EP2776299B1 - Unité transmission - Google Patents

Unité transmission Download PDF

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Publication number
EP2776299B1
EP2776299B1 EP12772268.4A EP12772268A EP2776299B1 EP 2776299 B1 EP2776299 B1 EP 2776299B1 EP 12772268 A EP12772268 A EP 12772268A EP 2776299 B1 EP2776299 B1 EP 2776299B1
Authority
EP
European Patent Office
Prior art keywords
transmission
wheel
gear
connecting shaft
transmission unit
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.)
Not-in-force
Application number
EP12772268.4A
Other languages
German (de)
English (en)
Other versions
EP2776299A1 (fr
Inventor
Christoph Sacher
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.)
ZF Friedrichshafen AG
Original Assignee
ZF Friedrichshafen AG
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
Application filed by ZF Friedrichshafen AG filed Critical ZF Friedrichshafen AG
Publication of EP2776299A1 publication Critical patent/EP2776299A1/fr
Application granted granted Critical
Publication of EP2776299B1 publication Critical patent/EP2776299B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F3/00—Types of bogies
    • B61F3/02—Types of bogies with more than one axle
    • B61F3/04—Types of bogies with more than one axle with driven axles or wheels
    • 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
    • B61C9/52—Transmission systems in or for locomotives or motor railcars with electric motor propulsion with transmission shafts at an angle to the driving axles

Definitions

  • the present invention relates to a transmission unit according to the closer defined in the preamble of claim 1. Art.
  • a drive unit for rail vehicles which has a hung on a vehicle frame or on the chassis electric motor, a transmission and a gimbal-acting clutch system, wherein the coupling system between a wheelset and the transmission is arranged.
  • the clutch system consists of a first part in the form of a gear coupling, which is integrated in the output gear of the transmission and in the lubricating oil circuit.
  • a second part of the coupling system is provided between the gearbox and the wheelset.
  • the drive unit is arranged on the outside of the wheelset, wherein the wheelset consists of a wheelset shaft and two driving wheels arranged thereon.
  • a bogie is still arranged beyond which a drive unit is attached for every two drive wheels and a wheelset shaft.
  • the drive unit is not arranged outside the wheels, but between the two wheels.
  • the electric motor, the gearbox and the two-part clutch are arranged in such a way that they act on the area of the wheelset shaft located between the two wheels.
  • the transmission unit comprises a transmission, a connecting shaft for connecting the wheel and the transmission, and a clutch system provided between the wheel and the transmission.
  • the coupling system is arranged on the connecting shaft and acts gimbal, so that an angular offset between the gear and the wheel can be compensated.
  • the coupling system is constructed in two parts, whereby the compensation of the angular offset is made possible by two units provided for this purpose.
  • the to the connection of wheel and Transmission provided connecting shaft is guided by a hollow hub, which is part of the wheel of the vehicle.
  • the wheel is driven by the drive, such as an electric motor, via the transmission, the connecting shaft and the clutch system.
  • the two-part coupling system which is attached to the connecting shaft, has a first part, which is located on the side facing the transmission and a second part, which is arranged on the side facing away from the gear of the wheel.
  • the transmission is a two-stage bevel-helical gear.
  • the incoming from the engine in the transmission shaft is connected to a bevel gear.
  • the ring gear of the bevel gear is arranged on a common shaft with a spur gear, which meshes with a spur gear of an output shaft.
  • the transmission-facing first part of the clutch system is a gear coupling.
  • the gear coupling is an integrated into a driven gear of the transmission curved tooth clutch, this in turn is particularly favorable for the required space of the transmission and the clutch.
  • the lubricant of the transmission can be used in an arrangement within the transmission housing. Overall, this results in a particularly space-saving and cost-effective embodiment of the present invention.
  • Another advantage is that no rotating components are present on the transmission or vehicle exterior. As a result, no cladding is necessary and a larger angle of rotation of the bogie is possible.
  • the gearbox facing away from the second part of the clutch system is a ring disk clutch, so this space also requires little space.
  • the ring disk clutch is arranged outside the housing of the transmission, only a small space outside the transmission housing is needed, since the ring disc clutch is very narrow.
  • the ring disc clutch is arranged on the inner side of the wheel in the power flow between connecting shaft and hub.
  • the ring disc clutch can be largely integrated in this case in the wheel and therefore hardly protrudes beyond the dimension required by the wheel.
  • the second part of the coupling system is thus very well integrated into the other components of the drive unit.
  • the connecting shaft has a separation point, in particular with a flat teeth.
  • the separation point can be connected to a central screw.
  • the gear unit is arranged in a housing, within which the first part of the coupling system is located. Outside the housing, the second part of the coupling system is preferably arranged.
  • the transmission unit is designed to be particularly space-saving and compact.
  • the flat-construction annular disc clutch can be arranged on the inside of the wheel, while the housing of the gear unit is located on the outside of the wheel.
  • the housing forms, in addition to its function as a receiving unit for the transmission and the clutch system at the same time a protective device for the rotating wheel.
  • a seal is arranged between the transmission housing and connecting shaft, which permits cardanic movements.
  • This seal may be, for example, a metal bellows, which securely restrains the oil lubrication in the transmission housing.
  • the bogie has a bogie frame, at least one wheel, at least one arranged on the bogie frame engine, in particular electric motor and at least one connected to the engine and the bogie frame gear unit.
  • the transmission unit is arranged in a housing in which a transmission, a connecting shaft for connecting the wheel and the transmission and provided between the wheel and the transmission, arranged on the connecting shaft, two-part and gimbal acting clutch system is provided.
  • the connecting shaft is guided by a hollow wheel hub of the wheel.
  • a first part of the coupling system is arranged on the side facing the gear and a second part on the side facing away from the gear of the wheel.
  • Such a bogie can be found on a vehicle with a single driven wheel or with multiple, especially four driven wheels use. If a plurality of wheels arranged on the bogie, it is advantageous if a corresponding gear unit and motor is provided for each wheel. But it is also possible that an engine drives several gears and wheels. Despite a common engine for multiple wheels, it is still advantageous if each wheel is assigned a gear unit and a clutch system.
  • the housing of the gear unit is attached to the bogie frame.
  • the wheel is mounted in a rocker, wherein the rocker is rotatably mounted on the bogie frame.
  • the coupling system can compensate for the relative movements between the wheel and the housing by compensating for the axial offset by the coupling system when the wheel is swinging relative to the gear housing.
  • the connecting shaft between the gear and the wheel is movable by the two parts of the clutch system similar to a propeller shaft.
  • the first part of the coupling system is assigned to the transmission output, while the second part of the coupling system is assigned to the wheel. Connected are the two parts of the coupling system with the connecting shaft, which compensates for the axial offset between the wheel and transmission output.
  • a primary spring between transmission housing and rocker be arranged.
  • the gear unit is arranged on the side of the rocker facing away from the wheel, d. H. is the rocker between the wheel and the gear unit, so a balanced and very compact built wheel drive is obtained.
  • the wheel can be stored quite easily in the rocker and the connecting shaft is passed through the wheel hub or the rocker.
  • the clearance between the hollow hub and the connecting shaft should be so large that the inclination of the connecting shaft does not abut the wheel hub even with full input or rebound of the rocker.
  • the wheel is located inside and the gear unit is arranged on the outside of the bogie.
  • a protection of the wheel is provided to the outside through the housing of the transmission unit.
  • a fully sprung wheel drive can be created, which takes up little space in the vehicle transverse direction inwards and outwards.
  • the wheels can optionally be coupled longitudinally and / or transversely.
  • the width of the passage of the carriage can be influenced, whereas in a rotation of the bogie to the outside, the predetermined envelope contour of the vehicle must not be exceeded in the rule.
  • the gear unit and the clutch system is snugly fitted to the wheel, so that extremely little space is needed.
  • a toothed clutch located in the transmission and, on the other hand, an annular disc clutch arranged on the inner side of the wheel is used for a gimbal-acting clutch system with minimal installation space in the vehicle transverse direction.
  • the connection of the gear-side toothed coupling and the wheel-side annular disc clutch takes place with a preferably separable connecting shaft which extends through the hollow wheel hub.
  • the ring disk clutch arranged on the inside of the wheel substantially does not protrude beyond the inside of the wheel, whereby the passage in the car body can be made optimally wide.
  • Fig. 1 schematically a transmission diagram with parts of a bogie 1 is shown.
  • the housing 2 of the gear unit is fixed.
  • the rocker 7 is arranged on the frame 5. While the housing 2 is immovably connected to the frame 5, the rocker 7 can move around the pivot 10.
  • the spring 9 is provided, which is arranged between the housing 2 and the rocker 7.
  • the transmission unit is housed. With a motor shaft 11, a pinion 12 of a bevel gear 13 is connected. The pinion 12 meshes with a ring gear 14 which is mounted on a shaft 15 mounted in the housing 2. On the shaft 15 is still a first spur gear 16 of a spur gear 17. The first spur gear 16 meshes in turn with a second spur gear 18 which is mounted in the housing 2.
  • a curved tooth coupling 19 is integrated, which allows an angular deflection of an associated connecting shaft 20.
  • the connecting shaft 20 extends from the curved tooth coupling 19 to an annular disc clutch 21 which is connected to a wheel hub 22 of the wheel 8.
  • the annular disc clutch 21 allows an angular deflection of the hub 22 and of the wheel 8 relative to the connecting shaft 20.
  • the connecting shaft 20 is passed through the wheel hub 22, which is why this hub 22 is made hollow.
  • the hub 22 is in turn rotatably mounted in the rocker 7.
  • the connecting shaft 20 is made split. It has a separation point 23, which has, for example, a planer toothing for better torque transmission.
  • the two parts of the connecting shaft 20 are connected to a central screw 24.
  • the connecting shaft 20 is sealed relative to the housing 2 with a seal 27 against oil leakage.
  • the coupling system is designed in two parts. It consists on the one hand of the curved tooth coupling 19 and on the other hand of the annular disc clutch 21.
  • the two parts of the coupling system are arranged on both sides of the wheel 8.
  • the curved tooth coupling 19 is in this embodiment on the outside of the wheel, while the annular disc clutch 21 is arranged on the inner side of the wheel.
  • a very compact design is possible, in which in particular by the arrangement of the gear unit on the outside of the wheel protection of the rotating parts is made possible.
  • the ring disc clutch 21 on the inner side of the wheel a close fitting to the wheel 8 construction is possible, since the annular disc clutch 21 is very flat executable. It hugs the inside of the bike, so to speak, without standing very far beyond the wheel 8.
  • a maximum gimbal length is achieved without rotating components are located outside of the transmission on the outside of the vehicle.
  • spur gear 25 meshes with the spur gear 18 and thus allows via a shaft 26, the drive of an opposite, not shown wheel 8.
  • the two opposite wheels 8 can thus be coupled transversely by the spur gear 25 and the shaft 26. It is therefore only a motor 6 for driving two parallel wheels 8 required.
  • Fig. 2 is a further embodiment of the invention illustrated by a gear sketch.
  • two motors 6 are arranged. Each of the motors 6 is coupled to two gear units. The respective directions of rotation of the wheels or shafts are shown by arrows.
  • the motor shaft 11 of each motor 6 projects out of both ends of the motor 6 and has a pinion 12.
  • Two bevel-helical gearboxes 13, 17 are each coupled to a motor 6.
  • the ring gear 14 is once outside arranged as a plate edge 14 on the shaft 15 and at the other gear unit, the ring gear 14a is internally mounted on the shaft 15 at the respective shaft 15 of the gear unit each to be able to mesh with the respective pinion 12.
  • the present invention can be used for both a single-wheel drive, as well as for cross-coupled or longitudinally coupled wheel drives. Likewise, it is of course possible to couple all four wheels via a single drive both longitudinally and transversely. In addition, the invention is of course also applicable for Einzelradantriebe or bogies, which have only one or more of these wheel drives.
  • Fig. 3 Finally, a sectional view is shown by a corresponding wheel drive.
  • the components shown in the gear plans are drawn here performed physically.
  • the housing 2 and the motor 6 have been dispensed with.
  • the frame 5 and the rocker 7 are shown only in part.
  • the motor shaft 11 is thus connected to the pinion 12, which forms the bevel gear 13 with the ring gear 14 or alternatively with the ring gear 14a. Together with the ring gear 14 and 14a, the spur gear 16 is mounted on the shaft 15. The spur gear 16 forms, together with the spur gear 18, the spur gear 17. In the spur gear 18, the curved tooth coupling 19 is arranged, which in turn is connected to the connecting shaft 20.
  • the connecting shaft 20 is designed in two parts, wherein the two parts of the connecting shaft 20 are screwed together at the separation point 23 by means of a central screw 24. At the separation point 23, the two parts of the connecting shaft 20 have a planer toothing for better torque transmission.
  • drive side of the separation point 23 and the seal 27 is arranged in the form of a metal bellows, which securely retains the lubricating oil in the transmission housing 2, not shown here.
  • the annular disc clutch 21 While at one end of the connecting shaft 20, the curved tooth coupling 19 is disposed, is located at the other end of the connecting shaft 20, the annular disc clutch 21.
  • the annular disc clutch 21 is in the embodiment shown of two shallow annular discs, which are interconnected and in turn at the Wheel hub 22 are screwed. However, it is also ring disc couplings with a different number of washers used.
  • the wheel hub 22 is hollow, wherein the connecting shaft 20 is guided through the hub 22 therethrough. Characterized in that the annular disc clutch 21 is made very flat, it can be arranged within the wheel 8. Therefore, it hardly needs its own space outside of the wheel 8. Overall, the transmission and clutch device is very small, the wheel 8 is integrated into the clutch device, so to speak, whereby a total of only a very small space is required for the wheel drive.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Gear Transmission (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)

Claims (8)

  1. Unité de transmission pour un entraînement d'une roue (8) d'un véhicule sur roues, en particulier d'un véhicule ferroviaire, comprenant une transmission, un arbre de liaison (20) servant à relier la roue (8) et la transmission, et un système d'embrayage en deux parties, à effet cardan, disposé sur l'arbre de liaison (20) et prévu entre la roue (8) et la transmission, l'arbre de liaison (20) étant guidé à travers un moyeu de roue creux (22), et une première partie du système d'embrayage étant disposée sur le côté, tourné vers la transmission, de la roue et une deuxième partie étant disposée sur le côté, opposé à la transmission, de la roue (8), caractérisée en ce que l'arbre de liaison (20) est réalisé en deux parties et comprend un point de séparation (23), les deux parties de l'arbre de liaison (20) étant reliées au moyen d'une vis centrale (24) au niveau du point de séparation (23).
  2. Unité de transmission selon la revendication précédente, caractérisée en ce que la transmission est une transmission à engrenage droit à pignons coniques (13, 17) à deux étages.
  3. Unité de transmission selon l'une ou plusieurs des revendications précédentes, caractérisée en ce que la première partie, tournée vers la transmission, du système d'embrayage est un embrayage à denture, en particulier un embrayage à denture sphérique (19) intégré dans une roue dentée de sortie de la transmission.
  4. Unité de transmission selon l'une ou plusieurs des revendications précédentes, caractérisée en ce que la deuxième partie, opposée à la transmission, du système d'embrayage est un embrayage à disques annulaires (21).
  5. Unité de transmission selon la revendication 4, caractérisée en ce que l'embrayage à disques annulaires (21) est disposé entre l'arbre de liaison (20) et le moyeu de roue (22).
  6. Unité de transmission selon l'une ou plusieurs des revendications précédentes, caractérisée en ce que l'unité de transmission est disposée dans un carter (2) à l'intérieur duquel se trouve la première partie du système d'embrayage, et à l'extérieur duquel se trouve la deuxième partie du système d'embrayage.
  7. Unité de transmission selon la revendication 6, caractérisée en ce qu'un joint d'étanchéité (27) est disposé entre le carter de transmission (2) et l'arbre de liaison (20).
  8. Unité de transmission selon la revendication 7, caractérisée en ce que le joint d'étanchéité est réalisé de telle sorte qu'il autorise des déplacements cardaniques.
EP12772268.4A 2011-11-09 2012-10-01 Unité transmission Not-in-force EP2776299B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102011086020A DE102011086020A1 (de) 2011-11-09 2011-11-09 Getriebeeinheit
PCT/EP2012/069307 WO2013068174A1 (fr) 2011-11-09 2012-10-01 Unité transmission

Publications (2)

Publication Number Publication Date
EP2776299A1 EP2776299A1 (fr) 2014-09-17
EP2776299B1 true EP2776299B1 (fr) 2018-12-05

Family

ID=47018161

Family Applications (1)

Application Number Title Priority Date Filing Date
EP12772268.4A Not-in-force EP2776299B1 (fr) 2011-11-09 2012-10-01 Unité transmission

Country Status (4)

Country Link
EP (1) EP2776299B1 (fr)
CN (1) CN104024079B (fr)
DE (1) DE102011086020A1 (fr)
WO (1) WO2013068174A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2021058629A1 (fr) 2019-09-27 2021-04-01 Kwd Kupplungswerk Dresden Gmbh Embrayage pour véhicules ferroviaires

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102012207975B4 (de) 2012-05-14 2023-02-16 Zf Friedrichshafen Ag Kupplungs-Getriebeeinheit mit antriebsseitigem Kupplungssystem
DE102014223026A1 (de) 2014-11-12 2016-05-12 Zf Friedrichshafen Ag Kupplungs-Getriebeeinheit mit einem einen Wellentunnel aufweisenden Getriebe
DE102014226385B4 (de) * 2014-12-18 2022-04-21 Zf Friedrichshafen Ag Radsatzgetriebe
DE102015222125A1 (de) * 2015-11-10 2017-05-11 Bombardier Transportation Gmbh Antriebsanordnung für ein Schienenfahrzeug, Schienenfahrzeug mit der Antriebsanordnung und Verfahren zur Herstellung
DE102017102138A1 (de) 2017-02-03 2018-08-09 Andreas Fiedler System zur Verbindung eines Getriebes mit einer Radsatzwelle und Anordnung für ein Drehgestell für Schienenfahrzeuge
DE102019131157A1 (de) * 2019-11-19 2021-05-20 Voith Patent Gmbh Antriebseinheit für ein Schienenfahrzeug, sowie Hohlwelle für eine solche

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Publication number Priority date Publication date Assignee Title
FR916946A (fr) * 1944-11-20 1946-12-19 Secheron Atel Commande individuelle d'essieu avec arbre cardan et transmission par roues dentées pour véhicules à traction électrique
DE7821951U1 (de) * 1978-07-19 1978-10-26 Siemens Ag, 1000 Berlin Und 8000 Muenchen Antrieb eines schienengebundenen elektrischen triebfahrzeuges
DE19650913A1 (de) * 1996-12-07 1998-06-10 Sab Wabco Bsi Verkehrstechnik Angetriebene Losradachse
DE10050757A1 (de) 2000-10-13 2002-04-25 Zahnradfabrik Friedrichshafen Antriebseinheit für Schienenfahrzeuge
DE10237879A1 (de) * 2002-08-19 2004-03-04 Diedrich Ropers Hohlachsantrieb für Schienentriebfahrzeuge
DE102005017819A1 (de) * 2005-04-18 2006-10-19 Siemens Ag Rutschkupplung für zuminderst ein Laufrad eines gleisgebundenen Triebfahrzeugs
DE202005015769U1 (de) * 2005-09-30 2006-01-19 Kwd Kupplungswerk Dresden Gmbh Kardanische Doppelgelenkkupplung für Schienenfahrzeuge

Non-Patent Citations (1)

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Title
None *

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2021058629A1 (fr) 2019-09-27 2021-04-01 Kwd Kupplungswerk Dresden Gmbh Embrayage pour véhicules ferroviaires

Also Published As

Publication number Publication date
DE102011086020A1 (de) 2013-05-16
CN104024079B (zh) 2016-12-14
CN104024079A (zh) 2014-09-03
WO2013068174A1 (fr) 2013-05-16
EP2776299A1 (fr) 2014-09-17

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