US20130283952A1 - Transmission for a Rail Vehicle Drive Train - Google Patents

Transmission for a Rail Vehicle Drive Train Download PDF

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Publication number
US20130283952A1
US20130283952A1 US13/879,916 US201113879916A US2013283952A1 US 20130283952 A1 US20130283952 A1 US 20130283952A1 US 201113879916 A US201113879916 A US 201113879916A US 2013283952 A1 US2013283952 A1 US 2013283952A1
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US
United States
Prior art keywords
transmission
input
output
drive
toothed
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.)
Abandoned
Application number
US13/879,916
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English (en)
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
Original Assignee
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
Assigned to VOITH PATENT GMBH reassignment VOITH PATENT GMBH ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: HOEGER, BERNHARD
Publication of US20130283952A1 publication Critical patent/US20130283952A1/en
Abandoned 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 invention concerns a transmission for the drive train of a rail vehicle, having the characteristics detailed in the preamble of the claim 1 .
  • the invention is particularly suitable for rail vehicles in regional rail traffic with maximum operating speeds of 80 to 110 km/h, and here especially in underground regional rail traffic (metro).
  • Single-stage spur gear transmissions are normally used for transmitting the drive power from the drive motor to the drive wheels. Due to different maximum operating speeds, which generally range between 80 km/h and 110 km/h, and due to different motor concepts, the transmission ratios previously vary in most cases between 6.3 and 7.7. This leads to the necessity that according to the transmission ratio desired by the operator, which is selected according to the maximum operating speed provided, of choosing a transmission among a plurality of stocked up or offered transmissions of different sizes and of integrating it into the rail vehicle.
  • the manufacturers of such rail vehicle transmissions hence offer as a rule different transmissions of different sizes, with which the use of identical parts for the different transmission sizes is extremely limited. This increases the costs of manufacture and provisioning for new transmissions as well as for spare parts.
  • the available transmission ratios are moreover limited by the prescribed ground clearance of the rail vehicle, which changes according to the diameter of the toothed gears utilised.
  • the object of the present invention is then to offer a transmission for the drive train of a rail vehicle, which covers the whole traditional transmission range and advantageously an even greater transmission range and enables to alter the concrete transmission ratio of the individual transmission only through minimum modifications in construction.
  • the transmission according to the invention in particular a rail vehicle transmission, has an input for connecting a drive motor of the rail vehicle as well as an output for connecting the drive wheels of the rail vehicle.
  • the input can be connected by way of example directly or by means of a coupling, in particular elastically coupling, immediately to the drive motor. Additional drive elements are interposed in accordance with an alternative form of embodiment.
  • An electric motor can be considered as an drive motor in particular.
  • other motors are also possible, for instance an internal combustion engine, in particular a diesel engine, or a diesel electric input.
  • the output can advantageously consist of a transmission output shaft, which carries at least one input wheel or two input wheels. It is of course also possible to provide additional transmission members between the output and the input wheels or another number of input wheels arranged on the output shaft.
  • the drive connection of the transmission between the input and the output has a transmission ratio between 5 and 10, both limits included.
  • the transmission ratio lies in a region greater than 5 and smaller than 10, for instance of 6 to 8 (with included limits) or between 6 and 8 (without limits).
  • the transmission ratio is now formed of two transmission stages connected between one another in the drive connection between the input and the output of the transmission, from which the first transmission stage has a transmission ratio between 1 and 2 and the second, transmission stage 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.
  • the transmission ratio of the first transmission stage is smaller than 2, in particular it is equal to 1.4 to 1.7.
  • the second transmission stage can advantageously have a transmission ratio of 6 to 8, in particular of 4 to 5 or particularly advantageously of 4.3 to 4.7.
  • both transmission stages consist respectively of a pair of toothed gears, in particular pair of spur wheels.
  • the pair of spur wheels can for instance have helically cut spur gears.
  • the drive connection between the input and the output of the transmission is formed exclusively by both pairs of toothed gears and those shafts and bearings associated to them.
  • the input can consist of an input shaft of the transmission, which carries an input tooth gear of the first transmission stage
  • the output may consist of an output shaft, which carries an output toothed gear of the second transmission stage
  • a single intermediate shaft may be provided, which carries two intermediate toothed gears, among which the first meshes with the input tooth gear and the second meshes with the output toothed gear.
  • the output shaft When mounted, in operation of the transmission, the output shaft can advantageously be positioned with its rotary axis above the intermediate shaft, in particular above the rotary axis of the intermediate shaft.
  • the input shaft is advantageously positioned with its rotary axis also above the intermediate shaft, in particular above the rotary axis of the intermediate shaft and in particular above the rotary axis of the output shaft. It goes without saying that another positioning is possible below the rotary axis of the output shaft or below the rotary axis of the intermediate shaft.
  • the first intermediate wheel meshing with the input toothed gear on the intermediate shaft and the output toothed gear on the output shaft plunge at the same depth into a common oil sump, which for instance is provided below the toothed gears in a common housing enclosing both transmission stages.
  • identical depth does not necessarily mean plunging to the exactly identical depth, but rather that substantially the same immersion depth can be sufficient.
  • the immersion depths may differentiate by less than 15 or 10 mm.
  • a drive train realised according to the invention in particular a rail vehicle drive train, comprises a drive motor for driving the rail vehicle as well as input wheels driven by the drive motor.
  • a transmission of the type previously described is provided moreover, which is arranged in the drive power flow between the drive motor and the input wheels.
  • the drive train respectively the rail vehicle has a bogie in which the drive wheels are mounted.
  • the transmission is advantageously mounted on an output shaft forming the output and carrying the drive wheels and is supported by means of a torque support on the bogie against torsion.
  • the torque support can be designed as a separate component, for instance as a lever, which is connected on the one hand on the transmission, in particular on a housing of the same, and on the other hand on the bogie. At least one of both ports is advantageously formed via an elastic element, to dampen oscillations.
  • the torque support can include an elastic element for dampening oscillations in the torque support.
  • the torque support is designed integrally with the bogie or with the transmission, in particular the transmission housing.
  • the transmission in particular the transmission housing.
  • the drive motor is also mounted in the bogie and is advantageously connected to the drive unit of the transmission via an elastic coupling which in particular allows for elastic movements in axial direction and radial direction.
  • the whole necessary transmission range of a rail vehicle transmission can be covered von 80 to 110 km/h in particular at maximum operating speeds, or even rates moreover up to for instance 120 or 130 respectively 140 km/h.
  • the toothed gear on the input shaft of the transmission as well as the toothed gear of the intermediate shaft toothed meshing with the same can be adapted. Due to the unusually large transmission ratio selected of the second transmission stage, the necessary variation to the first transmission stage drops very little. the second transmission stage can remain unchanged.
  • FIG. 1 shows a lateral view of a transmission realised according to the invention
  • FIG. 2 shows a sectional view with a cutting path through the rotary axis of the different shafts of the form of embodiment according to FIG. 1 .
  • FIG. 1 represents an input wheel 1 of a track vehicle.
  • the input wheel 1 is carried by output shaft 2 of a transmission.
  • the transmission 3 properly speaking, including a transmission housing 4 , is mounted on the output shaft 2 and supported against torsion by means of a torque support 5 on the bogie 6 (here, only a small part is represented.
  • the drive power of a drive motor (non represented in FIG. 1 ) is introduced via the input shaft 7 of the transmission 3 into the transmission 3 .
  • the drive power is transmitted from the input shaft 7 to the output shaft 2 via an intermediate shaft 8 by means of two pairs of toothed gears, which are subsequently described more in detail using FIG. 2 .
  • An oil sump 9 is formed in the transmission housing 4 in the lower section, by means of which the transmission is lubricated and into which at least the output toothed gear 16 on the output shaft 2 and the toothed gear meshing with the same on the intermediate shaft 8 as well as advantageously also the toothed gear 14 of the intermediate shaft 8 , which meshes with the toothed gear 13 on the input shaft 7 , are immersed.
  • FIG. 2 clearly shows again 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 this instance respectively via two pairs of roller bearings respectively.
  • the drive motor 9 is moreover represented, which for instance can be designed as an electric motor. However, other engine types, in particular a diesel engine, can also be considered.
  • the drive motor 9 drives the input shaft 7 via an elastic coupling 10 .
  • a first transmission stage 11 is formed by a input toothed gear 13 carried by the input shaft 7 and the first intermediate toothed gear 14 carried by the intermediate shaft 8 .
  • Both toothed gears 13 , 14 are designed as spur gears, in particular as helically cut spur gears.
  • the second transmission stage 12 is formed by the second intermediate toothed gear 15 carried by the intermediate shaft 8 as well as the output toothed gear 16 carried by the output shaft 2 .
  • the transmission ratio of the second transmission stage 12 is greater than double the first transmission stage 11 , which extensively enables to vary the whole transmission ration consisting of both transmission stages, by minimal modifications of the first transmission stage 11 .

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)
US13/879,916 2011-02-21 2011-11-22 Transmission for a Rail Vehicle Drive Train Abandoned US20130283952A1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE102011011867A DE102011011867A1 (de) 2011-02-21 2011-02-21 Getriebe für einen Schienfahrzeugantriebsstrang
DE102011011867.5 2011-02-21
PCT/EP2011/005878 WO2012113422A1 (de) 2011-02-21 2011-11-22 Getriebe für einen schienenfahrzeugantriebsstrang

Publications (1)

Publication Number Publication Date
US20130283952A1 true US20130283952A1 (en) 2013-10-31

Family

ID=45422081

Family Applications (1)

Application Number Title Priority Date Filing Date
US13/879,916 Abandoned US20130283952A1 (en) 2011-02-21 2011-11-22 Transmission for a Rail Vehicle Drive Train

Country Status (10)

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

Cited By (3)

* Cited by examiner, † Cited by third party
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
US20170159754A1 (en) * 2014-07-04 2017-06-08 Zf Friedrichshafen Ag Transmission for the powertrain of a rail vehicle
CN110362883A (zh) * 2019-06-25 2019-10-22 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

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
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
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

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1962893A (en) * 1931-11-14 1934-06-12 Standard Steel Car Corp Of Del Railway truck

Family Cites Families (11)

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Publication number Priority date Publication date Assignee Title
DE534732C (de) * 1928-01-25 1931-10-03 Siemens Schuckertwerke Akt Ges Fahrgestell fuer Bahnfahrzeuge, insbesondere fuer Strassenbahntriebwagen
US3152558A (en) 1962-08-23 1964-10-13 Westinghouse Electric Corp Traction power unit suspension
DE2239866A1 (de) * 1972-08-09 1974-02-28 Siemens Ag Antrieb eines elektrischen triebfahrzeuges mit gestellmotor
US3841228A (en) * 1973-11-20 1974-10-15 Westinghouse Electric Corp Traction drive suspension system for a rail vehicle
DE2848106A1 (de) * 1978-11-06 1980-05-14 Thyssen Industrie Elektromotor-getriebe-aggregat fuer den antrieb von schienenfahrzeugen wie strassenbahnen o.dgl.
DE3731546A1 (de) * 1987-09-19 1989-04-06 Hurth Masch Zahnrad Carl Antriebsaggregat fuer schienenfahrzeuge
BG61236B1 (bg) 1993-04-28 1997-03-31 Димов Иван Цилиндрична зъбна предавка с външно зацепване
DE10116657C1 (de) 2001-04-04 2002-11-07 Voith Turbo Kg Achsantrieb, insbesondere für elektrische Triebfahrzeuge
DE202005008758U1 (de) 2005-06-02 2006-10-12 Voith Turbo Gmbh & Co. Kg Antriebseinheit zum Antrieb mindestens einer Radantriebswelle, insbesondere einer Radsatzwelle
DE102009020672A1 (de) * 2008-06-02 2009-12-03 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Kombinierte Kraftübertragungs- und Antriebseinheit für den Einsatz in Hybridsystemen und Hybridsystem
CN202231553U (zh) * 2011-09-06 2012-05-23 合肥新生代电动马达系统有限公司 矿车盘式电机驱动系统

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1962893A (en) * 1931-11-14 1934-06-12 Standard Steel Car Corp Of Del Railway truck

Cited By (4)

* Cited by examiner, † Cited by third party
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
US20170159754A1 (en) * 2014-07-04 2017-06-08 Zf Friedrichshafen Ag Transmission for the powertrain of a rail vehicle
US10428903B2 (en) * 2014-07-04 2019-10-01 Zf Friedrichshafen Ag Transmission for the powertrain of a rail vehicle
CN110362883A (zh) * 2019-06-25 2019-10-22 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

Also Published As

Publication number Publication date
EP2611666A1 (de) 2013-07-10
EP2611666B1 (de) 2019-02-27
ES2720498T3 (es) 2019-07-22
JP2014506980A (ja) 2014-03-20
BR112013018763A2 (pt) 2016-10-25
DE102011011867A1 (de) 2012-08-23
KR20130137181A (ko) 2013-12-16
CN103237709A (zh) 2013-08-07
ZA201301577B (en) 2013-11-27
WO2012113422A1 (de) 2012-08-30

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Date Code Title Description
AS Assignment

Owner name: VOITH PATENT GMBH, GERMANY

Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNOR:HOEGER, BERNHARD;REEL/FRAME:030613/0952

Effective date: 20130611

STCB Information on status: application discontinuation

Free format text: ABANDONED -- FAILURE TO RESPOND TO AN OFFICE ACTION