AU2012202464A1 - Bearing block for articulating a coupler shank to a car body of a track-guided vehicle - Google Patents

Abstract

The invention relates to a bearing block (1) for articulating a coupler shank to a car body of a track-guided vehicle, in particular a railway vehicle. In order to configure the bearing block (1) so it will be compatible for different drawgears (10) to be pivotably accommodated in said bearing block (1), the invention provides for the bearing block (1) to comprise a flange (2) arranged in a vertical flange plane (Al) having a first flange area (2.1) connectable to the railcar body and a second flange area (2.2) horizontally distanced therefrom and likewise connectable to the railcar body. The bearing block (1) further comprises a bearing (3) having a first bearing shell (3.1) and a second bearing shell (3.2) vertically distanced therefrom, wherein the bearing shells (3.1, 3.2) each comprise an opening (4.1, 4.2) to receive a vertically-extending rocker pin (5) or to receive correspondingly disposed pivot pins (4.1, 4.2). The invention provides for the flange areas (2.1, 2.2) to be connected together solely by means of the bearing shells (3.1, 3.2) of the bearing (3). MEISSNER BOLTE 6 / 8 M/SBK-111-EP 2, 2 Al 3,3.1 .2, 2.2 3, 3.2 Fig.8

Description

Pool Section 29 Regulation 3.2(2) AUSTRALIA Patents Act 1990 COMPLETE SPECIFICATION STANDARD PATENT Application Number: Lodged: Invention Title: Bearing block for articulating a coupler shank to a car body of a track guided vehicle The following statement is a full description of this invention, including the best method of performing it known to us: P111ABAU/0610 1 Description The invention relates to bearing block for articulating a coupler shank to a car 5 body of a track-guided vehicle, in particular a railway vehicle. In railway vehicle technology, a bearing block usually serves to connect a coupler shank to the car body of a railway vehicle so as to be pivotable in the horizontal plane. So that the coupler shank can also realize pivoting motions relative to the 10 railcar body, necessary for example when a multi-member block train travels through curves, the articulation realized with the bearing block is usually implemented so as to enable horizontal and vertical outward pivoting as well as an axial rotation of the coupler shank relative to the car body. 15 It is further known that when a coupler shank is rigidly mounted by means of a bearing block, impacts and vibrations arising during coupling or upon braking can result for example in damage to the vehicle and/or the coupling arrangement itself. In order to prevent such damage, it is necessary to limit the impacts, vibrations and the like from being transmitted as much as possible. This is 20 preferably realized by providing a drawgear having elastic damping means to absorb such impacts transferred in the force flow through the coupler shank. Such a drawgear is frequently integrated into the articulation of the coupler shank to the car body; i.e. in the bearing block provided for the purpose. This drawgear is configured to route tractive and compressive forces up to a defined 25 magnitude through the bearing block to the vehicle underframe in an elastically cushioning manner. The aim is to absorb energy by means of an elastic deforming of the damping means associated with the drawgear and thus prevent overloading the bearing block and particularly the vehicle underframe. 30 Fig. 1 shows a perspective view of a known prior art articulated connector 150 of a central buffer coupling for rail vehicles. The Fig. 2 depiction shows the articulated connector 150 according to Fig. 1 in a side sectional view.

2 A drawgear 10 exhibiting a total of three spring elements 12.1, 12.2, 12.3 is integrated into the conventional articulated connector 150 shown. These spring elements 12.1, 12.2, 12.3 are designed so as to absorb tractive and impact forces up to a defined magnitude and to conduct forces which exceed the given 5 magnitude through the bearing block 101 to the vehicle underframe. The articulated connector 150 shown in Figs. 1 and 2 comprises the rear part of a coupling arrangement and serves to articulate the coupler shank of a central buffer coupling to a (not explicitly depicted in the drawings) mounting plate of a car body via the bearing block 101 so as to be horizontally pivotable. 10 Since the drawgear 10 solution known from the prior art configured in the form of damping means (here: elastomer spring mechanism) is accommodated within the bearing block 101, the bearing block 101 necessarily needs to exhibit a configuration which is adapted to the drawgear 10 (elastomer spring mechanism). 15 Specific relative motion between the bearing block 101 and the drawgear 10 articulated by means of bearing shells 131, 132 of the bearing block 101 so as to be pivotable in the horizontal plane particularly needs to be ensured. In this respect, the overall length of the drawgear 10 as well as the damping behavior of said drawgear 10 determines the dimensions and particularly the length of the 20 bearing block 101. It can be seen from the depictions in Figs. 1 and 2 that the bearing block 101 used in this conventional articulated connector 150 has a cage or housing structure 110 with which the bearing shells 131, 132 of the bearing are connected to a vertically 25 extending flange 102. In particular, with the conventional embodiment of the bearing block 101, the flange 102 does not lie in a vertical plane through which the rotational axis R defined by the bearing shells 131, 132 also runs. Instead, vertical flange plane Al is situated distanced from the vertical axis of rotation R defined by the bearing shells 131, 132 in the direction of the car body (see Fig. 2). 30 3 As can especially be noted from the Fig. 2 depiction, it is necessary with the conventional solution for the vertical flange plane Al to be horizontally distanced from the vertical rotational axis R which is defined by the bearing shells 131, 132. This distancing is necessary in the conventional articulated connector 150 5 so that the drawgear 10 accommodated in the housing 13 can move toward the car body relative the bearing block 101 upon compressive load so as to thus be able to regeneratively dampen compressive forces. The horizontal distancing of the vertical flange plane Al from the vertical axis of rotation R, and thus the length of the cage/housing structure 110 is hereby determined by the overall 10 length and the damping properties of the drawgear 10. It is in particular evident that the cage/housing structure 110 of the bearing block 101 needs to be designed as a function of the damping properties and the overall length of the drawgear 10 accommodated in the bearing block 101. For example, 15 when a drawgear 10 is to be used which has more than three spring elements 12.1 to 12.32, the housing 13 of the drawgear 10 is lengthened such that there is a larger horizontal spacing between the vertical axis of rotation R defined by the bearing shells 131, 132 and the vertical flange plane Al. 20 The present invention is based on the object of specifying a bearing block which is compatible with differently-dimensioned drawgears, in particular damping means such as elastomer spring mechanisms. Also to be specified is an articulated connector having a bearing block which is compatible with differently dimensioned drawgears. 25 This object is achieved with respect to the bearing block by the subject matter of claim 1 and with respect to the articulated connector by the subject matter of claim 6. 30 Accordingly, the bearing block according to the invention exhibits a flange arranged in a vertical flange plane having a first flange area connectable to the car body of a track-guided vehicle, in particular a railway vehicle, and a second flange area horizontally distanced therefrom and likewise connectable to the car body. The inventive bearing block further comprises a bearing having a first 35 bearing shell extending in a first horizontal plane and a second bearing shell vertically distanced from the first bearing shell and extending in a second horizontal plane, wherein the bearing shells each comprise an opening to receive a vertically-extending rocker or pivot pin. With the inventive bearing block, the 4 flange areas are connected together solely by means of the bearing shells of the bearing. At its car body-side end region, the inventive bearing block in particular exhibits 5 no housing or cage structure adapted to the dimensions of the drawgear to be integrated into the bearing block, as is the case with a conventional bearing block. Instead, the inventive solution intentionally dispenses with the cage/housing structure so that the flange areas of the bearing block are connected together solely by means of the bearing shells. This results in the 10 vertical rotational axis defined by the bearing shells, about which a drawgear accommodated in the bearing block can rotate relative the bearing block, being situated in or in the immediate vicinity of the vertical flange plane defined by the two flange areas of the bearing block. Thus, in the inventive bearing block, the horizontal bearing block pivoting range for a drawgear accommo-dated in the 15 bearing block is only defined by the horizontal distancing of the flange areas, not, however, by a housing/cage structure provided on the car body-side end region of the bearing block, as is the case in the previously known bearing blocks. 20 In particular, the inventive bearing block exhibits no car body-side components able to limit the horizontal pivoting range of a drawgear accommodated in the bearing block. The bearing block is characterized by its open structural design in which the car body-side end region of the bearing block is designed the same as the opposite end region of the bearing block and, in particular, in which the 25 opening formed between the flange areas and the bearing shells extends completely through the bearing block. The advantages which can be achieved with the inventive solution are obvious: since according to the invention, the flange areas are connected to one another 30 solely by means of the bearing shells of the bearing, the bearing block structure can be independent of the dimensions of the drawgear to be pivotably articulated to the bearing block in the horizontal plane. Thus, the bearing block exhibits no structural feature in terms of a specific type or in terms of a specific overall length for a drawgear to be connected to the bearing block. This makes it 35 possible to use the bearing block for differently-dimensioned drawgears, in particular for elastomer spring mechanisms of differing overall lengths, without needing to make structural changes to the bearing block. The invention thus specifies a universally-fitting bearing block for a plurality of drawgears which is 5 particularly characterized by dispensing with virtually all structural features related to a drawgear to be accommodated in the bearing block. In particular, the bearing block according to the invention is formed without a 5 car body-side cage or housing structure, as is the case with the known prior art bearing blocks. Instead, the inventive bearing block has an open configuration toward the car body; i.e. the coupler shank-side opening of the bearing block is the same size as the car body-side opening of the bearing block. This prevents components of the bearing block from hindering the motion of a drawgear 10 accommodated in the bearing block and arranged so as to be pivotable in the horizontal plane relative the bearing block via the bearing shells. Because the inventive solution does not make use of any car body-side cage/housing structure, the weight of the bearing block is reduced compared to 15 conventional solutions, constituting a further advantage. The absence of the car body-side cage/housing structure further allows the drawgear in the inventive solution to be pivotably articulated to the bearing block in the horizon-tal plane by means of at least one shearing element. The at least 20 one shearing element is thereby to be configured such that it fails upon a definable critical impact force so that the connection between the bearing block and the drawgear disengages and the drawgear can be removed from the flow of force introduced into the bearing block. 25 By intentionally dispensing with the car body-side cage/housing structure as normally provided in conventional bearing blocks, the horizontal pivotability of the coupler shank and the elastomer spring mechanism connected to the coupler shank is no longer limited by the rear bearing block area. 30 With the inventive solution, the coupler shank is also movable in the longitudinal direction relative the bearing block without there being the risk that the car body side end region of the coupler shank will thereby strike a component of the bearing block. 35 The bearing block according to invention is thus suitable to receive a plurality of differently-configured drawgears (elastomer spring mechanisms), provided that these elastomer spring assemblies exhibit essentially the same cross-sectional 6 configura-tion, as is usually the case with the known prior art drawgears for bearing blocks. Advantageous further developments are indicated in the dependent claims. 5 As stated above, the bearing block according to the invention is characterized by its simple construction as the bearing block essentially only comprises one flange with a first and a second flange area and one bearing having a first and a second bearing shell, wherein the flange areas are connected together solely by 10 means of the bearing shells of the bearing. This simple construction enables the bearing block, respectively the essential components of the bearing block, to be realized as forged components. In conventional bearing block constructions, this is not possible due to their relatively complex three-dimensional configuration and degree of deformation thus required such that they are usually formed as 15 cast components. By the inventive solution being able to realize the entire bearing block as one or more forged components, the bearing block can be manufactured substantially less expensively compared to the conventional solutions. 20 The inventive bearing block is suitable to accommodate both a drawgear connected or connectable to a coupler shank as well as a vertically-extending rocker pin. To this end, one preferred realization of the inventive bearing block provides for the openings provided in the bearing shells to be aligned with one another in order to either receive a common vertically-extending rocker pin or to 25 correspondingly receive a pivot pin connected to a drawgear. An opening is provided between the flange areas of the bearing block on one side and the bearing shells of the bearing associated with the bearing block on the other to receive a drawgear connected or connectable to the coupler shank. 30 This opening is preferably dimensioned such that standard drawgears (elastomer spring mechanisms) on the market can be received between the flange areas and the bearing shells as defined by the opening. What is essential here is that the opening is configured as a through opening; i.e. as an opening extending completely through the entire bearing block, its dimensions and shape identical 35 or at least nearly identical on the car body-side end of the bearing block as on the coupler shank-side end.

7 In one preferred realization of the inventive bearing block, the flange areas are of mirror-symmetrical configuration with respect to a vertical plane extending perpendicular to the flange plane, whereby this vertical plane extends through the bearing shell openings. Doing so thus ensures that the horizontal pivoting 5 range of a drawgear pivotably mounted in the bearing block is only limited by the flange areas of the bearing block. Each flange area exhibits hereto a coupler shank-side front limit stop. It would in principle also be conceivable for each flange area to also exhibit a 10 car body-side rear limit stop additionally or alternatively to the coupler shank side front limit stop. For example, in one possible realization of the inventive bearing block, coupler shank-side front limit stops and car body-side rear limit stops can be provided, wherein the front limit stop of the first flange area and the rear limit stop of the second flange area as well as the front limit stop of the 15 second flange area and the rear limit stop of the first flange area in each case together define the horizontal pivoting range of a drawgear pivotably mounted in the bearing block. In particular, the horizontal pivoting range of a drawgear receivable or to be 20 received in the bearing block is not to be defined by any other component of the bearing block except the flange areas. This is an essential point so that the bearing block can be utilized in different drawgears; i.e. for different applications, without needing to structurally modify the bearing block. 25 According to a further aspect, the invention relates to an articulated connector for the articulated connecting of a coupler shank to a car body, in particular to a car body of a multi-member, track-guided vehicle, wherein the articulated connector comprises a bearing block of the type described above connected to the car body and a drawgear pivotably articulated to the bearing block in the horizontal plane to 30 dampen the tractive and compressive forces transmitted through the coupler shank to the bearing block. However, the invention is not limited to a drawgear - rather, the inventive bearing block is also suited to articulate a coupler shank, e.g. via a pivot 35 bearing, without using a drawgear for the purpose in the linkage. In one preferred realization of the articulated connector, the drawgear is designed as a spring mechanism or spring device which comprises a push/pull 8 rod connected or connectable to a car body-side end region of the coupler shank, at least one spring element, preferably in the form of an annular spring element made from an elastomer material, and a housing open to the coupler shank, wherein the at least one spring element is accommodated in the housing. 5 The at least one spring element can be of two-part construction so as to facilitate mounting to the push/pull rod. It is hereby conceivable for a first part of the spring element to be fit onto the push/pull rod from a first side of the push/pull rod while the second part of the spring element is fit onto the push/pull rod from the second side of the push/pull rod and then connected to 10 the first part. However, it is in principle also conceivable for the spring element to be slid onto the push/pull rod in the longitudinal direction of the push/pull rod and fixed there, e.g. by means of a nut. The invention is however not limited to an articulated connector in which the 15 draw-gear is designed as a spring mechanism or a spring device. Instead, other preferably regeneratively-designed damping mechanisms such as gas-hydraulic buffers, spring elements, dampers or spring-and-damper systems are also suitable for the drawgear. 20 The housing of the drawgear designed for example as a spring mechanism or spring device is advantageously articulated to the bearing block so as to be pivotable in the horizontal plane by means of a first pivot pin in the opening of the first bearing shell and a second pivot pin in the opening of the second bearing shell. In such a drawgear, preloaded resilient rings made from elastic 25 material are advantageously provided between the inner circumferential surface of the housing, disposed with their central planes aligned vertically and spaced apart from one another in the longitudinal direction of the push/poll rod. However, instead of a plurality of individual rings arranged one behind the other, it is also conceivable here to employ just one cylindrical elastomer element 30 (elastomer cylinder) or one elastomer spring assembly. For example, annular circumferential elastomer beads can be provided on the outer circumferential surface of said cylindrical elastomer element or elastomer spring assembly. In one conceivable realization of the drawgear designed as an elastomer spring 35 mechanism, both the rear; i.e. the car body-side end of the coupler shank, the push/pull rod respectively, as well as the inner surface of the housing exhibits circumferential annular beads directed toward one another, whereby the resilient rings made from an elastic material, respectively the cited elastomer cylinder / 9 the elastomer spring assembly with the annular beads are respectively held in spaces between two adjacent annular beads opposite the rear end of the coupler shank and the housing. Each of the resilient rings thereby directly abuts both the circumferential surface of the coupling shaft as well as the inner circumferential 5 surface of the housing, whereby the annular beads of the coupler shank are aligned with the associated annular beads of the housing in the unloaded state of the elastomer spring mechanism respective tractive and impact forces. As indicated above, it is preferably provided for the housing of the drawgear 10 configured as an elastomer spring mechanism to be articulated to the bearing block in the openings of the corresponding bearing shells by the already-cited pivot pins so as to be pivotable in the horizontal plane. The first and/or second pivot pin(s) is/are preferably configured as shearing element(s) such that the corresponding pivot pins shear off upon a critical impact force transmitted from 15 the coupler shank to the bearing block and thus the connection between the housing of the elastomer spring mechanism and the bearing block is disengaged. In other words, in this preferred realization of the articulated connector according to the invention, the housing of the elastomer spring mechanism is connected to the bearing block by means of at least one shearing element such 20 that upon the exceeding of a defined critical impact force, the coupler shank with the housing and the elastomer spring mechanism provided therein is removed from the force flow transmitted to the bearing block. On the other hand, it is also conceivable for the first and/or second pivot pin(s) to 25 be connected to the housing of the drawgear by means of at least one shearing element, in particular a shearing screw, such that at least one shearing element shears off upon a critical impact force being transmitted from the coupler shank to the bearing block, thus breaking the connection between the housing of the drawgear and the bearing block. 30 It is hereby to be pointed out that this embodiment is of course not only limited to elastomer spring mechanisms but is rather also applicable to other drawgears integrated into the linkage. For example, such a drawgear can also be realized with hollow rubber springs, friction springs, hydraulic mechanisms or 35 combinations thereof. It is also conceivable to employ destructive impacts elements additionally or alternatively to such regenerative impact elements.

10 A further advantage of the latter-cited embodiment of the inventive articulated connector is that after the critical impact force is exceeded, not only is the drawgear (elastomer spring mechanism) removed from the force flow by the severing of the connection between the housing of the drawgear (elastomer 5 spring mechanism) and the bearing block, but the coupler shank connected thereto is also removed from the flow of force such that the bearing block remains in its original position on the railcar body. In the event of a crash, the entire bearing block is in particular no longer shunted into a space provided for the purpose in the underframe of the railcar body, for example, as is partly the 10 case with conventional central buffer couplings. Instead, the bearing block remains on the car body and can take over the function of a "guide profile" or a "catch element" with respect to the coupling shaft disengaging from the bearing block since the drawgear (elastomer spring mechanism) with the coupling shaft can be supported in or at the opening extending through the bearing block and 15 thus the disjoined coupling shaft or the disjoined drawgear is prevented from falling onto the track (track bed). It is particularly preferred in the inventive articulated connector which makes use of a drawgear articulated to the bearing block so as to be pivotable in the 20 horizontal plane, for the drawgear to be configured such that the tractive and impact forces transferred through the coupler shank to the drawgear to be cushioned by regenerative deformation of the spring elements provided in the drawgear up to a predefined magnitude, whereby this predefined magnitude is fixed at a value which is lower than the response force of the at least one 25 shearing element with which the drawgear can be pivotably connected to the bearing block in the horizontal plane. This thereby achieves the drawgear being able to absorb tractive and compressive forces up to the predefined magnitude and hence lesser impacts, for example impacts and vibrations occurring during travel or braking, will be absorbed and thus neutralized. 30 Forces which exceed the above, occurring for instance upon the vehicle colliding with an obstacle (crash), effect the responding of the at least one shearing element used to connect the drawgear to the bearing block, whereby the connection between the drawgear and the bearing block is disengaged and the 35 drawgear as well as the coupler shank are at least partly removed from the flow of force transmitted to the bearing block. Doing so thus allows, after the damping capacity of the spring elements provided in the drawgear is exhausted, the remaining amount of energy to be transferred for example to energy-absorbing 11 elements on the car body side such as friction elements or crash boxes. The advantage of this is that the greatest possible energy absorption which can be calculated in a foreseeable sequence of events can be achieved in the event of an accident since the coupling shaft with the central buffer coupling is removed from 5 the flow of force upon a defined level of force being exceeded and thus allows the car bodies to collide and the operation of the car body-side energy-absorbing elements. One preferred realization of the inventive solution provides for the housing of 10 the drawgear, which is articulated to the bearing block so as to be horizontally pivotable, for example by means of the at least one shearing element, to consist of two half-shells able to be detachably connected to one another. Threaded bolts, for example, are conceivable for making this connection. Of course it is however also conceivable to not just connect two, but a plurality of housing 15 parts together. Doing so facilities fitting the spring elements in the drawgear. The following will reference the accompanying drawings in describing the invention in greater detail. 20 Shown are: Fig. 1 a perspective view of a known prior art articulated connector for a central buffer coupling of a track-guided vehicle, in particular a railway vehicle; 25 Fig. 2 a side sectional view of the articulated connector according to Fig. 1; Fig. 3 a side view of an articulated connector according to an 30 embodiment of the inventive solution; Fig. 4 a top plan view of the articulated connector according to Fig. 3; Fig. 5 a perspective view of the articulated connector according to Fig. 3 35 from the rear; Fig. 6 a frontal plan view of the articulated connector according to Fig. 3; Fig. 7 a perspective view of the bearing block used in the articulated 40 connector according to Fig. 3; 12 Fig. 8 a side view of the bearing block according to Fig. 7; Fig. 9 a top plan view of the bearing block according to Fig. 7; 5 Fig. 10 a frontal view of the bearing block according to Fig. 7; Fig. 11 a perspective view of the bearing block according to Fig. 7 with an incorporated rocker pin. 10 Figures 1 and 2 show a known prior art articulated connector 150. The articulated connector 150 consists of a bearing block 101 as well as a drawgear 10, configured here in the form of an elastomer spring mechanism, articulated in the bearing block 101 so as to be pivotable in the horizontal plane. The 15 articulated connector 150 serves to connect a coupler shank of a central buffer coupler, not shown in Figs. 1 and 2, to a railcar body, likewise not shown in Figs. 1 and 2, so as to be pivotable in the horizontal plane. As indicated above, this linkage is realized by a drawgear 10 configured in the 20 form of an elastomer spring mechanism. To this end, the drawgear comprises a push/pull rod 11 which is either connectable to the car body-side end region of a (not shown) coupler shank or which forms the car body-side end region of the coupler shank. 25 It can be seen from the representation provided in Fig. 2 that the drawgear 10 configured as an elastomer spring mechanism comprises a total of three spring elements 12.1 to 12.3. In the embodiment as depicted, these spring elements 12.1 to 12.3 are each engineered from two half rings made of an elastic material. In the mounted state, both of the half rings receive one each of said 30 spring elements 12.1 to 12.3 of the push/pull rod 11. The elastomer spring elements 12.1 to 12.3 are fixed in vertical alignment respective their central planes and arranged spaced one behind the other in the longitudinal direction of the push/pull rod 11. 35 The drawgear 10 employed in the articulated connector 150 according to Figs. 1 and 2 comprises a housing 13 open to the coupler shank in which the car body side end region of the push/pull rod 11 projects coaxially at a radial distance from the inner circumferential surface of the housing 13. The inner surface of housing 13 exhibits circumferential annular beads, wherein the annular 13 elastomer spring elements 12.1 to 12.3 are held between two adjacent annular beads opposite the car body-side end of the push/pull rod 11 and the housing 13. Each elastomer spring element 12.1 to 12.3 thereby abuts against both the circumferential surface of the push/pull rod 11 as well as the inner 5 circumferential surface of the housing 13. In an unloaded state of the drawgear 10 relative tractive and impact forces (see Fig. 2), the elastomer spring elements 12.1 to 12.3 align with the associated annular beads of the housing 13. As indicated above, the drawgear 10 articulated to the bearing block 101 so as 10 to be pivotable in the horizontal plane. To this end, the bearing block 101 comprises a bearing consisting of a first (upper) bearing shell 131 and a second (lower) bearing shell 132. The housing 13 of the drawgear 10 is realized with the corresponding pivot pins 141, 142 which are received by the corresponding bearing shells 131, 132 such that the housing 13 of the drawgear 10 and thus 15 the entire drawgear 10 with the push/pull rod 11 and a coupler shank mounted or attachable to the push/pull rod 11 is pivotable in the horizontal plane relative to the bearing block 101. It can be noted from the representations provided in Figs. 1 and 2 that the 20 bearing block 101 used in this conventional articulated connector 150 exhibits a cage or housing structure 110 by means of which the bearing shells 131, 132 of the bearing are connected to a vertically-extending flange 102. Particularly of note in the conventional embodiment of the bearing block 101 is that the flange 102 is not situated in a vertical plane through which the rotational axis R defined 25 by the bearing shells 131, 132 also extends. Instead, the vertical flange plane Al lies distanced toward the car body by the vertical rotational axis R defined by the bearing shells 131, 132 (cf. Fig. 2). The flange 102 comprises a first as well as a second flange area 121, 122, 30 whereby each of these two flange areas 121, 122 are provided with holes 109 which can receive screws in order to affix the bearing block 101 to the face of a car body or to the underframe of a car body via the flange areas 121, 122. The flange areas 121, 122 are thereby connected to the bearing shells 131, 132 via the cage or housing structure 110. 35 As can be noted in particular from the Fig. 2 depiction, it is necessary with the conventional solution for the vertical flange plane Al to be horizontally distanced from the vertical rotational axis R as defined by the bearing shells 131, 132. This 14 spacing is necessary in the conventional articulated connector 150 so that the drawgear 10 accommodated in the housing 13 can move toward the car body relative the bearing block 101 under compressive load so as to be able to thus regeneratively absorb the compressive forces. The horizontal spacing of the 5 vertical flange plane Al from the vertical rotational axis R, and thus the length of the cage/housing structure 110, is thereby determined by the overall length and the damping characteristics of the drawgear 10. It is particularly evident that the cage/housing structure 110 of the bearing block 10 101 needs to be configured as a function of the damping characteristics and the overall length of the drawgear 10 accommodated in the bearing block 101. If a drawgear 10 with more than three spring elements 12.1 to 12.3 is to be used, for example, the housing 13 of the drawgear 10 is lengthened so that a greater horizontal distance is to be provided between the vertical rotational axis R 15 defined by the bearing shells 131, 132 and the vertical flange plane A. Hence, the bearing block 101 employed in the articulated connector 150 depicted in Figs. 1 and 2 is only suitable for the specific drawgear 10 depicted in these figures. 20 The following will draw on the representations provided in Figs. 3 to 6 in describing an articulated connector 50 which makes use of an embodiment of the inventive bearing block 1. The bearing block 1 used in the articulated connector 50 is shown separately in Figs. 7 to 10. 25 As will be described in detail in the following, the bearing block 1 according to the invention is characterized by having no structural features which are dependent on the drawgear 10 to be accommodated in the bearing block 1. In particular, the bearing block 1 is suited to accommodate drawgears 10 exhibiting 30 differing overall lengths and/or differing damping characteristics and which for example have a differing number of spring elements 12.1, ... , 12.n. For this purpose, the inventive bearing block 1 is designed with a cage/housing structure 110. In other words, with the solution according to the invention, the 35 vertical flange plane Al and thus flange 2 of the bearing block 1 is shifted toward the bearing shells 3.1, 3.2 so that the vertical pivoting axis R defined by the bearing shells 3.1, 3.2 is situated in or in the direct proximity of the vertical flange plane Al.

15 As can particularly be noted from the representations provided in Figs. 7 to 10, the inventive bearing block 1 exhibits a flange 2 having a first as well as a second flange area 2.1, 2.2. Flange 2 is arranged in a vertical flange plane Al 5 such that the bearing block 1 can be connected via flange areas 2.1, 2.2 to the face of a railcar body or to the undercarriage of a railcar body. To this end, corresponding through openings 9 are provided in the flange areas 2.1, 2.2 in which screws, screwed bolts, etc., can be received in order to affix the flange 2 and thus the bearing block 1 to the face of the car body or to the undercarriage 10 of the car body. Of course it is hereby conceivable to adapt and in particular dispose the through openings 9 in the flange areas 2.1 and 2.2 to the corresponding application. As is also the case with a conventional bearing block 101, the bearing block 1 15 according to the present invention comprises a bearing 3 having a first bearing shell 3.1 extending in a first horizontal plane H1 as well as a second bearing shell 3.2 vertically spaced from the first bearing shell 3.1 and extending in a second horizontal plane H2. What can be noted from the representation provided in Fig. 7 is that both bearing shells 3.1, 3.2 have a respective opening 4.1, 4.2. These 20 bearing shell openings 4.1, 4.2 serve for example to receive a common vertically extending rocker pin 5 (see Fig. 11) or to receive accordingly disposed pivot pins 14.1, 14.2 from the bearing shell openings 4.1, 4.2 (see Fig. 4). In order for the bearing block 1 to be employed with drawgears 10 of differing 25 overall lengths, the solution according to the invention does away with the cage/housing structure 110 normally used in a bearing block. Instead, the flange areas 2.1, 2.2 are connected together solely by the bearing shells 3.1, 3.2 of the bearing 3 in the inventive solution. It can be seen particularly from Fig. 7 that the inventive bearing block 1 is in principle formed from a vertically-extending 30 flange 2 which comprises horizontally-extending bearing openings which ultimately form the bearing shells 3.1, 3.2, whereby the flange 2 further comprises a through opening 6 for a drawgear 10. In particular, the flange areas 2.1, 2.2 and the bearing shells 3.1, 3.2 of the 35 bearing block 1 are realized as a single or multi-piece forged structure, which substantially reduces the manufacturing costs of the bearing block 1 compared to conventional bearing blocks since the conventional bearing blocks cannot be designed as a forged structure but rather only as a cast iron structure.

16 As can be seen from the representation provided in Fig. 10, an opening 6 is provided between the flange areas 2.1, 2.2 on the one side and the bearing shells 3.1, 3.2 on the other 6 to receive a drawgear 10 connected or connectable 5 to a coupler shank. This opening 6 constitutes a through opening since it exhibits roughly the same size and shaping on the car body-side rear end region of the bearing block 1 as on the coupler shank-side front end region of the bearing block 1. This has the advantage that a drawgear 10 received in the opening 6, which is pivotable by means of the bearing shells 3.1, 3.2 of the 10 bearing block 1 in the horizontal plane relative to the bearing block 1, can pivot freely without the pivoting motion being hindered or limited by any component situated behind the vertical rotational axis R defined by the bearing shells 3.1, 3.2. The pivoting range of a drawgear 10 accommodated in the bearing block 1 is solely limited by the front edges 4.1, 4.2 of the flange areas 2.1, 2.2. Said 15 edges 4.1, 4.2 are thus accorded the function of a stop to limit the horizontal pivoting motion of a drawgear 10 accommodated in the bearing block 1. It would also be conceivable for the rear edges 8.1, 8.2 of the flange areas 2.1, 2.2 to serve as the stop to limit the horizontal pivoting motion of a drawgear 10 accommodated in the bearing block 1. 20 The top plan view depicted in Fig. 9 of the bearing block 1 according to the invention shows that the vertical pivoting axis R defined by the openings 4.1, 4.2 provided in the bearing shells 3.1, 3.2 lies in vertical flange plane Al. 25 The representation provided in Fig. 10 indicates that in the inventive bearing block 1, the flange areas 2.1, 2.2 are of mirror-symmetrical configuration relative a vertical plane running perpendicular to the flange plane, whereby this vertical plane extends through the bearing shell openings 4.1, 4.2. Doing so ensures that the horizontal pivoting range of a drawgear 10 pivotably mounted 30 in the bearing block 1 will only be limited by the flange areas 2.1, 2.2 of the bearing block 1. Each flange area 2.1, 2.2 hereto comprises a coupler shank-side front limit stop 7.1, 7.2 and a car body-side rear limit stop 8.1, 8.2. The front limit stop 7.1 of the first flange area 2.1 and the rear limit stop 8.2 of the second flange area 2.2 as well as the front limit stop 7.2 of the second flange 35 area 2.2 and the rear limit stop 8.1 of the first flange area 2.1 together respectively define the horizontal pivoting range of a drawgear 10 pivotably mounted in the bearing block 1.

17 In particular, no other component of the bearing block 1 apart from the flange areas 2.1, 2.2 defines the horizontal pivoting range of a drawgear 10 receivable or received in the bearing block 1. This is an essential point in order for the bearing block 1 to be able to be used with different drawgears 10; i.e. for 5 different applications, without needing to make structural changes to the bearing block 1. The following will make reference to the representations provided in Figs. 3 to 6 in describing an articulated connector 50 which makes use of the inventive 10 bearing block 1 according to Figs. 7 to 10. In the articulated connector 50 depicted in Figs. 3 to 6, a drawgear 10 is accommodated in the inventive bearing block 1 so as to pivotable in the horizontal plane. The drawgear 10 is for example a spring mechanism (spring 15 device) as known in the prior art as described above, particularly with reference to the Fig. 2 depiction. Since the present invention does not relate to the design of the drawgear 10, the structural features of the drawgear 10 employed in the inventive solution will not be discussed at this point. Reference is instead made to the previous remarks provided in conjunction with Figs. 1 and 2. 20 However, it bears noting that the housing 13 of the drawgear 10 is preferably of two-piece construction and has an upper housing shell 13.1 as well as a lower housing shell 13.2 which can be detachably connected together by means of screws. The two-piece configuration to the housing 13 has the advantage of 25 making the drawgear 10 simpler to construct, respectively install. Since the inventive bearing block 1 having no cage/housing structure 110 at its car body-side end region, and thus exhibits a uniform opening 6 extending through the bearing block 1 to receive the drawgear 10, is employed in the 30 articulated connector 50 according to the representations provided in Figs. 3 to 6, the bearing block 1 is also particularly suited to connect the drawgear 10 to the bearing block 1, respectively the bearing shells 3.1, 3.2, by means of pivot pins 14.1, 14.2 configured as shearing elements. When the operating load of the drawgear 10 is exceeded, for instance upon colliding with an obstacle, the pivot 35 pins 14.1, 14.2 configured as shearing elements are actuated such that the drawgear 10 can be pushed through the overall open-configured bearing block 1 toward the railcar body and, once there, for example into a space constructed for the purpose. The inventive solution which thus makes use of a bearing block 18 1 open to the rear (i.e. to the car body) enables the drawgear 10 to be removed from the flow of force in the event of a crash in a simple manner so that the correspondingly destructively-configured energy-absorbing elements at the face of the car body can respond. 5 However, the invention is not limited to a bearing block 1 making use of a drawgear 10 in the form of a spring device. The inventive bearing block 1 is instead also suitable to articulate the coupler shank of a central buffer coupling to the bearing block 1, respectively the face of the car body, by means of a 10 common vertical rocker pin 5, as can be noted from the embodiment depicted in Fig. 11. The inventive solution is not limited to the embodiment depicted in the drawings but rather yields from a synopsis of all the features disclosed herein together.

19 List of reference numerals 1 bearing block 5 2 flange 2.1 first flange area 2.2 second flange area 3 bearing 3.1 first bearing shell 10 3.2 second bearing shell 4.1 opening in first bearing shell (bearing shell opening) 4.2 opening in second bearing shell (bearing shell opening) 5 rocker pin 6 bearing block opening to receive a drawgear 15 7.1, 7.2 front limit stop 8.1, 8.2 rear limit stop 9 flange area opening 10 drawgear (elastomer spring mechanism) 11 push/pull rod 20 12.1 to 12.n elastomer spring element 13 drawgear housing 13.1, 13.2 half-shells of housing 13 14.1,. 14.2 pivot pin 50 articulated connector 25 101 bearing block (prior art) 102 flange (prior art) 109 mounting holes (prior art) 110 cage/housing structure (prior art) 30 121 first flange area (prior art) 122 second flange area (prior art) 131 first bearing shell (prior art) 132 second bearing shell (prior art) 141 pivot pin (prior art) 35 142 pivot pin (prior art)

Claims (14)

1. A bearing block (1) for articulating a coupler shank to a car body of a track guided vehicle, in particular a railway vehicle, wherein the bearing block (1) 5 comprises the following: - a flange (2) arranged in a vertical flange plane (Al) having a first flange area (2.1) connectable to the car body and a second flange area (2.2) horizontally distanced therefrom and likewise connectable to the car 10 body;and - a bearing (3) having a first bearing shell (3.1) extending in a first horizontal plane (H1) and a second bearing shell (3.2) vertically distanced from the first bearing shell (3.1) and extending in a second 15 horizontal plane (H2), wherein the bearing shells (3.1, 3.2) each comprise an opening (4.1, 4.2) to receive a vertically-extending common rocker pin (5) or to receive correspondingly disposed pivot pins (14.1, 14.2), 20 wherein the flange areas (2.1, 2.2) are connected together solely by means of the bearing shells (3.1, 3.2) of the bearing (3).

2. The bearing block (1) according to claim 1, wherein the flange areas (2.1, 2.2) and the bearing shells (3.1, 3.2) are 25 realized as forged structures, in particular as a one or multi-piece forged structure.

3. The bearing block (1) according to claim 1 or 2, wherein an opening (6) is provided between the flange areas (2.1, 2.2) on 30 one side and the bearing shells (3.1, 3.2) on the other to receive a drawgear (10), in particular an elastomer spring mechanism, connected or connectable to the coupler shank.

4. The bearing block (1) according to any one of the preceding claims, 35 wherein the flange areas (2.1, 2.2) are of mirror-symmetrical configuration, and wherein each flange area (2.1, 2.2) exhibits a coupler shank-side front limit stop (7.1, 7.2) and/or a car body-side rear limit stop (8.1, 8.2) to limit the 21 horizontal pivoting motion of a drawgear (10), in particular an elastomer spring mechanism, pivotably mounted in the bearing block (1).

5. The bearing block (1) according to any one of the preceding claims, 5 wherein the bearing shell openings (4.1, 4.2) define a common vertical pivoting axis (R) for a drawgear (10), in particular an elastomer spring mechanism, to be accommodated in the bearing block (1) so as to be pivotable in the horizontal plane, wherein the vertical pivoting axis (R) is situated in or in the direct proximity of the vertical flange plane (Al). 10

6. An articulated connector (50) for the articulated connecting of a coupler shank to a car body, in particular to a car body of a multi-member, track guided vehicle, wherein the articulated connector (50) comprises the 15 following: - a bearing block (1) according to any one of claims 1 to 5; and - a drawgear (10) articulated to the bearing block (1) so as to be pivotable in the horizontal plane to dampen the tractive and 20 compressive forces transmitted through the coupler shank to the bearing block (1).

7. The articulated connector (50) according to claim 6, wherein the drawgear (10) is configured as a spring and/or damping 25 means and comprises the following: - a push/pull rod (11) connected or connectable to a car body-side end region of the coupler shank; - at least one spring and/or damping element, preferably in the form of 30 an elastomer element, connected to the push/pull rod (11) or integrated into the push/pull rod (11); and - a housing (13) open to the coupler shank in which the at least one damping element is accommodated, 35 wherein the housing (13) of the spring mechanism is articulated to the bearing block (1) so as to be pivotable in the horizontal plane by means of a first pivot pin (14.1) in the opening (4.1) of the first bearing shell (3.1) and by means of a second pivot pin (14.2) in the opening (4.2) of the second bearing shell (3.2). 40 22

8. The articulated connector (50) according to claim 7, wherein the housing (13) of the drawgear (10) is of divided structure and consists of half-shells (13.1, 13.2) detachably connected to one another. 5

9. The articulated connector (50) according to claim 7 or 8, wherein the at least one spring and/or damping element is designed as a spring element (12.1,..., 12.n), preferably consisting of two semi-annular elastomer segments.

10 10. The articulated connector (50) according to claim 7 or 8, wherein the at least one spring and/or damping element is designed as an elastomer spring assembly.

11. The articulated connector (50) according to any one of claims 6 to 10, 15 wherein the first and/or the second pivot pin (14.1, 14.2) is/are configured as a shearing element such that the corresponding pivot pins (14.1, 14.2) shear off upon a critical impact force transmitted from the coupler shank to the bearing block (1) and thus the connection between the housing (13) of the drawgear (10) and the bearing block (1) is severed. 20

12. The articulated connector (50) according to claim 11, wherein the first and/or the second pivot pin (14.1, 14.2) configured as a shearing element has at least one predetermined breaking point which fails upon a predefinable critical impact force so that the connection between the 25 housing (13) of the drawgear (10) and the bearing block (1) will be severed.

13. The articulated connector (50) according to any one of claims 6 to 10, wherein the first and/or the second pivot pin (14.1, 14.2) is/are connected to the housing (13) of the drawgear (10) by means of at least one shearing 30 element, in particular a shearing screw, such that the at least one shearing element shears off upon a critical impact force transmitted from the coupler shank to the bearing block (1) and thus the connection between the housing (13) of the drawgear (10) and the bearing block (1) is severed. 35

14. The articulated connector (50) according to claim 13, wherein the at least one shearing element comprises at least one predetermined breaking point which fails upon a predefinable critical 23 impact force so that the connection between the housing (13) of the drawgear (10) and the bearing block (1) will be severed. 5