur gear 411 to the output shaft 308.
  • the first spur gear 411 consists essentially of a loose wheel, which is arranged rotatably on the second input shaft 407 and rotationally fixed by means of the switching device 410 in the second switching position B with the first input shaft 406, and from a meshing with the idler gear fixed wheel, which on the Output shaft 408 is attached.
  • the drive power is transmitted via the mechanical drive train 403, the first input shaft 406 and the second spur gear 412 to the output shaft 408 and further to the wheelset shaft 409.
  • the first input shaft 406 is thus connected to the output shaft 408 via the second spur gear stage 412 in the reverse gear position R.
  • the second spur gear 412 consists essentially of a loose wheel, which is arranged rotatably on the first input shaft 407 and by means of the switching device 410 in the reverse position R with the second input shaft 407 rotationally connected, from a meshing with the idler gear idler and one with the intermediate meshing fixed wheel, which is mounted on the output shaft 408.
  • the intermediate wheel causes a reversal of the direction of rotation.
  • the switching device 410 may be formed as a form-locking switching device and actuated by means of a Heidelbergaktuators, not shown.
  • the switching positions A, B and R are arranged so that the first switching position A between the two switching positions B and R is arranged.
  • the first shift position A is in this embodiment, therefore, a middle shift position, or a neutral position in which no drive torque is transmitted via the switching device 410.
  • the switching device 410 is shown in the first switching position A.
  • the final drive 405 may include only a single spur gear.
  • a first spur gear stage 411 in the final gear unit 405 is sufficient, wherein the first spur gear stage 411 is coupled with the first input shaft 406 as required by means of the switching device 410 or decoupled from this.
  • a lubricating oil pump 15 for lubricating the Radsatzgetriebes 5, 305, 405 can also in the embodiments according to the Figures 2 . 3 and 4 each disposed on the second input shaft 7, 307, 407 and / or driven by the second input shaft 7, 307, 407.
  • the hydraulic motor 16 of the hydrostatic drive train 4, 304, 404 can be arranged in all illustrated embodiments either separately and outside the housing 17, 317, 417 or at least partially within the housing 17, 317, 417 of the respective gearset.
  • the arrangement of the individual components of the drive assemblies 1, 301, 401 in the figures is not intended to limit the spatial arrangement of the components in the substructure of the rail vehicle.
  • the components can all be arranged in a horizontal plane next to one another or one behind the other in the substructure of the rail vehicle, so that the scarce installation space can be optimally utilized, in particular in the vertical direction.
  • individual components can also be arranged vertically above or below each other, as far as it is advantageous to make optimal use of the available space.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Structure Of Transmissions (AREA)

Claims (15)

  1. Système d'entraînement (1, 301, 401) servant à l'entraînement d'au moins un arbre d'essieu (9, 309, 409) d'un véhicule ferroviaire, le système d'entraînement (1, 301, 401) comprenant une transmission d'essieu (5, 305, 405) pouvant être disposée sur l'arbre d'essieu (9, 309, 409), une chaîne cinématique mécanique (3, 303, 403) et une chaîne cinématique hydrostatique (4, 304, 404), la chaîne cinématique mécanique (3, 303, 403) et la chaîne cinématique hydrostatique (4, 304, 404) pouvant être reliées, côté entraînement, respectivement à un moteur d'entraînement (2, 302, 402) du véhicule ferroviaire, la chaîne cinématique mécanique (3, 303, 403) étant reliée à un premier arbre d'entrée (6, 306, 406) de la transmission d'essieu (5, 305, 405), et la chaîne cinématique hydrostatique (4, 304, 404) étant reliée à un deuxième arbre d'entrée (7, 307, 407) de la transmission d'essieu (5, 305, 405), caractérisé en ce que,
    la transmission d'essieu (5, 305, 405) comporte un dispositif de changement de vitesses (10, 310, 410) présentant au moins deux positions de changement de vitesses (A, B), la chaîne cinématique mécanique (3, 303, 403) ou la chaîne cinématique hydrostatique (4, 304, 404) pouvant être séparée de l'arbre d'essieu (9, 309, 409) au moyen du dispositif de changement de vitesses (10, 310, 410) dans une première position de changement de vitesses (A).
  2. Système d'entraînement selon la revendication 1, caractérisé en ce que la chaîne cinématique hydrostatique (4) peut être séparée de l'arbre d'essieu (9) dans la première position de changement de vitesses (A) et peut être reliée à l'arbre d'essieu (9) dans une deuxième position de changement de vitesses (B).
  3. Système d'entraînement selon la revendication 1 ou 2, caractérisé en ce que la chaîne cinématique mécanique (3) peut être reliée à l'arbre d'essieu (9) dans la première position de changement de vitesses (A) et peut être séparée de l'arbre d'essieu (9) dans la deuxième position de changement de vitesses (B).
  4. Système d'entraînement selon l'une des revendications précédentes, caractérisé en ce que le dispositif de changement de vitesses (10) présente une troisième position de changement de vitesses (C) dans laquelle aucune des deux chaînes cinématiques (3, 4) ne peut être reliée à l'arbre d'essieu (9).
  5. Système d'entraînement selon l'une des revendications précédentes, caractérisé en ce que le premier arbre d'entrée (6, 306, 406) est disposé parallèlement au deuxième arbre d'entrée (7, 307, 407) et de manière espacée de celui-ci.
  6. Système d'entraînement selon l'une des revendications précédentes, caractérisé en ce que la transmission d'essieu comprend au moins un arbre de sortie (308) sur lequel une première roue conique (313) est disposée de manière solidaire en rotation, laquelle s'engrène avec une deuxième roue conique (14, 314, 414) pouvant être disposée sur l'arbre d'essieu (309).
  7. Système d'entraînement selon la revendication 6, caractérisé en ce que l'arbre de sortie (308) est disposé de manière coaxiale au premier arbre d'entrée (306), et en ce que l'arbre de sortie (308) est réalisé d'un seul tenant avec le premier arbre d'entrée (306).
  8. Système d'entraînement selon la revendication 6, caractérisé en ce que l'arbre de sortie (8) dépasse sur des côtés opposés d'un carter (17) de la transmission d'essieu (5), et en ce que l'arbre de sortie (8) comprend, sur l'un des côtés, la première roue conique (13) et, sur le côté opposé, un élément de liaison (25) servant à la liaison de l'arbre de sortie (8) à une autre transmission d'essieu (26).
  9. Système d'entraînement selon l'une des revendications précédentes, caractérisé en ce que la transmission d'essieu (5) comprend au moins un arbre de sortie (8), et en ce que le deuxième arbre d'entrée (7) peut être relié en même temps par le biais d'un premier étage à roues droites (11) et par le biais d'un deuxième étage à roues droites (12) à l'arbre de sortie (8).
  10. Système d'entraînement selon l'une des revendications 1 à 4, caractérisé en ce que le premier arbre d'entrée (6) est disposé de manière coaxiale au deuxième arbre d'entrée (7).
  11. Système d'entraînement selon l'une des revendications précédentes, caractérisé en ce qu'une pompe à huile lubrifiante (15) servant à la lubrification de la transmission d'essieu (5) est disposée sur le deuxième arbre d'entrée (7).
  12. Système d'entraînement selon l'une des revendications précédentes, caractérisé en ce que la chaîne cinématique hydrostatique (4, 304, 404) comprend un moteur hydraulique (16, 316, 416) qui est disposé au moins partiellement à l'intérieur d'un carter (17, 317, 417) de la transmission d'essieu (5, 305, 405).
  13. Système d'entraînement selon l'une des revendications précédentes, caractérisé en ce que la chaîne cinématique hydrostatique (4, 304, 404) comprend un moteur hydraulique (16, 316, 416) qui est monté, au moyen d'un palier élastique (21), sur ou dans un carter (17, 317, 417) de la transmission d'essieu (5, 305, 405).
  14. Système d'entraînement selon l'une des revendications précédentes, caractérisé en ce que la chaîne cinématique mécanique (3) comporte une boîte de vitesses (30, 330, 430) et un étage de transmission réversible (31, 331, 431).
  15. Chaîne cinématique selon la revendication 14, caractérisée en ce que l'étage de transmission réversible (31, 331, 431) est intégré dans la boîte de vitesses (30, 330, 430) ou est fixé à la boîte de vitesses (30, 330, 430) .
EP18180719.9A 2017-07-25 2018-06-29 Système d'entrainement Active EP3434550B1 (fr)

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DE102017212744.9A DE102017212744A1 (de) 2017-07-25 2017-07-25 Antriebsanordnung

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DE102021206767B4 (de) 2021-06-29 2023-01-26 Zf Friedrichshafen Ag Verfahren zum Antreiben eines Fahrzeugs und Antriebsanordnung

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Publication number Priority date Publication date Assignee Title
DD136246B1 (de) 1977-12-23 1980-03-12 Rolf Rueger Arbeitsfahrantrieb fuer schienengebundene traktionsmittel
SE423368B (sv) * 1980-09-15 1982-05-03 Volvo Flygmotor Ab Forfarande for att forhindra slirning eller glidning mellan drivhjul och underlag vid serskilt fleraxliga fordonsdrivsystem med hydrostatisk kraftoverforing
DE102008063069A1 (de) * 2008-12-23 2010-07-01 Bombardier Transportation Gmbh Erkennung der Unterbrechung des Antriebsleistungsflusses eines Fahrzeugs
DE102010039862A1 (de) * 2010-08-27 2012-03-01 Zf Friedrichshafen Ag Antriebseinrichtung für einen Triebwagen und Wendegetriebe

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