Rail Wheelset Linking Arrangement for Torsional Vibration Tuning
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Solution Overview
Problem
Existing rail vehicle running gear units face challenges in effectively reducing torsional vibrations over an extended period, particularly due to varying resonant frequencies caused by wheel wear, and require significant design modifications, making them less suitable as retrofit solutions.
Innovation Solution
A running gear unit design featuring a torsional vibration reduction mass system with a compliant linking arrangement that includes a spring element and support elements, allowing for adjustable compliance and resonant frequency tuning, which can be integrated into existing designs with minimal modifications.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If a passive torsional vibration reduction mass system is used with rigid coupling, then torsional vibrations can be reduced at a specific resonant frequency, but the system becomes ineffective over time due to wheel wear causing resonant frequency shifts
Solution Approach 1:
The patent applies the dynamics principle by replacing the rigid coupling with a compliant coupling system that includes elastic elements (springs). This allows the vibration reduction mass system to dynamically adapt to changing resonant frequencies caused by wheel wear. The elastic elements enable the system to maintain effective torsional vibration reduction throughout the entire service life of the wheel unit, as the compliance allows continuous adjustment to frequency shifts that would otherwise render a rigidly coupled system ineffective.
Solution Approach 2:
The patent implements parameter changes by modifying the coupling characteristics between the vibration reduction mass and the wheel unit. By introducing elastic elements with specific stiffness parameters, the system transforms from a fixed-frequency rigid coupling to a compliant coupling that can accommodate parameter changes in the wheel unit's resonant frequency over time. This parameter adjustment ensures sustained vibration reduction effectiveness as the wheel unit ages and wear occurs.
2Reliability
If a compliant linking arrangement with spring elements is used, then torsional vibration reduction can be maintained over extended periods, but the device complexity increases
Solution Approach 1:
The patent applies segmentation by dividing the coupling system into distinct functional elements: support elements for mounting, elastic elements (springs) for providing compliance, and linking elements for connecting components. This modular segmentation allows each element to perform its specific function efficiently while maintaining overall system simplicity. The segmented design makes the complex compliant coupling more manageable and easier to implement than a monolithic complex structure.
Solution Approach 2:
The patent uses elastic elements (springs) as intermediary components between the vibration reduction mass and the wheel unit. These intermediary elements provide the necessary compliance to maintain vibration reduction effectiveness over time while keeping the overall structure relatively simple. The springs act as mediators that absorb the complexity of frequency adaptation, allowing the rest of the system to remain straightforward and easy to implement.
3Reliability
If existing wheel unit designs are modified to accommodate vibration reduction masses, then torsional vibrations can be reduced, but significant design modifications are required reducing retrofit suitability
Solution Approach 1:
The patent applies preliminary action by designing the compliant coupling system with pre-configured support elements and elastic elements that can be integrated into existing wheel unit designs with minimal modifications. The coupling arrangement is prepared in advance as a modular assembly that attaches to standard wheel unit interfaces, eliminating the need for significant redesign of existing structures. This preliminary preparation of the coupling system enables easy retrofitting while maintaining effective torsional vibration reduction.
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
This solution provides efficient and reliable torsional vibration reduction over the lifespan of the vehicle, maintaining structural integrity and reducing the need for extensive design changes, making it suitable for retrofit applications.
Implementation Method 1
a first spring element, the first spring element being arranged and acting kinematically in series between the first support element and the second support element to provide the compliance of the linking arrangement
Implementation Method 2
a first torsional vibration reduction mass coupled to the wheel unit in a torsionally compliant manner about the axis of rotation via at least one torsional linking arrangement
Data Source
Figure 1~2
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AI summary
The present invention relates to a running gear unit, in particular for a rail vehicle, comprising a wheel unit (105) and a first torsional vibration reduction mass unit (108). The wheel unit (105; 205; 305) comprises a wheel unit shaft (105.1) and at least one wheel (105.2). The wheel unit shaft (105.1) defines an axis of rotation (105.3), the axis of rotation (105.3) defining an axial direction and a radial direction of the wheel unit (105) as well as a torsional direction about the axis of rotation (105.3). The wheel (105.2) is coupled to the wheel unit shaft (105.1) in a torsionally rigid manner about the axis of rotation (105.3) and is configured to run on a track. The first torsional vibration reduction mass unit (108) comprises a first torsional vibration reduction mass (108.1) coupled to the wheel unit (105) in a torsionally compliant manner about the axis of rotation (105.3) via at least one torsional linking arrangement (112, 113). The torsional linking arrangement (112, 113) is compliant in the circumferential direction and comprises a first support element (112.1), a second support element (112.2), and a first spring element (112.4). The first spring element (112.4) is arranged and acts kinematically in series between the first support element (112.1) and the second support element (112.2) to provide the compliance of the linking arrangement (112, 113) at least in a first torsional direction along the circumferential direction. At least in a neutral state, a gap (G) is formed between the first spring element (112.4) and the first support element (112.1) to provide the compliance in the first torsional direction.