Device for supporting torque

Abstract

The invention relates to a device for supporting the torque of a transmission of a rail vehicle, which has an engine (MOT), a transmission (GET), a load-bearing structure (RAH) of the rail vehicle, and a torque strut (DMS) which is connected to the transmission (GET) and to the load-bearing structure (RAH) in order to introduce the torque difference of the transmission (GET) into the load-bearing structure (RAH). The torque strut (DMS) has two fiber elements (FE1, FE2), the two fiber elements being configured to transmit only tensile forces. The connection point (AP1) of the first tension element (FE1) is selected such that the first tension element (FE1) introduces a first tensile force in a first rotational direction of the engine (MOT), which is generated by the torque difference, into the load-bearing structure (RAH). The connection point (AP2) of the second tension element (FE2) is selected such that the second tension element (FE2) introduces a second tensile force in a second rotational direction of the engine (MOT), which is generated by the torque difference, into the load-bearing structure (RAH).

Description

[0001] The present invention relates to a device for supporting the torque of a transmission of a rail vehicle.

[0002] The support of the torque is achieved by means of a torque strut (or torque rod), which, as a known machine element, is part of the suspension of the transmission.

[0003] A transmission is a machine element for changing motion parameters. The transmission has a so-called driver and a so-called output, into which the motion parameters are fed and on which the motion parameters are output.

[0004] Figure 3 A first view of the torque strut DMS in a transmission GET of a rail vehicle according to the known prior art is shown.

[0005] In a rail vehicle, the driver of the transmission GET is connected to the engine MOT, and the output of the transmission GET is connected to the wheel drive system RAS.

[0006] The torque strut DMS is used to absorb the torque difference (or differential torque) between the driver and the output by means of the strut or to conduct this torque difference into the load-bearing structure, here for example into the vehicle frame RAH.

[0007] Functionally, the torque strut DMS is constructed as a lever that connects the housing of the transmission to the load-bearing structure (here for example the vehicle frame RAH) outside the rotational axis of the transmission.

[0008] Figure 4 With respect to Figure 3 A second view showing more connection details is shown.

[0009] The torque strut DMS is connected to the transmission GET at its first end.

[0010] The torque strut DMS is connected to the engine MOT at its second end.

[0011] The engine MOT is here connected to the vehicle frame RAH, which is constructed and used as a load-bearing structure, for example by means of two fixing points BEF1, BEF2.

[0012] Through this connection or by means of this device, the above-mentioned torque difference is borne or conducted into the vehicle frame.

[0013] The engine of a rail vehicle has two rotational directions. Therefore, the torque strut DMS must bear or support the torque difference in both rotational directions.

[0014] A solid (or firm, thick) rod is used as the torque strut, which is connected to the engine MOT or to the transmission GET by means of elastic supports. Thereby, the relative movement of the components is achieved.

[0015] Common elastomeric supports are used as elastic supports, and the elastomeric supports are shown in this view as pitch circles on both ends of the torque strut DMS. As shown, this support requires a rather significant structural space.

[0016] The rod-shaped torque strut DMS must transmit both tensile and compressive forces in view of both rotational directions, which results in a very robust structure of the torque strut DMS. This robust structure in turn requires a rather significant structural space and at the same time results in a higher weight.

[0017] Both the structural space and the weight must be taken into account in the design and dimensions of the rail vehicle.

[0018] From the document DE 102013210235 A1, an integral, rod-shaped torque strut for a rail vehicle is also known, which is made of a fiber composite material and is used to transmit tensile and compressive forces.

[0019] This technical problem is solved by the features of claim 1. Advantageous refinements are given in the dependent claims.

[0020] The invention relates to a device for supporting the torque of a transmission of a rail vehicle. The device has the following elements:

[0021] - An engine, which is configured to drive the wheels of the rail vehicle,

[0022] - A transmission, which is arranged between the engine and the wheels and couples the two in order to transmit the driving force of the engine to the wheels,

[0023] - The load-bearing structure of the rail vehicle, and

[0024] - A torque strut, which is connected to the transmission and to the load-bearing structure in order to introduce the torque difference of the transmission into the load-bearing structure.

[0025] According to the invention, the torque strut has two fiber elements as tension elements, which are configured to transmit only tensile forces. The connection point of the first fiber element is selected such that the first fiber element introduces the first tensile force in the first rotational direction of the engine, which is generated by the torque difference, into the load-bearing structure. Correspondingly, the connection point of the second fiber element is selected such that the second fiber element introduces the second tensile force in the second rotational direction of the engine, which is generated by the torque difference, into the load-bearing structure.

[0026] In the present invention, the term "wheel" not only means a single driven wheel, but also a driven wheel set.

[0027] In an advantageous refinement, the load-bearing structure is the frame of the rail vehicle.

[0028] In an advantageous refinement, two fiber elements connect the housing of the transmission to the load-bearing structure outside the rotational axis of the transmission as torque struts.

[0029] In an advantageous refinement, the engine has two rotational directions, and the torque strut is configured such that it channels the torque difference between the two rotational directions into the load-bearing structure.

[0030] In an advantageous refinement, the drive of the transmission is connected to the engine, and the output of the transmission is coupled to the single wheel or wheel set to be driven.

[0031] According to the invention, the first fiber element connects the engine to the transmission, and the second fiber element connects the transmission to the load-bearing structure. The engine is connected to the load-bearing structure via a fixed point.

[0032] In an advantageous refinement, the two fiber elements are made of fiber material, preferably of Kevlar fibers and / or of carbon fibers.

[0033] Weight is saved by the present invention. The fiber elements or tension elements transmit the corresponding tensile forces with a significantly lower weight compared to the solid torque struts of the prior art.

[0034] This weight saving is particularly advantageous in the case of the non-sprung mass of a rail vehicle, particularly in the case of using an axle drive.

[0035] Furthermore, the fiber elements or tension elements are not constructed as thickly as the torque struts of the prior art. Thereby, structural space is saved or dispensed with.

[0036] The elastomeric supports are saved by the present invention and thus more structural space is obtained. The reason for this is that the first task of the elastomeric support of "allowing relative movement" is basically fulfilled by the fiber elements. For the second task of the elastomeric support of "introducing a defined stiffness into the connection", an elastomeric support can still be used, which ideally has a smaller size. However, for the second task, other elements with a defined stiffness can also be used.

[0037] The achievable significant saving of structural space is particularly advantageous in a relatively compressible bogie design.

[0038] The invention is explained in more detail below by way of example with the aid of the drawings. In the drawings:

[0039] Figure 1 A first design of the invention is shown,

[0040] Figure 2 Shows the second design of the present invention,

[0041] Figure 3 and Figure 4 shows the prior art described at the beginning.

[0042] Figure 1 Shows the first design of the present invention.

[0043] In a rail vehicle, the drive of the transmission GET is connected to the engine MOT, and the output of the transmission GET is connected to the wheel drive system RAS.

[0044] Two fiber elements or tension elements FE1, FE2 are used as torque struts, and through the fiber elements or tension elements, the torque difference between the drive and the output is introduced into the load-bearing structure, here for example the vehicle frame RAH.

[0045] The two fiber elements or tension elements FE1, FE2 are arranged such that they contribute to connecting the housing of the transmission GET to the load-bearing structure TS (here for example the vehicle frame RAH) outside the rotational axis of the transmission GET.

[0046] The first fiber element or tension element FE1 is connected to the transmission GET at its first end through the connection point AP1G. The first fiber element FE1 is connected to the engine MOT at its second end through the connection point AP1M.

[0047] The second fiber element or tension element FE2 is connected to the transmission GET at its first end through the connection point AP2G. The second fiber element FE2 is connected to the engine MOT at its second end through the connection point AP2M.

[0048] The engine MOT is connected to the vehicle frame RAH through two fixing points BEF1, BEF2, and the vehicle frame is constructed and applied as a load-bearing structure.

[0049] Through this connection or through this device, the above-mentioned torque difference is borne or introduced into the vehicle frame RAH.

[0050] The engine MOT of the rail vehicle has two rotational directions. Therefore, the two fiber elements FE1, FE2 must bear the torque difference in both rotational directions.

[0051] This is achieved by the selection of the positions of the connection points AP1G, AP1M, AP2G, AP2M.

[0052] The connection points AP1G, AP1M of the first fiber element FE1 are selected such that the first fiber element FE1 transfers a first torque difference or a first tensile force in the first rotational direction of the engine MOT generated thereby through the engine MOT and through its fixing points BEF1, BEF2 to the vehicle frame RAH.

[0053] The connection points AP2G, AP2M of the second fiber element FE2 are selected such that the second fiber element FE2 transfers a second torque difference or a second tensile force in the second rotational direction of the engine MOT generated thereby through the engine MOT and through its fixing points BEF1, BEF2 to the vehicle frame RAH.

[0054] The two fiber elements FE1, FE2 are made of a fiber material which preferably contains Kevlar fibers and / or carbon fibers or consists entirely of Kevlar fibers and / or carbon fibers.

[0055] The two fiber elements FE1, FE2 thereby transfer the tensile force.

[0056] Figure 2 The second design variant of the invention is shown.

[0057] In a rail vehicle, the drive of the transmission GET is connected to the engine MOT, and the output of the transmission GET is connected to the wheel drive system RAS.

[0058] Two fiber elements or tension elements FE1, FE2 are used as torque struts, through which the torque difference between the drive and the output is introduced into the load-bearing structure, here for example the vehicle frame RAH.

[0059] The two fiber elements FE1, FE2 are arranged such that they contribute to connecting the housing of the transmission to the load-bearing structure (here for example the vehicle frame RAH) outside the rotational axis of the transmission.

[0060] The first fiber element FE1 is connected to the transmission GET at its first end by the connection point AP1G. The first fiber element FE1 is connected to the engine MOT at its second end by the connection point AP1M.

[0061] The second fiber element FE2 is connected to the transmission GET at its first end by the connection point AP2G. The second fiber element FE2 is directly connected to the vehicle frame RAH at its second end by the connection point AP2R.

[0062] The engine MOT is connected to the vehicle frame RAH by two fixing points BEF1, BEF2, and the vehicle frame is constructed and used as a load-bearing structure.

[0063] Through this connection or through this device, the above-mentioned torque difference is absorbed or introduced into the vehicle frame RAH.

[0064] The engine MOT of the rail vehicle has two rotational directions. Therefore, the two fiber elements FE1, FE2 must withstand the torque difference between the two rotational directions.

[0065] This is achieved by the selection of the positions of the connection points AP1G, AP1M, AP2G, AP2R.

[0066] The connection points AP1G, AP1M of the first fiber element FE1 are selected such that the first fiber element FE1 transmits the first torque difference or the first tensile force in the first rotational direction of the engine MOT generated thereby through the engine MOT and through its fixed points BEF1, BEF2 to the vehicle frame RAH.

[0067] The connection points AP2G, AP2R of the second fiber element FE2 are selected such that the second fiber element FE2 transmits the second torque difference or the second tensile force in the second rotational direction of the engine MOT generated thereby directly to the vehicle frame RAH.

[0068] The two fiber elements FE1, FE2 are made of a fiber material which preferably contains Kevlar fibers and / or carbon fibers or consists entirely of Kevlar fibers and / or carbon fibers.

[0069] The two fiber elements FE1, FE2 thus only transmit tensile forces.

Claims

1. A device for supporting the torque of a transmission of a rail vehicle, - having an engine configured to drive the wheels of the rail vehicle, - having a transmission arranged between the engine and the wheels and coupling the two in order to transmit the driving force of the engine to the wheels, - having the load-bearing structure of the rail vehicle, and - having a torque strut connected to the transmission and to the load-bearing structure in order to introduce the torque difference of the transmission into the load-bearing structure, characterized in that - the torque strut has two fibre elements as tension elements, the two fibre elements being configured to transmit only tensile forces, - the connection point of the first fibre element is selected such that the first fibre element introduces a first tensile force in a first rotational direction of the engine, generated by the torque difference, into the load-bearing structure, and - the connection point of the second fibre element is selected such that the second fibre element introduces a second tensile force in a second rotational direction of the engine, generated by the torque difference, into the load-bearing structure, - the first fibre element connects the engine to the transmission, - the second fibre element connects the transmission to the load-bearing structure, - the engine is connected to the load-bearing structure via a fixed point.

2. The device according to claim 1, wherein The load-bearing structure is the frame of the rail vehicle.

3. The device according to claim 1, wherein, The two fibre elements, as the torque strut, connect the housing of the transmission to the load-bearing structure outside the rotational axis of the transmission.

4. The device according to claim 1, wherein, The engine has two rotational directions, and the torque strut is configured to introduce the torque difference in both rotational directions into the load-bearing structure.

5. The apparatus according to claim 1, wherein, The drive of the transmission is connected to the engine, and wherein the output of the transmission is coupled to the drive wheels.

6. The device according to claim 1, wherein The two fibre elements are made of a fibre material.

7. The apparatus according to claim 1, wherein, The two fibre elements are made of Kevlar fibres and / or of carbon fibres.

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