Rail Vehicle Spring Device with Contact Point Curve
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Solution Overview
Problem
Conventional rail vehicle spring systems face challenges in simplifying and space-savingly adapting transverse spring characteristics, often requiring complex designs and additional components to absorb transverse movements, which increases installation space requirements and complexity.
Innovation Solution
A spring device comprising a first contact element, a second contact element, and at least one spring unit kinematically connected in series between the car body and the running gear unit, where the first contact element contacts the second at different points along a contact point curve during transverse deflection, allowing for the conversion of transverse movement into deflection in the spring unit's main direction of action, enabling easy adaptation of lateral spring characteristics without compromising vertical spring characteristics.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If separate spring elements and/or damper elements acting laterally are provided to adapt lateral spring characteristics, then lateral spring characteristics can be adjusted to desired profile, but installation space requirement increases
Solution Approach 1:
The patent merges the vertical spring support function with lateral spring characteristic adaptation into a single integrated spring assembly. The spring unit is configured to provide both vertical support and lateral resistance through its geometric arrangement and elastic properties, eliminating the need for separate lateral spring elements or dampers.
Solution Approach 2:
The spring assembly is designed to perform multiple functions simultaneously: it provides vertical support for the car body while also providing adjustable lateral spring characteristics. The spring unit serves both as a vertical suspension element and as a lateral resistance element through its specific geometric configuration and material properties.
2Reliability
If conventional spring systems focus on vertical support function, then vertical support is optimized, but lateral spring characteristics adjustment becomes difficult
Solution Approach 1:
The spring unit is designed with specific local geometric properties that enable it to provide different spring characteristics in different directions. The arrangement of the spring elements and their orientation create different stiffness characteristics vertically versus laterally, allowing optimized vertical support while providing adjustable lateral spring characteristics through the same structural elements.
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 allows for simple and space-efficient adjustment of transverse spring characteristics, reducing complexity and installation space needs, while providing effective absorption of transverse movements and forces, enhancing driving comfort and safety.
Implementation Method 1
at least one spring unit (111), which are arranged kinematically in series between the car body (102) and the chassis unit (104)
Implementation Method 2
when the car body (102) is deflected in a transverse direction, the first contact element (109) contacts the second contact element (110) at different contact points (114.1) of at least one contact point curve (114)
Data Source
Figure 1
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Figure 4~5
AI summary
The present invention relates to a vehicle, particularly a rail vehicle, having a body (102) and a running gear unit (104), wherein the body (102) is supported in a vehicle height direction on the running gear unit (104) by means of at least one spring device (108). The spring device (108) comprises a first contact element (109), a second contact element (110) and at least one spring element (111), the first contact element (109), the second contact element (110) and the at least one spring unit (111) being arranged in kinematic terms in series between the body (102) and the chassis unit (104). The first contact element (109) is arranged to be mounted so as to be able to pivot particularly about a pivot axis (113.1), and is associated with the second contact element (110) such that when the body (102) is deflected in a transverse direction of the vehicle, particularly under a pivot movement about the pivot axis (113.1), the first contact element (109) contacts the second contact element (110) at different contact points (114.1) of at least one contact point curve (114).