Rail Vehicle Chassis Frame with Hinged Transverse Beam
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Solution Overview
Problem
Existing undercarriage frames for rail vehicles face challenges in resisting shearing forces, particularly when negotiating curves, due to structural limitations that restrict the installation and positioning of secondary springs, leading to insufficient space and increased risk of derailment.
Innovation Solution
The undercarriage frame features curved longitudinal members that project through a recess in the transverse member, allowing for a laterally variable position of secondary springs and incorporating connecting elements that absorb torques and limit pitch angles, thereby enhancing flexibility and stability.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Stability of the object's composition
If the longitudinal members are arranged over the transverse member and primary springs to avoid torsional moments, then the primary springs will not introduce torsional moment into the longitudinal member, but the lateral distance between longitudinal members is determined by track width which limits installation space for secondary springs
Solution Approach 1:
The patent moves the secondary spring arrangement from a purely lateral positioning system to a three-dimensional system where springs can be positioned both laterally and vertically. By allowing secondary springs to be arranged on the transverse member at positions that are not strictly lateral but can be at an offset in the longitudinal direction, the patent creates additional installation space without compromising the stability of the longitudinal members.
2Area of stationary object
If the secondary spring is arranged on the transverse member at the outside of the vehicle to maximize installation space, then the maximum installation space is limited by the longitudinal member toward the inside and the vehicle loading gauge toward the outside, but the spring cannot complete lateral travel when the undercarriage rotates outward in curve radii
Solution Approach 1:
The patent introduces a dynamic positioning system for the secondary springs by providing guiding elements that allow the springs to move laterally along the transverse member. This dynamic arrangement enables the secondary springs to complete their lateral travel when the undercarriage rotates outward in curve radii, adapting to the changing spatial requirements during vehicle operation.
3Strength
If the connecting elements between longitudinal member and transverse member are made rigid to resist shearing forces, then the undercarriage frame becomes deformation-resistant, but the risk of derailment increases compared to articulated frames
Solution Approach 1:
The patent changes the structural parameters of the connecting elements by implementing them as articulated connections rather than rigid connections. This allows the undercarriage frame to maintain sufficient strength while gaining the flexibility needed to navigate curves without increasing derailment risk.
Solution Approach 2:
The patent creates a composite structural system combining rigid transverse members with articulated connecting elements. This composite approach allows different parts of the structure to have different degrees of rigidity, with the transverse member providing strength and the articulated connections providing flexibility, thereby resolving the contradiction between shear resistance and derailment risk.
Data Source
AI summary
A chassis frame for rail vehicles includes two longitudinal beams and at least one transverse beam which is disposed between the longitudinal beams and hinged thereto. The longitudinal beams are designed in a bent shape and extend through a corresponding cutout of the transverse beam.