Train Bellows Coupling With Integrated Crash Absorption
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Solution Overview
Problem
Existing train coach coupling systems are complex, space-consuming, and heavy due to the integration of mechanical couplers and gangways, which impose kinematic constraints and increase weight, while also complicating integration with coach bodies.
Innovation Solution
A system comprising bellows with integrated latching mechanisms and shock absorbers that replace traditional mechanical couplers, providing frictional connections, weather protection, and shock absorption, while allowing for data and power transfer between coaches.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If traditional mechanical couplers and gangways are integrated into coach coupling systems, then mechanical connection and passenger access are provided, but system complexity, weight, and space consumption increase
Solution Approach 1:
The patent combines the mechanical coupling function and the protective enclosure (gangway) into a single integrated bellows structure. The bellows serves both as the mechanical connector between coaches and as the protective housing for the coupling mechanism, eliminating the need for separate gangway structures and reducing overall system complexity.
Solution Approach 2:
The bellows structure performs multiple functions simultaneously: it provides mechanical coupling between coaches, protects the coupling mechanism, allows for relative movement between coaches, and provides a housing for the latching mechanism. This multi-functionality reduces the number of separate components needed in the system.
2Reliability
If traditional mechanical couplers are used, then mechanical coupling is achieved, but weight of each coach increases
Solution Approach 1:
The mechanical coupler functionality is merged into the bellows structure itself, which is a flexible protective enclosure. This integration eliminates the need for heavy separate mechanical coupler assemblies, reducing the overall weight while maintaining coupling reliability through the bellows' inherent mechanical properties.
3Reliability
If separate mechanical coupler and gangway systems are integrated, then coupling functionality is provided, but integration complexity with coach bodies increases
Solution Approach 1:
The bellows structure integrates the mechanical coupling function and the protective enclosure into a single component that can be directly mounted to the coach body. This eliminates the need for complex integration of multiple separate systems (coupler, gangway, mounting structures), simplifying both manufacturing and installation processes.
4Reliability
If frictional connection is provided through latching mechanism, then coupling stability is improved, but device complexity increases
Solution Approach 1:
The latching mechanism is designed to automatically engage and disengage the bellows with the coach body through frictional contact. The system uses the natural friction between mating surfaces to maintain coupling stability without requiring complex active locking mechanisms, motors, or sensors, thereby maintaining reliability while minimizing complexity.
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
Reduces system complexity, weight, and maintenance costs, enhances kinematics, and provides effective crash protection up to 40 km/h, with reduced space requirements and improved integration with coach bodies.
Implementation Method 1
the first bellows provides protection of an object moving via a bridge from the first coach to the second coach
Implementation Method 2
The first latching mechanism according to the present invention provides at least a frictional connection or a positive fit of the first coupling frame to the second coupling frame
Implementation Method 3
the first reversible shock absorber is arranged and located to absorb the compressive force, once the compressive force exceeds a lower force threshold value
Implementation Method 4
the first non-reversible shock reducing element is arranged and located to absorb the compressive force by creating a structural plastic deformation
Data Source
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AI summary
A system for coupling a first coach of a train to a second coach of the train, the system comprising a first bellows, wherein the first bellows provides protection of a passenger or an object moving via a bridge from the first coach to the second coach, wherein the first bellows comprises a first mounting frame and a first coupling frame (8), wherein the first mounting frame (9) is fixable to an end wall of a first body of the first coach; a first latching mechanism at the first coupling frame (8), wherein the first coupling frame (8) is releasably couplable by the first latching mechanism to a second receptacle at a second coupling frame (8) of a second bellows at the second coach; a first receptacle at the first coupling frame (8), wherein the first coupling frame (8) is releasably couplable by the first receptacle to a second latching mechanism at the second coupling frame (108); wherein the first latching mechanism and the first receptacle are arranged to transfer a tensile force acting between the first body of the first coach and a second body of the second coach during operation of the train; a first reversible shock absorber, wherein the first reversible shock absorber is arranged and located to transfer the tensile force and a compressive force between the first mounting frame (9) and the first coupling frame (8), and wherein the first reversible shock absorber is arranged and located to absorb the compressive force, once the compressive force exceeds a lower force threshold value; and a first non-reversible shock reducing element, wherein the first non-reversible shock reducing element is arranged and located to transfer the tensile force and the compressive force between the first mounting frame (9) and the first coupling frame (8), and wherein the first non-reversible shock reducing element is arranged and located to absorb the compressive force by creating a structural plastic deformation of at least a part of the first non-reversible shock reducing element, once the compressive force exceeds an upper force threshold value, wherein the upper force threshold value is larger than the lower threshold value.