TRACTION TRANSMISSION

Abstract

A traction transmission for purposes of transmitting the rotation of an input drive shaft to a rail wheel which is connected in a rotationally fixed manner to an output drive shaft, has at least two transmission stages, in each case having at least one small gear or pinion, and at least one large gear, and has a transmission housing with bearings for the input drive shaft and the output drive shaft, and has transmission oil arranged in the transmission housing, wherein in the position of use the input drive shaft is arranged below the output drive shaft. The transmission housing has an attachment element for purposes of a pivotable arrangement about an axis parallel to the axis of rotation of the input drive shaft and output drive shaft.

Claims

1-14. (canceled)

15. A traction transmission (1) for purposes of transmitting the rotation of an input drive shaft (2) to a rail wheel which is connected in a rotationally fixed manner to an output drive shaft (3), with at least two transmission stages (4), in each case having at least one small gear (5) or pinion, and at least one large gear (6), and with a transmission housing (7) with bearings (8, 9) for the input drive shaft (2) and the output drive shaft (3), and with transmission oil (G) arranged in the transmission housing (7), wherein the input drive shaft (2) is sealed off from the transmission housing (7) by means of a labyrinth seal (14), and the output drive shaft (3) is sealed off from the transmission housing (7) by means of a labyrinth seal (17), and in the position of use the input drive shaft (2) is arranged below the output drive shaft (3), a separate oil sump (12) is arranged below each large gear (6) of each transmission stage (4), and a feeder disc (13), for purposes of feeding the transmission oil (G) from the oil sump (12) of the first transmission stage (4), is connected in a rotationally fixed manner to, or integrated with, the large gear (6), or an intermediate gear (6′), of the first transmission stage (4), and at least one suction line (16) is arranged in the region of the feeder disc (13), which opens out in the region of the labyrinth seal (14) of the input drive shaft (2), and wherein the transmission housing (7) has an attachment element (24) for purposes of a pivotable arrangement about an axis (Q) parallel to the axis of rotation of the input drive shaft (2) and output drive shaft (3).

16. The traction transmission (1) according to claim 15, wherein the input drive shaft (2) is arranged a vertical distance (d) of between 50 mm and 200 mm, in particular of between 120 mm and 140 mm, below the output drive shaft (3).

17. The traction transmission (1) according to claim 15, wherein, the transmission housing (7) is formed by at least two housing parts (10, 11).

18. The traction transmission (1) according to claim 15, wherein the height (h.sub.1) of the transmission housing (7) in the region of the input drive shaft (2) is less than the height (h.sub.2) of the transmission housing (7) in the region of the output drive shaft (3), in particular 30% to 70% less.

19. The traction transmission (1) according to claim 15, wherein contacting sealing elements (15) are arranged, in addition to the labyrinth seal (14) of the input drive shaft (2), and/or the labyrinth seal (17) of the output drive shaft.

20. The traction transmission (1) according to claim 15, wherein a coupling (18), in particular a compensating coupling, for example a curved-tooth coupling, is arranged on the input drive shaft (2).

21. The traction transmission (1) according to claim 15, wherein at least one closable inlet (19) and at least one closable outlet (20) for the transmission oil (G) are arranged on the transmission housing (7).

22. The traction transmission (1) according to claim 15, wherein at least one sight glass (21) for purposes of checking the level of the transmission oil (G), and at least one vent opening (22), are arranged on the transmission housing (7).

23. The traction transmission (1) according to claim 15, wherein throw-off surfaces (25) are arranged on the transmission housing (7) for purposes of throwing the transmission oil (G) off in the direction of the higher drive shaft (3).

24. The traction transmission (1) according to claim 15, wherein catching pockets (23) are provided on the inner face of the transmission housing (7) for purposes of catching and onward direction of the transmission oil (G).

Description

[0026] The present invention will be explained in more detail with reference to the accompanying drawings. Here:

[0027] FIG. 1 shows a schematic view of a form of embodiment of a traction transmission for purposes of transmitting the rotation of an input drive shaft to an output drive shaft;

[0028] FIG. 2 shows another schematic view of a further form of embodiment of a traction transmission with an attachment element for purposes of a pivotable arrangement;

[0029] FIG. 3 shows a sectional view through a form of embodiment of a traction transmission along a line of cut III-III of FIG. 1, passing through the input drive shaft and output drive shaft;

[0030] FIG. 4 shows a sectional view through the traction transmission along a line of cut IV-IV from FIG. 3;

[0031] FIG. 5 shows a sectional view through the traction transmission along the input drive shaft along the line of cut V-V as in FIG. 3;

[0032] FIG. 6 shows a vertical section through the transmission housing of a further form of embodiment of the traction transmission;

[0033] FIG. 7 shows a vertical section through a transmission housing of a further form of embodiment of a traction transmission; and

[0034] FIG. 8 shows a sectional view of a further form of embodiment of a traction transmission in the region of the input drive shaft.

[0035] FIG. 1 shows a schematic view of a form of embodiment of a traction transmission 1 for purposes of transmitting the rotation of an input drive shaft 2 to a rail wheel of a rail vehicle, in particular a low-floor rail vehicle, which is connected in a rotationally fixed manner to an output drive shaft 3 (not shown). The traction transmission 1 has at least two transmission stages 4 (see FIG. 3). The traction transmission 1 is surrounded by a transmission housing 7, which is formed by at least two housing parts 10, 11. One housing part 10 can be formed by an upper housing part, and another housing part 11 can be formed by the oil pan. Preferably, at least one inlet 19 for the transmission oil G, and at least one vent opening 22, are arranged in the transmission housing 7, through which air can escape or be drawn in when the air inside the transmission housing 7 expands or compresses due to temperature. The at least one vent opening 22 can be covered with a suitable cap to prevent dirt from entering the interior of the transmission housing 7.

[0036] The traction transmission 1 is designed in such a way that, in the position of use of the traction transmission 1, the input drive shaft 2 is arranged below the output drive shaft 3. The lower-lying input drive shaft 2 of the traction transmission 1 is connected to a correspondingly lower-lying drive motor (not shown), as a result of which the floor of a rail vehicle can be arranged even lower in the region of the bogie and thus, in particular in the case of a step-less or barrier-free passenger compartment, a low boarding height is achieved, which allows passengers to get on and off easily. This is particularly advantageous for 100% low-floor rail vehicles.

[0037] The height h.sub.1 of the transmission housing 7 in the region of the input drive shaft 2 is preferably 30% to 70% less than the height h.sub.2 of the transmission housing 7 in the region of the output drive shaft 3. The vertical distance d between the input drive shaft 2 and output drive shaft 3 is preferably 50 to 200 mm, in particular 120 to 140 mm.

[0038] As can be seen from the form of embodiment of a traction transmission 1 according to FIG. 2, at least one outlet 20 for the transmission oil G, and at least one sight glass 21 for purposes of checking the level of the transmission oil G, are preferably also arranged at a suitable location on the transmission housing 7.

[0039] In the form of embodiment of the transmission housing 7 according to FIG. 2, an attachment element 24 is furthermore provided for the pivotable attachment of the traction transmission 1 about an axis Q parallel to the axis of rotation of the input drive shaft 2 and output drive shaft 3. By means of such a pivotable attachment of the traction transmission 1, that is to say, the transmission housing 7, the change in the ground clearance due to the wear of a rail wheel of a rail vehicle connected to the output drive shaft 3 can be compensated for to a certain extent by appropriate tracking of the traction transmission 1.

[0040] FIG. 3 shows a section through a form of embodiment of a traction transmission 1 along the line of cut III-III from FIG. 1, which line runs through the input drive shaft 2 and the output drive shaft 3. The traction transmission 1 comprises two transmission stages 4, each with at least one small gear 5 or pinion, and at least one large gear 6, wherein an additional intermediate gear 6′ is also installed in the first transmission stage 4. The traction transmission 1 therefore has, for example, five gears 5, 6, 6′, which undertake the reduction, in particular of a very rapidly rotating drive motor, to a suitable rotational speed of a rail wheel of a rail vehicle. In the transmission housing 7 are arranged bearings 8 for the input drive shaft 2, bearings 9 for the output drive shaft 3, and possibly further bearings for shafts of the intermediate transmission stages 4. The input drive shaft 2 can be connected to a drive motor (not shown) by means of a coupling 18. The output drive shaft 3 is connected, for example, to a rail wheel (not shown) of a rail vehicle. The traction transmission 1 is designed in such a way that, when the input drive shaft 2 rotates, the transmission oil G also reaches the higher regions within the transmission housing 7 and lubrication of the bearings is ensured, but leakage of the transmission oil G from the transmission housing 7 is prevented as far as possible. For this purpose, the input drive shaft 2 is sealed from the transmission housing 7 by a labyrinth seal 14 (see FIG. 5), and the output drive shaft 2 is sealed from the transmission housing 7 by a labyrinth seal 17. The bearings 8, 9 can, for example, be formed by appropriate roller bearings.

[0041] FIG. 4 shows a vertical section through a form of embodiment of a traction transmission 1 along the line of cut IV-IV from FIG. 3. In this case, a feeder disc 13 is connected in a rotationally fixed manner to the intermediate gear 6′, preferably on the first transmission stage 4, by means of which feeder disc 13 the transmission oil G is transported from the oil sump 12 to the higher locations. In the region of the feeder disc 13 at least one suction line 16 can be arranged, which preferably opens out in the region of the labyrinth seal 14 of the input drive shaft 2 (see FIG. 5). By means of the at least one suction line 16, a suction of the transmission oil G from the region of the labyrinth seal 14 of the input drive shaft 2 is achieved, and any escape of transmission oil G from the transmission housing 7 is thereby prevented.

[0042] FIG. 5 shows a vertical section through the traction transmission 1 in the region of the input drive shaft 2 along the line of cut V-V from FIG. 3. Here, the labyrinth seal 14 for purposes of sealing the input drive shaft 2 with respect to the transmission housing 7 is shown. In principle, further sealing elements 15 can be arranged to prevent the escape of transmission oil G from the interior of the transmission housing 7 in the region of the input drive shaft 2.

[0043] FIG. 6 shows a section through a transmission housing 7 of a further form of embodiment of a traction transmission 1, wherein catching pockets 23 are arranged in one of the housing parts 10, 11 of the transmission housing 7, which catching pockets 23 are provided for purposes of catching and onward direction of the transmission oil G. The catching pockets 23 are preferably integrally manufactured with the transmission housing 7 and, like the transmission housing 7 itself, are accordingly suitably shaped such that the transmission oil G can be transported to the desired regions within the transmission housing 7. As an alternative to the integral manufacture of the catching pockets 23 with the transmission housing 7, the catching pockets 23 can also be joined, for example screwed, to the transmission housing 7. By a suitable design of separate oil sumps 12, a different level of transmission oil G can be achieved in the individual oil sumps 12. By this means, the amount of transmission oil G in circulation can be influenced in such a way as to ensure sufficient oil feed to the bearings and into the meshing of the gears of the transmission 1, while at the same time minimising splash losses.

[0044] FIG. 7 shows a further sectional view through the transmission housing 7, wherein throw-off surfaces 25 are arranged in the transmission housing 7 and are preferably manufactured integrally with the latter, by means of which surfaces the throw-off of the transmission oil G is supported during rotation of the feeder disc 13, and thus the transport of the transmission oil G to higher regions within the transmission housing 7 is supported. As an alternative to the integral manufacture of the throw-off surfaces 25 with the transmission housing 7, the throw-off surfaces 25 can also be joined, for example screwed, to the transmission housing 7.

[0045] Finally, FIG. 8 shows a detailed view through a form of embodiment of the traction transmission 1 in the region of the input drive shaft 2, wherein the labyrinth seal 14 for purposes of sealing the input drive shaft 2 with respect to the transmission housing 7 is shown. By way of suction lines 16 in the region of the input drive shaft 2, the transmission oil G is drawn off by way of the feeder disc 13. As already mentioned with respect to FIG. 3, the input drive shaft 2 is preferably connected to a drive motor (not shown) by means of a coupling 18, in particular a compensating coupling, for example a curved-tooth coupling. In addition to primary spring deflections, the coupling 18 also suitably compensates for the displacements that occur due to the compensation for the wear of a rail wheel.