Compensating Coupling Layout for Torque-Independent Axial Stiffness
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Solution Overview
Problem
Compensating couplings for rail vehicles face the challenge of axial and radial rigidity being influenced by the transmitted torque, which is undesirable in the design of running gear.
Innovation Solution
A compensating coupling design featuring a fiber-reinforced polymer elastic coupling element with a longitudinal axis perpendicular to the axis of rotation, allowing for radial and axial displacement, and incorporating a metal insert and spacer sleeve for axial stop and rotational flexibility, ensuring that axial rigidity is independent of the transmitted torque.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If conventional compensating coupling designs are used with elastic bodies arranged between coupling bodies, then relative movement between coupling bodies is enabled, but the axial stiffness becomes dependent on the transmitted torque
Solution Approach 1:
The elastic coupling element is oriented with its longitudinal axis perpendicular to the axis of rotation, transitioning from a conventional axial arrangement to a radial arrangement. This dimensional change allows the elastic element to accommodate radial displacements while maintaining constant axial stiffness, as the elastic deformation occurs in a direction perpendicular to the torque transmission axis.
Solution Approach 2:
The elastic coupling element uses fiber-reinforced polymer composite material, combining the elasticity needed for radial displacement compensation with the stiffness required for torque transmission. The anisotropic properties of composite materials allow different mechanical properties in different directions, enabling radial flexibility while maintaining axial rigidity independence from torque.
2Stability of the object's composition
If the elastic coupling element is oriented with longitudinal axis perpendicular to the axis of rotation, then axial stiffness becomes independent of transmitted torque, but the coupling design complexity increases
Solution Approach 1:
The coupling is divided into distinct functional segments: the elastic coupling element for radial displacement compensation, the metal insert for structural support and torque transmission, and the spacer sleeve for axial positioning. This segmentation allows each component to be optimized independently and simplifies the overall design by clearly defining the function of each part.
Solution Approach 2:
The metal insert and spacer sleeve act as intermediary elements between the elastic coupling element and the coupling bodies. These intermediaries provide stable mounting points, ensure proper orientation, and facilitate assembly while allowing the elastic element to perform its primary function of radial displacement compensation without adding significant design complexity.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
The design achieves a compensating clutch with axial rigidity that is independent of the transmitted torque, enabling new drive concepts with improved performance, effectiveness, and cost efficiency.
Implementation Method 1
at least one elastic coupling element whose longitudinal axis lies in a plane that is oriented perpendicular to the axis of rotation... allowing for radial and axial displacement
Data Source
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AI summary
The invention relates to a compensating coupling (AKUP) for connecting a first shaft (WEL1) to a second shaft (WEL2) along an axis of rotation (ROTA). The compensating coupling (AKUP) includes a first coupling body (KUP1) that can be connected to one end of a first shaft (WEL1). The compensating coupling (AKUP) includes a second coupling body (KUP2) that can be connected to one end of a second shaft (WEL2). The compensating coupling (AKUP) includes at least one elastic coupling element (KUPEL), the longitudinal axis of which lies in a plane that is oriented perpendicularly to the axis of rotation (ROTA). The two coupling bodies (KUP1, KUP2) are arranged with respect to one another in such a way that there is formed a three-dimensional coupling region (KUPB) in which the at least one elastic coupling element (KUPEL) is arranged between the two coupling bodies (KUP1, KUP2). The elastic coupling element (KUPEL) is connected to the two coupling bodies (KUP1, KUP2) in such a way that the two coupling bodies (KUP1, KUP2) are displaceable in the radial direction with respect to the axis of rotation (ROTA). The elastic coupling element (KUPEL) is, moreover, connected to the two coupling bodies (KUP1, KUP2) in such a way that the coupling element (KUPEL) is displaceable in the axial direction with respect to the axis of rotation (ROTA).