WO2006079418A1

WO2006079418A1 - Differential unit, especially limited-slip differential, and drive system for rail-bound vehicles

Info

Publication number: WO2006079418A1
Application number: PCT/EP2005/014157
Authority: WO
Inventors: Klaus Kalmbach
Original assignee: Voith Turbo Gmbh & Co. Kg
Priority date: 2005-01-26
Filing date: 2005-12-31
Publication date: 2006-08-03
Also published as: DE102005003509A1

Abstract

A differential unit (2) comprises at least one input (4) and two outputs (5, 6) and two differential gears in the form of three-shaft transmissions (9, 10) that are positioned coaxially in relation to each other. Said transmissions comprise a respective first shaft (11, 12), coupled to the input in a rotationally fixed manner, a respective second shaft (13, 14), coupled to the output in a rotationally fixed manner, and a respective third shaft (15, 16) that is rotationally mounted. The differential unit also comprises a reverse gear (17, 18), associated with every three-shaft transmission, via which the respective third shaft is coupled to support means (19), the reverse gear effecting a change of direction of rotation, and means (38) for at least indirectly decelerating the third shaft of every three-shaft transmission.

Description

Differential unit, in particular limited slip differential, and drive system for

rail vehicles

The invention relates to a differential unit, in particular a locking differential, in detail with the features of the preamble of claim 1; Furthermore, a drive system for vehicles, especially rail vehicles with such a differential unit.

Differential units for distributing an input torque to two output shafts with a built-in locking device are known in a variety of designs. Representative reference is made to the document DE 38 10 169 C2 and DE-PS 35 42 184. From the latter, a planetary differential is known, the planet meshing on the one hand with an internally toothed ring gear and on the other hand with a externally toothed sun gear, all wheels are arranged in one plane. The output on the two output shafts torque is different. The blocking effect is based on the fact that the planetary gears with the inner sun gear with relative rotation of the two output shafts, ie when cornering or when spinning the wheels connected to one of the output shafts, act as gear pumps. In this case, located within the differential gear and radially outwardly compressed pressure medium, generally lubricating oil, detected by the teeth of the planetary gears and radially inwardly promoted. In this case, the planet carrier is designed as a planetary gears and the inner sun tightly enclosing pump housing. The locking torque is created by the construction of a hydrostatic pressure, which is built up by the gaps between the teeth and / or the housing. The closer the planets lie in the tightly enclosing housing, the higher the locking torque. The planets thus tend to inhibit relative rotation between the inner and outer sun gears. This spur gear differential has the property that the torque introduced is distributed only in the ratio of the radii of the inner and outer sun gear to the two output shafts. A breakdown of the torque in half each the two output shafts is not possible. Further, in a locking differential of the type described in the locking situation due to the non-positive construction and the locking torque in the same ratio as the drive torque distributed.

For drives in which an equally high torque is desired on both output shafts, differential gears from the textbook "gear transmission" (Johannes Lohrmann, design books, volume 26, Springer Verlag) are known for bevel gear differentials, which mainly used between the two wheels of a drive axle Furthermore, locking devices of the type are known in which the resulting axial force is used on the toothing for actuating a friction brake.

From the document DE 38 10 169 C2 a spur gear differential gear is already known, which in each case an equally high on the two output shafts

Transmits torque and has a locking device that easily develops a high locking torque, uses delay and shock-free and yet slip capable. This version is self-locking.

From the document EP 0965 511 B1 is a drive unit for

Rail vehicles previously known, in which the two rail wheels of the axle unit are assigned two tripartite overlay wheelsets, of which in each case a first member is rotatably coupled to a respective rail wheel, a second member is coupled in the same direction with the corresponding member of the other overlay wheel set via a shaft and the each third member is coupled in opposite directions with the corresponding member of the other overlay wheelset via a reverse gear in opposite directions. In order to influence the relative torque which can be transmitted in the axle unit from one vehicle wheel to the other and thus the relative rotation, a passive, semi-active or active torsion element, for example in the form of a brake device, a rotary damper or the like, is provided on the shaft coupled to the superposition gear. By applying the braking device can be inhibited the relative rotation of the wheels or prevented as a limited slip differential. In this embodiment, the necessary for realizing the differential function elements in the area or in the immediate vicinity of the power transmitting plane are arranged and therefore in the design with account and to integrate into the available limited space. Furthermore, the solution described in this embodiment for supporting the relative torques is not wear-free.

Since mechanical, positive and externally controlled hydraulic locking devices are often too costly and unreliable, in particular for use in rail vehicles, while the other known viscous locking devices can also take up too much installation space, but in many cases a large spreading of the locking values is desired due to the increasing requirements. which is also freely adjustable, and other solutions include an arrangement of the elements of the differential function in the field of power transmitting level, the invention has for its object to develop a differential unit, in particular a limited slip differential, that this as a differential for uniform distribution of Input torque on the two to the same

Axis belonging drive wheels regardless of their speed is used and further avoids slippage of the wheels by a switchable locking function. The solution according to the invention should be characterized by a low design and control engineering effort.

The solution according to the invention is characterized by the features of claim 1. Advantageous embodiments are given in the subclaims. A drive system for vehicles, in particular rail vehicles with a differential unit according to the invention is described in claim 34. The differential unit, in particular a locking differential, for use in drive trains for power transmission to two mounted on a common axis wheels and / or a differential gear comprises at least one input and two outputs and two coaxially arranged differential gear in the form of three-shaft transmissions. Each output is at least indirectly coupled to one of the wheels to be driven, that is, directly or indirectly. Each three-shaft transmission in this case comprises a first shaft which is rotatably coupled to the input, a second shaft which is rotatably coupled to the output, and in each case a third shaft which is freely rotatably mounted, that is not fixed The term shaft is included to understand functionally.

This means that not only only full waves or hollow shafts come into question, but also take over rotating elements, such as individual transmission elements, or these molded hubs perform these tasks. Each of the three-shaft transmission is further associated with a transmission, comprising at least one output in each case, via which or which of the respective third

Wave is coupled with means for supporting the reaction torque or are. The output coupled to the means for supporting output or the outputs of the transmission are spatially arranged in a region which is outside the distance of the theoretical connecting line between the third waves of the theoretical connection axis of the two wheels. Preferably, the transmission is designed as a reverse gear, which causes a change in direction. Furthermore, one of the shafts of each three-shaft transmission is at least indirectly, that is directly, or assigned in the coupling between the means for support and this means for deceleration, wherein on the size of the braking torque, the blocking effect is controllable. The means for support are designed in such a way that the respective third waves can be coupled in rotation in opposite directions. Preferably, the means for supporting are designed as a reverse gear.

The solution according to the invention has the advantage that the differential, in particular a plurality of elements for realizing the differential function now not as in the power transmission from Powertrain integrated, rotating component is executed, but essential functional elements of the differential function are located outside the power transmitting drive train and rotate only with low differential speed. The elements additionally required for realizing the differential function in addition to the presence of the three-shaft gearbox do not belong to the rotational mass of the drive. The required installation space is no longer within the power transmitting plane, but can be provided in parallel to save space. Further, the differential does not have the high centrifugal accelerations as in conventional differential arrangements. The blocking function by assigning the means for

Abbremsung to the third wave of the three-shaft transmission can be integrated with simple means, which, depending on the version is self-locking or can be activated by decision of the driver. Due to the parallel arrangement, the wear-prone elements are no longer centrally located in the drive in rotating components, but are more accessible from the outside and easier exchangeable.

The means for supporting the reaction moments are arranged in the axial direction between the two three-shaft transmissions, but not coaxial with these, but decentralized. This parallel arrangement allows the advantages already mentioned. The means for supporting itself can be constructed very differently. According to the choice of the means they can only perform the function of the support alone or in addition also take over the function of the means for at least indirect deceleration of the third wave of each three-shaft transmission with. In the former case, mechanical means for supporting the reaction torque are preferably used, which comprise a spur gear or a bevel or crown wheel. The spur gear set consists of n meshing spur gears with n = straight. In each case, the Eingangssstirnrad rotatably with an output of one of the two preferably designed as a reverse gear

Gearbox connected, while the output spur gear of the spur gear is respectively coupled to the output of the other of the two gearboxes. The Coupling with the output of the transmission, in particular reverse gear can be done directly with these forming gear elements or one, with this structural unit forming support shaft.

When carrying out the means for supporting in the form of a bevel gear, this comprises two, each rotatably coupled to an output of the reverse gear bevel gears, which mesh with each other via an intermediate.

According to a particularly advantageous embodiment, the functions of the support means with the function of the deceleration of the third wave of the

Three-shaft gearbox summarized. In this case, a mechanical solution is taken and two hydraulic motors are used to support, whose drive shafts are respectively connected to the outputs of the individual reverse gear. The two hydraulic motors are hydraulically coupled with each other and cross-connected. In addition, you can

Means are provided for controlling the power output by the hydraulic motors, which allow a free adjustability of the braking effect on every third shaft of the three-shaft transmission. This solution works almost wear-free and represents in terms of design effort a particularly easy to implement compact solution. If the coupling of a hydraulic motor with the third shaft via a conical or crown gear, can be done in a particularly advantageous manner, the installation of the hydraulic motors in the longitudinal direction of the vehicle , which allows an even more optimal utilization of the available space.

In the simplest case, each transmission associated with a three-shaft transmission has only one output. According to a particularly advantageous embodiment, however, a plurality of outputs and thus coupled to each other via the means for supporting support shafts per transmission to compensate for radial forces and redundancy will be provided. This also has the advantage that, in particular when using hydraulic motors for support and braking, which, for example, in 2 x 180 ° or 3 x 120 ° - arrangement can be used in terms of their design but several smaller units can be used. With regard to the assignment of means for deceleration to the individual support shafts, the following possibilities exist: a) only on one of the support shafts b) on several support shafts c) on all support shafts d) on the means for support e) directly on one of the shafts f) a combination of one of the possibilities a) to c) with one of the options

Options according to d) or e).

By means of the braking device or braking devices, a permanent braking torque (basic coupling torque) or a variable braking torque (blocking torque) can be generated.

The provided as differential gear three-shaft gear are preferably designed as planetary gear and preferably have a first gear element in the form of a sun gear, a second gear element in the form of a ring gear, a third gear element in the form of planetary gears and a fourth gear element in the form of a web. According to a particularly advantageous embodiment, in each case the first waves of the three-shaft gear are formed by the sun gears of the planetary gear, the second waves of the webs and the third waves of the ring gears of the planetary gear. Other assignments, for example, the assignment of the first shaft to the ring gear or land and corresponding assignment of the functions of the second and third shaft to the other gear members are conceivable. Both three-shaft transmissions are arranged coaxially. The three-shaft gear can be used to generate the necessary gear ratio. This offers the advantage of saving an additional transmission gear. The coupled with the third wave and preferably designed as a reverse gear gearbox can be made vielgestaltig. Conceivable in the simplest case, the execution as

a) spur gear stage b) bevel gear stage c) crown gear set

with n meshing wheels, where n = straight. Preferably, reverse gear and three-shaft gear are each arranged in a common plane. According to a particularly compact design of the

Input of the reverse gear from a third element forming the transmission element or a rotatably coupled thereto element formed. For this purpose, in embodiments with training of the third waves of the ring gears of the planetary gear, the respective ring gear provided with a corresponding external toothing, which at the same time the input of

Reversing gear forms. The output of the reverse gear is then formed by the corresponding wheel or a rotatably coupled to this support shaft.

With regard to the embodiment of the means for at least indirect deceleration of the third shaft of the three-shaft transmission, there are a multiplicity of possibilities. Conceivable are a) mechanical b) hydraulic, in particular hydrodynamic or hydrostatic solutions c) electrical braking devices d) a combination of the possibilities a) to c).

The braking devices can be assigned either directly to each of the individual support shafts, the third shaft of the three-shaft transmission or an element of the reverse gear or the means for support. In this case, each wheel plane can be assigned a single braking device, these acting together in total, but the advantage of smaller or provide redundant units, or both wheel planes a common brake unit.

The coupling of the three-shaft transmission with the input of the differential gear is usually via a transfer case or a distributor unit. When

Transfer case can be used directly a bevel gear or a spur gear. According to a particularly advantageous embodiment, however, the output of the prime mover can be configured such that a through drive on both three-shaft transmission, in particular the first waves, is possible.

According to a particularly advantageous embodiment, an electric motor is used as drive machine, wherein the two three-shaft gear are mounted coaxially to each other on the drive shaft. The transversely mounted drive machine allows due to the described arrangement of the two

Three-shaft gear on the drive shaft, the possibility of designing a particularly compact drive system, in which the available space in the direction of travel is considered in a particularly optimal manner, since all elements are in one plane.

According to a further aspect of the invention, to minimize the required components, the differential housing is formed by the axle housing of the wheels. In particular, in the previously described particularly advantageous embodiment, the prime mover also acts as an axle housing.

The solution according to the invention is suitable for use in vehicles, in particular rail vehicles, but also electric vehicles.

The drive systems may be sprung or not sprung

Executions act. In this case, individual elements, in particular prime mover or transfer case, differential unit of three-shaft gear and the means for supporting combined into a unit and suspended suspension on the frame or any support element. Between the output of the three-shaft transmission, in particular the shaft coupled to the wheel and the wheel drive joint elements are then provided. An alternative embodiment is to suspend only one of the units - prime mover or transfer case - or differential unit cushioned as a unit. The other unit is then arranged wheel firmly. In wheel-fixed arrangement of the three-shaft transmission they can be integrated according to a particularly advantageous and space-efficient solution in the wheel hub. It is also conceivable, however, an arrangement outside the wheels. This option is easy to implement especially when using hydraulic motors for support and relatively prone to failure with respect to the function, since relatively simple relative movements can be compensated via the hydraulic lines.

The differential unit may further be associated with means for Radabbremsung. In this case, many possibilities are conceivable depending on the drive concept. The brake units, which are the vehicle brake, can generate the braking torque mechanically, hydraulically or electrically. For example, disk or drum brakes, electric or hydrodynamic retarders are conceivable. These can optionally be arranged directly downstream of the drive plane, for example by arranging a brake unit in front of the differential unit or on the wheel plane, for example, two brake units, that is, in each case a single three-shaft transmissions.

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

FIG. 1 illustrates in a schematically simplified illustration a first one

Embodiment of an inventively designed differential unit based on a section of a drive train for rail vehicles; FIG. 2 illustrates in a schematically simplified illustration a second one

Embodiment of an inventively designed differential unit;

Figure 3 illustrates a particularly advantageous embodiment of a differential unit according to the invention;

Figure 4 illustrates an embodiment according to Figure 3 with 90 ° twisted aligned support shafts.

Figure 1 illustrates in a schematically simplified representation of an excerpt from an axial section through a wheel axle 1 an inventive embodiment of a differential 2, in particular a limited slip differential 3. This is part of the drive trains of rail vehicles and serves to realize the differential function, in particular the function as a differential for Speed differences at the individual wheels, especially when cornering. The differential unit 2 comprises an input 4, and two coaxially arranged outputs 5 and 6. The outputs are rotatably coupled to the driven wheels 7 and 8, that is, either directly or via further intermediate elements. In this case, the differential unit 2 comprises two coaxial with each other arranged three-shaft gear 9 and 10. In each case a first shaft 11 and 12 of the three-shaft gear 9 and 10 is rotatably coupled to the input 4. Both first shafts 11, 12 are connected to the input 4 in the same direction of rotation. In each case, a second shaft 13 and 14 for the first three-shaft gear 9 and the second three-shaft gear 10 is rotatably connected to the respective output 5 and 6, respectively. The third wave 15 or 16 each of the

Three-shaft gear 9 and 10 is rotatably mounted and coupled via a preferably designed as a reverse gear 17 for the first three-shaft gearbox 9 and 18 for the second three-shaft gear 10 with means for support 19. The term "wave" is here more for the function than for the concrete structural design, for example as a solid shaft, this function Also of the coupled elements with the individual elements of the three-shaft gear connection elements, which are constructed rotationally symmetric, can be formed. In the specific embodiment, the three-shaft transmission 9 or the three-shaft transmission 10 is designed as a planetary gear 20 and 21, respectively. Each planetary gear includes at least one sun gear 20.1 and 21.1, a

Ring gear 20.2 and 21.2, planet gears 20.3 and 21.3 and a web 20.4 and 21.4. The functions of the individual shafts of the three-shaft transmission 9 and 10 are taken over by these transmission elements 20.1 to 20.4 of the planetary gear ^• 20 or 21.1 to 21.4 of the planetary gear 21 or rotationally fixed with these coupled connection elements in the form of waves, hollow shafts or the corresponding design of these transmission elements. In the illustrated case, the function of the first shaft 11 and 12, respectively, the sun gears 20.1 and 21.1, the function of the second shaft 12 and 13, the webs 20.4 and 21.4 and the function of the third shaft 15 and 16, the ring gears 20.2 bzw. 21.2 of the planetary gear 20 and 21 assigned.

Accordingly, these transmission elements are also coupled to the input 4 and the outputs 5 and 6. The assignment of the gear 17 and 18 acting as a reverse gear takes place in each case to the individual planetary gear drives 20 and 21. These are designed such that these at least one input 22 or 23 for acting as a reverse gear

Gear 17 and 18 and in each case an output 24 or 25 for the transmission 17 and 18 include. The input is rotatably coupled to the third shaft 15 and 16 of the three-shaft gear 9 and 10, that is, in the illustrated case the ring gear 20.2 and 21.2 of the planetary gear 20 and 21 coupled. Preferably, the input 22 of the transmission 17 and the input of the transmission 18, which is denoted by 23, formed directly from the ring gear 20.2 and 21.2. In the simplest case, the gear 17 and 18 designed as a spur gear 26 and 27 respectively. This comprises a number n of intermeshing spur gears, where n is straight. Preferably, only two spur gears are provided, wherein the first spur gear is formed by forming an external toothing 28 or 29 on the ring gear 20.2 or 21.2. The second spur gear 30 and 31 of the gear 17 and 18 simultaneously forms the output 24 or 25 or is connected to one, the output 24 and 25 respectively forming support shaft 32 and 33 rotatably connected. The two support shafts 32 and 33 are coupled to each other via the means for support 19. According to the first embodiment in FIG. 1, the means for supporting 19 comprise a bevel gear set 34. On each support shaft 32 and 33, bevel gears 35 and 36 are mounted, which mesh with a further third bevel gear 37. to

Realization of the function Sperrdifferential is the differential unit 2, in particular the individual support shafts 32 and 33 either a common braking device, here exemplified the means 19 for support in an interrupted representation and designated 38 assigned or each support shaft 32 and 33, a separate brake device 38.1 or Assigned 38.2, which act together in the sum.

The input 4 is connected to a drive motor 39 in the drive system. In particular, the output from this power via a distributor, in particular a transfer case 40, on the first shaft 11 and 12 of the

Three-shaft gear 9 or 10 divided. In the embodiment shown in Figure 1, the drive motor 39 is installed transversely. The distribution of the power introduced via this takes place on the first shafts 11 and shaft 12, that is, the sun gear 20.1 and 21.1. Planetary gear 20 and 21 and their associated gear 17 and 18 are preferably in a plane which extends in the radial direction to a theoretical axis AR, which forms the axis of rotation for the wheels 7 and 8. This solution builds very small in the axial direction and requires little cultivation space. Further, the two planetary gear 20 and 21 are arranged coaxially with each other and coaxial with the axis of rotation of the wheels. The arrangement of the means for support 19 is viewed in the axial direction, that is, in a direction which is described by a parallel through the axis of rotation, between the two planetary gears 20 and 21. This means that the support shafts 32 and 33 are directed towards each other.

The bearing of the third shaft 15 and 16, that is, the ring gears 20.2 and 21.2 takes place in a, the planetary gear 20 and 21 enclosing housing 46 and 47, which is preferably the axle housing 48. The storage is preferably carried out via rolling bearings.

This solution has the advantage that the differential unit 2 is at least partially executed no more than one integrated in the power transmitting drive train rotating component, but the essential elements are arranged outside the power transmitting drive train and rotate only with low differential speed. Thus, the elements additionally required for the differential function no longer count towards the rotational mass of the overall drive. The required installation space is no longer within the power transmitting plane due to the decentralized arrangement to the theoretical axis of rotation A of the wheels and can be arranged to save space parallel to it, wherein correspond to the design of the transmission in the design of the means for support adjustments made to the available installation space can be. Furthermore, the high centrifugal accelerations do not act as in conventional differential arrangements. The blocking function can be integrated by providing the braking device with very simple means, in particular the fact that a shaft of the differential function can be locked against the fixed housing with each element suitable for braking inside or outside of the drive. This is realized according to Figure 1 by the braking devices 38.1, 38.2. The blocking function is also arranged decentrally to the axis of rotation of the wheels. All closing elements and / or operating oils of the control function are also no longer centrally located in the drive in rotating components and are therefore easily accessible from the outside and easily replaceable. An internal or outgoing shaft of the differential function can be fixed, which is equivalent to a full lock. An internal or outgoing shaft of the differential function can be defined and permanently braked, which equates to a permanently acting basic coupling torque. In rail vehicles, this is also referred to as sinusoidal. Furthermore, a passive braking of an internal or outgoing shaft of the differential function is possible, which equates to blocking with arbitrary blocking fraction up to and including 100%. The Sperrmomenterzeugung, so the degree of braking, it can be produced both differential speed dependent also drive torque-dependent and by any combination.

An ideal arrangement results, as shown in Figure 1, when the drive motor, an electric motor is used, which is installed transversely and to which the two planetary gear 20 and 21 are flanged directly on both sides. This solution represents a particularly advantageous, structurally simple and compact design of a drive system.

FIG. 2 illustrates an alternative embodiment of a differential unit 2.2, which differs essentially in the realization of the support function, that is to say the means for supporting 19.2, from that described in FIG. The basic structure and the function otherwise corresponds to those in

1, which is why it is not discussed in detail here and the same reference numbers are used for the same elements. The means for supporting here comprise a spur gear set 41, comprising at least a number n of intermeshing spur gears, wherein n is straight and preferably equal to 2. The two spur gears are here designated 42 and 43. These are each coupled to an output 24.2 or 25.2 of the transmission 17.2 or 18.2, wherein the coupling takes place directly with the spur gears 30.2 and 31.2 of the transmission 17.2 and 18.2 or indirectly via the support shaft 32.2 or 33.2. It can be seen that the support shaft 33.2 extends in the direction of the support shaft 32.2, but parallel to this in the

Spur gear 41 enters. This solution is characterized by a low design effort. By providing braking devices, a partial or full blockage can also be achieved here.

Figures 1 and 2 illustrate possible mechanical designs of the means

19 for supporting the reaction torque. These are particularly simple and advantageous, especially space-saving arrangements. Conceivable However, as shown in FIG. 3, it is also to be used as a means for supporting hydraulic machines in the form of hydraulic motors, which are designated here by 44 and 45, which are coupled to the outputs 24.3, 25.3 or gear 17.3, 18.3 interconnected with each other. This solution provides a particularly comfortable and almost wear-free solution

Realization of the blocking function. In particular, by targeted control of the individual hydraulic motors 44 and 45, for example via means 49 in the form of integrated in the connection of the two hydraulic motors 44 and 45 valve devices a very sensitive gradation of the blocking values between 0 and 100 percent can be achieved. In this case, the function assumes the

Braking device 38.3 of the respective hydraulic motor 44 and 45 according to its control. This means that no additional means for braking must be provided.

Figure 3 illustrates an embodiment with transversely mounted hydraulic motors 44 and

45, Figure shows an alternative embodiment with longitudinally incorporated hydraulic motors 44, 45. The gear 17.4 and 18.4 are also designed here as a reverse gear, but in the form of a bevel gear. This allows an angular or vertical alignment of the individual support shafts 32.4, 33.4 with respect to the theoretical connection axis A of the wheels 7 and 8. The rest of the basic structure and the function corresponds to that described in Figure 3, which is why the same reference numerals are used for the same elements.

Figures 1 to 3 illustrate embodiments with training of the gear 17 and 18 as a spur gear. However, it is also conceivable, this as a bevel gear or

Form crown gear set. LIST OF REFERENCE NUMBERS

I wheel axle

2, 2.2, 2.3, 2.4 Differential unit 3 Locking differential

4 entrance

5 output

6 output

7 wheel 8 wheel

9 three-shaft gearbox

10 three-shaft gearbox

I 1 first shaft of the three-shaft transmission 9

12 first shaft of the three-shaft transmission 10 13 second shaft of the three-shaft transmission 9

14 second shaft of the three-shaft transmission 10

15 third shaft of the three-shaft transmission 9

16 third shaft of the three-shaft transmission 10 17,17.2,17.3, 17.4 gear 18,18.2,18.3, 18.4 gear

19,19.2,19.3, 19.4 means of support

20 planetary gear

21 planetary gear 20.1, 21.1 sun gear 20.2, 21.2 ring gear

20.3. 21.3 planetary gear

20.4. 21.4 Footbridge

22 input of the transmission 17

23 input of gearbox 18 24,24.2,24.3, 24.4 gearbox 17

25,25.2,25.3, 25.4 Output of the gearbox 18

26 spur gear 27 spur gear stage

28 external toothing

29 external toothing

30,30.2 second spur gear of the spur gear 26th

31, 31.2 second spur gear of the spur gear 27th

32,32.2, 32.3, 32.4 Support shaft

33,33.2, 33.3, 33.4 Support shaft

34 bevel gear set

35 bevel gear

36 bevel gear

37 bevel gear

38 braking device

38.1, 38.2 braking device

39 traction motor

40 distributors

41 spur gear stage

42 spur gear

43 spur gear

44 hydraulic motor

45 hydraulic motor

46 housing

47 housing

48 axle housing

49 means for controlling the hydraulic motors

A theoretical connection axis between two wheels

Claims

Patent claims

1. Differential unit (2; 2.2; 2.3; 2.4), in particular a limited-slip differential (3) for use in drive trains for power transmission to two wheels (7, 8) lying on a theoretical connecting axis (A) and as

Differential gear

1.1 with at least one input (4) and two outputs (5, 6);

1.2 with two coaxially arranged compensating gears in the form of three-shaft gears (9, 10), each comprising a first shaft (11, 12), which is coupled in a rotationally fixed manner to the input (4), and a second shaft

(13, 14), which is rotatably coupled to an output (5, 6) and a third shaft (15, 16), which is rotatably mounted and which is connected to the third shaft (15, 16) of the other three-shaft transmission (9 , 10) is coupled rotating in opposite directions; characterized by the following features:

1.3 with a transmission (17,18; 17.2, 18.2; 17.3, 18.3; 17.4, 18.4) assigned to each three-shaft gearbox (9, 10) with at least one output (24, 25; 24.2, 25.2; 24.3, 25.3; 24.4, 25.4 ), via which the third shaft (15, 16) is coupled to means (19, 19.2, 19.3; 19.4) for support; 1.4 with means (38; 38.1; 38.2; 38.3; 38.4) for at least indirect

Braking one shaft of each three-shaft transmission (9, 10); 1.5 the one coupled with the means (19, 19.2, 19.3; 19.4) for support

Output (24, 25; 24.2, 25.2; 24.3, 25.3; 24.4, 25.4) of the gearbox (17,18;

17.2, 18.2; 17.3, 18.3; 17.4, 18.4) is spatially arranged in an area that lies outside the distance of the theoretical connecting line between the third shafts (15, 16) from the theoretical connecting axis (A) of the two wheels (7, 8).

2. Differential unit (2; 2.2; 2.3; 2.4) according to claim 1, characterized in that the transmission (17.18; 17.2, 18.2; 17.3, 18.3; 17.4,

18.4) is designed as a reversing gear, the reversing gear causing a change in direction of rotation;

3. Differential unit (2.2) according to claim 1 or 2, characterized in that the means (19.2) for supporting include a spur gear set (41) assigned to two three-shaft gears (9, 10).

4. Differential unit (2.2) according to claim 3, characterized in that the spur gear set (41) consists of n meshing spur gears (42, 43) with n = straight, each spur gear (42, 43) being rotationally fixed with an output (24.2 , 25.2) one of the two gears (17.2, 18.2) is connected.

5. Differential unit (2.2) according to claim 4, characterized in that the spur gear set (41) comprises two spur gears (42, 43), each spur gear (42, 43) being rotatably connected to the output (24.2, 25.2). of the respective transmission (17.2, 18.2) or with this supporting shaft (32.2, 33.2) which forms a structural unit.

6. Differential unit (2) according to claim 1 or 2, characterized in that the means (19) for support comprise a bevel gear set (34) or a crown gear set, each with an output (24, 25) of the transmission (17, 18 ) non-rotatably coupled bevel gear (35, 36) or crown gear, the bevel gears or crown gears meshing with one another via an intermediate gear (37).

7. Differential unit (2) according to claim 6, characterized in that the two bevel gears (35, 36) or crown gears which are non-rotatably coupled to the outputs (24, 25) are arranged coaxially to one another and at right angles to the intermediate gear (7).

8. Differential unit (2.3; 2.4) according to claim 1 or 2, characterized in that the means (19.3; 19.4) for supporting at least one hydraulic motor assigned to each transmission (17.3, 18.3; 17.4, 18.4). (44, 45), which is connected in a rotationally fixed manner to the respective output (24.3, 25.3; 24.4, 25.4) of the transmission (17.3, 18.3; 17.4, 18.4).

9. Differential unit (2.3; 2.4) according to claim 8, characterized in that the hydraulic motors (44, 45) are cross-connected and this

Means (49) for controlling the power output by the hydraulic motors (44, 45) are assigned.

10. Differential unit (2.3; 2.4) according to claim 9, characterized in that the hydraulic motors (44, 45) can be controlled dependently or independently of one another.

11. Differential unit (2.3) according to one of claims 8 to 10, characterized in that the means (49) for controlling the power output by the hydraulic motors (44, 45) each have a hydraulic motor (44) assigned to a transmission (44, 45). , 45) assigned control device and actuators that can be controlled via this and act as an adjusting device.

12. Differential unit (2.3) according to one of claims 8 to 10, characterized in that the means (49) for controlling the power output by the hydraulic motors (44, 45) are a control device which is assigned to both hydraulic motors (44, 45) and can be controlled via this include actuators functioning as an actuating device.

13. Differential unit (2; 2.2; 2.3; 2.4) according to one of claims 1 to 12, characterized in that the means (19, 19.2, 19.3, 19.4) for support in the axial direction are arranged between the two three-shaft gears (9, 10). are.

14. Differential unit (2; 2.2; 2.3) according to one of claims 1 to 13, characterized in that the means (19; 19.2; 19.3) for support are parallel to the theoretical connecting axis of the axes of rotation of the first shafts (11, 12) of the two three-shaft gears (9, 10) are arranged.

15. Differential unit (2; 2.2; 2.3; 2.4) according to one of claims 1 to 14, characterized in that each three-shaft gear (9, 10) as

Planetary gear (20, 21) is formed and each has a first gear element in the form of a sun gear (20.1, 21.1), a second gear element in the form of a ring gear (20.2, 21.2), a third gear element in the form of planetary gears (20.3, 21.3) and a fourth gear element in the form of the web (20.4, 21.4).

16. Differential unit (2; 2.2; 2.3; 2.4) according to claim 15, characterized in that the first shafts (11, 12) of the three-shaft gears (9, 10) are separated from the sun gears (20.1, 21.1) of the planetary gears (20, 21 ), the second waves from the bars (20.4,

21.4) of the planetary gears (20, 21) and the third shafts (15, 16) are formed by the ring gears (20.2, 21.2) of the planetary gears (20, 21).

17. Differential unit (2; 2.2; 2.3) according to one of claims 1 to 16, characterized in that the individual gear (17, 18, 17.2, 18.2, 17.3, 18.3,) comprises a spur gear stage (26, 27) with n together meshing spur gears (30, 30.2, 31, 31.2), where n = straight.

18. Differential unit (2.4) according to one of claims 1 to 16, characterized in that each gear (17.4, 18.4) comprises a bevel gear or crown gear stage with n meshing bevel or crown gears, where n = straight.

19. Differential unit (2.4) according to claim 18, characterized in that the support shaft (32.4, 33.4) coupled to the output (24.4, 25.4) in at an angle, preferably perpendicular to the theoretical connection axis (A) of the two wheels (7, 8).

20. Differential unit (2; 2.2; 2.3; 2.4) according to one of claims 1 to 19, characterized in that the input (22, 23) of one, preferably each transmission (17, 18, 17.2, 18.2, 17.3, 18.3; 17.4 , 18.4) is formed by a gear element forming the third shaft (15, 16) or an element coupled to it in a rotationally fixed manner.

21. Differential unit (2; 2.2; 2.3; 2.4) according to one of claims 1 to 20, characterized in that the individual output (24, 25, 24.2, 25.2,

24.3, 25.3; 24.4; 25.4) each gear (17, 18, 17.2, 18.2, 17.3, 18.3; 17.4, 18.4) from an element of the gear (17, 18, 17.2, 18.2, 17.3, 18.3;

17.4, 18.4) or a support shaft (32, 33, 32.2, 33.2; 32.3, 33.3; 32.4, 33.4) coupled to this in a rotationally fixed manner.

22. Differential unit (2; 2.2; 2.3; 2.4) according to one of claims 1 to 21, characterized in that the input (14) of the differential unit (2; 2.2; 2.3; 2.4) with the first waves (11, 12) of the Three-shaft gearbox (9, 10) is connected via a transfer case (40).

23. Differential unit (2; 2.2; 2.3; 2.4) according to claim 22, characterized in that the transfer case is designed as a bevel gear differential gear.

24. Differential unit (2; 2.2; 2.3; 2.4) according to claim 22, characterized in that the transfer case is a spur gear.

25. Differential unit (2; 2.2; 2.3; 2.4) according to one of claims 1 to 24, characterized in that the input (14) of this or the coupling with the first shafts (11, 12) of the three-shaft transmission (9, 10 ) educational Shafts are arranged in the axial direction between the two three-shaft gears (9, 10).

26. Differential unit (2; 2.3, 2.4) according to one of claims 1 to 25, characterized in that each three-shaft gear (9, 10) means

(38.1, 38.2; 38.3, 38.4) are assigned for braking.

27. Differential unit (2.2) according to one of claims 1 to 25, characterized in that the means (38) for braking are assigned to both three-shaft gears (9, 10).

28. Differential unit (2; 2.2; 2.3; 2.4) according to claim 26, characterized in that the means for braking can be controlled independently of one another.

29. Differential unit (2; 2.2; 2.3; 2.4) according to one of claims 1 to 28, characterized in that the means (38, 38.1, 38.2; 38.3, 38.4) for braking the third shafts (15, 16) of the three-shaft transmission ( 9, 10).

30. Differential unit (2; 2.2; 2.3; 2.4) according to one of claims 1 to 28, characterized in that the means (38, 38.1, 38.2) for braking each element of the transmission coupled to a three-shaft transmission (9, 10). (17, 18, 17.2, 18.2, 17.3, 18.3) are assigned.

31. Differential unit (2; 2.2; 2.3; 2.4) according to one of claims 1 to 28, characterized in that the means (38, 38.1, 38.2) for braking correspond to the means (19, 19.2, 19.3) for supporting or the respective coupling this is assigned to the outputs (24, 25) of the respective transmission (17, 18, 17.2, 18.2, 17.3, 18.3).

32. Differential unit (2; 2.2; 2.3; 2.4) according to one of claims 1 to 31, characterized in that the means (38, 38.1, 38.2; 3) for braking comprise at least one mechanical or hydraulic, in particular hydrodynamic or hydrostatic or electrical braking device with a controllable or fixed braking torque.

33. Differential unit (2.3; 2.4) according to one of claims 8 to 32, characterized in that the means (19.3; 19.4) for supporting and the means (38.3, 38.4) for braking are formed by the hydraulic motors (44, 45).

34. Drive system for vehicles, in particular rail vehicles, for driving wheels (7, 8) arranged on a common axle;

34.1 with a drive machine (39);

34.2 with a differential unit (2; 2.2; 2.3; 2.4) according to one of claims 1 to 33, the input (3) of which is connected to the drive machine (39).

35. Drive system according to claim 34, characterized by the following features:

35.1 the drive machine (39) is designed as an electric motor; 35.2 the drive machine (39) is between the two three-shaft gears (9,

10) installed transversely;

35.3 the first shafts (11, 12) of the three-shaft gearbox (9, 10) are each connected in a rotationally fixed manner to the output shaft of the drive machine (39).

36. Drive system according to one of claims 34 or 35, characterized in that the differential unit (2; 2.2; 2.3; 2.4) comprises a housing (46, 47) which is formed by the axle housing (43) of the wheels (7, 8). .