Coupling device

FIELD: transport.

SUBSTANCE: invention relates to device intended for coupling draw bar to car body. Coupling device comprises impact-draw appliance arranged on draw bar end on the car body side to transmit expanding and impact forces acting to draw bar to support plate coupled with car body. Note here that impact-draw appliance is furnished with base part connected with draw bar end on the side of car body to continue draw bar in lengthwise direction. Note also that said base part passes through support plate inlet hole and is furnished with front spring disk on draw bar side and rear spring disk on car body side. Said impact-draw appliance incorporates additionally at least one from spring element made from elastic material arranged between front spring disk and support plate in direction along draw bar. It comprises also one rear spring element made from elastic matrial arranged between support plate and rear spring disk in direction along draw bar to absorb transmitted draw and impact forces.

EFFECT: improved operating performances.

17 cl, 11 dwg

 

The invention relates to a device coupled to the mounting harness traction to the car body and contains shock-traction device placed on the end of their thrust from the side of the vehicle body for transmission to the base plate, connected to the car body, tensile and impact forces exerted on horse traction, and shock traction device is equipped with a base part connected to the end of their thrust from the side of the vehicle body and continuing draught rod in its longitudinal direction, the base part passes through an inlet opening in the base plate and provided with a front spring drive side draught draught and rear spring drive side of the vehicle body, while the shock-traction device further comprises at least one front spring element made of elastic material between the front spring disk and the support plate in the direction along the draught draught, and at least one rear spring element made of elastic material between the support plate and the rear spring drive in the direction along the draught draught to absorb the transmitted traction and impact efforts.

In the publication DE 20009859 U1 describes a device coupled to the connection harness traction with the body of the car, known in the prior art, including shock traction device (elastic elements)located on the end of pragnell thrust side of the vehicle body for transmitting tensile and impact efforts acting on those cravings. Additionally, a basic item, continuing draught rod in its longitudinal direction and passing through the entrance hole in the base plate and provided with a front spring drive side draught draught and rear spring disk from the side of the car body. Additionally offered anterior spring element located between the front spring disk and the support plate in the direction along the harness traction, and the rear spring element located between the support plate and the rear spring drive in the direction along the draught draught, to absorb the transmitted traction and impact efforts.

In the publication EP 1342637 A1 disclosed a device of the coupling, a similar device known in the prior art, in accordance with the publication DE 20009859 U1, from the point of view of function and design, despite the fact that the purpose of the EP 1342637 A1 is a reliable device coupled to the lightweight construction, made with the possibility of transmission of compressive forces occurring during shunting operations. In this design offers special intermediate plate on the end between the front spring element and the support plate, and the shape of the plates is such that they can perform the function of supports in vertical and horizontal direction on the entrance hole made in the support is a plate.

Such a device coupled know, for example, in railway engineering, where it is used in the joints and fasteners for connection of the housings cars or entire trains through coupler or rigid hitch.

To illustrate the basic design of the device of the hitch of this type is shown figa, which shows a device couplers known in the prior art. On fig.1b shows the device of the hitch shown on figa, in a compressed state, i.e. in the state in which the compressive efforts affect those cravings and absorb shock traction device, integrated in a device of the hitch, and then transmitted to the housing of the respective carriage.

Shock traction device 100 is integrated in a device of the hitch shown in figa has at least three rubber ring spring performs the function of the spring elements 116 and 117. Two of the three spring elements 116 are located between the front spring disc 114 on the side of the sled pull and the support plate 111 fixed to the chassis of the car (detail not shown in the drawing). Other elastomeric spring element 117 is located between the support plate 111 and the rear spring disk 115 side of the vehicle body. In an uncompressed state of the device of the hitch shown in figa, two front spring element 116 pre-n the voltage between the front spring disk 114 and the support plate 111, and the rear spring element 117 pre-tension between the support plate 111 and the rear spring disk 115. Shock traction device 100 is integrated in a device of the hitch shown in figa and known in the prior art, in particular, has a base part 12, which is connected with the end of draught draught 2, located near the vehicle body, and which continues harness rod 2 in the longitudinal direction, and the base part passes through an inlet opening in the base plate 111, a separate spring elements 116 and 117 are placed on the base part 112 and is fixed by a locking nut 118 using the front and rear spring discs 114, 115.

On fig.1b shows a device couplers known in the prior art and depicted in figa, in a compressed state in which the compressive efforts affect draught rod 2 and, therefore, on the base part 112 shock traction device 100, which is connected with the end of draught draught 2, located near the vehicle body, and which continues harness rod 2 in the longitudinal direction. This compression causes the ejected rod 2 or the base part 112 is displaced in the direction of the vehicle body together with the front spring disc 114 on the side of the sled pull, reducing, thus, the distance between the front spring disk 114 and the support plate 111, which is connected with the body of the car, compared to R what is in an uncompressed state, illustrated figa. Two elastomer spring element 116 located between the front spring disk 114 and the support plate 111 is compressed by the impact of compressive efforts by absorption through the compressed spring elements 116 on the base plate 111 of the vehicle body. From fig.1b it is obvious that in the compressed state, the distance between the end surface of the base plate 111 on the side of the vehicle body and the rear spring disk 115, tightly screwed down to the base part 112 shock traction device 100, is increased compared with that distance in an uncompressed condition, is illustrated in figa, which shows that the rear spring element 117 located between the base plate 111 and the rear spring disk 115, shown in an uncompressed state.

Hollow springs of elastomeric material mainly used as spring elements in the device of the hitch shock traction device 100 known in the prior art and illustrated in figa and 1b, and these springs typically have a round cross-sectional shape due to its design. Thus, the spring elements 116, 117 shock traction device 100 implements the function of absorbing tensile and compressive force when they are transferred from draught draught 2 to the chassis of each car. Another function is rasseianii some of the energy produced by transfer of effort, in the spring elements 116, 117.

In the conventional system depicted in figa and 1b, the base part 112 shock traction device 100 is directed through an inlet opening in the base plate 111, which is connected with the body of the car using a spherical sleeve 119. Provided at least partial support base part 112 shock traction device 100 and, accordingly, draught draught 2, which is connected to the base part 112, the input hole of the base plate 111 using a spherical sleeve 119.

In the device of the hitch, well-known in the prior art and depicted in figa and 1b, sled pull 2 or the base part 112 shock traction device 100 connected with draught draught 2, additionally supported by means of a support device 120 draught draught made on this end. This reference device 120 draught draught may, in addition, to implement the function of re-centering draught draught 2 and, consequently, the base part 112 shock traction device 100, which is connected with draught draught 2.

Spherical sleeve 119 of this typical devices hitch is a solution to minimize wear of the spring elements 116, 117 during operation of the device. This kind of spherical shells 119, no doubt, has a complex structure, since the device is coupled affect the ultimate strength, the mayor, the sleeve should be designed to meet the expected requirements. In particular, the deflection angle produced by traditional draught draught is limited to a relatively small range, since the base part 112 is directed through an inlet opening in the base plate 111.

The aim of the present invention is a further improvement of the device coupled mentioned at the beginning, namely, that, on the one hand, the device of the hitch has a simplified construction and ensured optimal prevention of early wear of the spring elements of the device of the coupling, and, on the other hand, tensile and compressive efforts can be transmitted from the harness pull on the body of the car even at large angles of deviation.

This problem is solved according to the invention for coupling the above-mentioned type in such a way that at least one front spring element and at least one rear spring element itself tightly around the base part of the shock of the traction device and each of which is configured to support the horizontal and vertical direction relative to the boundaries of the inlet support plate.

The proposed solution has a number of significant advantages over known in the field of engineering and the above-described devices hitch. In particular, due to the fact that the front spring element and the rear spring cell battery (included) which t tightly surround the base part and rely on the support plate in a horizontal and vertical direction, these spring elements perform the function of absorbing compressive and impact forces transmitted by the device coupler and optionally support end-to-end draught draught in the input slot in the base plate. The spring elements may additionally perform the function of a direction of through-draught draught in the input slot in the base plate. Compared with the solutions known in the prior art, the proposed device, the hitch is not necessary in the arrangement of complex spherical shells or other solutions for direction and support end-to-end draught draught in the stove. Therefore, the complexity of the structure of the device of the hitch can be thus reduced. In particular, thanks to the solution according to the invention it is also possible to dispense with a separate support draught draught.

Thus, the spring coupling according to the invention is a simple variant of the hitch support, the basic design of a spring hitch while similar in design to existing devices hitch described in the beginning in which applied elastomeric spring elements in the form of a hollow rubber springs, and such spring elements typically have a base part with a cross-section of circular shape, and in the case of the use of hollow springs possible implementation of the function poglotitelyakh and compressive efforts, transmitted by the device coupler. The basic design of a spring coupling, in particular, consists of screwed sled pull with spring disks, front and rear rubber elements and the base plate, upon which the spring elements (rubber rings). Therefore, the proposed solution can be used in traditional compounds and couplers for the connection of the housings cars or entire trains using, for example, coupling or tight coupling.

The main objective of the present invention consists in the transfer of tensile and impact or compressive efforts, occur during operation. The device of the coupling, thus made with the possibility of the introduction of tensile and compressive forces into the system through those cravings. Compressed forces transmitted to the support plate through the front of the spring disk and the adjacent spring element. Tensile forces are transmitted to the support plate through the rear of the spring disc and the rear spring element. The base plate is screwed on the frame of the vehicle body so that efforts can be transmitted to the frame through the support plate. Due to the location of the spring elements in the shock traction device according to the invention, in particular, can be optimally prevented early wear of the springs. In particular, vertical and horizontal bearing spring elements stored is according to the invention allow you to send the same force on the springs even at large angles of deviation. In addition, the solution according to the invention makes it possible to prevent direct contact of the base part and the carrier plate (i.e. the inner wall of the inlet in the base plate) in normal operating conditions. Another advantage of the solution according to the invention is the ability to provide a larger angle of deviation for traditional devices hitch. For example, this is achieved in that the spring elements perform the function of supporting end-to-end draught draught in the input hole.

Preferential embodiments of the invention are described in dependent claims.

In a particularly preferred embodiment of the invention corresponding to the concave region, passing at least partially along the corresponding edge of the inlet in the base plate and having a shape corresponding to the shape of the front or rear of the spring element, made in the end surface of the support plate on the side of the sled pull and/or end surface of the support plate on the side of the vehicle body, and a corresponding spring element is flush with a corresponding concave region and leans against it. This is the preferred solution, allowing the spring elements closely adjacent to harness traction to rely on the support plate in rticula and horizontal direction. In particular, at least one end surface of the base plate is made concave region corresponding to the shape releasea spring element. The corresponding spring elements are pressed against these concave areas, so that they are flush with the walls of the concave region. Thus, we have secured the support of the spring elements and, therefore, sled pull with tight spring elements effective and so efficient way. In other words, the concave region formed in the end surface of the base plate, form a socket for receiving the respective spring elements. During operation, the spring elements are exposed to considerable effort. The shape of these spring elements and the adjacent support plate or concave areas, performed in the respective end surfaces of the support plates, which are pressed and which are flush with the corresponding spring elements, mainly performed, on the one hand, with the possibility of providing sufficient support and, on the other hand, with the ability to provide sufficient space for deformation of the elastomeric spring elements in compression or deviation.

In particular, the advantage of this preferred options for performing one is camping, that the spring elements, made in shock-traction device, on the one hand, allow you to hide those cravings, and on the other hand, at the same time provide a comprehensive readjustment draught draught provided respectively selected form the concave regions.

In the particularly preferred embodiment of the invention the cross-sectional shape of the through hole in the base plate is made with the possibility of horizontal rotation base part shock traction device passing through the through hole, with a given angular range, in particular ±25°, and thus with the possibility of deviation draught draught, which is connected to the base part relative to the axis Z. In particular, an inlet opening in the base plate should be of sufficient duration to allow deviation draught draught within ±25° with respect to axis Z. the base plate and its inlet is preferably designed in such a way that sled pull is directly relative to the correspondingly shaped profile of the support plate upon reaching its full deflection. As indicated above, the shape of the springs and the adjacent base plate made, on the one hand, with the possibility of providing sufficient support, and on the other hand, with the ability to provide sufficient space for the deformation of rubber is o elements in compression or deviation.

In this description, the term "X-axis" refers to an axis passing (horizontally) in the longitudinal direction of the traction force, the term "Y-axis" refers to the horizontal axis passing at right angles to the axis X, and the term "Z-axis" refers to an axis passing vertically relative to the longitudinal direction draught draught.

As explained above, the execution of concave areas, passing at least partially along the corresponding edge of the entrance hole made in the end surface of the support plate on the side of the sled pull or end surface of the support plate on the side of the vehicle body so that the corresponding spring is flush, provides a support for a spring element and, accordingly, the base part of the shock of the traction device, tightly surrounded by spring elements. Supported thus the base part is fixed to the chassis of the car and, therefore, also provides support for sled pull in the direction of Y axis and z axis To provide additional podregulirovan relative to the X-axis in a particularly preferred embodiment of the invention, at least one front and/or one rear spring element has a cross-sectional shape other than circular, such as elliptical, oval or close to an ellipse, at least with the operating ends of the presser plate.

Used in this document, the term "cross-sectional shape close to an ellipse" refers to the form, which also includes the ellipse, truncated along its horizontal length, so that the parties to such a truncated ellipse mutually parallel. The cross-sectional shape of the respective springs may not match the form of the right circle, i.e. with Central symmetry.

The spring elements with the same cross-section other than round shape, thus, do not allow rotation of the spring element relative to the base plate, if the spring element is flush with the support plate or lies in concave areas flush with the corresponding end surfaces of the base plate. The result prevent rotation of the spring element relative to the base plate becomes preventing rotation of the base part of the shock of the traction device, which is flush with adjacent spring elements and, consequently, rotation of the sled pull, which is connected to the base part at its end near the body of the car. However, there are also other solutions.

As described, the latter is particularly preferred embodiment of the invention, in which at least one front and/or one rear spring element has a cross-sectional shape other than round, less is th least on the respective ends of the pressing plate, and the spring elements have an elliptic shape or a shape close to an ellipse with horizontal major axis and passing vertically radius. As noted above, the term "cross-sectional shape close to an ellipse" refers to the form, which also includes the ellipse, truncated along its horizontal length. In other words, the shape of the cross-sections of the respective spring elements may be rectangular with the corresponding opposite short sides of the rectangle made in the form of semicircles. It should also be borne in mind that in this embodiment, any cross-sectional shape that allows to adjust the position of the underlying details of the shock-traction device relative to the X axis using the form of the spring element, if the spring element is flush with the support plate or flush in the concave region of the end surfaces of the base plate.

To be effective in preventing rotation of the sled pull or base part of the shock and traction device relative to the spring elements, on the one hand, and, on the other hand, to ensure podregulirovan draught draught in a preferred embodiment, at least one front spring element or one rear spring element is designed with the through hole, located at the center of the respective spring elements, through which the base part of the shock of the traction device, with a through hole formed in the front spring element and/or posterior spring element, each has a cross-sectional shape other than round, and, for example, elliptical, oval or close to an ellipse. In addition, the cross-section of the base part of the shock traction device preferably has a shape that is consistent with the cross-sectional shape of the corresponding through holes, at least at sections passing through a through hole formed in the front and/or rear spring element, and is flush with the inner profile of the corresponding holes. Therefore, the inner profile of the spring element and the outer profile of the base part is, for example, elliptical, oval or close to an ellipse, which allows simple but effective way to prevent the rotation of the base part and draught draught relative to the spring elements. This accordingly prevents the rotation of the harness thrust relative to the base plate and provides readjustment thrust. Other forms through holes made in the spring elements, and the relevant parts of the basic details of the shock-traction device, passing the x through these holes, also valid. Of course, these forms must be different from the round shape.

In a particularly preferred implementation of the latest variant of the invention, which are effectively prevent draught draught relative to the base part, a through hole formed in the front and/or rear spring element, each has a cross-sectional shape close to an ellipse with horizontal major axis and passing vertically radius. This is one of the possible embodiments in which the whole shock of the traction device can be constructed with the ability to lock and prevent rotation through form through holes. Naturally, it is also possible other solutions.

In yet another embodiment, the partially known in the prior art in the field of railway engineering, at least one front spring element and at least one rear spring element is pre-stretched between the respective spring discs and the support plate in the direction of compression/ shock. Thus, provided the opportunity in advance to precisely specify and provide the sequence of events when transmitting tensile and compressive forces. For example, it is possible to set the zero reverse spring elements.

One preferred embodiment of Dan the CSOs of the invention are described in detail below with reference to the accompanying drawings, on which:

Figa depicts a device couplers known in the prior art for connecting harness traction and the vehicle body;

Fig.1b depicts the device of the hitch shown on figa, under the influence of compressive forces;

Figure 2 depicts a General view in perspective of a preferred device of the hitch according to the invention;

Figure 3 depicts a perspective view of the longitudinal section of the device of the hitch shown in figure 2;

Figa depicts a perspective view of the base plate used in the device of the hitch shown in figure 2;

Fig.4b depicts a perspective view in section of the support plate shown in figa;

Figure 5 depicts a perspective view of a spring element used in shock traction device of the device of the hitch shown in figure 2;

6 is an exploded depiction of the basic details of the shock-traction device used, for example, in the device of the hitch shown in figure 2;

Figa depicts a view in section of the device of the hitch shown in figure 2, to illustrate the distribution of effort in shock traction device under the influence of compressive efforts, also

Fig.7b depicts a view in section of the device of the hitch shown in figure 2, to illustrate the distribution of effort in shock traction device under the influence of compressive stresses;

Fig depicts a view in which azrise devices hitch, shown in figure 2, to illustrate the possible range of the deviation draught draught.

On figa shows a device couplers known in the prior art, for attaching the harness to pull the chassis of the car (detail not shown in the drawing) of the train. Shock traction device 100, by means of which the tensile and compressive forces acting harness rod 2, is transmitted to the support plate 111 that is connected to the housing of the carriage is located at the end of the harness pull 2 of the vehicle body. The other end (not shown) harness thrust 2 is connected, for example, with a head receptacle connection (also on the drawing in detail not shown) for coupling the Central buffer.

The basic design of shock-traction device 100 consists of a base part 112, which is connected with the end of draught draught 2 from the side of the vehicle body and having a front spring disk 114 and the rear spring disk 115, and the rear spring disk 115 is connected to the end of the base part 112 from the side of the vehicle body with lock nut 118. In an embodiment known in the prior art, depicted in figa, two elastomeric spring element 116 pre-stretched between the front spring disk 114 and the support plate 111, is rigidly connected to the frame of the vehicle body. Between the support plate 111 and the rear spring disk 115 is located in the rear elastomeric PR is Ginny element 117. The spring elements 116, 117 are hollow rubber springs with a cross-section of circular shape. In shock traction device 100 they perform the function of absorbing traction and impact efforts arising from the transfer of effort, with the possibility of subsequent surrender absorbed efforts from draught draught 2 through the presser plate 111 on the frame of the vehicle (detail not shown in the drawing).

On figa depicts a variant of the decision made in the form of a toroid, in which the elastomeric spring elements 116, 117 made such toroids with a through hole located at the center of the respective spring elements 116, 117, having a round cross-sectional shape. The base part 112 shock traction device 100 passes through this through hole, not shown in figa. The base part 112 additionally passes through the inlet hole made in the base plate 111. Execution of the spherical sleeve 119 is necessary to provide support and direction of the base part 112 in the input hole. This complicates the overall design of the device coupler. For additional support base part 112 or draught draught 2, which is connected to the base part 112 in the vertical direction, is bearing 120.

On fig.1b shows the device of the hitch illustrated in figa, in a compressed state, i.e. in SOS is the right, when compressed forces are transmitted from draught draught 2 shock traction device 100 and the support plate 111 and absorbed it. In the state shown in fig.1b, front spring elements 116 are deformed accordingly, while the rear spring element 117 is in an uncompressed state.

Problems identified in the operation known in the prior art device of the coupling, in particular, associated with the use of hollow springs and spherical shells used to provide support and direction of the base part of the shock of the traction device in the inlet, as described above, i.e. there is no need to repeat the discussion.

Figure 2 is a view in perspective of the proposed preferred device of the hitch. Under this option, the execution device of the hitch has a shock-traction device 10 to transmit tensile and compressive force or shock forces exerted on draught draught 2 (in the drawing, detail not shown) on the support plate 11 connected to the body of the car (also not shown). The shock of the traction device 10 is located at this end of the harness pull 2 to the base part 12, which is connected with the end of the harness pull 2 from the side of the vehicle body and continuing draught rod 2 in its longitudinal direction and is depicted in perspective view from the side in figure 2 at the end of the shock and traction devices is 10 by draught draught.

Front elastomeric spring element with side draught draught is sandwiched between the front spring disk 14 and the support plate 11, and an elastomeric spring element 17 from the side of the vehicle body is sandwiched between base plate 11 and the rear spring disk 15 to absorb tensile and compressive effort arising from the operation and affecting draught rod 2 and, therefore, on the base part 12 of the shock of the traction device 10 connected with draught draught 2. Rear spring disk 15 is rigidly connected to the base part 12 of the locking nut 18, and a lock nut 18 mounted appropriately on the end of the base part 12 on the side of the wagon.

Figure 3 shows a view in cross section of the device of the hitch illustrated in figure 2. This drawing clearly illustrates the shape of the base part 12 of the shock of the traction device 10. In particular, the base part 12 passes successively from its end side draught draught to its end side of the vehicle body through a through hole 16'located in the center in front of the spring element 16, through the inlet 13 formed in the base plate 11 through a through hole 17'located in the rear spring element 17, and through the rear spring disk 15 and the lock nut 18 mounted on an end of the base part 12 in the vehicle body and the FIC is yuushuu rear spring disk 15 and simultaneously creating the initial tension of the front and rear spring elements 16 and 17 in an appropriate way. In the illustrated embodiment, the front spring disk 14 is made for a single unit to the base part 12 in the form of a comb-like protrusion. However, in this embodiment, it is possible that the front spring disk 14, as the rear spring disk 15, is attached to the base item as a separate element and is fixed properly at a convenient point.

The base part 12 is closely attached to the respective spring elements 16, 17 in the through holes 16', 17', located in the anterior spring element 16 and the rear spring element 17. Themselves, the spring elements 16, 17 are recessed in a concave regions 18 formed in the end surface 11" base plate 11 on the side of the vehicle body. Thus, provided with the bearing base part 12 of the shock of the traction device 10 on the support plate 11 in the horizontal and vertical direction by means of spring elements 16, 17. In particular, the proposed solution eliminates the need to provide appropriate support and/or guide, for example, in the form of complex spherical shells in the input hole 13 made in the base plate 11.

On figa depicts a detailed perspective view of the base plate 11 used in the shock of the traction device shown in figure 2. On fig.4b shows a view in section of the support plate shown in figa. As mentioned above, assembled in the second state of shock traction device 10, the base plate 11 is preferably made with an input hole 13, located in the centre, through which the base part, not shown in the drawings 4A, 4b. Corresponding concave region 19, passing at least partly along the corresponding edge of the input hole 13 in the base plate 11 and formed in the end surface 11' of the base plate 11 on the side of the sled pull and the end surface 11" base plate 11 on the side of the vehicle body. In another embodiment, a possible implementation of such a concave region 19 in only one of the two end surfaces 11', 11" base plate 11.

In the assembled state of shock-traction device 10 form a concave region 19 coincides with the shape of the front or rear of the spring elements 16, 17 (not shown in detail figa, 4b), and the corresponding spring element 16, 17 is pressed against these areas 19, so that they are flush with the walls of the concave region 19.

The input hole 13 made in the base plate 11, and the concave region 19, passing along the border of the input apertures have cross-sections other than the form (right) of a circle. Particularly preferred oval, elliptical or close to an ellipse shape. The cross-sectional shape of the inlet 13, shown in figa and 4b, applies to "close to the ellipse, as defined in this description. In particular, the length of the cross-Sich is of horizontally more than vertically. With concave regions 19 in the base plate 11 is provided to support the spring elements 16, 17 (not shown in figa and 4b), lying flush with the corresponding walls of the concave regions 19 in the direction of Y-axis and z-axis.

Since these spring elements 16, 17 are flush to the base part 12 of the shock of the traction device 10 as described in connection with figure 3, also allows adequate support for the base part 12 or draught draught 2, which is connected to the base part 12, the location of the spring elements 16, 17 are flush in the respective concave regions 19.

Figure 5 shows a perspective view of the spring element 16, 17, used in shock traction device 10 of the preferred option of carrying out the invention shown in figure 2, as the front or rear of the spring element. The spring element 16, 17 shown in the drawing, has the shape close to the oval corresponding to the contour of the concave region 19 formed in the base plate 11 (see drawings 4A, 4b) to support the spring elements 16, 17 of the base plate 11 in the direction along the Y-axis and Z-axis with concave regions 19. The use of spring elements with a shape close to an ellipse, which of course also may be elliptical or oval, additionally provides the basic readjustment the details and therefore, sled pull, the X-axis, in addition to the support described above. In the case of traditional shock traction device it is impossible to run because they use the spring elements are hollow rubber springs with a cross section of the circular form.

As mentioned in the description figa and 1b, in shock traction device known in the prior art, the support and the readjustment base part achieved through the use of appropriate anchor devices.

In addition, as is evident from figure 5, the spring element 16, 17 is preferably located with the center through hole 16', 17', through which passes the base part 12 of the shock of the traction device 10 in an assembled condition, with the parts And the base part 12 pass through the through hole 16', 17' in the spring element 16, 17, tightly clinging to the respective inner walls of the holes 16', 17'. This is also illustrated in figure 3.

A through hole 16', 17' in the spring element 16, 17 preferably has a cross-sectional shape other than round. As shown in figure 5, a hole is made in the shape close to an ellipse with horizontal major axis and passing vertically radius. Parts And the base part 12 pass through the through hole 16', 17', formed in the spring element 16,17, and have a cross-sectional shape different from the shape (right) of a circle. Thus, the cross-sectional shape of plots And corresponds to the cross-sectional shape of the hole, allowing the location flush with the inner contour of the through hole 16', 17'. These forms of cross-sectional areas As illustrated in Fig.6.

Figure 5 the inner contour of the spring element 16, 17 has a shape close to an ellipse. The outer contour of the respective sections And the base part 12 is also made in the shape close to an ellipse, so that it can effectively preventing rotation of the base part 12 relative to the spring elements 16, 17. In particular, significant rotation draught draught 2 relative to the base plate 11, therefore, can also be prevented with software instead of its podregulirovan.

Figure 6 shows the exploded view of the base part 12 of the shock of the traction device 10 shown in figure 2. The base part 12 consists of a front spring disk 14, the rear spring disk 15 and the locking nut 18, and the rear spring disk 15 mounted on the base part and fixed to the end of the base part 12 side of the vehicle body with lock nut 18. A separate spring elements 16, 17 (see figure 5) are not shown on Fig.6. In the assembled state, the spring elements of the pre is sustained fashion strained between the front spring disk 14 and the support plate 11, rigidly connected to the frame of the vehicle body, and the rear spring disk 15.

As mentioned above in connection with figure 3, in the embodiment, the base part 12, which is illustrated in Fig.6, front spring disk 14 is made for a single unit to the base part 12. Parts And the base part 12, passing through the through hole 16', 17' in the spring elements 16, 17 are located between the front spring disk 14 and the rear spring disk 15.

In a preferred embodiment, a through hole 16', 17' in the spring elements 16, 17 are made in the shape close to an ellipse, as mentioned in the description of figure 5, so that the parts And the base part 12, passing through the through hole 16' in the spring element 16 and through the through hole 17' in the spring element 17 are cross-sectional shape corresponding to the shape of the corresponding holes, i.e. close to the ellipse in this case. However, it is also of course possible that the parts And the base part 12, passing through the through hole 16' in the spring element 16 or through the through hole 17' in the spring element 17, is made with the outer contour coinciding with the inner contour of the respective openings 16', 17'.

The base part 12 of the shock of the traction device 10 is constructed, for example, in the form of a single casting, with a contour corresponding to close to the ellipse contour with testwuide parts, moreover, the front spring disk 14 is directly inserted in the base part 12. However, there are also other methods of production of the base part 12.

Shock traction device is collected in a manner analogous to the existing options with the toroid (see figa and 1b). The spring elements 16, 17 and the support plate 11 is put on the base part 12 of the shock of the traction device 10 and is fixed by means of spring disks 14, 15 and the locking nut 18.

On figa. shows a view in section of the device of the hitch shown in figure 2, to illustrate the distribution of effort in shock traction device under the influence of compressive stresses. On fig.7b shows a view in section of the device of the hitch shown in figure 2, to illustrate the distribution of effort in shock traction device under the influence of tensile strength.

The main task of the shock of the traction device 10 is to transmit tensile and compressive effort arising from the operation of, and act on those cravings 2. Tensile and compressive efforts, therefore, are entered into the system through the harness rod 2 connected to the base part 12 of the shock of the traction device 10 at the end of the vehicle body. Compressed forces transmitted to the support plate 11 through the front spring disk 14 and adjacent to her rear spring element 16 (figa). Tensile forces are transmitted to the support plate 11 across the rear spring disk 15 and adjacent to her rear spring element 17 (fig.7b). Base plate 11 is screwed on the frame of the vehicle body so that efforts can be transmitted on a frame.

On Fig shows a view in section of the device of the hitch shown in figure 2. As illustrated in the top view, the deflection angle of draught draught 2 along the Z-axis in this case is ±25%. An inlet opening in the base plate 11 should be measured accordingly to this end to ensure deviations draught draught 2 or base part 12 within the deviation range, which can be specified at the beginning. Upon reaching full deflection draught draught 2 or base part 12, draught rod 2 remains relatively flat respectively formed contour of the base plate 11.

In a preferred embodiment of the proposed device of the hitch illustrated in the drawings, is provided to reject and support in the manner described above. The spring elements 16, 17, included in the shock traction device 100, are exposed to considerable effort. The shape of these spring elements 16, 17 and adjacent the support plate 11 is mainly performed, on the one hand, with the possibility of providing sufficient support, and on the other hand, with the ability to provide sufficient space for deformation of the elastomeric spring elements in compression or deviation.

Neobhodimosti, that the scope of the present invention is not limited to variants of execution illustrated in the drawings, a number of other possible options.

1. Device coupled to the mounting sled pull (2) to the chassis of the car containing the shock traction device (10), located at the end draught draught (2) from the side of the vehicle body for transmission to the base plate (11)connected with the body of the car, tensile and impact forces exerted on draught draught (2), and mentioned shock traction device (10) is provided with a base part (12)connected to the end of the wagon sled pull (2) and continuing draught draught (2) in its longitudinal direction, reference item passes through the inlet (13) in the base plate (11) and provided with a front spring disc (14) with side draught draught and rear spring disk (15) from the body of the car, while the shock-traction device (10), further comprises at least one front spring element (16) of the elastic material between the front spring disc (14) and base plate (11) in the direction along the draught draught, and at least one rear spring element (17) of elastic material between the support plate (11) and the rear spring disk (15) in the direction along the draught draught to absorb the transmitted traction and impact efforts, characterized in that minority is her least one front spring element (16) and one rear spring element (17) tightly surrounds the base part (12) shock traction device (10) and configured to support each of the spring element in horizontal and vertical direction on the edge of the inlet openings (13)formed in the base plate (11).

2. The device of the hitch according to claim 1, characterized in that the respective concave region (19)passing at least partially along the corresponding edge of the inlet (13) in the base plate (11) and having a shape corresponding to the contour of the front or rear of the spring element (16, 17)made in the end surface (11') of the base plate (11) on the side of the sled pull and the end surface (11") of the base plate on the side of the vehicle body, and a corresponding spring element (16, 17) is flush with the corresponding concave area (19) and leans against it.

3. The device of the hitch according to claim 1, characterized in that the cross-sectional shape of the through hole (13) in the base plate (11) made with the possibility of horizontal rotation base part (12) shock traction device (10)passing through the through hole, with a given angular range, in particular ±25°, and thus with the possibility of deviation sled pull (2), which is connected to the base part (12)relative to the z axis.

4. The device of the hitch is about 2, characterized in that the cross-sectional shape of the through hole (13) in the base plate (11) made with the possibility of horizontal rotation base part (12) shock traction device (10)passing through the through hole, with a given angular range, in particular±25°, and thus with the possibility of deviation sled pull (2), which is connected to the base part (12)relative to the z axis.

5. The device of the hitch according to claim 1, characterized in that at least one front spring element (16) and/or one rear spring element (17) has a cross-sectional shape other than circular, such as elliptical, oval or close to an ellipse, at least on the respective ends of the presser plate.

6. The device of the hitch according to claim 2, characterized in that at least one front spring element (16) and/or one rear spring element (17) has a cross-sectional shape other than circular, such as elliptical, oval or close to an ellipse, at least on the respective ends of the presser plate.

7. The device of the hitch according to claim 3, characterized in that at least one front spring element (16) and/or one rear spring element (17) has a cross-sectional shape other than circular, such as elliptical, oval or close to an ellipse, at least on the respective ends of prigi the Noah plate.

8. The device of the hitch according to claim 5, characterized in that at least one front spring element (16) and/or one rear spring element (17) has a cross-sectional shape close to an ellipse with horizontal major axis and passing vertically radius, at least on the respective ends of the presser plate.

9. The device of the hitch according to claim 6, characterized in that at least one front spring element (16) and/or one rear spring element (17) has a cross-sectional shape close to an ellipse with horizontal major axis and passing vertically radius, at least on the respective ends of the presser plate.

10. The device of the hitch according to claim 7, characterized in that at least one front spring element (16) and/or one rear spring element (17) has a cross-sectional shape close to an ellipse with horizontal major axis and passing vertically radius, at least on the respective ends of the presser plate.

11. The device of the hitch according to claim 1, characterized in that at least one front spring element (16) and/or one rear spring element (17) each have a through hole (16', 17'), in particular located at the center through hole through which passes the base part (12) shock traction device (10), and SK is religious hole (16'), formed in the front spring element (16) and/or through hole (17')formed in the rear spring element (17), each has an elliptical, oval, close to an ellipse or similar cross-sectional shape, and the base part (12) shock traction device (10) has a cross-sectional shape corresponding to the cross-sectional shape of these holes (16', 17')at least in sections (A)passing through a through hole (16') in the front spring element (16) and/or through hole (17') in the rear spring element (17), where it is firmly pressed against the respective inner walls of the holes(16', 17').

12. The device of the hitch according to claim 2, characterized in that at least one front spring element (16) and/or one rear spring element (17) each have a through hole (16', 17'), in particular located at the center through hole through which passes the base part (12) shock traction device (10)with a through hole (16')formed in the front spring element (16) and/or through hole (17')formed in the rear spring element (17), each has an elliptical, oval, close to an ellipse or similar cross-sectional shape, and the base part (12) shock traction device (10) has a cross-sectional shape corresponding to the shape poperen the th section of these through holes (16', 17')at least in sections (A)passing through a through hole (16') in the front spring element (16) and/or through hole (17') in the rear spring element (17), where it is firmly pressed against the respective inner walls of the holes(16', 17').

13. The device of the hitch according to claim 3, characterized in that at least one front spring element (16) and/or one rear spring element (17) each have a through hole (16", 17"), in particular located at the center through hole through which passes the base part (12) shock traction device (10)with a through hole (16')formed in the front spring element (16) and/or through hole (17"), formed in the rear spring element (17), each has an elliptical, oval, close to an ellipse or similar similar cross-sectional shape, and the base part (12) shock traction device (10) has a cross-sectional shape corresponding to the cross-sectional shape of these holes (16", 17"), at least at sections (A)passing through a through hole (16) in front of the spring element (16) and/or through hole (17") rear spring element (17), where it is tightly pressed against the respective inner walls of the holes(16", 17").

14. Device coupled in claim 11, characterized in that the through hole (6"), formed in the front spring element (16) and/or through hole (17"), formed in the rear spring element (17), each has an elliptical or close to an ellipse cross-sectional shape with a horizontal major axis and passing vertically-axis.

15. Device couplers indicated in paragraph 12, characterized in that a through hole (16')formed in the front spring element (16) and/or through hole (17')formed in the rear spring element (17), each has an elliptical or close to an ellipse cross-sectional shape with a horizontal major axis and passing vertically-axis.

16. The device is coupled through 13, characterized in that a through hole (16')formed in the front spring element (16) and/or through hole (17')formed in the rear spring element (17), each has an elliptical or close to an ellipse cross-sectional shape with a horizontal major axis and passing vertically-axis.

17. The device is coupled in one of the preceding paragraphs, characterized in that at least one front spring element (16) and at least one rear spring element (17) pre-tension between the respective spring disks (14, 15) and the support plate in the direction of compression/shock.



 

Same patents:

FIELD: railway transport.

SUBSTANCE: invention is related to the field of railway transport, namely to clamping devices for fixation of towing devices for rolling stock coupling. Transport facility comprises subframe with assembly pocket for fixation of towing device that is equipped with assembly flange. Two pairs of shoulders are installed in assembly pocket at the distance from each other in axial direction. Between pairs of shoulders assembly flange and clamping device are installed, and clamping device is intended for pressing of assembly flange to the first pair of shoulders and therefore for fixation of towing device relative to subframe. Clamping device comprises insert of rigid shape and clamping device that acts between it and assembly flange to shift assembly flange and insert from each other and therefore press assembly flange to the first pair of shoulders, and at the same time for pressing of insert to the second pair of shoulders. Clamping device is inserted between insert and assembly flange of towing device for their shifting from each other and therefore for pressing of assembly flange to the first pair of shoulders.

EFFECT: possibility is achieved to reliably fix towing device in subframe of transport facility, arrangement of combining shoulder with the possibility of elastic displacement and possibility of simple installation and extraction of towing device from assembly pocket of subframe, and also possibility to equip towing device with collision protection facility integrated in it without complication of design.

20 cl, 7 dwg

FIELD: transportation.

SUBSTANCE: unit includes mechanical fastening and the pneumatic coupling effected via to gearing of the head of the braking mainline connecting hose with the mating part. The mating part is fitted on the car block. The attachment to the vertical edge is made in the form of enveloping straps with the threaded elements at the edges fastened by screws passed through the coupling unit casing. The connecting hose head joins the mating part input hole, gets pressed down by one of the running mating part elements and locked by the element locking fixture.

EFFECT: reliability coupling of the tail car block to automatic coupler and the train braking system line.

8 cl, 1 dwg

FIELD: railway transport.

SUBSTANCE: invention relates to automatic couplers of long-base four-axle freight cars. Proposed device contains automatic coupler hinge-mounted on center sill of car frame and resting on center sill through centering bar of alignment mechanism, and automatic coupler and bogie turn matching mechanism containing U-shaped torsion bar hinge-secured by its horizontal part on center sill. Ends of torsion bar are pointed downwards, one end being connected with centering bar by means of horizontal hinge joint and end face bracket. Matching mechanism is provided with rocket hinge-connected from below on axle of center sill by means of vertical bracket. Longitudinal arm of rocker is hinge-connected though rod and horizontal joint with second end of U-shaped torsion bar. It has link made in form of screw pair whose stationary part is hinge-connected with cross arm of rocket and turnable part is furnished with axial turn angle limiter and is connected with cross spring beam of bogie by means of fastening unit which is made detachable in form of grip whose turning member is made in form of base with threaded stud provided with support part and eye on end for fastening the link. Longitudinal turning axis of turnable member lies in one horizontal plane with axis of link. Grip is provided with retainer with thread mechanically coupled with base, twin cone stop hinge-secured on retainer for turning in longitudinal plane of grip and engagement of conical surfaces with inner angular edge of dummy hole in spring beam, and thrust plate installed for movement on threaded stud between support part of base and retainer for interaction with outer plane of side wall of spring beam near dummy hole. Axial turn angle limiter of turnable part of link is made in form of form secured on its end for engagement with plane of cross arm of rocker.

EFFECT: provision of reliable coupling of automatic coupler of four-axle long-base cars of curvilinear sections of tracks.

2 cl, 6 dwg

FIELD: railway transport.

SUBSTANCE: invention relates to automatic couplers of long-base four-axle freight cars. Proposed device contains automatic coupler hinge-mounted on center sill of car frame and resting on center sill through centering bar of alignment mechanism, and automatic coupler and bogie turn matching mechanism containing U-shaped torsion bar hinge-secured by its horizontal part on center sill. Ends of torsion bar are pointed downwards, one end being connected with centering bar by means of horizontal hinge joint and end face bracket. Matching mechanism is provided with rocket hinge-connected from below on axle of center sill by means of vertical bracket. Longitudinal arm of rocker is hinge-connected though rod and horizontal joint with second end of U-shaped torsion bar. It has link made in form of screw pair whose stationary part is hinge-connected with cross arm of rocket and turnable part is furnished with axial turn angle limiter and is connected with cross spring beam of bogie by means of fastening unit which is made detachable in form of grip whose turning member is made in form of base with threaded stud provided with support part and eye on end for fastening the link. Longitudinal turning axis of turnable member lies in one horizontal plane with axis of link. Grip is provided with retainer with thread mechanically coupled with base, twin cone stop hinge-secured on retainer for turning in longitudinal plane of grip and engagement of conical surfaces with inner angular edge of dummy hole in spring beam, and thrust plate installed for movement on threaded stud between support part of base and retainer for interaction with outer plane of side wall of spring beam near dummy hole. Axial turn angle limiter of turnable part of link is made in form of form secured on its end for engagement with plane of cross arm of rocker.

EFFECT: provision of reliable coupling of automatic coupler of four-axle long-base cars of curvilinear sections of tracks.

2 cl, 6 dwg

FIELD: transportation.

SUBSTANCE: unit includes mechanical fastening and the pneumatic coupling effected via to gearing of the head of the braking mainline connecting hose with the mating part. The mating part is fitted on the car block. The attachment to the vertical edge is made in the form of enveloping straps with the threaded elements at the edges fastened by screws passed through the coupling unit casing. The connecting hose head joins the mating part input hole, gets pressed down by one of the running mating part elements and locked by the element locking fixture.

EFFECT: reliability coupling of the tail car block to automatic coupler and the train braking system line.

8 cl, 1 dwg

FIELD: railway transport.

SUBSTANCE: invention is related to the field of railway transport, namely to clamping devices for fixation of towing devices for rolling stock coupling. Transport facility comprises subframe with assembly pocket for fixation of towing device that is equipped with assembly flange. Two pairs of shoulders are installed in assembly pocket at the distance from each other in axial direction. Between pairs of shoulders assembly flange and clamping device are installed, and clamping device is intended for pressing of assembly flange to the first pair of shoulders and therefore for fixation of towing device relative to subframe. Clamping device comprises insert of rigid shape and clamping device that acts between it and assembly flange to shift assembly flange and insert from each other and therefore press assembly flange to the first pair of shoulders, and at the same time for pressing of insert to the second pair of shoulders. Clamping device is inserted between insert and assembly flange of towing device for their shifting from each other and therefore for pressing of assembly flange to the first pair of shoulders.

EFFECT: possibility is achieved to reliably fix towing device in subframe of transport facility, arrangement of combining shoulder with the possibility of elastic displacement and possibility of simple installation and extraction of towing device from assembly pocket of subframe, and also possibility to equip towing device with collision protection facility integrated in it without complication of design.

20 cl, 7 dwg

Coupling device // 2388633

FIELD: transport.

SUBSTANCE: invention relates to device intended for coupling draw bar to car body. Coupling device comprises impact-draw appliance arranged on draw bar end on the car body side to transmit expanding and impact forces acting to draw bar to support plate coupled with car body. Note here that impact-draw appliance is furnished with base part connected with draw bar end on the side of car body to continue draw bar in lengthwise direction. Note also that said base part passes through support plate inlet hole and is furnished with front spring disk on draw bar side and rear spring disk on car body side. Said impact-draw appliance incorporates additionally at least one from spring element made from elastic material arranged between front spring disk and support plate in direction along draw bar. It comprises also one rear spring element made from elastic matrial arranged between support plate and rear spring disk in direction along draw bar to absorb transmitted draw and impact forces.

EFFECT: improved operating performances.

17 cl, 11 dwg

FIELD: transport.

SUBSTANCE: invention relates to railway transport, particularly to design of centre girder. Proposed assembly comprises front and rear cast thrusts with support surfaces and transition elements jointed together by plates. Said plates are made from rolled unequal channel angles. Large flange of every plate has a hole running along the entire length of plate. Said plates are made from material with strength properties equal to or exceeding those of said thrusts. Proposed method comprises assembling said plates with front and rear thrusts with support surfaces and transition elements. Said front and rear thrusts and plates are fitted into automatic coupling to be welded together therein along outer and inner edges. Proposed device comprises two sections simulating central girder cantilever part and revolving about lengthwise axis. Outer welded seams of joint between plates and transition elements have holes.

EFFECT: automatic coupling assembly design that increases central girder life and strength, ease of jointing thrusts together.

4 cl, 5 dwg

FIELD: transport.

SUBSTANCE: hinged joint includes housing (1), front insert (4), centre pad (5) spring-loaded with movable stop, and ball (2) with the neck of which there connected by means of thread is shank of coupling head of shock-absorbing device having the support plate. Front insert is connected to housing by means of bushing (6) having opposite directed thread for screwing both on front insert, and on the housing. On ends of insert and housing there are projections and cavities adjoined to each other. Hole in insert is out-of-round. Wear-resistant external bandage is installed on outer surface of the housing.

EFFECT: improving wear resistance of housing of hinged joint, excluding the jamming of ball or play in hinged joint, maximum allowable turning angles of coupling are enlarged, dynamic loads increase in contact zone of housing of hinged joint with support plate of shock-absorbing device and ball with centre pad.

7 cl, 4 dwg

Damper // 2462381

FIELD: transport.

SUBSTANCE: invention relates to machine building. Proposed damper comprises main plate, force transfer element with clamp, deformable energy absorbing tube with its first end jointed with main plate, and connection element for coupling force transfer element with deformable tube second end. Connection element is coupled by screw joint with structural frame rigidly connected with main plate to press on clamp so that deformable tube is clamped without clearance between said clamp and main plate.

EFFECT: higher reliability in damping impacts.

21 cl, 18 dwg

FIELD: transport.

SUBSTANCE: invention relates to railway transport. Coupler 1 comprises thrust plate 10 to be jointed with car body that has through hole 11 receiving con rod end part 3 extending from car body side. Coupler 1 comprises also draw device arranged on said end part 3 that includes front damper plate 12 attached to con rod 2 ahead of thrust plate 10 in lengthwise direction L and rear damper plate 14. Rear damper plate 14 is attached to con rod 2 behind thrust plate 10 along distance L of said con rod. Draw device comprises extra element 20 of front damper made from elastic material and arranged between plate 10 and plate 12, and rear damper element 30 made from elastic material and arranged between plate 10 and plate 14. Front damper element 20 and/or rear damper element 30 interact with plate 10 to transmit rotation transferred from con rod 2 to thrust plate 20 are transmitted with no slippage. Said front damper element 20 comprises grooves 21.1-21.8 made on its edges. Thrust plate 10 comprises extending sections 16.1-16.4 on its front surface A1 opposite element 20 shaped to interact with some of said grooves 21.1-21.8.

EFFECT: simplified design.

22 cl, 5 dwg

FIELD: machine building.

SUBSTANCE: device comprises a buffer attached to coupling, support (1) attached to car body, and rotary shaft (2), connecting buffer to support. Buffer comprises a resilient element (4), housing (3) of buffer accommodating resilient member (4) and protective cover (5) for sensing impact force at rear end of buffer housing. Protective cover and housing are connected by buffer device (6) for protection against overload.

EFFECT: invention ensures combination of protection device against overload and buffer coupling by using method, wherein there is break of connection between buffer housing and flexible element.

5 cl, 5 dwg

FIELD: transport.

SUBSTANCE: invention relates to an automatic couplers for railway cars. Automatic coupler for railway car comprises an anchor and a coupling mechanism connected thereto. Coupling support mechanism supports coupling mechanism in vertical direction. To maintain automatic coupling brackets are connected to anchor. Torsion springs are operably connected with brackets. Rotary movement of any of brackets in vertical direction causes rotation of corresponding torsion springs.

EFFECT: possibility to adjust supporting mechanism of automatic coupling in multiple dimensions, reduced dimensions and weight of supporting mechanism of automatic coupling.

20 cl, 14 dwg

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