Rail Vehicle Coupling Longitudinal Rotation Constraint
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Solution Overview
Problem
Existing rail vehicle coupling systems for sedan construction vehicles lack a mechanism to block the degree of freedom of rotation about the longitudinal axis, which is essential for preventing rolling and tipping, especially in small vehicles with atypical cross-sections, where traditional ball joint arrangements are not feasible.
Innovation Solution
A rail vehicle coupling system featuring a joint eye and joint fork with a horizontally aligned axle penetrating a spherical bearing, where the axle engages in a sliding guide to block rotation around the longitudinal axis while allowing freedom around the vertical and transverse axes, utilizing sliding bodies for reduced wear and elastic properties to manage mechanical load.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Stability of the object's composition
If a traditional ball joint arrangement is used to connect rail vehicles, then the coupling allows freedom of movement around all three rotational axes, but the degree of freedom around the longitudinal axis cannot be blocked, causing rolling and tipping instability
Solution Approach 1:
The coupling device is segmented into distinct functional components: a ball joint for rotational freedom around vertical and transverse axes, and a separate axial constraint mechanism (cylindrical bearing or guideway) for blocking rotation around the longitudinal axis. This segmentation allows each component to specialize in one function, resolving the contradiction between stability and adaptability.
Solution Approach 2:
An intermediary constraint mechanism (cylindrical bearing or guideway with sliding bodies) is introduced between the ball joint and the vehicle bodies. This intermediary element selectively blocks the longitudinal rotational degree of freedom while permitting other movements, thus stabilizing the coupling without completely restricting adaptability.
2Stability of the object's composition
If a link is arranged in the roof space to prevent tipping, then the degree of freedom around the longitudinal axis is blocked, but the forces to be transmitted are reduced due to lever laws compared to undercarriage arrangement
Solution Approach 1:
The constraint mechanism is implemented in a different dimensional approach - rather than using a long link in the roof space, the axial constraint is integrated directly into the coupling device at the undercarriage level through cylindrical bearings or guideways. This dimensional repositioning blocks longitudinal rotation effectively while maintaining favorable force transmission characteristics.
3Device complexity
If the axle ends are in direct contact with the sliding guide, then the structure is simple, but wear behavior is poor
Solution Approach 1:
Sliding bodies are introduced as intermediary elements between the axle ends and the sliding guide. These sliding bodies act as wear-resistant mediators that protect the guide surfaces while maintaining the simple guideway structure. The sliding bodies can be replaced independently when worn, preserving the overall structural simplicity while significantly improving reliability.
4Adaptability or versatility
If a spherical bearing is used to allow freedom around vertical and transverse axes, then mobility for curves and crests is ensured, but the degree of freedom around the longitudinal axis remains unblocked
Solution Approach 1:
The spherical bearing and axial constraint mechanism are merged into a single integrated coupling device. The ball joint provides rotational freedom for curves and crests, while the simultaneously integrated cylindrical bearing or guideway blocks longitudinal rotation. This merging allows both functions to work together without requiring separate systems.
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 prevents rolling and tipping by blocking the degree of freedom around the longitudinal axis, enabling sway-resistant movement through curves and crests without the need for a link, while maintaining flexibility around other axes, thus providing a stable and wear-resistant joint suitable for small vehicles.
Implementation Method 1
a horizontally aligned axle 6, which is connected to the articulation yoke and which penetrates a spherical bearing (7) connected to the articulation eye (4)
Implementation Method 2
the ends of the axle engaging in a slideway (10) which is connected to the articulation eyelet (8) and this slideway allowing the mobility of the axle with respect to the articulation eyelet around the longitudinal axis the rail vehicle coupling is blocked
Implementation Method 3
A further preferred embodiment of the invention provides for the sliding bodies to be designed to be elastic
Implementation Method 4
These sliding bodies form a sleeve surrounding the ends of the axle, so that the axle itself does not come into direct contact with the sliding guide
Data Source
Figure 1~2
Figure 3~4
Figure 5
AI summary
The invention relates to a rail vehicle coupling (1) for connecting a rail vehicle (3) to a rail vehicle of coach construction (2), comprising an articulated eye (4) configured for the detachable connection to one of the two rail vehicles (2, 3), and comprising an articulated fork (5) configured for the detachable connection to the other of the two rail vehicles (2, 3), and a horizontally aligned axle (6), which is connected to the articulated fork (5) and which passes through a spherical bearing (7) connected to the articulated eye (4), wherein the ends of the axle (6) engage in a sliding guide (8) which is connected to the articulated eye (4), wherein said sliding guide (8) blocks the mobility of the axle (6) in relation to the articulated eye (4) about the longitudinal axis of the rail vehicle coupling (1).