EP3461708B1 - Drive arrangement for a rail vehicle and drive train - Google Patents

Description

The present invention relates to a drive arrangement for a rail vehicle according to the preamble of claim 1 and a drive train with such a drive arrangement.

From the DE 198 27 580 A1 A drive arrangement for a rail vehicle with an axle drive is known, the axle drive being assigned to a vehicle axle or wheel set shaft. Via an output shaft of the axle drive, a further wheel set shaft of the rail vehicle can be driven in addition to the aforementioned wheel set shaft, in that a free end of the output shaft is connected to the further wheel set shaft via a cardan shaft. Such a drive arrangement is also called a master-slave arrangement.

Furthermore, from the DE 10 2013 224 242 A1 Drive arrangements for rail vehicles are known, in which a first wheelset gearbox which is assigned to a first wheelset shaft and a second wheelset gearbox which is assigned to a second wheelset shaft. The first and the second gear set are also installed in a master-slave arrangement, in which a drive torque for driving the first and the second gear set shaft is guided through the first gear set. This means that a drive torque made available by a drive motor is first passed to the first wheelset transmission and is passed on from the first wheelset transmission to the second wheelset transmission. The first gear set is referred to as the master gear set and the second gear set as the slave gear set. Since the drive torque in the first wheelset gear is divided between the first wheelset shaft and the second wheelset shaft, the first wheelset gear also has the function of a transfer case.

Tension is generated during driving in such drive arrangements because the rail wheel diameters on the first and second wheel set shafts are often of different sizes. Due to continuous wear on the rail wheels when driving, exactly the same rail wheel diameters cannot be maintained in practice. That means there are wheel circumference differences between the rail wheels of the first and the second wheel set shaft. A resulting torque in the drive train loads the components of the drive train and shortens their service life because wear increases, for example, in gearboxes and on the wheelset. As a result, such components must be designed to be more solid than would be necessary without the stresses. Furthermore, the tension described can lead to vibrations in the drive train, which are also noticeable for passengers and therefore reduce driving comfort.

It is therefore an object of the present invention to provide a drive arrangement for a rail vehicle in the described master-slave arrangement and a corresponding drive train, which enable low wear of the components and thus a long service life and a high level of driving comfort.

This object is achieved by a drive arrangement according to claim 1 and by a drive train according to claim 9. Advantageous embodiments of the invention are specified in the dependent claims.

A drive arrangement for a rail vehicle is proposed. The drive arrangement comprises a first wheelset transmission, which is assigned to a first wheelset shaft, and a second wheelset transmission, which is assigned to a second wheelset shaft. The assigned rail wheels are fastened to the wheelset shafts of the rail vehicle. A wheelset gear is arranged directly on the wheelset shaft, so that the wheelset shaft extends partially through a housing of the wheelset gear.

In the proposed drive arrangement, a drive torque for driving the first and the second wheelset shaft is guided by the first wheelset transmission. In other words, the power flow for driving the first and second axles is passed through the first axles. This drive arrangement is therefore a master-slave arrangement described at the beginning, in which an output shaft of the first gear set is connected or connectable to an input shaft of the second gear set.

To solve the present problem, it is now provided that a switchable clutch is arranged in the power flow between the first gear set and the second gear set, which clutch can be controlled by an electronic control unit. This also includes an arrangement of the switchable clutch directly on one of the two gear sets or even in a housing of one of the two gear sets. It is essential that the power flow can be separated between the first and second wheelset shafts using the switchable clutch. In the context of the present invention, the switchable clutch can therefore be integrated in the first or second gear set or arranged as a separate structural unit between the two gear sets.

With a drive arrangement of this type, the second wheelset shaft can thus be decoupled from the drive, so that only the first wheelset shaft is then connected to a drive motor in a drive-effective manner. Such a drive arrangement enables driving operation in which only the first wheelset shaft is driven, as a result of which the tensions described at the outset are excluded. The two-axis drive can be switched on in those operating phases in which a high drive power has to be transmitted from the rail wheels to the rail, for example when the rail vehicle starts off. In such operating phases, the drive via the first and second wheel set shafts is required in order to avoid skidding, that is, slipping of the rail wheels on the rail. In other operating phases, on the other hand, the drive via the first wheelset shaft is sufficient to transmit the drive power without skidding on the rail. The switchable clutch can now remain open in these other operating phases. When the switchable clutch is open, the disadvantageous tension in the drive train cannot arise. Tensions that have already built up can be released. As a result, the components of the drive arrangement can be designed and built significantly smaller, lighter and more cost-effectively. In particular in the area of the unsprung masses of the drive train, a lighter one is made Construction noticeably noticeable due to an improved vibration behavior and less shocks and vibrations. This increases driving comfort.

Controllable means that the electronic control unit is connected to an actuator of the switchable clutch, and that the clutch can be opened and / or closed by means of the actuator. Such an actuator can, for example, only open or close the clutch, while the opposite process is effected by a spring force. The switchable clutch can be activated fully automatically by means of the electronic control unit, for example depending on the parameters mentioned below, so that the train driver is not burdened in any way and incorrect operations can be excluded.

The switchable coupling is preferably designed as a form-fitting coupling, in particular as a claw coupling. With a positive coupling, a 100% slip-free transmission of the drive torque can be ensured. Claw clutches have also proven to be robust and reliable components in drive trains and, for example, require less mass and installation space to transmit the same torque compared to friction clutches. In addition, positive clutches require less maintenance than friction clutches.

With regard to the mentioned operating phases, in which the switchable clutch is closed or opened, it can be provided that the switchable clutch is closed when it is at a standstill. A current value of a driving speed is provided in the electronic control unit and the electronic control unit is set up in such a way that it opens the switchable clutch as soon as a speed limit value is exceeded. The current value of the driving speed supplied to the control device at regular intervals can be compared in the control device with the speed limit value stored there. The switchable clutch is then activated depending on the result of the comparison.

Accordingly, the switchable clutch is closed in a low speed range and as soon as a certain speed is reached, the clutch is opened. The low speed range can correspond to a start-up range, so that the rail vehicle is accelerated when starting from a standstill using both driven wheelset shafts. In this operating phase, high traction is required due to the acceleration to prevent skidding.

Since different rail wheel diameters cause no or only slight tension when driving in the low speed range and the significantly greater proportion of time is driven with the clutch open in higher speed ranges, the achievable advantages of the lighter design and lower vibrations are considerable.

Such a drive arrangement enables improved driving operation with relatively little effort, because data about the current driving speed is available in conventional control devices of a rail vehicle drive anyway and therefore no additional electronic components are required to implement the invention. For example, a transmission control unit or an engine control unit, which is required anyway, can also be used to also control the switchable clutch. In a control device of this type, the information about the current driving speed or the corresponding speed information is generally present anyway, so that no additional sensors or measuring devices are required to record the driving speed.

A current value can be a physical quantity detected by a sensor, for example a rotational speed, the current value being newly acquired at predetermined intervals and being supplied to the electronic control unit. The intervals can depend on a clock cycle of the respective electronic control device and usually comprise a few milliseconds, for example 50 milliseconds.

Instead of or in addition to the activation of the switchable clutch depending on the driving speed, the activation can also depend on a drive load be made. Accordingly, it can be provided that a current value of the drive load is present in the electronic control unit and that the electronic control unit is set up in such a way that it closes the switchable clutch as soon as a load limit value is exceeded. Common gearbox control units already include so-called load detection. So there is already a current value of the applied drive load in such a transmission control unit. This value can now also be used to control the switchable clutch.

If both the driving speed and the drive load are taken into account, the clutch can be opened after starting when the speed limit is exceeded and then closed again when the load limit is exceeded. This can happen, for example, as part of a further acceleration. With such a control of the switchable clutch, it can be achieved that the rail vehicle is driven with two axles or wheelset shafts when required and in all other operating phases only with one axle or wheelset shaft. Depending on the type of actuation of the switchable clutch used in each case, it can technically be a control or a regulation, or a mixture of the two.

As a further parameter, the position of a drive lever can also be used to control the switchable clutch. The driving lever position corresponds to a speed requested by the train driver, in other words a target speed. In this case, it is provided that the electronic control device has a current control value for the drive lever position and that the electronic control device is set up so that it controls the switchable clutch as a function of the current control value.

As an alternative or in addition to the parameters mentioned, the switchable clutch can also be activated as a function of further parameters. Information such as whether a motor brake and / or an auxiliary brake device (for example a retarder) is active is suitable as a further parameter. Accordingly, it can be provided that a current braking value in the electronic control unit Engine brake device or an auxiliary brake device, in particular a retarder, is present, and the electronic control unit is set up in such a way that it controls the switchable clutch as a function of the current braking value.

A suitable electronic control device for the present invention comprises at least one processor (CPU) or microcontroller, suitable storage means and programmable hardware elements. Furthermore, at least one corresponding software, i.e. installed a computer program that causes the described control of the switchable clutch. The electronic control unit can be connected to sensors and to other control units or subsystems of the rail vehicle in order to exchange or share required data and / or program sequences. For this purpose, interfaces on the electronic control device and data communication connections can be provided, for example in the form of a data network or at least one data bus system. For example, one or more CAN bus systems can be provided, which are at least also used to implement the present invention. Networking the switchable coupling by means of a data bus system or data network enables bidirectional communication, in which the switchable coupling can send an actual status, for example, and other control devices or subsystems of the rail vehicle can request a change in the status, if necessary.

According to a preferred embodiment, the electronic control unit can be connected to an anti-skid device. Various anti-skid devices have been known which are suitable for preventing driven rail wheels from slipping on the rail.

By means of the connection to the anti-skid device, it can now be provided that the electronic control device is set up so that it closes the switchable clutch when it receives a signal from the anti-skid device that indicates impending or already detected skidding on one of the rail wheels of the first wheelset shaft , In this way, the drive via the first and the second wheel set shaft can also be closed by closing the clutch the higher speed ranges in which the switchable clutch is actually opened as soon as skidding threatens or has already been recognized. This can at least significantly reduce skidding, which in turn prevents vibrations and reduces wear on the rail wheels and rails.

Finally, the invention also includes a drive train of a rail vehicle with a drive arrangement as described above. Such a drive train preferably comprises a drive machine and a gear change transmission, the electronic control device being a control device assigned to the gear change transmission.

Existing drive trains can also be easily retrofitted with the present invention by installing a switchable clutch between the first and the second gear set and controlling it by an electronic control device set up for this purpose.

Fig. 1

Einen Antriebsstrang mit einer Antriebsanordnung für ein Schienenfahrzeug nach dem Stand der Technik und

Fig. 2

eine erfindungsgemäßen Antriebsstrang mit einer erfindungsgemäßen Antriebsanordnung für ein Schienenfahrzeug.

The invention is explained in more detail below with reference to the attached figures. Show it:

Fig. 1

A drive train with a drive arrangement for a rail vehicle according to the prior art and

Fig. 2

a drive train according to the invention with a drive arrangement according to the invention for a rail vehicle.

The in Fig. 1 The drive train 1 shown comprises a drive motor 4, which provides the drive power and can be designed, for example, as a diesel engine. The drive motor 4 is connected to a gear change transmission 2 via a cardan shaft 10. The gear change transmission 2 provides several transmission ratios and can be designed, for example, as an automatic transmission in planetary construction, as an automated transmission in countershaft construction or as a hydrodynamic transmission. An output shaft of the gear change transmission 2 is connected to a first gear set 6 via a further cardan shaft 5. The first wheelset gear 6 is arranged on a first wheelset shaft 11, so that the first wheelset shaft 11 extends through a housing 15 of the first wheelset gear 6. A rail wheel 13 is fastened to both outer end regions of the first wheelset shaft 11, which rolls on the rail 9 during driving operation and drives the rail vehicle on the rail 9. At the contact point between each driven rail wheel 13 and the rail 9 there is a risk of skidding, ie slipping.

The first wheelset gear 6 further comprises a turning unit 3 for reversing the direction of rotation, that is to say for reversing. Since the turning unit 3 is arranged in the power flow behind the gear change transmission 2, all gear stages are available in both directions of travel. So there are two equivalent directions of travel, which is usually necessary for rail vehicles. In other exemplary embodiments, however, the turning unit 3 can also be arranged at another location in the drive train, for example as a separate reversing gear or as a turning stage integrated in a gear change gear.

The first gear set 6 is connected to a second gear set 8 via a further propeller shaft 7. The second gear set 8 is arranged on a second gear set shaft 12, so that the second gear set shaft 12 extends through a housing 16 of the second gear set 8. A rail wheel 14 is fastened to both outer end regions of the second wheel set shaft 12, which rolls on the rail 9 during driving operation and drives the rail vehicle on the rail 9.

In this drive arrangement according to the prior art, the tensions explained at the outset arise due to different rail wheel diameters and due to the rigid coupling between the first wheelset gear 6 and the second wheelset gear 8 by means of the cardan shaft 7. In order to withstand these tensions, the components of this drive arrangement are proportional tall and heavily trained. In contrast, the components of the drive arrangement according to the invention described below according to the Fig. 2 be made lighter, which has a particularly advantageous effect in the area of the unsprung masses of the rail vehicle.

The in Fig. 2 The illustrated drive train has a drive arrangement 20 according to the invention for a rail vehicle with the switchable clutch 25. This drive train also comprises a drive machine 4, preferably a diesel engine, and a gear change transmission 2, both of which are arranged in the power flow in front of the drive arrangement 20 and are connected to the latter via a cardan shaft 5. In the powertrain Fig. 2 the drive machine 4 and the gear change transmission 2 are directly connected to one another, so that in this arrangement no additional propeller shaft between the drive machine 4 and the gear change transmission 2 is required.

The drive arrangement 20 comprises a first wheelset gear 21 which is assigned to a first wheelset shaft 22 and a second wheelset gear 23 which is assigned to a second wheelset shaft 24. The first gear set 21 can be connected on the drive side to a drive motor, not shown. The first gear set 21 is connected via a connecting shaft 26 to an input side of a switchable clutch 25. The output side of the switchable clutch 25 is connected to the second gear set shaft 24 via the second gear set 23. The switchable clutch 25 is arranged directly on the second gear set 23. In the present exemplary embodiment, the switchable clutch 25 is arranged in a common housing with the second gear set 23.

When the switchable clutch 25 is closed, a drive torque is passed through the first gear set 21 and divided in the first gear set 21 and used to drive the first and second gear set shafts 22, 24. When the switchable clutch 25 is open, the entire drive torque available in the first wheelset gear 21 is directed to the first wheelset shaft 22.

The switchable clutch 25 is designed here as a positive clutch. The switchable clutch 25 can be controlled by an electronic control unit 26. For this purpose, the switchable clutch 25, in particular its actuator for opening and closing the clutch, is connected to the electronic control unit 27 in a signal-transmitting manner via a connection 28.

In addition to a processor 29, the electronic control unit 27 has the memory areas 30 and 31. In a first memory area 30, current values, i.e. Measured values are saved, which are continuously overwritten on the basis of regularly recorded measured values. In the present case, these are a current speed value 32, which corresponds to a measured driving speed of the rail vehicle, a current load value 33, which corresponds to a measured drive load, and a current actuating value 34, which corresponds to a detected driving lever position. The control unit 27 can also provide further measured values that are stored in the first memory area 30. In conventional rail vehicles, the measured values mentioned are anyway detected by sensors and transmitted to control devices and / or control devices.

Defined limit values are stored in a second memory area 31. In the present exemplary embodiment, these are a speed limit value 35, a load limit value 36 and a difference limit value 37. The two storage areas 30 and 31 mentioned can be physically arranged in or on a common storage medium.

The electronic control unit 27 also includes software or programs that are set up so that the switchable clutch 25 is opened as soon as the speed limit value 35 is exceeded. For this purpose, the measured current speed value 32 is compared with the stored speed limit value 35. The comparison can be made, for example, by forming a difference value. A speed-dependent control of the clutch represents a simple control that can be implemented with little additional effort.

Furthermore, the switchable clutch 25 can also be controlled with the aid of a map that is stored, for example, in the second memory area 31 of the electronic control unit 27. Such a map can have speed values as well as other input parameters such as load, driver request, activated engine or auxiliary brake.

The current drive load can be taken into account in the electronic control unit 27 to control the switchable clutch 25. For this purpose, the measured current load value 33 is compared with the stored load limit value 36. When the stored load limit value 36 is exceeded, the switchable clutch 25 is closed, so that both wheelset shafts 22 and 24 are driven in order to avoid skidding. This means that the switchable clutch 25 can be closed even at driving speeds higher than the speed limit value 35.

The electronic control unit 27 and the software running therein can be set up in such a way that the switchable clutch 25 is also controlled as a function of a current manipulated variable 34. As explained above, the current control value 34 of the driving lever position represents the target speed requested by the vehicle driver. With the aid of the processor 29, a difference value between the target speed and the measured current speed value 32 can now be calculated. This calculated difference value is compared with the difference limit value 37. As soon as the calculated difference value exceeds the difference limit value 37, the switchable clutch 25 is closed. If there is a large difference between the requested target speed and the current speed value 32, the drive motor will provide a high drive power in order to adjust the current speed to the target speed as soon as possible. In order to implement this high drive power without skidding on the rail, the drive with closed, switchable clutch on both wheelset shafts 22 and 24 is advantageous.

In addition to the current values mentioned and permanently stored limit values, other parameters, values, data and programs can be stored in the electronic control unit 27. This is particularly the case when the electronic control unit 27 is a higher-level or central control unit with whose help other components of the rail vehicle are controlled or regulated.

The electronic control unit 27 is connected via a connection 39 to an anti-skid device 38 in a signal-transmitting manner. In this way it is possible that driving states are also taken into account when activating the switchable clutch 25, which are detected and controlled or regulated by the anti-skid device 38. In the present exemplary embodiment, the electronic control unit 27 is set up in such a way that it closes the switchable clutch 25 when it receives a signal from the anti-skid device 38 which indicates an impending or already existing skid on one of the rail wheels of the first wheelset shaft 22.

reference numeral

1

powertrain

2

Change gear

3

turning unit

4

drive motor

5

propeller shaft

6

first gear set

7

propeller shaft

8th

second gear set

9

rail

10

propeller shaft

11

first wheelset shaft

12

second wheelset shaft

13

A rail

14

A rail

15

casing

16

casing

20

drive arrangement

21

first gear set

22

first wheelset shaft

23

second gear set

24

second wheelset shaft

25

switchable clutch

26

connecting shaft

27

electronic control unit

28

connection

29

processor

30

first memory area

31

second memory area

32

current speed value

33

current load value

34

current manipulated variable

35

speed limit

36

load limit

37

difference threshold

38

Skid device

39

connection

Claims (10)

1. Drive arrangement for a rail vehicle having a first wheelset gear mechanism (21) which is assigned to a first wheelset shaft (22), and having a second wheelset gear mechanism (23) which is assigned to a second wheelset shaft (24), a drive torque for driving the first and the second wheelset shaft (22, 24) being conducted through the first wheelset gear mechanism (21), characterized in that a switchable clutch (25) which can be actuated by way of an electronic control unit (27) is arranged in the power flow between the first wheelset gear mechanism (21) and the second wheelset gear mechanism (23).
2. Drive arrangement according to Claim 1, characterized in that the switchable clutch (25) is configured as a positively locking clutch.
3. Drive arrangement according to Claim 1 or 2, characterized in that there is a current speed value of a travelling speed in the electronic control unit (27), and in that the electronic control unit (27) is set up in such a way that it opens the switchable clutch (25) as soon as a speed limit value is exceeded.
4. Drive arrangement according to one of the preceding claims, characterized in that there is a current load value of a drive load in the electronic control unit (27), and in that the electronic control unit (27) is set up in such a way that it closes the switchable clutch (25) as soon as the current load value exceeds a load limit value.
5. Drive arrangement according to one of the preceding claims, characterized in that there is a current actuating value of a control lever position in the electronic control unit (27), and in that the electronic control unit (27) is set up in such a way that it actuates the switchable clutch (25) in a manner which is dependent on the current actuating value of the control lever position.
6. Drive arrangement according to one of the preceding claims, characterized in that there is a current braking value of an engine braking device or an auxiliary braking device, in particular a retarder, in the electronic control unit (27), and in that the electronic control unit (27) is set up in such a way that it actuates the switchable clutch (25) in a manner which is dependent on the current braking value.
7. Drive arrangement according to one of the preceding claims, characterized in that the electronic control unit (27) is connected to other subsystems of the rail vehicle, in particular to an anti-skid device (38).
8. Drive arrangement according to Claim 7, characterized in that the electronic control unit (27) is set up in such a way that it closes the switchable clutch (25) when it receives a signal from the anti-skid device (38), which signal indicates imminent skidding or skidding which has already been detected at one of the rail wheels of the first wheelset axle (22).
9. Drive train of a rail vehicle, characterized by a drive arrangement (20) according to one of the preceding claims.
10. Drive train according to Claim 9, comprising a drive unit, a change-speed gearbox (2) and the drive arrangement (20), characterized in that the electronic control unit (27) is a control unit which is assigned to the change-speed gearbox (2).

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