Rotational Buffer Devices as Traction Links in Rail Running Gears
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Solution Overview
Problem
Modern low-floor rail vehicles face space constraints within the running gear, making it difficult to accommodate traction linkage elements effectively, leading to inefficient traction force transmission and increased stress on components.
Innovation Solution
Integrating rotational buffer devices with the ability to form a traction link between the running gear and the wagon body, allowing them to transmit a significant fraction of the total traction force, thereby reducing the need for additional traction linkage elements and optimizing space usage.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If separate traction linkage elements are used to transmit traction forces, then reliable traction force transmission is achieved, but the space requirements within the running gear increase significantly
Solution Approach 1:
The patent merges the function of traction force transmission into the rotational buffer devices that are already present for damping rotational motions. By equipping these buffer devices with contact surfaces that can transmit longitudinal forces, the invention eliminates the need for separate traction linkage elements, thereby saving space within the running gear while maintaining reliable traction force transmission.
Solution Approach 2:
The rotational buffer devices are designed to perform multiple functions: damping rotational motions between the running gear and wagon body, and transmitting traction forces along the longitudinal direction. This multi-functionality reduces the overall component count and space requirements within the running gear assembly.
2Volume of moving object
If traction linkage elements are placed at less favorable locations due to space constraints, then space utilization is improved, but the stress on components increases due to longer force transmission paths
Solution Approach 1:
By combining the traction force transmission function with the existing rotational buffer devices located at favorable positions, the invention avoids the need to place separate traction elements at less favorable locations. This maintains optimal stress distribution while utilizing the space-efficient multi-functional design.
3Volume of moving object
If the rotational buffer devices have a narrow gap for rotational deflection, then space efficiency is improved, but the traction force transmission onset is delayed
Solution Approach 1:
The invention combines the rotational buffer function with traction force transmission capability in a single integrated component. The contact surfaces are positioned and dimensioned such that the narrow gap required for rotational deflection does not significantly delay traction force transmission, as the same buffer structure that allows rotation also provides the traction link.
Solution Approach 2:
The rotational buffer devices are designed with dynamic characteristics that allow them to transition smoothly between rotational deflection and traction force transmission. The contact surfaces and damping elements are configured to engage effectively in both functions without significant delay or loss of performance.
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 enhances space efficiency, maintains riding comfort by avoiding noticeable delays in traction force transmission, and reduces stress on components by distributing forces effectively within the running gear.
Implementation Method 1
The first rotational buffer device and the second rotational buffer device are adapted to damp a rotational motion between the running gear and the wagon body unit about a rotational axis parallel to the height direction
Data Source
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AI summary
The present invention relates to a rail vehicle unit, comprising a running gear (102) and a wagon body unit (101.1) forming two contact partners and defining a longitudinal direction, a transverse direction and a height direction. The wagon body unit (101.1) is supported on the running gear (102) via a suspension device (106), a first rotational buffer device (115) and a second rotational buffer device (115) being associated to the running gear (102) and the wagon body unit (101.1). The first rotational buffer device (115) and the second rotational buffer device (115) are adapted to damp a rotational motion between the running gear (102) and the wagon body unit (101.1) about a rotational axis parallel to the height direction. The first rotational buffer device (115) and the second rotational buffer device (115) are configured to form a traction link between the running gear (102) and the wagon body unit (101.1), the traction link being configured to transmit at least a major fraction of a total traction force to be transmitted along the longitudinal direction between the running gear (102) and the wagon body unit (101.1).