TRANSMISSION, PARTICULARLY FOR A RAILWAY MOTOR VEHICLE FOR OPERATION WITH A CHOICE OF MIXED ARTIFICIAL AND NATURAL ADHICE, OR FOR OPERATION WITH NATURAL ADHICE ONLY, WITH A BRANCHING MECHANISM.

Description

DESCRIPTION of the industrial invention from the title! '«TRASMISSION, ESPECIALLY FOR A FERRY ENGINE 3VIARIA FOR A CHOICE OPERATION WITH MIL-STD GRIP i STA, ARTIFICIAL AND NATURAL, OR FOR NATURAL ADHESION OPERATION ONLY, WITH A BRANCHING MECHANISM Ideila SCHWEIZERISCHE LOKOMOTIV-UND MASCHINENFABRIK, of Swiss nationality, with headquarters in.Winterthur (Switzerland) designated inventor! Bruno Meier. -^' 30,1982 22199 A / 82 Filed on: SUMMARY The transmission features a branching mechanism (10), which allows in particular the distribution Variable speed solution with distribution The constant torque ne. Through the mechanism of ì branch (10) are connected three transmission branches alone, consisting of a drive shaft (18) and two gear mechanisms (68,74,76,78;54,58,60), each gear mechanism (68,74,76,?8;54,58) being assigned to a separate driven shaft (88ì64), V ta at a time to at least two parts of the rotating mechanism ί ti (26;30,32), belonging to different transmission branches (18,68,74,76,78;54,58,60), at least one other respectively differential branching mechanism is assigned (28,36). A part of the mechanisms 0.60) ol— The second valve (42) of the latter is connected to a speed limiter (40,114) and / or to a speed control device (144,166), Y ' ì ' ' DESCRIPTION TEXT V pì |^ The invention concerns a transmission, especially for a railway engine, for operation with mixed artificial and natural adhesion, or for operation only with natural adhesion, with a branch mechanism, which for 4M* provides a distribution of the number of revolutions with constant torque distribution and with three transmission branches, connected to each other by the branch mechanism and consisting of a driving shaft and two transmission mechanisms, each of which is assigned a separate driven shaft. This transmission mechanism is based on devices of the most diverse types, for example in vehicles, in transport devices, etc., a variable peripheral speed difference (sliding) must be granted to the two driven rollers, driven cylinders, driven wheels, etc. . Such a transmission has been disclosed for example in German patent application No. 2,940,550 in relation to a railway tractor for operation under natural adhesion and with a low adhesion. In this case, the transmission connection consists of a three-wheel drive and ordinary wheels with In natural adhesion, at least one device is provided to lock the direction of rotation. In this way, it is possible that, for example, the ordinary wheel, which usually runs, at least in the case of a coaxial arrangement, with the same peripheral speed as the [ Drive toothed wheel, but at a lower rpm! of the latter, for example in the fractional operation a certain increase in peripheral speed is allowed with respect to the driving gear, ί i until at a certain point in the transmission I ί I ί · ί two revolution numbers are equal, or a number of - i ι girl is zero, thus reducing the difference between: ι ί ι the numbers of turns, normally existing in the two cases ί ί I at the above-mentioned point of transmission to the zero value. THE As soon as this value is reached, the locking means come into operation, preventing any further variation of the difference between the speeds. ordinary wheel with natural grip is now coupled rigidly respectively by engagement of ! ί .profiles conjugated with the driving gear wheel by means of locking means and presents, compared to the i The gear wheels, a predetermined maximum slip. As soon as the friction conditions between the wheel order· -4i.ir GG HO ì « -Ί ìW >V “· In IL 1>, the rotation speed and rotation speed are normal again, the locking means allow a completely automatic restoration of the previous difference between the rotation speeds;·' ..... .......„ operation with braking the sine-opposing conditions are the same. For this case the locking means are adjusted! ! sides in nest -that the ordinary wheel is allowed ' ί ; A certain reduction in peripheral speed 'compared to 1 ! to the gear wheel. ' rm ' 5* 5' '· ί t This transmission, however, has the drawback that locking means must be provided. ·{· ι ! separate for the two types of operation traction is | braking / and that measures must also be taken to switch these locking means. : ι in the case of reversing the direction of travel. Finally, vary the range of rotation speeds of the vehicles t locking, for example Optimize the sliding ί maximum, it is linked to a high cost. ί , · ! Keeping this situation in mind, the problem underlying the invention is to improve the above-mentioned transmission in such a way as to allow, with a relatively simple and space-saving construction, an optimal flow every time, independently of the type of operation, for example in the case of vehicles in relation to traction. -5«ΓΠϋΚΪ BUFO 1'G.G'GG λ ' / γ'· 11 G4GSANDKO ΛίΝί ο braking or in relation to the direction of travel. ί | .For example, in the case of transport equipment, optimal sliding must be ensured regardless of the direction of transport. The solution to this problem is characterized by the fact that at least two parts of the rotating mechanism, belonging to different branches, are involved. jdi transmission is assigned at least one other mechanism or branching mechanism respectively differential and that a rotating mechanism part of the latter is connected to a speed limiter and / or to a speed control device* In this way it can be achieved that at a certain point In order to achieve optimal sliding between the two driven rollers, the driven wheels, the rotating mechanism part, only a certain rotational speed (positive, negative, or zero) corresponds. This is prevented by a speed limiter or a control device for the rotational speed known per se. I ' •you go above or below this number of revolutions, and therefore each time above or below the permissible slip. With the rpm control device you can vary at will each time the permissible range, within which the slip can move freely during operation of the mechanism. -6i»r 'CiG '4 » •Vi 1 ά.ο / ί f\'L command amo. Therefore the permissible slip range can be optimized currently in relation to: ι variable friction conditions on the wheel or on the road, to the friction conditions in the case of The materials to be transported, to the cylinders,' ecO !. < ! ' 1 According to a particularly advantageous execution Ϊ i of the invention, to the rotating mechanism part can ι ; I l· f ι be assigned, in addition to the rev limiter? and / or the rev control device, a locking device (locking device of the I rotation); In this way it is possible to obtain the avoidance in In the known way, for example on the railway vehicle shown above, a drive of the driving gear is not necessary in the case of natural adhesion operation. jrale on sections without dentures. ---1--.- ι ,i, > , An oil pump with a flow control valve can be used as a speed limiter. This means that a separate shut-off device can be dispensed with, as the oil pump can be blocked. catalyzed in a known manner by means of a multi-way valve. the A generator with overvoltage shunt can also be used as a speed limiter. THE In this way, the advantage can be achieved that the braking energy produced can be electrically recovered and, for example, stored. 1 / ** l'rnwv KcfjiGD fiiiiivefff IHU AWTÀNPBCp ZINI An electric motor can also be used as a speed limiter, which can be switched between motor and generator operation. This makes it possible to prevent slippage below a certain value, since a corresponding reduction in the rotational speed of the rotating mechanism produces an opposing torque when switching to motor operation. In addition to this, a hydrodynamic or centrifugal brake can also be used as a speed limiter. This allows for a particularly compact mechanical device to be obtained. A brake and / or a motor with a speed sensor can be used to control the rotational speed of the rotating mechanism, whose output signal is fed to a control device connected to the brake and / or motor. This arrangement offers the advantage of a particularly flexible arrangement, as the desired maximum or minimum slip range can be adjusted at any time. Finally, different rotational speed ranges for the rotating mechanism part can be stored in the control unit. In particular, these are used to actuate the brake and / or the motor. -8 J·· '' Ar' ; > Λ1ΝΙ This gives the possibility of adapting the flow field to different conditions in which it has to operate, such as for example variations in the diameters. of the wheels or cylinders, etc. j S The invention called ( ; ! j oilily based on some examples of execution with the help of the drawings! and precisely ί j. ι ' ' i figure 1 shows a first example of execution t of a transmission according to the invention in relation to a railway vehicle for operation with natural adhesion and / or artificial adhesion, in longitudinal section; . ! ί 1 ! Figure 2 shows a detailed representation of the speed limiter according to Figure 1 ; ! , figure 3 shows a second example of execution in relation to a vehicle on pneumatic tires, with an i: the other speed limiter, in longitudinal section; figure 4 shows a third example of execution 'in relation to a two-axle bogie of a locomotive, with a device for controlling the number of revolutions, in longitudinal section; ! Figure 5 shows a fourth example of execution in relation to a tandem rolling mill, with another device for controlling the number of girls, also in longitudinal section. 5 -9WXU'iu 1 IVÌGUìal BREWn WG iMr^SS&NMXO SUN* An epicyclic gear train 10 (figure 1), serving the from branching mechanism, has a flat 3 hetary wheel 12, which is keyed without possibility of relative rotation on the drive shaft 18, connected through a clutch 14 to the drive motor 16, and meshes via satellites 20, 22 in the internal teeth of a hollow wheel 24. To the drive shaft THE 18, also as part of rotating mechanism assigned ί : i to the drive motor, the planetary gear 26 of an ί is connected without the possibility of relative rotation another epicycloid gear train 28, whose satellites 30, the ! ί mesh with a hollow wheel 34, which drives the shaft 42 through the sprocket 36, connected to a speed limiter 40. The satellites 20, 22 respectively 30,32 are supported in turn on common axes 44, 46, ! connected by a common crosspiece 48, the shaft of which; ! is supported in the hollow shaft 52 and is connected without the possibility of relative rotation to a sprocket 54, which meshes via a toothed wheel 58, supported on a pin 56, with the toothed wheel 60, whose hollow hub 64, supported in the box 62, carries a driving toothed wheel 66 and is connected to this i without the possibility of relative rotation. | The sprocket 68 of the hollow wheel 24 meshes with 10ΰ 'ClCkììì'ù liti AA nat , !.. r iVi lì. b li ib ί te of the gear wheels 74, 76, supported on the pins 70, 72, with a gear wheel 78, which is Collettawithout possibility of rotation relative to the driving shaft 88, carrying the two ordinary gear wheels of natural adhesion 80, 82 and supported in the bearings 84, -1 86* 1 satellites 30, already with the lobe axes 44, 46 forimariò voiI [ ì at a time, one part of the rotating mechanism is assigned to the driving gear 66. By means of the gear 34, another number of revolutions is formed from the numbers of revolutions of the aforementioned 5 rotating parts, and the pins 56, 70, 72 are connected to each other by means of a crosspiece 90. The speed limiter 40 (figure 2) has a hydrostatic oil pump 92 having the same direction of rotation for both directions of rotation and has a current limiting valve 94, being the oil reservoir designated by 96. In the pipe; ì oil 98 is mounted'a two-way valve 100 (drawing symbols according to ISO 1219-1976 E / f) a For / example of operation of the transmission described Let us assume that the transmission ratios are designed so that with an engine having a number of revolutions per minute of 3000, the gear wheel I ί The [motor 66 rotates at 298 rpm and the wheels adhere to the ground! !natural speed 80, 82 rotate at 265 rpm, presenting Vh,;. Ó iKH .F ί AH O tK'c ÌiKrt Π Π ViNj'O' 'M ' ^--- 1 where the latter have a diameter of 1000 nm and the driving toothed wheel has a diameter of 890 nm. The peripheral speeds are equal in this case and correspond to the traveling speed (« 50 km / h). The planet gears 12, 26 have 81 or 54 teeth; the planet gears 22, 32 have 18 or 45 teeth; the hollow gears 34, 24 have 144 or 117 teeth; the sprocket 68 has 34 teeth, and the gear 78 has 79 teeth. The sprocket 56 has 2ύ teeth, and the gear 60 has 74 teeth. The hollow gear 34 has an external set of teeth with 160 teeth, and the sprocket 36 has 20 teeth. The sprocket rotational speed is -692 rpm, and the sprocket rotational speed is +818 rpm. The distribution of the tractive force is approximately 55% for the driving sprocket 66, and approximately 45% for the ordinary gears. The rotation speed of the hollow wheel 34 is 0 rpm. Therefore there is no no slippage between the gear wheel 66 and the wheels I ordinary 80, 82. if If in traction operation, the hollow wheels 80, 82, due to worsening friction conditions between wheel and rail, begin to slip, the hollow wheel 34 begins to rotate, soon coming to a stop. -12. iturifCC JUfeUlOivMfr ìMVLTM IN'U. Λϊ.ϊ.Bka,μγ -ìQ ( lJ.jj rotation via the sprocket 36 the shaft 42 with the oil pump 92 of the speed limiter 40. Crè| ' ' ' L· ι I - ' · ' > ' , ' 1 fi lì' decreasing the number of revolutions, the flow rate increases proportionally to the rotation speed. The flow limiting valve 94 is adjusted in such a way that the oil flow passes practically without losses -i ' - 1 ' ! ' ' ; * ί H - 1 I 1 - > b ' J up to a rotational speed of shaft 42 of approximately 63 rpm. The rotational speed of hollow gear '34 ami reaches 7.5 rpm, corresponding to a slip of approximately 3 km / h (6%). However, as soon as the rotational speed of shaft 42 increases! -in addition to the above value of 60 per minute, the flow of oil is opposed by the flow limiting valve 94 with a resistance, which translates into an increase in pressure in the pipe ι 19Θ and therefore to a couple (support moment) on the*· ...... '1 .....,·· the shaft 42. During braking operation, the conditions are similar, only the A reversal of the direction of rotation of the shaft 42:. : l The oil pump 92 of the speed limiter 40 pre Penta, regardless of the direction of rotation, it is same direction of oil flow, it being possible to design it, for example, as a piston pump with spring-loaded valves. The speed of shaft 42 can be locked at 0 by means of: . .7 Λ jfciBisAR: IfW A MEANDRO ΐ'ΪΛΙί diante adequate actuation of the two-way valve 100, with the liquid transport of the oil pump 92 being completely eliminated. If a particularly compact mechanical device is desired, a hydrodynamic brake or a brake is used as the speed limiter 40 instead of the described oil pump device; centrifugal pump of known construction. THE In the second embodiment (Figure 3), the gear wheel 60 is connected via a hollow hub 102 directly to a wheel 106, having a rubber tire 104 and supported by means of a shaft 108 in the bearing 86. The gear wheel 78 is connected to a corresponding wheel 112 via a shaft 110, supported in the bearing 84. In this case, a generator 116 serves as the speed limiter 114, which is coupled to the shaft 42 and which is connected via electrical conductors 118, 119 to an accumulator 120. A brake 122 is also mounted on the shaft 42. For an example of the operation of the transmission described last, let us assume, as in the previous example, that a maximum permissible value of slip, in this case between the wheels 106, 112, corresponds to a certain maximum number of gl-14mìGKS WiXG lOGWtttt BilVtbi ΪM7, a ι , . ;-;L|na;!·k. » i ί I ! ι ri of the shaft 42. For the entire time in which it is below this number of revolutions, the generator 116 produces an insignificant current and the rotation of the shaft 42 does not oppose any appreciable resistance. 1 However, as soon as the above-mentioned number of revolutions is reached, the generator produces the voltage! nominal 4 Exceeding this 1 Number of turns, an overvoltage is prevented by the fact that the current produced, remaining approximately equal to the number of turns, is supplied i ;to the accumulator 120. '11 number of revolutions of the shaft} can no longer increase and the slip between ι the wheels'106, 112 remain practically constant'. 1 ' «' ta In the Òtìso that the transmission shaft 42, 'for [ | example, must be completely blocked; per*e! ìexample nor! case of driving' of the vehicle off-road, l brake Ί22 is activated, so that shaft 42 is blocked in both directions of rotation. It is understood that the transmission described for ι The latter can also be sized so that a minimum permissible value of the slip corf fi is achieved: respond to a certain minimum number of revolutions of the shaft 42. In this case, instead of the generator 116,; •a motor is provided for the entire time in which the minimum permissible number of revolutions of shaft 42 is below, the motor does not oppose any appreciable resistance to the rotation of shaft 42. When the aforementioned minimum number of revolutions is exceeded, however, the motor is inserted, so that an opposing torque is produced, the number of revolutions remaining constant and it is not possible for the slip to decrease further. / In the third embodiment (Figure 4), the gear wheel 60, supported by a hollow hub 124 directly in the housing 126, is engaged, through a sprocket 130 supported on a pin 128, with a gear wheel 132, which is connected without relative rotation to the second drive shaft 142, supported in bearings 138, 140 and so on; given the two ordinary wheels 134, 136. The shaft 42 is connected to a revolution control device 144, which comprises a revolution sensor 146, mounted on the shaft 42, an electrically operated brake 148, and a control device 150, which is II is connected to the sensor 146 and the brake 148 via the signal lines 152, 154, ί II ì For an example of the operation of the transmission described last, let us once again assume ι ì ' ' ' |That at a given maximum absolute value admls» l 'hiss of slippage between the crankshafts 88, [ ί (142 corresponds to a specific number of absolute revolutions)<! .Allevivioro eìn> to maximum speed of the shaft 42. When this speed is reached, by means of a corresponding signal from the sensor 146 via the control unit l 150 such a brake actuation is caused THE 148, that the number of revolutions remains constant. If the slippage decreases again, the brake actuation is interrupted and the slippage can be regulated automatically. ί It is understood that in the control device 15Ó i different shifts can be programmed with corresponding numbers of shaft 42, so that, for example, different i can be selected depending on the weather conditions. optimal sliding values. ! ! ί : In the fourth embodiment (figure 5), the gear wheel 60 is connected via a hub 58 l . I [directly' to a transport cylinder 1160, which is supported by means of a shaft 162 in the bearing ! ' ! 86. The transport cylinder 160 presses the transport material 164, for example a metal or plastic strip, paper, etc., against a pressing cylinder 166, which is connected without possibility of relative rotation to a shaft 172, supported in the box 168, and to a bearing 170. The designated wheel 78 is connected via a shaft 174 to a second transport cylinder 176, which presses the transport material 178, having another thickness 1; of material 164, against a pressing cylinder I 1 180, connected without possibility of relative rotation to a shaft 184, supported in the box 168 and in a bearing 182. The number control device 186 has in this case, compared to the one described last, the difference that instead of a brake 148, an electric machine, having I the shape of a generator-motor group 188, is with I connected to the shaft 42, which in turn is connected via a signal line 156 to the control unit 150. For an example of how the transmission described last works, suppose that the materials J : to be transported 164, 178 must be transported with a certain ratio of tractive forces, and that in this case the sliding of the cylinders 160, 176 must be maintained within a certain range of variation. A minimum and maximum absolute number of revolutions of the shaft 42 therefore corresponds to a minimum and maximum sliding. When the maximum number of revolutions of the shaft 42 is reached, a corresponding signal is transmitted from the revolution sensor 116 to the control unit. I send 150, coming the generator-motor group 188 ! — 1 β— OFFICE 1KO1J SNlERNÀZiONA!IV ING. -ALESSIA ψ.)ΗO -ZINI inserted 1 on the generator operation and preventing the same from further increasing the number of gipi. the Conversely, in the case of a decrease to a certain minimum rpm, the generator group 1 f the [ -motor 188 is inserted into the dà motoi ire operation, so that a further decrease is prevented THE I of the number of revolutions of the shaft 42 and «thus avoiding an L I ' i that a reduction of the slip. The slip between the cylinders 160, 176 can thus be freely adjusted within the permissible limit values, the latter being finely adjustable. 1 · ·> ;η ,, , I The ' ' '···' '

Claims

1. CLAIMS 1 -Wmdr, ,M:,· ' 1. Transmission especially for railway engines, for operation <a scelta ad aderenza mista artificiale e naturale, oppure per il solo Tuhi zionamerito ad aderenza naturàle, con 1 un meccanismo di diramazione, bche permette una distribuzione, del nuί mero di giri con distribuzione di coppia costante, e con tre rami di trasmissióne, collegati tra loro dal meccanismo dl diramazione e costituiti da albero motore e da due meccanismi di trasmissione, essengo assegnato a ciascun meccanismo di trasmissione un albeI ; ro condotto separato, caratterizzata dal fatto che ! i 'volta per volta ad almeno due parti di meccanismo botanti (26;30,32), appartenenti a differenti rami di — 19' <Ήΰΰ ÌEGMIGO INTERNAZIONALE BRt'ViP, bKl, MktTawdfìo aw / trasmissione (18j68,74,76,78;54,58,6o), is assigned to at least one other respectively differential branch mechanism (28,36), and that a rotating mechanism part (42) of the latter is connected to a speed limiter (40,114) and / or to a rpm control device (144,186).; 2. Transmission according to claim 1, characterized in that the rotating mechanism part (42), in addition to the speed limiter (40,114) and / or the rotation speed control device (144,186), is assigned a locking device (100,122,148) 3. Transmission according to rev. 1, characterised in that an oil pump (92) with flow control valve (94) is provided as a speed limiter (40).

4. Transmission according to claim 1, characterised in that a generator (116) with overvoltage shunt is provided as a speed limiter (114).

5. Transmission according to rev. 1, characterised in that an electric machine (188) is provided as a speed limiter (186), which can be switched to operation as a motor or as a generator.) 6. Transmission according to claim 1, characterised in that as speed limiter (40) a hydrodynamic brake is seen. ; 7. Transmission according to rev. 1, characterised in that a centrifugal brake is provided as speed limiter (40), 8. Transmission according to the claim, characterized in that a brake (148) and / or a motor (188) is assigned to the rotating mechanism part (42i) as a control device for the rotation speed (144), a rotation speed sensor (146), and the output signal is then supplied to a control device (150) connected to the brake (148) and / or to the motor (188).

9. Transmission according to claim 8, characterised in that different rotational speed ranges for the rotating mechanism part in question (42) are stored in the control device (156), which serve to actuate the brake (148) and / or the motor (188). p. SWISS LOCOMOTIVE AND MACHINERY INDUSTRY. TAV4-T- TAV3-H TAVy “in TAV. 4-1V 22199 A / 82 INVENTOR DESIGNATION ACT « & as » s ϊ£Κ®κκε = 3ίΚΡϊ5χ»#*®«&«ΐ£ΛΚ»ϊ:»ϋB»ιιι In the name and on behalf of the company: SCHWEIZERISCHE LOKOMOTIV UND MASCHINENFABRIK with headquarters in: Winterthur (Switzerland) as holder of the patent application entitled: TRANSMISSION, PARTICULARLY FOR A RAILWAY MOTOR VEHICLE FOR OPERATION WITH A SELECTIVE MIXED ARTIFICIAL AND NATURAL ADHICE, OR FOR OPERATION WITH NATURAL ADHICE ONLY, WITH A BRANCHING MECHANISM The undersigned