WO2005097574A1

WO2005097574A1 - Rail vehicle drive system and method for adapting a gearbox unit to the characteristic diagram of a gas turbine in a rail vehicle drive system

Info

Publication number: WO2005097574A1
Application number: PCT/EP2005/002396
Authority: WO
Inventors: Jürgen Dauner; Udo Spiegel; Karl Straub; Tobias Weber
Original assignee: Voith Turbo Gmbh & Co. Kg
Priority date: 2004-04-05
Filing date: 2005-03-08
Publication date: 2005-10-20
Also published as: DE102004026332A1

Abstract

The invention relates to a rail vehicle drive system comprising a driving motor in the form of a gas turbine, and a gearbox unit arranged between the driving motor and the wheels to be driven. The inventive system is characterised in that the gearbox unit is embodied as a hydrodynamic multicircuit gearbox comprising at least two rotors which are arranged in the direction of the power train in a parallel manner and respectively comprise at least one hydrodynamic rotational speed/torque converter; a reversing and summation gearbox is arranged downstream of the rotors; and means are provided for the transmission of power by an individual rotor to the reversing gearbox or for the common transmission of power by both rotors to the reversing gearbox.

Description

Rail vehicle drive system and method for adapting a gear unit to the map of a gas turbine in a rail vehicle drive system

The invention relates to a rail vehicle drive system, in particular drive system for internal combustion-powered rail vehicles, in detail with the features from the preamble of claim 1; a method for adapting the mode of operation of a transmission assembly to the map of a gas turbine in such a rail vehicle drive system.

Rail vehicle drive systems are known in a variety of designs. As a representative reference is made to the Voith publication "On the rails of the world" G 1703 8.2001. What they all have in common is that the wheels to be driven, which are usually mounted in bogies, are supplied with power via a drive machine, for example an internal combustion engine The flow of power takes place via a gearbox and shaft strands coupled to it. Depending on the drive machine used, which is predominantly designed as a diesel engine in combustion-powered rail vehicles, the gearbox is designed in order to be able to transmit the power that can be provided by the drive machine in a manner that is appropriate for the traction Use which, depending on the design, is either carried out with a rotor or as a double gearbox, in the latter case two runners are generally provided, the rotor consisting of one or more coaxial with one another arranged hydrodynamic components is to be understood, which are usually hydrodynamic clutches or speed / torque converter. In versions with only one rotor, the design is always based on a specific drive case in a specific performance range. The individual runner is designed for the entire speed range in terms of power transmission. This means that, on the one hand, the individual elements cover relatively large areas of the overall speed range must, which in turn is reflected in a corresponding design of the hydrodynamic component, in particular the hydrodynamic speed / torque converter. The designs in the form of a double transmission with two runners arranged parallel to one another can be designed as a split transmission for distributing the power to the wheels to be driven in different bogies and / or can be characterized by a specific assignment of a certain gear range in traction mode to a hydrodynamic component of a runner. In the latter case, a reversing gear is arranged downstream of each of the two runners, the power transmission generally taking place in parallel over both runners. Another embodiment also has two rotors, each comprising at least one speed / torque converter. Both runners, however, are characterized by the same performance and are explicitly switched on alternatively in driving operation, with one rotor being assigned to each direction of travel by means of downstream fixed output gear chains. In this case there is no reversing gear.

The versions described require that the design of the individual runner or the runner must be specific to the specific drive case, for example in relation to the maximum transferable power, whereby it must always be ensured that the respective runner can cover the entire speed range. However, this leads to increasing difficulties in the high-performance area of diesel engines and in particular in gas turbines in optimally coordinating the cooperation between the engine and the power transmission in accordance with the inherent physical laws. It is also not possible to stagger performance, so that the map of a drive machine cannot be used optimally. Rail vehicle drive systems are also known, in which the power is provided by a gas turbine, which is transmitted to the wheels to be driven via a mechanical transmission.

A version of a VT 602 railcar with hydrodynamic power transmission can be found, for example, in the publication "Voith Turbo Transmission 1930 - 1985 Part 2 Railcar Transmission" p.172, 2004 edition, or from the Eisenbahn-Kurier special 72 "German Diesel Locomotives" edition I / Previously known in 2004. Here, the gas turbine is coupled to a gear unit comprising a rotor that is designed for the entire speed range, and here too the individual rotor, which is followed by a reversing gear unit, is to be designed for the entire operating range of the drive machine when it is used as desired. A disadvantage of this known embodiment is that, on the one hand, the power to be provided with the gas turbine used is relatively small and therefore cannot be referred to as high-performance drive in today's understanding, and another disadvantage was that the gas turbine was a two-shaft turbine was and none n had heat exchangers for the recovery of the exhaust gas energy, so that it was of a light construction but could not compete with the diesel engines of the same power available today in terms of acquisition and operating costs. When using gas turbines with higher performance, which are smaller compared to comparable diesel engines and which are designed as a single-shaft machine in accordance with modern requirements, the gearbox cannot be optimally adapted to the characteristics of the drive machine. In particular, the usable performance range is so limited that it does not meet the traction requirements.

The invention is therefore based on the object of further developing a rail vehicle drive system of the type mentioned at the outset in such a way that the disadvantages mentioned are avoided. In particular, a drive system that is able to to provide a very high performance by means of the drive machine and furthermore are characterized by an optimal adaptation to the special features of a high performance drive machine. In particular, the entire map area of the drive machine must be covered and power transmission (even high torques) must be ensured over a wide speed range.

The solution according to the invention is characterized by the features of claims 1 and 10. Advantageous refinements are given in the subclaims.

The rail vehicle drive system comprises a drive machine designed in the form of a gas turbine, preferably a single-shaft gas turbine, which can be connected to the wheels to be driven via a gear unit. The gear unit is designed according to the invention as a hydrodynamic multi-circuit gear, comprising at least two rotors arranged in parallel in the direction of the power flow, each comprising at least one hydrodynamic speed / torque converter. The runners are followed by a common reversing gear and means are provided for selectively activating or deactivating the power transmission via a single rotor to the reversing gear or the common power transmission via both runners to the reversing gear.

For this purpose, each rotor comprises two hydrodynamic components arranged coaxially to one another, at least one being designed as a hydrodynamic speed / torque converter. Each hydrodynamic component comprises at least one primary wheel and one secondary wheel, the primary wheels of a rotor being connected to one another in a rotationally fixed manner and the secondary wheels of a rotor being coupled in a rotationally fixed manner to so-called rotor shafts, which in turn can be connected to the reversing gear. According to a particularly advantageous embodiment, each individual runner comprises two Speed / torque converter that are assigned to individual functional areas. A first speed / torque converter generally functions as a start-up converter, while the power transmission in the upper speed range mainly takes place via the second converter, which is designed as a walking converter.

The optional activation and deactivation of the power transmission via only one of the two runners or via both enables at least two power ranges to be realized with the same design of the individual runners, a first range being characterized by the maximum total power that can be transmitted by one runner, during the second power range is characterized by the sum of the total power that can be transferred via both runners. In this regard, both runners can then be designed for lower outputs in terms of their construction, thus taking up less installation space and advantageously being arranged geometrically. This applies in particular when the relationships between the transmissible torque and the dimension of a hydrodynamic circuit are known. In this case, both runners can also be interchangeable with one another or runners of other transmissions, so that simple storage is optimally possible for an existing transmission type or a transmission type with approximately half the power.

If the individual runners are preferably designed with different power consumption characteristics, i.e. the first runner is designed, for example, to accept a lower total power than the second runner, three power ranges can be covered with the gear unit, which can be activated either by activating the individual runners and switching on the other runner can be generated for a runner that has already been activated. The only decisive factor here is that the power consumption characteristics of the individual runners are defined in such a way that, in cooperation with the gas turbine, power ranges are covered that enable the gas turbine and the respective rotor to operate over a wide speed range, which are in the optimal range.

The means for selectively activating or deactivating the power transmission via only one of the two rotors or both rotors can be implemented by mechanical components or preferably hydrodynamically. In the latter case, these include means for selectively activating or deactivating the individual speed / torque converters, these generally being control devices for controlling the filling and / or emptying of a speed / torque converter. This solution has the advantage that no switching elements for the optional coupling or decoupling of the individual runners of the power transmission are additionally to be provided and all mechanical connections can be maintained when only one of the two runners or both runners is activated or deactivated for the power transmission. In the former case, the means comprise mechanical switching elements which are provided in the connection between the individual speed / torque converters and the input of the transmission. Different arrangements are conceivable in this regard. For example, there are positive or non-positive couplings.

The rail vehicle drive system designed according to the invention is characterized in that, on the one hand, the drive machine and the hydrodynamic multi-circuit transmission can be fitted into the existing installation space of existing rail vehicles or hydraulic drive systems with a higher power capacity, without significant modifications to the installation space. Furthermore, the cooling devices installed in existing rail vehicles can be regarded as sufficient, since separate cooling of the drive machine by means of a corresponding coolant circuit is not absolutely necessary. The gas turbine does not require a separate cooling system and air cooling can usually be used for the hydrodynamic transmission.

In order to optimally coordinate a gear unit with the drive machine in terms of their interaction, the individual runners are each designed for the entire speed range of the vehicle and activated or deactivated individually or together in accordance with their respective transferable total power. It is therefore possible to achieve a register circuit that only allows the first rotor to be activated in the lower power range and to operate the gas turbine at the low speeds required for lower load levels, and the second rotor in a medium power range, which has a greater overall power can transfer (and thereby stresses the operation of the gas turbine in the consumption-optimal area) and for the high-performance area to carry out the power transmission via both runners together.

According to the invention, it is also possible to vary the switchability of these in accordance with the required application requirements and the specific design of the individual runners. It is conceivable, with a corresponding design over the entire speed range, to first activate the rotor with higher power transferability and only to switch on the rotor with the lower power consumption capacity for the less used high-performance speed range.

The solution according to the invention is designed in a particularly advantageous manner for the use of rail vehicles. This makes it possible to install and transfer significantly higher capacities than conventional capacities with an insignificant additional space requirement. Furthermore, the control of the individual runners can be selected in accordance with the application requirements, with the normal register switching, that is to say the sequential commissioning, also being disregarded and diverse Switching strategies can be developed to make better use of the map of the gas turbine.

The solution according to the invention is explained below with reference to figures. The following is shown in detail:

Figure 1 illustrates in a schematic simplified representation using a side view of a rail vehicle with the drive system according to the invention;

FIG. 2 illustrates a possible, particularly advantageous embodiment of a gear unit for an inventive rail vehicle drive system;

FIGS. 3 and 4 illustrate, on the basis of a characteristic diagram of a gas turbine, the optimization of the cooperation between the latter and the gear unit by appropriate design of the rotor.

FIG. 1 illustrates a rail vehicle drive system 2 designed according to the invention on the basis of a side view of a rail vehicle 1. The rail vehicle 1 comprises a plurality of wheels 3 mounted on axles, which are driven by the rail vehicle drive system 2. The rail vehicle drive system comprises a drive machine 4, which according to the invention is designed as a single-shaft gas turbine 5. This is coupled via a gear unit 6 to the wheels 3 to be driven, in particular the axles. For this purpose, the gear unit 6 has an input 8, which is at least indirectly non-rotatably connected to the shaft 9 of the gas turbine 5. Furthermore, the gear unit 6 has two outputs 10.1 and 10.2, which are connected via shaft trains 11, here shaft trains 11.1 and 11.2, at least indirectly with the wheels to be driven, preferably via further gear train 12 are coupled. In this case, the power at the outputs 10.1 and 10.2 is preferably distributed equally to the wheels 3 to be driven. In the case shown, two bogies 13 and 14 are provided, on which at least two axles, here for the bogie 13 the axles 15.1, 15.2 and 15.3 and the bogie 14 the axles 16.1, 16.2 and 16.3 are mounted. The outputs 10.1 and 10.2 of the gear unit 6 are arranged between the two bogies 13 and 14 and aligned opposite to each other. The outputs 10.1 and 10.2 are each rotatably connected to a bogie 13 or 14. The coupling takes place via the shaft strands 11.1 and 11.2 in the form of cardan shafts. Via the gear unit 6, the drive power introduced by the gas turbine 5 is evenly divided between the two bogies 13 and 14, in particular the axles 15.1 to 15.3 and 16.1 to 16.3 mounted there. The individual axes 15.1 to 15.3 and 16.1 to 16.3 of the bogies 13 and 14 are also coupled to one another again via shaft trains. The division takes place in each case via at least one wheelset gear 12.1 to 12.3 assigned to each axle 15.1 to 15.3 or 16.1 to 16.3 on the axles of the bogie 13 and 12.4 to 12.6 on the axles 16.1 to 16.3 of the bogie 14. These generally each comprise at least a transfer case unit.

According to the invention, the drive machine is designed as a single-shaft gas turbine 5. This comprises a compressor 17, at least one combustion chamber 18 and a turbine 19 which both drives the compressor 17 and also outputs the useful power to the shaft 9. For this purpose, the turbine 19 is mounted on the shaft 9, on which the compressor 17 is also mounted. A heat exchanger 20 is also assigned to the single-shaft gas turbine 5. The gas turbine 5 is arranged on the rail vehicle 1 in such a way that it is integrated in the otherwise available space of an internal combustion engine, in particular a diesel engine. There is also a cooling system fan 21 and radiator radiators 22. Furthermore, the gas turbine 5 is assigned a filter device 23 in the form of a combustion air filter. In order to be able to optimally utilize the power provided by a gas turbine 5, the transmission assembly 6 is designed according to the invention as a hydrodynamic multi-circuit transmission 24 in the form of a hydrodynamic double transmission 25, comprising at least two rotors, a first rotor 26 and a second rotor 27, each of which has at least one hydrodynamic Speed-Z torque converter 28 and 29 include, preferably two coaxially arranged hydrodynamic circuits in the form of hydrodynamic speed / torque converter. These are designated 28 and 30 for rotor 26 and 29 and 31 for rotor 27. The individual speed / torque converters 28 and 30 of the rotor 26 and 29 and 31 of the rotor 27 can each be used for different speed ranges or operating ranges. In general, one of the speed-Z-torque converters, preferably the hydrodynamic speed-Z-torque converter 28 and 29, will each be designed as a start-up converter, while the hydrodynamic speed-Z-torque converter 30 of the rotor 26 and 31 of the rotor 27 will function as a so-called walking converter. Other designs of the runners 26 and 27 are also conceivable. However, rotor arrangements are preferably always selected, each of which comprises at least one hydrodynamic speed-Z-torque converter. The two runners. 26 and 27 are arranged in parallel in the power flow and connected to the input 8 of the gear unit 6. The coupling can take place mechanically in a rotationally fixed manner, this taking place at least indirectly via an adaptation stage, since the translation customary in diesel engines is reversed into a reduction ratio in the case of gas turbine drives, with both rotors 26, 27 being driven in the same direction. Furthermore, the two rotors 26 and 27 are connected to the output or the outputs 10.1 and 10.2 which are directly coupled to one another via a reversing gear 32. The connection with the reversing gear 32 with the runners 26 and 27 takes place in such a way that the power of an individual runner 26 or 27 is transmitted individually to the outputs 10.1 and 10.2, or both runners together. The division takes place only with the runners. The input of the reversing gear 32 always receives the straight Provided power that is evenly transmitted to the output 10 of the transmission module 6 itself. According to the invention, a control device 33 is additionally provided, which coordinates the mode of operation of the gear unit 6 with the drive machine in the form of the single-shaft gas turbine 5. Under control device, the entirety consists of a control device 34, which is usually in the form of a control device or in the form of a virtual control device, of a large number of spatially separated components which are used to carry out control functions and the devices for recording input variables for understood the control device 34, the actuating devices and the connections to the detection devices and the actuating devices. The control device 34 can specifically be assigned only to the gear unit 6. In this case it is the transmission control unit. Another possibility is that it is formed by a central driving control or that it is correspondingly subordinate. The control device 33 is used for the optional individual connection of the rotors 26 or 27 or the common, depending on the application requirements, their output power being supplied to the output 10 either individually or jointly. Depending on the design of the gear unit 6, the individual runners 26, 27 can be connected or activated and deactivated by mechanically coupling and decoupling them from the input 8. The other possibility is to activate or deactivate the individual rotors 26, 27 by means of appropriate control of either the individual hydrodynamic speed-Z-torque converters 28 to 31 in the case of continuous mechanical coupling between the input 8 and the individual rotors 26 and 27 and the reversing gear 32 accomplish or use the means for activating or deactivating the individual rotors 26 and 27 for the purpose of adapting to the characteristic map of the gas turbine 5 if the design is appropriate. This is shown, for example, in FIG. 3 in a schematically simplified representation using an example characteristic curve for a gas turbine. The map shows the power P over the speed. The characteristic curve I clarifies the possible limit characteristic curve of the gas turbine 5, which corresponds to the minimum permissible lower speeds or, at the respective speed, to the maximum power that can be provided. To adapt the transmission to the gas turbine 5, the individual rotors 26, 27 are actuated according to the invention in the manner of a register circuit. This requires that the runners are connected to the exit individually or together. The power transmission takes place either individually via one of the runners 26 or 27 or via both runners 26 and 27 together. FIG. 2 illustrates the adaptation of the transmission 6 with the execution of the two rotors 26 and 27 with different power consumption characteristics on the basis of a characteristic map of a gas turbine. For example, the first rotor 26 is designed for a theoretically transferable power of 1500 kW, while the second rotor is designed for a transferable power of 2500 kW in terms of power transmission. In the simplest case, this is done by appropriately designing the individual speed-Z torque converters 28 to 31 or by designing the connection between the individual respective runners 26 and 27 and the input 8, for example in the form of different transmission ratios from the input 8 to the two runners. Accordingly, the first runner with the lower power corresponding to the curve profile II is first activated during the starting process, with a switchover to the second runner 27, the characteristic curve of which takes place in the area shown, when a certain power is assigned to which a specific speed "n" is assigned here is designated III If further power is required in accordance with the course of curve III, when the nominal speed (near the upper limit speed of the gas turbine) is reached, the first rotor is switched on in parallel with the second rotor 27. A type of register circuit is thus operated which The activation and deactivation of the individual rotors 26 and 27 is made possible in accordance with the operating points in the characteristic diagram, the operating range permissible for the gas turbine always being maintained and an optimum range being striven for. The speed characteristic of the individual speed-Z torque converter or rotor and that of a power or work machine can be compensated for.

Another possibility is illustrated in FIG. 4. This map shows the adaptation of the gear unit 6 to the characteristic of the gas turbine 5 by means of two rotors with the same power consumption characteristic. From this it can be seen that at the beginning only one of the two rotors 26 or 27 is activated, whose power consumption is sufficiently far from the critical lower load speeds of the gas turbine. When an operating point in the unfavorable map area or at maximum speed is reached, the second rotor 27 or 26 is switched on, the performance characteristic that can be described by the switching on of both rotors being described here by the characteristic curve V. This runs as far as possible in the operating range of the gas turbine 5 which is optimal in terms of consumption, but connection is only possible from a certain speed of the gas turbine 5 and the rated power or maximum power is also reached at the rated speed.

With the solution according to the invention, it is thus possible to define at least two power ranges, preferably three, in each of which a stable cooperation of the gas turbine 5 with the gear unit 6 is possible. A first lower power range is always covered with the rotor 26 or 27, which can transmit the lower power. If the runner is designed with two speed-Z torque converters, it covers the entire speed range of the rail vehicle. The upper performance range is always covered with two runners. With their two speed-Z torque converters 28 and 30 or 29 and 31, these cover the entire speed range of the rail vehicle virtually independently of one another. If the two runners 26 and 27 are designed differently, a medium power range is furthermore possible, which is characterized by a greater power consumption than the other rotor in each case, the latter Runner also covers the entire speed range of a rail vehicle with both speed-Z torque converters.

However, it is also conceivable to reverse the switch-on sequence, for example in the form that the lower to middle power range is served by the runner 26 or 27 with the higher power and only in the mostly relatively rarely driven upper power range is the runner switched on, the lower power has, so that the full power is then available in total.

FIG. 2 illustrates, by way of example, the means for activation or using a gear unit 6 with two rotors 26 and 27 arranged in parallel, each comprising two hydrodynamic speed-Z torque converters 28 and 30 and 29 and 31, which are always coupled to the input 8 of the gear 6 Deactivation of the individual rotors 26 and 27 by the individual hydrodynamic speed / torque converter 28 to 31 associated control devices 35.1 to 35.4 for filling control. As a rule, this involves controlling the inlet and outlet cross sections of the hydrodynamic speed-Z torque converters 28 and 31 in order to fill or empty them. In this case, the individual speed-Z torque converters of a rotor, here 28 and 30 or 29 and 31, each of which has at least one primary wheel P ₂ s, P29, P30, P31, a turbine wheel T ₂ 8, T ₂ g, T30, T31 and at least one stator L ₂ 8, L ₂ g, L30, L _{31 are} characterized, arranged coaxially to one another and their primary wheels P ₂ β and P ₃₀ or P ₂₉ and P _{31 are} at least indirectly non-rotatably coupled, preferably by a hollow shaft and whose turbine wheels are also rotatably coupled to the rotor shaft or form it. The distribution of the power to the individual runners 26 and 27 takes place by the distribution of the power to the two primary wheel shafts 36 and 37 by means of a corresponding transfer gear 38, which in the simplest case is designed as a spur gear set 39 in the form of a spur gear trio 40. For this purpose, one of the spur gears of the spur gear trio is rotatably connected to a primary gear shaft 36 and 37, while the third spur gear is rotatably coupled to the input 8 and meshes with the two spur gears coupled to the primary gear shafts 36 and 37, respectively. Furthermore, the individual rotor shafts 41 and 42, which _interconnect the secondary _wheels T ₂ s, T _3u and T ₂ g and T ₃ 1, are connected to one another via a summing and reversing gear 43, the summing gear 43 containing at least indirectly a reversing gear set 44. In the simplest case, the summing gear 43 is also designed as a spur gear set 45, which comprises at least three spur gears. The combination of summing and reversing gear shown here manages with a minimum of gears. As is well known, a reversing gearbox always requires 5 gears per se. One spur gear is rotatably connected to a rotor shaft 41 or 42, these two spur gears meshing with a third spur gear. The reversing gear 44 can be coupled to the summing gear 43, with different directions of rotation being achieved at the output 10.1 or 10.2 depending on the coupling. In the simplest case, the reversing circuit 44 is coupled via clutches or in the form of so-called shift switching shafts, here 46 and 47 as examples.

LIST OF REFERENCE NUMBERS

1 rail vehicle

2 rail vehicle powertrain

3 wheels

4 prime mover

5 single-shaft gas turbine

6 gear unit

8 entrance

9 wave

10.1, 10.2 output

11.1, 11.2 shaft train

12.1 ^■ - 12.3

12.4 - 12.6 final drives

13 bogie

14 bogie

15.1, 15.2,

15.3 axis

16.1, 16.2,

16.3 axis

17 compressors

18 combustion chamber

19 turbine

20 heat exchangers

21 cooling system

22 cooling radiator

23 conveyor

24 hydrodynamic multi-circuit transmission

25 double hydrodynamic transmission

26 runners

27 runners 28 hydrodynamic speed-Z torque converter

29 hydrodynamic speed-Z torque converter

30 hydrodynamic speed-Z torque converter

31 hydrodynamic speed-Z torque converter

32 reversing gear

33 control device

34 control device 35.1, 35.2,

35.3, 35.4 actuator

36 primary wheel shaft

37 primary wheel shaft

38 transfer case

39 spur gear set

40 spur gear trio

41 rotor shaft

42 rotor shaft

43 summation gear

44 reversing gear set

45 spur gear set

46 sliding control shaft

47 Sliding shift shaft 28 - P31 primary wheel

T28 - T31 turbine wheel

L28 - L31 diffuser

Claims

claims

1. Rail vehicle drive system (2)

1.1 with a drive machine (4) in the form of a gas turbine (5);

1.2 with a gear unit (6) arranged between the drive machine (4) and the wheels (3) to be driven; characterized by the following features:

1.3 the gear unit (6) is designed as a hydrodynamic multi-circuit gear (24), comprising at least two rotors (26, 27) arranged in parallel in the direction of force flow, each comprising at least one hydrodynamic speed-Z torque converter (28, 29, 30, 31);

1.4 with a reversing gear (32) connected downstream of the rotors (26, 27);

1.5 with means for selectively activating or deactivating the power transmission via a single rotor (26, 27) to the reversing gear (32) or the joint power transmission via both rotors (26, 27) to the reversing gear (32).

2. Rail vehicle drive system (2) according to claim 1, characterized by the following features:

2.1 Each rotor (26, 27) comprises two hydrodynamic components arranged coaxially to one another, at least one being designed as a hydrodynamic speed-Z torque converter (28, 29, 30, 31);

2.2 Each hydrodynamic component comprises at least one primary wheel and one secondary wheel, the primary wheels of a rotor (26, 27) being connected to one another in a rotationally fixed manner and the secondary wheels of a rotor (26, 27) being connected to the rotor shafts in a rotationally fixed manner.

3. Rail vehicle drive system (2) according to claim 2, characterized in that each rotor (26, 27) comprises two hydrodynamic speed-Z torque converters (28, 29, 30, 31).

4. Rail vehicle drive system (2) according to one of claims 1 to 3, characterized in that the means for selective activation or deactivation of the power transmission via only one of the two runners (26, 27) or both runners (26, 27) means for optional activation or deactivation of the individual speed-Z torque converters (28, 29, 30, 31).

5. Rail vehicle drive system (2) according to claim 4, characterized in that the means comprise an actuating device (35.1 - 35.4) assigned to an operating fluid supply system of the individual hydrodynamic speed-Z torque converter (28, 29, 30, 31), which is used for filling or emptying the hydrodynamic Speed-Z torque converter (28 - 31) is used.

6. Rail vehicle drive system (2) according to one of claims 1 to 5, characterized in that the means for selectively activating or deactivating a single rotor (26, 27) or both runners together (26, 27) mechanical switching elements in at least one of the following connections comprises: the connection between the individual rotors (26, 27) and the input (8) of the gear unit (6); the connection between the individual speed-Z torque converters (28 - 31) and the input (8); the connection between an element of the hydrodynamic component - primary wheel - and the connecting element - primary wheel shaft.

7. Rail vehicle drive system (2) according to claim 6, characterized in that the means comprise positive or non-positive switchable couplings.

8. Rail vehicle drive system (2) according to one of claims 1 to 7, characterized in that the individual runners (26, 27) have the same power consumption characteristic.

9. Rail vehicle drive system (2) according to one of claims 1 to 7, characterized in that the individual runners (26, 27) are characterized by a different power consumption characteristic.

10. A method for adapting a gear unit (6) to the map of a gas turbine (5) in a rail vehicle drive system (2) according to one of claims 1 to 9.

10.1 in which the individual runners (26, 27) are each designed for the overall speed range of the vehicle;

10.2 in which the individual runners (26, 27) are switched on individually or together according to their total transferable power.

11. The method according to claim 10, characterized by the following features:

11.1 in which a first runner (26, 27) is designed for a first maximum transferable power, which describes a lower power range, and the second runner (27, 26) for a second power range, which is characterized by a second maximum transferable power;

11.2 the first and second rotor (26, 27) are activated one after the other, the first rotor being put out of operation when the second rotor is activated, and when a transmissible power is reached in the range of the maximum power that can be transmitted via the second rotor (26, 27) or earlier the first rotor (27, 26) is switched on to the second.

12. The method according to claim 11, characterized in that the second rotor (26, 27) is activated before the first rotor (27, 26).