CA1229324A - Link for a central buffer-coupling - Google Patents
Link for a central buffer-couplingInfo
- Publication number
- CA1229324A CA1229324A CA000451309A CA451309A CA1229324A CA 1229324 A CA1229324 A CA 1229324A CA 000451309 A CA000451309 A CA 000451309A CA 451309 A CA451309 A CA 451309A CA 1229324 A CA1229324 A CA 1229324A
- Authority
- CA
- Canada
- Prior art keywords
- coupling
- link
- elements
- support member
- coupling element
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
- B61G7/00—Details or accessories
- B61G7/10—Mounting of the couplings on the vehicle
- B61G7/12—Adjustable coupling bars, e.g. for centralisation purposes
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
- B61G9/00—Draw-gear
- B61G9/12—Continuous draw-gear combined with buffing appliances, e.g. incorporated in a centre sill
- B61G9/125—Continuous draw-gear combined with buffing appliances, e.g. incorporated in a centre sill with only metal springs
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
- Pivots And Pivotal Connections (AREA)
- Springs (AREA)
- Hinge Accessories (AREA)
Abstract
ABSTRACT OF THE DISCLOSURE:
Link for a central buffer-coupling, more particularly for rail-cars, where the draw-bar is hinged universally to the link-pin in the link-housing and a traction impact device is provided in the draw-bar. A support is arranged rotatable upon the link-pin extended downwardly through the link-housing.
A spring, sloping upwardly and forwardly, is arranged between the draw-bar, the housing for the traction-impact device and the support. A spring-loaded roller having a vertical axis is provided, bearing against the edge of a control-disc for horizontal centralizing.
Link for a central buffer-coupling, more particularly for rail-cars, where the draw-bar is hinged universally to the link-pin in the link-housing and a traction impact device is provided in the draw-bar. A support is arranged rotatable upon the link-pin extended downwardly through the link-housing.
A spring, sloping upwardly and forwardly, is arranged between the draw-bar, the housing for the traction-impact device and the support. A spring-loaded roller having a vertical axis is provided, bearing against the edge of a control-disc for horizontal centralizing.
Description
I
The invention relates to a link for a central buffer-coupling, more particularly for rail-cars, the draw-bar being hinged universally to the link-pin in the link-housing, and a traction-impact device being provided in the said draw-bar.
The nearest state of the art is the link accord-in to OX 30 15 291, in which a yoke is hinged to the top and bottom ends ox the link-pin, the said yoke comprising extensions pointing towards the trumpet, in respect of which extensions the draw-bar is centered vertically by means of springs. Centralizing in the horizontal plane is effected by rollers bearing upon control-surfaces.
The main disadvantage of a device of this lo kind is that there is very little room in the link-housing, especially there above, so that in many cases the link-pin cannot be extended upwardly to accommodate the yoke.
It is therefore the purpose of the present invention to overcome these known disadvantages and to provide a link which is of relatively simple design, but which, in spite of this, functiolls reliably.
Accordingly, the invention provides a self-centering vehicle coupling comprising a first coupling element connectable to a first vehicle and carrying a hinge pin with an extension projecting downwardly of the element, a second coupling element connectable to a second vehicle and connected by universal joint means to the hinge pin, a support member rotatable mounted exclusively on said hinge pin extension, spring means connected between the support member and the second coupling element to extend at an inclination upwardly from the member end to be so biased on relative movement of the coupling elements in a vertical plane as to generate a force tending to centralize the elements in-- the vertical plane, and cam follower means so resiliently urged against a cam track and movable along the track I
on relative movement of the coupling elements in a horizontal plane as to generate a force tending to centralize the elements in the horizontal plane.
It is desirable for the control-disc to be adjustable.
The hinge-points of the springs on the support are preferably farther apart than the thinge-points of the springs on the draw-bar.
The advantage of the link according to the invention is that the space needed is reduced to a minimum and that, in /
- lo -spite of this, all functions involving vertical and horizontal support and centralizing can be carried out satisfactorily, with no need for any additional equipment.
The drawing attached hereto is a side elevation of an example of embodiment of the device according to the invention, wherein the draw-bar 11, into which a known traction-impact device 12 is incorporated, is suspended universally from link-pin 13, the latter, in turn, being arranged vertically in link-housing 14. Pin 13 comprises a downward extension to which a support 15 is secured rotatable.
Arranged upon support 15, on both sides of draw-bar 11, are lugs 16 to each of which is hinged a compression-spring 17 accommodated in a housing. The other ends of the said springs are hinged to lugs 18 arranged on each side of traction-impact device 12. In this connection, lugs 16 on support 15 are farther apart than lugs 13. The force of springs 17 is adjustable in known fashion, thus ensuring that the -trump act is centralized accurately in the vertical direction. Arranged at rear end 19 of traction impact device 12, on each side of the draw-bar, is a spring-loaded roller 20 having a vertical axis, the direction of pressure being approximately radially of the axis of link-pin 13. rollers 20 are pressed against the eye of a control-disc 21. This edge is equipped, in known fashion, with sloping and concentric surfaces and is secured between adjustable stops 22 so that it cannot rotate.
When this link is in use, draw-bar 11, with traction-impact device 12, can rotate about pin 13, thus following the curves around which the coupled rail-cars travel. Link-housing 14 is bolted to the rail-car. Longitudinal impacts between cars coupled together are absorbed by traction-impact device 12, as are particularly large traction forces. When draw-bar 11 rotates in the horizontal plane, rollers 20 slide upon the edge of control-disc 21 and produce a restoring force when the said rollers come to rest upon a sloping surface, 29i~
allowing draw-bar 11 to be centered in the horizontal plane.
When draw-bar 11 is deflected vertically upwardly, it drops back by its own weight to the vertical center, being supported by springs 17. ennui the draw-bar is deflected downwardly from the vertical center, springs 17 are compressed This produces a force which, when the draw-bar is no longer being deflected, returns it vertically to the vertical center.
In the case ox combined horizontal and vertical deflections, springs 17 and the springs in rollers 20 are compressed and thus co-operate to centralize the draw-bar both horizontally and vertically. When draw-bar 11 is deflected horizontally, support 15 rotates with it. In order to facilitate this rotation, lugs I the hinge-points for springs 17, are farther apart than lugs 18 on the traction-impact device, as seen in the horizontal direction.
If, in the foregoing example, the control-disc is secured to, and rotates with, the link-housing, it is a simple matter to secure the said control-disc adjustable to the draw-bar, so that it also carries out the horizontal movements thereof, and to secure the spring-loaded rollers, which bear against the edge of the control-disc, to the link-housing, for example in an easily replaceable soring-housing.
The invention relates to a link for a central buffer-coupling, more particularly for rail-cars, the draw-bar being hinged universally to the link-pin in the link-housing, and a traction-impact device being provided in the said draw-bar.
The nearest state of the art is the link accord-in to OX 30 15 291, in which a yoke is hinged to the top and bottom ends ox the link-pin, the said yoke comprising extensions pointing towards the trumpet, in respect of which extensions the draw-bar is centered vertically by means of springs. Centralizing in the horizontal plane is effected by rollers bearing upon control-surfaces.
The main disadvantage of a device of this lo kind is that there is very little room in the link-housing, especially there above, so that in many cases the link-pin cannot be extended upwardly to accommodate the yoke.
It is therefore the purpose of the present invention to overcome these known disadvantages and to provide a link which is of relatively simple design, but which, in spite of this, functiolls reliably.
Accordingly, the invention provides a self-centering vehicle coupling comprising a first coupling element connectable to a first vehicle and carrying a hinge pin with an extension projecting downwardly of the element, a second coupling element connectable to a second vehicle and connected by universal joint means to the hinge pin, a support member rotatable mounted exclusively on said hinge pin extension, spring means connected between the support member and the second coupling element to extend at an inclination upwardly from the member end to be so biased on relative movement of the coupling elements in a vertical plane as to generate a force tending to centralize the elements in-- the vertical plane, and cam follower means so resiliently urged against a cam track and movable along the track I
on relative movement of the coupling elements in a horizontal plane as to generate a force tending to centralize the elements in the horizontal plane.
It is desirable for the control-disc to be adjustable.
The hinge-points of the springs on the support are preferably farther apart than the thinge-points of the springs on the draw-bar.
The advantage of the link according to the invention is that the space needed is reduced to a minimum and that, in /
- lo -spite of this, all functions involving vertical and horizontal support and centralizing can be carried out satisfactorily, with no need for any additional equipment.
The drawing attached hereto is a side elevation of an example of embodiment of the device according to the invention, wherein the draw-bar 11, into which a known traction-impact device 12 is incorporated, is suspended universally from link-pin 13, the latter, in turn, being arranged vertically in link-housing 14. Pin 13 comprises a downward extension to which a support 15 is secured rotatable.
Arranged upon support 15, on both sides of draw-bar 11, are lugs 16 to each of which is hinged a compression-spring 17 accommodated in a housing. The other ends of the said springs are hinged to lugs 18 arranged on each side of traction-impact device 12. In this connection, lugs 16 on support 15 are farther apart than lugs 13. The force of springs 17 is adjustable in known fashion, thus ensuring that the -trump act is centralized accurately in the vertical direction. Arranged at rear end 19 of traction impact device 12, on each side of the draw-bar, is a spring-loaded roller 20 having a vertical axis, the direction of pressure being approximately radially of the axis of link-pin 13. rollers 20 are pressed against the eye of a control-disc 21. This edge is equipped, in known fashion, with sloping and concentric surfaces and is secured between adjustable stops 22 so that it cannot rotate.
When this link is in use, draw-bar 11, with traction-impact device 12, can rotate about pin 13, thus following the curves around which the coupled rail-cars travel. Link-housing 14 is bolted to the rail-car. Longitudinal impacts between cars coupled together are absorbed by traction-impact device 12, as are particularly large traction forces. When draw-bar 11 rotates in the horizontal plane, rollers 20 slide upon the edge of control-disc 21 and produce a restoring force when the said rollers come to rest upon a sloping surface, 29i~
allowing draw-bar 11 to be centered in the horizontal plane.
When draw-bar 11 is deflected vertically upwardly, it drops back by its own weight to the vertical center, being supported by springs 17. ennui the draw-bar is deflected downwardly from the vertical center, springs 17 are compressed This produces a force which, when the draw-bar is no longer being deflected, returns it vertically to the vertical center.
In the case ox combined horizontal and vertical deflections, springs 17 and the springs in rollers 20 are compressed and thus co-operate to centralize the draw-bar both horizontally and vertically. When draw-bar 11 is deflected horizontally, support 15 rotates with it. In order to facilitate this rotation, lugs I the hinge-points for springs 17, are farther apart than lugs 18 on the traction-impact device, as seen in the horizontal direction.
If, in the foregoing example, the control-disc is secured to, and rotates with, the link-housing, it is a simple matter to secure the said control-disc adjustable to the draw-bar, so that it also carries out the horizontal movements thereof, and to secure the spring-loaded rollers, which bear against the edge of the control-disc, to the link-housing, for example in an easily replaceable soring-housing.
Claims (7)
1. A self-centering vehicle coupling comprising a first coupling element connectible to a first vehicle and carrying a hinge pin with an extension projecting downwardly of the element, a second coupling element connectible to a second vehicle and connected by universal joint means to the hinge pin, a support member rotatably mounted exclusively on said hinge pin extension, spring means connected between the support member and the second coupling element to extend at an inclination upwardly from the member biased on relative movement of the coupling elements in a vertical plane as to generate a force tending to centralise the elements in the vertical plane, and cam follower means so resiliet-ly urged against a cam track and movable along the track on relative movement of the coupling elements in a horizontal plane as to generate a force tending to centralise the elements in the horizontal plane.
2. A coupling as claimed in claim 1, wherein the second coupling elements comprises a coupling rod incorporating damping means.
3. A coupling as claimed in either claim 1 or claim 2, the cam follower means comprising at least one roller rotatable about a vertical axis.
4. A coupling as claimed in claim 1, the cam track being provided at the periphery of a cam disc.
5. A coupling as claimed in claim 4, wherein the cam disc is adjustably located relatively to the first coupling element by abutment means.
6. A coupling as claimed in either claim 1 or claim 2, the spring means comprising two springs each pivotably connected to a respective pair of eyes disposed one on the support member and one on the second coupling element, the eyes on the second coupling element being disposed at first spacing and the eyes on the support member being disposed at a second spacing greater than the first spacing.
7. A coupling as claimed in claim 1 or 2, comprising means for adjusting the bias of the spring means.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE3312236A DE3312236A1 (en) | 1983-04-05 | 1983-04-05 | LINKAGE FOR A MEDIUM BUFFER CLUTCH |
| DEP3312236.9 | 1983-04-05 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1229324A true CA1229324A (en) | 1987-11-17 |
Family
ID=6195510
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000451309A Expired CA1229324A (en) | 1983-04-05 | 1984-04-04 | Link for a central buffer-coupling |
Country Status (9)
| Country | Link |
|---|---|
| CA (1) | CA1229324A (en) |
| DE (1) | DE3312236A1 (en) |
| ES (1) | ES531265A0 (en) |
| FR (1) | FR2543900B1 (en) |
| GB (1) | GB2137945B (en) |
| HU (1) | HU189103B (en) |
| IT (1) | IT1199101B (en) |
| NL (1) | NL8400957A (en) |
| SE (1) | SE8401544L (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US8714377B2 (en) | 2011-02-04 | 2014-05-06 | Wabtec Holding Corp. | Energy absorbing coupler |
| US8960464B2 (en) | 2011-04-08 | 2015-02-24 | Wabtec Holding Corp. | Coupler support mechanism |
| US9758182B2 (en) | 2013-03-22 | 2017-09-12 | Wabtec Holding Corp. | Automated coupler positioning device |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE19921510B4 (en) * | 1999-05-10 | 2009-07-23 | Knorr-Bremse Systeme für Schienenfahrzeuge GmbH | Support device for an automatic traction coupling |
Family Cites Families (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE1873648U (en) * | 1961-10-06 | 1963-06-12 | Bergische Stahlindustrie | TRAIN COUPLING, IN PARTICULAR FOR RAIL VEHICLES. |
| GB1296047A (en) * | 1969-12-08 | 1972-11-15 | ||
| US3684105A (en) * | 1970-07-22 | 1972-08-15 | Scharfenbergkupplung Gmbh | Buffer coupling |
| GB1360248A (en) * | 1971-12-03 | 1974-07-17 | Mini Verkehrswesen | Support for an automatic central buffer coupling arm of a rail vehicle |
| DE3015291A1 (en) * | 1980-04-21 | 1982-01-21 | Bergische Stahl-Industrie, 5630 Remscheid | MEDIUM BUFFER CLUTCH, ESPECIALLY FOR RAIL VEHICLES |
-
1983
- 1983-04-05 DE DE3312236A patent/DE3312236A1/en not_active Ceased
-
1984
- 1984-03-20 SE SE8401544A patent/SE8401544L/en not_active Application Discontinuation
- 1984-03-27 NL NL8400957A patent/NL8400957A/en not_active Application Discontinuation
- 1984-04-02 HU HU841317A patent/HU189103B/en unknown
- 1984-04-04 FR FR8405319A patent/FR2543900B1/en not_active Expired
- 1984-04-04 ES ES531265A patent/ES531265A0/en active Granted
- 1984-04-04 CA CA000451309A patent/CA1229324A/en not_active Expired
- 1984-04-04 IT IT47988/84A patent/IT1199101B/en active
- 1984-04-05 GB GB08408764A patent/GB2137945B/en not_active Expired
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US8714377B2 (en) | 2011-02-04 | 2014-05-06 | Wabtec Holding Corp. | Energy absorbing coupler |
| US8960464B2 (en) | 2011-04-08 | 2015-02-24 | Wabtec Holding Corp. | Coupler support mechanism |
| US9758182B2 (en) | 2013-03-22 | 2017-09-12 | Wabtec Holding Corp. | Automated coupler positioning device |
| US10040462B2 (en) | 2013-03-22 | 2018-08-07 | Wabtec Holding Corp. | Automated coupler positioning device |
Also Published As
| Publication number | Publication date |
|---|---|
| ES8500827A1 (en) | 1984-12-01 |
| ES531265A0 (en) | 1984-12-01 |
| HUT36028A (en) | 1985-08-28 |
| IT8447988A0 (en) | 1984-04-04 |
| NL8400957A (en) | 1984-11-01 |
| GB8408764D0 (en) | 1984-05-16 |
| FR2543900B1 (en) | 1988-07-22 |
| GB2137945B (en) | 1986-08-28 |
| DE3312236A1 (en) | 1984-10-11 |
| SE8401544D0 (en) | 1984-03-20 |
| HU189103B (en) | 1986-06-30 |
| FR2543900A1 (en) | 1984-10-12 |
| GB2137945A (en) | 1984-10-17 |
| IT1199101B (en) | 1988-12-30 |
| IT8447988A1 (en) | 1985-10-04 |
| SE8401544L (en) | 1984-10-06 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| MKEX | Expiry |