Railway Vehicle Underframe Force Transmission via Additional Carrier
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Solution Overview
Problem
The challenge is to design a rail vehicle car that can be produced at low cost, particularly when its car body underframe is supported on a narrow bogie, as traditional methods require significant effort and resources for producing and attaching cranked brackets to transmit forces between the bogie and the car body underframe.
Innovation Solution
The rail vehicle car incorporates a car body underframe with two external longitudinal beams, a main transverse beam, and an additional carrier between the longitudinal beams, allowing the coupling device to introduce forces into the underframe via the additional carrier, eliminating the need for cranked brackets and enabling structural adjustment to the selected width of the underframe without additional modifications.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Force
If cranked brackets are used to transmit forces from the bogie to the car body underframe on a narrow bogie, then force transmission is achieved, but production cost and manufacturing effort increase significantly
Solution Approach 1:
The underframe is segmented into outer longitudinal beams, inner longitudinal beams, and transverse beams, allowing force transmission through multiple pathways. The coupling device can transmit forces through the transverse beam to outer longitudinal beams, eliminating the need for complex cranked brackets while maintaining structural integrity.
Solution Approach 2:
The transverse beam serves multiple functions: it provides structural support, acts as a force transmission element from coupling devices to outer longitudinal beams, and enables universal applicability across different bogie widths without requiring additional components like cranked brackets.
2Force
If cranked brackets are attached to outer longitudinal beams, then force transmission is enabled, but manufacturing complexity and time increase
Solution Approach 1:
The underframe structure is divided into modular components (outer longitudinal beams, inner longitudinal beams, transverse beams) that can be manufactured separately and assembled efficiently. This segmentation eliminates the need for time-consuming fabrication and attachment of cranked brackets.
Solution Approach 2:
The force transmission capability is built into the design of the transverse beam and its connection to outer longitudinal beams during the initial manufacturing stage, eliminating the need for subsequent attachment operations like screwing or welding cranked brackets.
3Adaptability or versatility
If the car body underframe width is changed, then adaptability to different bogie types is improved, but structural adjustments and modifications are required
Solution Approach 1:
The transverse beam is designed as a universal component that can transmit forces effectively regardless of the distance to outer longitudinal beams. This allows the same underframe structure to accommodate both narrow and wide bogies without requiring structural modifications or additional components.
Solution Approach 2:
The design allows for parameter changes in underframe width while maintaining the same force transmission mechanism. The transverse beam's inherent structural properties enable it to function effectively across different width parameters without requiring design changes or additional components.
Data Source
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AI summary
The invention relates to a railway vehicle (2), comprising a carriage body underframe (4, 32, 34, 38) with two outer solebars (8) and a further support (10, 36) arranged between these two solebars (8) and a bogie (6) with an outer coupling device (14, 14a-14d) for transmitting force between the bogie (6) and the carriage body underframe (4, 32, 34, 38). In order to make it possible to produce the railway carriage (2) inexpensively, it is proposed that the coupling device (14, 14a-14d) is coupled to the further support (10, 36) of the carriage body underframe (4, 32, 34, 38) in such a way that the coupling device (14, 14a-14d) can introduce a force into the carriage body underframe (4, 32, 34, 38) via the further support (10, 36).