Deactivatable Train Crash Absorbers for Compact Coupling
Find Innovative SolutionsGenerate Solutions
Solution Overview
Problem
Conventional train sets with crash absorbers in the coupling zone increase the total length, reducing the seat-to-meter ratio and lack gangway connections, making them unsuitable for urban or suburban transportation, and fail to provide crash protection if the driver cannot activate the absorbers in time.
Innovation Solution
The train set features front crash absorbers in an active configuration for immediate impact absorption and rear absorbers in a passive stowed configuration, allowing for a shorter coupling zone and increased seat density, with crash absorbers that can be easily activated or deactivated for safety and interchangeability.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If crash absorbers are located in the coupling zone, then crash protection is provided, but the total length of the train set is increased
Solution Approach 1:
The crash absorbers are designed to be movable between a first position in the coupling zone and a second position away from the coupling zone. The system dynamically repositions the crash absorbers based on operational requirements, allowing them to be in the coupling zone when needed for crash protection and moved away when needed to reduce train set length and enable gangway connections.
Solution Approach 2:
The crash absorbers are separated from the fixed coupling zone structure and made as independent movable components. This segmentation allows the crash absorbers to be independently positioned and repositioned, resolving the conflict between providing crash protection in the coupling zone and maintaining a compact train set length for urban transportation.
2Reliability
If crash absorbers are located in the coupling zone, then crash protection is provided, but gangway connection is prevented
Solution Approach 1:
The crash absorbers dynamically change position between being in the coupling zone (for crash protection) and being moved away from the coupling zone (to enable gangway connections). This dynamic repositioning allows the train set to adapt to different operational requirements, providing both crash protection and gangway connection capability when needed.
3Length of moving object
If crash absorbers are in passive stowed configuration, then train set length is reduced, but crash protection is not provided if driver cannot activate in time
Solution Approach 1:
The crash absorbers are pre-positioned in the active configuration at the front of the railway vehicle, ready to immediately absorb impact without requiring prior activation. This preliminary positioning ensures that crash protection is automatically provided when needed, eliminating the risk that the driver cannot activate the absorbers in time during derailment or sudden impact.
4Reliability
If crash absorbers are fixed in active configuration, then crash protection is ensured, but train set length increases and seat density decreases
Solution Approach 1:
The crash absorbers transition from a fixed active configuration to a movable configuration that can be repositioned away from the coupling zone when not needed for crash protection. This dynamic adjustment allows the train set to achieve higher seat density by reducing the space occupied by crash absorbers in the coupling zone, while still maintaining crash protection capability when required.
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 configuration enhances safety by ensuring crash protection without prior activation, increases seat density, and allows for flexible vehicle positioning and easy separation, making the train set more suitable for urban or suburban transportation while meeting security standards.
Implementation Method 1
each front crash absorber (20, 200) of the railway vehicles (10, 100) is arranged in the active crash absorbing configuration to provide protection to potential passengers
Data Source
Figure 1~2
Figure 3~6
Figure 7~10
AI summary
A train set (1) comprising a first railway vehicle (10) and a second railway vehicle (100), the first railway vehicle (10) having a first front (12) and a first rear (14), the second railway vehicle (100) having a second front (120) and a second rear (140), wherein the first front (12) corresponds to a first end of the train set (1), wherein the second front (120) corresponds to a second end of the train set (1), and wherein the train set (1) comprises a coupling zone (2) at which the first rear (14) is coupled to the second rear (140), wherein each railway vehicle (10, 100) includes at least one front crash absorber (20, 200) at its front (12, 120) and at least one rear crash absorber (30, 300) at its rear (14, 140).