Railway Coupling Draw and Buffer Gear with Pivoting Pressure Plate
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Solution Overview
Problem
Existing train and shock devices for couplings, particularly in medium buffer couplings, face challenges in providing different travel directions and pressure while requiring additional installation space and weight due to the need for spacers to manage load changes and spring characteristics.
Innovation Solution
A train and shock device with a compact, lightweight design featuring a spring system with asymmetrical spring characteristics and a housing made from sheet metal components, allowing for adaptable installation without additional spacers, and incorporating a second pressure plate that can rotate relative to the clutch shaft to manage pressure forces effectively.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Device complexity
If a single spring transmits both traction and compression forces in both axial directions, then the spring mechanism can be simplified, but the load change with zero crossing adversely affects train dynamics and the spring travel cannot be changed without changing spring characteristics
Solution Approach 1:
The single spring is segmented into two separate springs: a first spring for compression forces and a second spring for traction forces. This segmentation allows each spring to be optimized independently for its specific function, eliminating the zero-crossing load change issue while maintaining simplified mechanism complexity.
Solution Approach 2:
The patent employs asymmetric spring characteristics where the first spring and second spring have different stiffness values and travel ranges. The first spring is optimized for compression with higher stiffness, while the second spring is optimized for traction with lower stiffness, creating asymmetric load management that improves train dynamics.
2Adaptability or versatility
If additional spacers are provided in the installation space to transfer compressive forces into the car structure, then the spring travel can be adjusted, but this involves additional effort and additional weight for the draw and buffer device
Solution Approach 1:
The housing structure is merged with the force transmission function, eliminating the need for separate spacers. The housing itself is designed to transfer compressive forces directly to the car structure through integrated connection elements, reducing component count and weight while maintaining adjustability.
Solution Approach 2:
The housing serves multiple functions: it contains the spring assembly, provides structural support, and acts as the force transmission element to the car structure. This multi-functionality eliminates the need for additional spacers and reduces overall device weight.
3Loss of energy
If the spring travel is increased to absorb more energy during coupling and shunting impacts, then load securing is improved, but the device requires more installation space
Solution Approach 1:
The spring assembly is arranged in a compact configuration that utilizes three-dimensional space efficiently. The first and second springs are positioned to work in parallel and series combinations, allowing increased energy absorption capability within a constrained volume by optimizing the spatial arrangement rather than simply increasing linear dimensions.
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 design reduces longitudinal dynamics, increases energy absorption, and allows for flexible installation in different spaces, reducing the need for additional weight and space while maintaining effective load management and energy absorption during operation.
Implementation Method 1
a spring system which can be compressed in series in the buffering direction, i.e. during a pressure force transfer from one vehicle to the other
Implementation Method 2
a friction damper arranged outside the cross member, wherein the friction damper can be displaced in the axial direction
Data Source
Figure 1
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AI summary
The invention relates to a draw and buffer gear for a railway coupling, comprising: a first connection for a coupling pin and a second connection for securing the draw and buffer gear to a vehicle structure; a spring array which transmits tractive and compressive forces between the first connection and the second connection; a first pressure plate for applying compressive forces in a first axial direction and a second pressure plate for applying compressive forces in a second axial direction, which is opposite the first axial direction, said compressive forces being applied to the spring array; wherein the spring array comprises at least two damping and/or resilient sub-arrays disposed one behind the other in the first axial direction, and the second pressure plate is disposed in the first axial direction between the sub-arrays, in series with the first sub-array and the second sub-array, such that it transmits a compressive force. The draw and buffer gear according to the invention is characterized in that the first pressure plate has a free, at least substantially flat contact face facing in in the second axial direction, for freely contacting a diametrically opposite contact face of the coupling pin, and the second pressure plate is connected to the first connection in such a way that it can be pivoted about a first axis of rotation that is parallel to the contact face of the first pressure plate.