CN102083670A - 用于实现所得转向节的增加的强度及疲劳寿命的铁道耦合器芯结构 - Google Patents

用于实现所得转向节的增加的强度及疲劳寿命的铁道耦合器芯结构 Download PDF

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CN102083670A
CN102083670A CN2009801223269A CN200980122326A CN102083670A CN 102083670 A CN102083670 A CN 102083670A CN 2009801223269 A CN2009801223269 A CN 2009801223269A CN 200980122326 A CN200980122326 A CN 200980122326A CN 102083670 A CN102083670 A CN 102083670A
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F·安德鲁·尼布阿尔
托马斯·A·马切塞
罗纳德·P·塞尔贝里
杰里·R·斯梅雷茨基
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Abstract

本发明提供一种用于形成轨道车厢的转向节(21)的前部部分的指形芯(10)，所述指形芯(10)包括单个开口(18)以在所得转向节(21)的水平中心线处形成单个肋部(15)。

Description

用于实现所得转向节的增加的强度及疲劳寿命的铁道耦合器芯结构
相关申请案
本申请案主张2008年5月23日申请的第61/055,924号美国临时申请案的优先权，该案的揭示内容全文以引用的方式并入本文中。
技术领域
本发明大体上涉及铁路耦合器领域，且更具体地说涉及用于转向节的前部部分的芯及用于转向节的后部部分的芯。
背景技术
转向节的前部芯一般称为指形芯。指形芯一般经构造而产生具有薄肋部的内部腔。随着疲劳及/或热撕裂破裂的发生，这些肋部已展现出对于负载环境的脆弱性。疲劳破裂可能随时间而增加，且最终导致转向节故障，这会导致轨道车厢分离。转向节中的内部或外部破裂分别是更换转向节的原因。
转向节的后部芯一般称为肾形芯。转向节有时可能在转向节的此部分内断裂，且事实已证明这是非常不希望发生故障的位置。转向节的此区中的故障可导致在耦合器主体内发生转向节堵塞，且使得发生故障的转向节无法被更换掉，因而需要更换整个耦合器组合件，这种修理成本很高。
需要改进转向节的这些区域中的强度及/或疲劳寿命，同时仍允许其是耦合器系统中的弱连接并且在高负载条件下失效。
发明内容
在第一实施例中，提供用于形成轨道车厢的转向节的前部部分的指形芯，其包括单个开口以在所得转向节的水平中心线处形成单个肋部。
在第二实施例中，提供用于形成轨道车厢的转向节的后部部分的芯，其包括肾形芯区段及枢轴销芯区段，所述肾形芯区段具有最大化的内部圆角及减小的抛光肩部分。
在第三实施例中，提供用于形成轨道车厢耦合器的具有增加的强度及/或疲劳寿命的转向节的芯组，且所述芯组包括：指形芯，用于形成轨道车厢的转向节的前部部分，所述指形芯包括单个开口以在所得转向节中形成单个肋部；以及用于形成轨道车厢的转向节的后部部分的芯，所述芯包括肾形芯区段及枢轴销芯区段，所述肾形芯区段具有最大化的内部圆角及减小的抛光肩部分。
在第四实施例中，提供具有增加的强度及疲劳寿命的铁道耦合器转向节，其包括所述转向节中的单个厚肋部。
附图说明
参照以下图式及描述可更好地理解所述系统。图中的组件未必是按比例绘制，而是重点在于说明本发明的原理。此外，在图中，相同的元件符号在不同的图中始终指代对应部件。
图1是转向节的透视图。
图2是图1的转向节的俯视平面图。
图3是图1的转向节沿来自图2的线A-A的横截面图。
图4是图1的转向节的侧视平面图。
图5是图1的转向节沿来自图4的线B-B的横截面图。
图6是指形芯及肾形芯在附接之前的侧视图。
图6a是图6的指形芯及肾形芯在组装配置中的俯视图。
图6b是图6a的指形芯及肾形芯的透视图。
图6c是图6a的指形芯及肾形芯的侧视图。
图7是图6a的指形芯及肾形芯的俯视图。
图8是图6a的指形芯及肾形芯的侧视图。
图9是图6a的肾形芯的透视图。
图10是图6a的指形芯的透视图。
图11是图6a的指形芯及肾形芯的侧视图。
图12是图6a的指形芯及肾形芯的透视图。
图13是图6a的指形芯及肾形芯的透视图。
图14是图6a的指形芯及肾形芯的透视图。
图15是图6a的指形芯及肾形芯的透视图。
图16是图6a的指形芯及肾形芯的透视图。
图17是图6a的指形芯及肾形芯的透视图。
图18是图6a的指形芯及肾形芯的透视图。
图19是图6a的指形芯及肾形芯的透视图。
图20是图6a的指形芯及肾形芯的透视图。
图21是图6a的指形芯及肾形芯的俯视图。
图22是图6a的指形芯及肾形芯的俯视图。
图23是图6a的指形芯及肾形芯的侧视图。
图24是图6a的指形芯及肾形芯的侧视图。
图25是图6a的指形芯及肾形芯的透视图。
图26是图6a的指形芯及肾形芯的侧视图。
图27是图6a的指形芯及肾形芯的透视图。
图28是图6a的指形芯及肾形芯的透视图。
图29是图6a的指形芯及肾形芯的侧视图。
图30是图6a的指形芯及肾形芯的透视图。
图31是图6a的指形芯及肾形芯的透视图。
图32是图6a的指形芯及肾形芯的透视图。
图33是图6a的指形芯及肾形芯的透视图。
图34是图6a的指形芯及肾形芯的仰视图。
图35是图6a的指形芯及肾形芯的透视图。
图36是图6a的指形芯及肾形芯的透视图。
图37是图6a的指形芯及肾形芯的透视图。
图38是图6a的指形芯及肾形芯的侧视图。
图39是图6a的指形芯及肾形芯的侧视图。
图40是图6a的指形芯及肾形芯的侧视图。
图41是图6a的指形芯及肾形芯的侧视图。
图42是图6a的指形芯及肾形芯的透视图。
图43是图6a的指形芯及肾形芯的透视图。
图44是图6a的指形芯及肾形芯的俯视平面图。
图45是图6a的指形芯及肾形芯的侧视平面图。
图46是图6a的指形芯及肾形芯的侧视平面图。
图47是图6a的肾形芯和C10凸纹的侧视平面图。
图48是图6a的指形芯的侧视图。
图49是图1的转向节的侧视平面图。
图50是图49的沿线C-C的横截面图。
图51是图1的转向节的俯视平面图。
图52是图1的转向节的内部沿图51的线D-D的横截面图。
具体实施方式
本发明的目标是通过利用两个独特的芯来改进转向节的强度及疲劳寿命。图1到图5中展示了完整的转向节12以供参考。参看图6，第一专用芯是指形芯10，且第二专用芯是肾形芯12，其还包含枢轴销芯13。
关于转向节的前部部分，本发明利用指形芯10的独特形状，图6b、图6c、图10到图20、图23到图33及图35到图43中从不同的角度予以展示。图6到图8及图11到图43展示了指形芯10连接到肾形芯12以形成转向节21。图6展示了指形芯10正要通过指形芯10上的延伸部分14与枢轴销芯13上的开口16的交互作用而连接到肾形芯12。图9及图10单独展示指形芯10。
图1到图5中展示了完整的转向节21。指形芯10形成转向节21的前面26、鼻部28、牵拉面30、跟部32及旗孔34的内表面。指形芯10的主要区段优选为约5.0″宽乘以约7.9″高，其中心有2.1″宽乘以4.9″高的肋部15。(图6c及图45)。指形芯10从中心向外延伸以在鼻部28的顶部及底部两者上均产生1.3″的旗孔24。指形芯10的内半径36优选经平滑以减小应力并增加疲劳寿命。指形芯10还包含旗孔芯72。
指形芯10经设计使得开口18在所得转向节的水平中心线处形成单个厚肋部15，以更有效地将负载传送到转向节的牵拉凸耳，并减小转向节21中的应力。如图所示，隅角19的数目已减少到四个，且在全部四个隅角19中使用大于现有技术中存在的半径的半径。还利用较大的芯圆角。图6c中将开口18的示范性尺寸展示为约2.1″宽且约4.9″高，但应了解，此开口的其它尺寸也是可能的。
这些修改的交互作用使得所得肋部15上的应力较小，这可从图1到图5中特别是图5中所示的完成的转向节21中看出，图5是沿图4的线B-B的横截面图。此外，图5还提供了由肾形芯12及枢轴销芯13以及指形芯10形成的内部结构23的最佳视图。
关于芯的后部部分，本发明利用独特的肾形芯12的形状。芯12的内部圆角20及所得壁厚度以及型面已最大化。此外，芯的抛光肩部分22的大小已减小，以便使壁厚度最大化。此外，转向节21的尾部处的芯支撑件24的形状已最优化。尾部支撑孔25的位置、所述孔的大小、形状以及壁厚度和这些特征的所得内部圆角全部已最优化，以减小应力集中度，同时保持转向节21的可接受的重量。
为了简化起见，本申请案中的测量结果已被舍入成最接近的小数点后一位，但其在图中往往展示为舍入到小数点后两位或三位。
如图44所示，枢轴销芯13包含直径约为1.7″的区段42，其在毂40的每一端上形成枢轴销孔38。孔38朝较大的中心C-10凸纹延伸，所述中心C-10凸纹由在枢轴销芯13上以约2度向外牵引的区段44形成，如图8及图9所示。转向节中心平面处的C-10凸纹的横截面由一系列弧及抛物线区段组成。此不规则中心横截面17大约为2.5″x 2.6″。如图46中所示，C-10凸纹44在远离转向节中心的每一侧约1.8″的距离处往回逐渐缩小成枢轴销孔38的直径。如图9所示，C-10凸纹44包含约2.5″高且约1.0″宽的椭圆形槽16，用以接纳指形芯凸耳14。如图6及图47所示，指形芯凸耳14是约2.5″高且约1.0″宽的椭圆形支柱14，且用作用于在铸造之前将单独的指形芯10附接到枢轴销区段13的方法。中心C-10区段的内半径优选经平滑以减小应力并增加疲劳寿命。
图中还说明了其它区域，其中肾形芯12、枢轴销芯13及指形芯10已经修改以进一步减小所得转向节中的应力。除非另有规定，否则针对本发明中的经调整的半径给出的测量结果是以英寸给出(举例来说，R.1″或R1.2″)。
肾形芯12形成了转向节21的从枢轴销孔38后方到尾部46的后部的内表面。此区域在图2及图3中得到最好地说明。肾形芯12是枢轴销芯13的一部分，且通过约2.1″高乘以0.7″宽的区段48附接。(图44及图46)。抛光肩芯22从此附接点延伸，且直径大约为0.78″，且具有约4.0″的总高度。(图46)。抛光肩芯22各自向外继续逐渐缩小到肾形芯12的主体中。肾形芯12的主要区段为约3.6″宽及约1.0″厚。(图44及图46)。肾形芯12的经修改的尺寸使得转向节21的后部区段中的壁区段较厚，且改进了应力及疲劳寿命。
锁面50上且恰在锁面50前方的所得壁厚度约为1.4″。(图50)。肾形芯12的尾部止挡侧52上的所得壁厚度约为1.2″。(图46)。肾形芯12下方的所得壁厚度约为0.67″。(图52)。肾形芯12上方的所得壁厚度约为0.5″。(图52)。
肾形芯12的主要区段后方是顶部牵拉凸耳芯56，其在主要区段54的顶部上方延伸约1.2″。(图46)。恰在主要区段54后方且在顶部牵拉凸耳芯56前方，肾形芯12的宽度开始逐渐缩小。锥形在从尾部46延伸出去之前逐渐缩小成约1.6″的最终宽度及1.3″高。(图44及图46)。肾形芯12区段的内半径优选经平滑以减小应力并增加疲劳寿命。
如以下段落中所述，已对指形芯及肾形芯的具体半径进行了许多改变。为了清晰起见，所参考的区段在每一图中被画上阴影。如前所述，以下半径测量结果是以英寸为单位。
形成枢轴销孔38的区段42与形成C-10凸纹的区段44相汇之处的半径58对于顶部半径及底部半径两者均为常数R1.0″(图8)。在指形芯10的与旗孔芯72相对的外部顶部及底部部分上的半径60为常数R1.0″(图11)。在指形芯10的与旗孔芯72相对的外部部分上的半径62为常数R.47″(图6a)。指形芯10的外部顶部及底部上的半径64为常数R.47″(图6及图12)。
指形芯15的形成单个厚肋部的部分的前部及后部上的半径66为常数R.55″(图13及图14)。指形芯10的靠近枢轴销芯13的部分上的顶部及底部半径68为常数R.31″(图15及图16)。顶部及底部旗孔芯72的半径70为常数R.75″(图17)。在顶部及底部旗孔芯72与连接二者的主圆柱体77之间的半径75具有常数R.50″半径。将顶部及底部旗孔芯72接合到指形芯10的半径74为常数R.50″(图19)。
形成肾形芯12中的牵拉凸耳芯36的底座78的半径76为常数R.90″(图20)。在靠近形成后部芯支撑孔的区段24的肾形芯12的每一侧上的半径80为常数R1.00″(图21及图22)。在肾形芯12上的牵拉凸耳芯36的顶部的后部上的半径82为常数R.76″(图26)。靠近喉部85的肾形芯12上的半径84为常数R4.00″(图7)。在肾形芯12的顶部牵拉凸耳芯36的顶部的喉部侧上的半径86为常数R1.00″(图24)。在肾形芯12的顶部抛光肩芯22的喉部侧上的半径88为连续的可变半径圆角，其在R.50″处开始，随着其在抛光肩芯22中向上行进而逐渐缩小成R.37(图25)。将牵拉凸耳芯56的后部接合到形成后部支撑孔24的区段的半径90为常数R.50″(图26)。在肾形芯12的牵拉凸耳芯36后方的喉部侧上的半径90是连续的可变半径圆角，其在R.60″处开始，且随着其向外行进到形成芯支撑孔的区段24而扩张成R.64″(图27)。牵拉凸耳芯36的前部的顶部上的半径94为常数R.25″(图28)。
恰在牵拉凸耳芯36之前的肾形芯12的底部上的半径96为常数R1.00″(图29)。肾形芯12的底部抛光肩芯22的喉部侧上的半径98为可变半径圆角，其在由凸耳24形成的后部芯支撑孔附近在R.45″处开始，且在牵拉凸耳芯36附近逐渐缩小成R.32″，然后在喉部85附近的部分中变宽成R.50″，然后随着其在抛光肩芯22中向下行进而逐渐缩小成R.38″(图30)。肾形芯12的尾部止挡侧上的底部半径100为连续的可变半径圆角，其在形成后部芯支撑孔的区段24附近在R.45″处开始，且随着其朝抛光肩芯22行进而变宽为R.60″(图31)。在形成后部芯支撑孔的区段24附近的肾形芯12的C-10侧上的顶部半径102为常数R.64″(图32)。肾形芯12的C-10侧上的顶部半径104为可变半径圆角，其在牵拉凸耳芯36处在R.25″处开始，且随着其朝抛光肩芯22行进而变宽为R.80″(图33)。枢轴销芯13附近的肾形芯12的C-10侧上的前部上的半径106为常数R.75″(图34)。枢轴销芯13附近的肾形芯12的C-10侧上的顶部抛光肩芯22的前部上的半径108为常数R.32″(图35)。枢轴销芯13附近的肾形芯12的C-10侧上的底部抛光肩芯36的前部上的半径110为常数R.35″(图36)。枢轴销芯13附近的肾形芯12的喉部侧上的顶部及底部抛光肩芯36的前部上的半径112为常数R.75″(图37)。
用于将指形芯10附接到枢轴销芯13的支柱14与指形芯10接合之处的圆角114为常数R.50″(图38及图39)。将枢轴销芯13接合到肾形芯12的圆角116为常数R.25″(图40及图41)。
顶部抛光肩芯36由单个升起表面118组成，其在肾形芯12的平坦表面上开始，且向上行进穿过抛光肩芯36(图42)。底部抛光肩芯36由单个升起表面120组成，其在肾形芯12的平坦表面上开始，且向下行进穿过抛光肩芯36(图43)。
希望将先前具体详细描述视为说明性而非限制性的，且应了解，希望所附权利要求书(包含其所有等效物)定义本发明的精神及范围。

Claims (13)

1.一种用于形成轨道车厢的转向节的前部部分的指形芯，所述指形芯包括单个开口以在所得转向节的水平中心线处形成单个肋部。
2.根据权利要求1所述的指形芯，其中所述单个开口为约2.1″高且约4.9″宽。
3.根据权利要求1所述的指形芯，其中所述单个开口具有四个隅角。
4.根据权利要求1所述的指形芯，其中所述隅角经圆化。
5.根据权利要求3所述的指形芯，其中所述单个开口的所述隅角具有扩大的半径。
6.一种用于形成轨道车厢的转向节的后部部分的芯，所述芯包括肾形芯区段及枢轴销芯区段，所述肾形芯区段具有最大化的内部圆角及减小的抛光肩部分。
7.一种用于形成轨道车厢耦合器的具有增加的强度及/或疲劳寿命的转向节的芯组，所述芯组包括：
指形芯，用于形成轨道车厢的转向节的前部部分，所述指形芯包括单个开口以在所得转向节中形成单个肋部；以及芯，用于形成轨道车厢的转向节的后部部分，所述芯包括肾形芯区段及枢轴销芯区段，所述肾形芯区段具有最大化的内部圆角及减小的抛光肩部分。
8.根据权利要求6所述的芯组，其中所述指形芯的所述单个开口为约2.1″高且约4.9″宽。
9.根据权利要求7所述的芯组，其中所述单个肋部形成于所述所得转向节的水平中心线处。
10.根据权利要求6所述的芯组，其中所述指形芯的所述单个开口具有四个经圆化隅角。
11.根据权利要求8所述的芯组，其中所述单个开口的所述隅角具有扩大的半径。
12.一种具有增加的强度及疲劳寿命的铁道耦合器转向节，所述转向节包括所述转向节中的单个厚肋部。
13.根据权利要求12所述的铁道耦合器，其中所述单个厚肋部位于所述转向节的水平中心线处。
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US20090289024A1 (en) 2009-11-26
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US8662327B2 (en) 2014-03-04

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