EP1342637A1 - Drawbar - Google Patents

Abstract

The coupling rod has end draw rod sections (6) connected in articulated fashion first to the coupling rod (2) and then to support bearing plates (1) via intermediate and/or end discs (9,10). Alignment joint plates (4) with their shaft sections (5) and the support bearing plates have radial clearances (L1,L2) in relation to the end draw rod sections which enable an intermediate articulation angle between the coupling rod and end draw rod sections, through which the possible deflection angle of the coupling rod to the longitudinal axis of the vehicle is increased.

Description

The invention relates to a coupling rod, in particular with high-performance directional joints for rail freight wagon units according to the preamble of claim 1.

Coupling rods with directional joints for rail freight car units have already been announced. DE 19944754 presented a solution in which fixed support bearings with directional joints and suspension and damping elements are used, with an end pull rod at the end of the coupling rod, which is rigidly connected to the end plates of the coupling rod and can be tilted and / or axially displaced in the center the support bearing plates is arranged.
The spring elements, through the middle of which the end pull rod is guided as the end part of the coupling rod, are arranged on the pull side or the pressure side of the support bearing or at the same time on both sides.
The end pull rod has a centering stub part in the area through the support bearing, which is received in a receiving funnel, which is located in the center of the support bearing plate. The centering stump part with its convex contour ensures that the directional joint plate tilts out with a free movement and at least in the initial area Unhindered unrolling of the directional joint plate without slippage and friction.
In addition to these advantages, the proposed solution has the disadvantage that it is advantageously only suitable for directional joints with medium performance parameters and corresponding rolling paths and end deflection paths and angles between support bearing plates and directional joint plates.
When used for high-performance directional joints with their increased effective directional joint widths and heights, and thus the directional lever arms and the significantly larger deflections of the coupling rods, there are disadvantages in the kinematic process and in ensuring the strength of the joint and connection areas.
Thus, as a result of the proposed mounting of the tie rod end part at the end of the dome rod, significantly higher stresses in the fastening part and thus larger diameters are necessary, which cause weight and space problems. In the event of an accident, such as a derailment, damage could result, which would lead to high repair costs.

The proposed solution ensures the unimpeded and slip-free rolling process of the coupling rod on the support bearing with high efficiency only at smaller deflection angles, which occur very frequently in operation, but increase significantly with high-performance directional joints.

The object of the invention is to provide a coupling rod, in particular with high-performance directional joints, which avoids the disadvantages of the known solutions and reliably fulfills the requirements for directional joints with an increased directional joint effect for lightweight two- and four-axle freight cars and their running safety, in particular under the effect of longitudinal compressive forces in shunting operation at lower costs in maintenance and production and a high efficiency with low weight compared to the commonly used train and push devices on railway carriages.

The object is achieved by the features of claim 1. Advantageous additions to the invention emerge from the subclaims.

It is essential to the invention that the coupling rod is equipped at its ends with end pull rod parts, which in turn are articulated at both ends, once with the coupling rod itself and on the other hand via the intermediate and / or end plates with the support bearing plates, and that the directional joint plates with their Shaft parts and the support bearing plates with respect to the end pull rod part have radial play L ₁ and L ₂ , which allow an additional kink angle α + between the coupling rod and the end pull rod parts, whereby the possible deflection angle α of the coupling rod to the longitudinal axis of the vehicle is increased, and that the greatest dimension of the radial play L _{1 is designed} between the end pull rod part and the directional joint plates according to the desired additional articulation angle α +, and that the desired total deflection angle α of the coupling rod to the longitudinal axis of the vehicle is secured by the radial play L ₂ above the end tipping point, with additional In addition to the determining radial clearance L2 with the end tipping points, ball joint parts can also be used between the support bearing plate and the intermediate washers.

The particular advantage of the coupling rod proposed above with its directional joints is its flexible connection to the support bearing plates and thus to the base frame, while at the same time allowing the directional joint plates to roll freely and without slippage on the support bearing plates. Only with extreme deflections can there be sliding movements between the directional joint plates and the support bearing plates.

In general, larger deflections are possible due to the advantageous articulated mounting of the end pull rod parts in the area of the end plate of the coupling rod and the support bearing plate and due to the radial play provided, which allow an additional articulation angle α + of the coupling rod.

In addition to an exact function of the directional articulation unwinding principle with high efficiency, this design also ensures greater security against damage in the event of an accident, e.g. in derailment, which helps to avoid sensitive damage and costs.

The particular advantage lies in the possibility of building coupling rods with high-performance directional joints according to this design proposal

According to DE file number 10202241.0, it has already been proposed to use directional joints with a directional joint effect that is significantly greater than that of the standardized UIC directional joint.

In particular, the effective directional joint plate width is increased by up to 400% depending on the wheel / pivot spacing. The power ratio between vertical and horizontal stabilization is also increased from 1: 1.6 to 1: 5.
This makes it possible to secure the demands of running safety, especially under the influence of longitudinal pressure, in particular of light-weight end wagons and also middle wagons of railway freight wagon units that implement the transition from the UIC interface with side buffers and screw couplings to the coupling rod linkage. Relatively complex buffer path and force compensation devices previously provided on the end cars can thus be largely avoided.

The increased effective directional joint width and height provided in this connection require special measures with regard to the articulation angle and expansion paths of the directional joint plates, which can be advantageously implemented with the proposed solution according to the invention.

Figur 1:

eine Draufsicht im Längsschnitt eines Kuppelstangenendes

Figur 2:

eine Draufsicht, wie Figur 1, jedoch als Systemzeichnung

Figur 3:

einen Teillängsschnitt durch ein Kuppelstangenende mit zwei unterschiedlich ausgebildeten Übergängen von dem Außenfederelement zur Stützlagerplatte

Figur 4:

einen Teilschnitt durch ein Kuppelstangenende

Figur 5:

einen Teilschnitt durch ein Kuippelstangenende mit einer weiteren Ausführung

Figur 6:

einen Teilschnitt einer Ausführung bei Anordnung nur eines zugseitigen Federelementes.

Die Figuren 1 und 2 zeigen die erfindungsgemäße Ausführung eines Kuppelstangenendes mit den Richtgelenken und der starren Befestigung über die Stützlagerplatte 1 im Vorbau des Fahrzeuguntergestelles 15, wobei die Figur 2 eine Systemdarstellung ist. Aus den Figuren geht hervor, dass jeweils Außen- und auch Innenfederelemente 11, 12 angeordnet sind, die über die Endzugstangenteile 6, welche in den Endplatten 8 der Kuppelstange 2 und am anderen Ende über die End-- bzw. Zwischenscheiben 10, 9 sowie der Außenfederelemente 11 gelenkartig verbunden sind.
Die axiale Führung der Richtgelenkplatte 4 zum Kuppelstangenmittelteil 3 übernimmt das an der Richtgelenkplatte 4 angeordnete Schaftteil 5.
Es sind zum jeweiligen Endzugstangenteil 6 die Radialspiele L₁ zur Richtgelenkplatte 4 und L₂ zur Stützlagerplatte 1 vorgesehen.
Die Form des Durchbruches durch die Stützlagerplatte 1 für das Endzugstangenteil 6 ist so ausgebildet, dass bei Ausschlag des Endzugstangenteiles 6 ein Endkipppunkt 13 entsteht, der auch den Ausschlagwinkel αo dieser Stange begrenzt.
Über das Gelenk 7 der Endzugstange 6 und das Radialspiel L₁ wird ein zusätzlicher Knickwinkel α+ der Kuppelstange 2 gegenüber der Untergestellachse erzielt.Exemplary embodiments of the invention are explained in more detail below with reference to drawings. Show it:

Figure 1:

a plan view in longitudinal section of a coupling rod end

Figure 2:

a plan view, like Figure 1, but as a system drawing

Figure 3:

a partial longitudinal section through a coupling rod end with two differently designed transitions from the outer spring element to the support bearing plate

Figure 4:

a partial section through a coupling rod end

Figure 5:

a partial section through a Kuippelstangenende with another version

Figure 6:

a partial section of an embodiment when arranging only a tension-side spring element.

Figures 1 and 2 show the inventive design of a coupling rod end with the directional joints and the rigid attachment via the support bearing plate 1 in the stem of the vehicle underframe 15, with Figure 2 being a system representation. From the figures it can be seen that outer and inner spring elements 11, 12 are arranged, respectively, via the end pull rod parts 6, which in the end plates 8 of the coupling rod 2 and at the other end via the end or intermediate washers 10, 9 and External spring elements 11 are connected in an articulated manner.
The shaft part 5 arranged on the directional joint plate 4 takes over the axial guidance of the directional joint plate 4 to the coupling rod middle part 3.
The radial clearances L ₁ to the directional joint plate 4 and L ₂ to the support bearing plate ₁ are provided for the respective end pull rod part 6.
The shape of the opening through the support bearing plate 1 for the end pull rod part 6 is designed such that when the end pull rod part 6 deflects, an end tipping point 13 is formed which also limits the deflection angle αo of this rod.
An additional articulation angle α + of the coupling rod 2 with respect to the underframe axis is achieved via the joint 7 of the end pull rod 6 and the radial play L ₁ .

The desired additional articulation angle α + can thus be determined via the size of the play L ₁ , as a result of which the push-pull connection dome rod support plate is buckled and thus a particularly flexible articulation of the dome rod 2 is achieved.
The arrangement also results in a particularly slip-free rolling of the directional joint plate 4, with the exception of special extreme deflections
An additional articulation angle α + of 1 ° compensates on average half of the coupling rod deflection in a 250 m track curve. Angular deflections of α + between 1 ° and 4 ° are advantageous. The additional possible kink angle α + also protects against overloads in the event of an accident with extreme deflections.

The system drawing in FIG. 2 shows that the total deflection angle of the coupling rod 2 to the support bearing plate 1 is α = α _o + α +.
The directional joint plate 4 preferably also has a centering cone 14 with a conical or spherical contour, which is received with play in a centering funnel 18 in the support bearing plate 1. It supports the securing of the center position on the one hand and on the other hand the forced free rolling movement of the directional joint plate 4. The play between the centering cone 14 and the centering funnel 18 is designed in such a way that a forced tipping out is ensured in the event of deflections.

FIG. 6 shows in the lower section a design without centering cone 14 and centering funnel 18. This requires a smaller radial play L ₂ to hold the coupling rod 2 in the middle via the end pull rod parts 6 and larger additional articulation angles α + for larger radial play L ₁ .

The end tipping points 13, the end pull rod parts 6 in the support bearing plate 1 and the center points 17 of the ball joint parts 16 are in the region of the thickness dimension s of the support bearing plate 1 in order to support unhindered and slip-free rolling of the directional joint plates 4.

According to Figure 3 it is also provided to use cylindrical washers 9. Annular spaces 19 are provided for coupling rods 2 with extreme deflections, as a result of which the excessive deformation of the spring washers is avoided.

FIG. 6 shows an exemplary embodiment with a rigid coupling rod linkage on the pressure side and outer spring elements 11 arranged only on the tension side. Here, according to the invention, the joint 7 of the end tension rod parts 6 is arranged directly in the directional joint plate 4. The deflection angle αo of the end pull rod parts 6 is limited here by the radial clearances L ₂ and L _{2 '} . It is provided that the additional kink angle α + from the radial play L _{1 is} greater than α _o . It is also conceivable for L _{2 to be of the} same size as L _{2 '} .
The use of the number of spring pads in the tension-side outer spring elements 11 is carried out depending on the effective directional joint width, ie, in the case of a high-performance directional joint with a large directional joint plate width and large dumping paths, an increased number of spring pads with a softer suspension overall is provided in order to wear and stress the spring elements to protect and keep the spring return effect within limits.

Summary of the reference parts used

1

Support bearing plate

2

coupling rod

3

Kuppelstange midsection

4

Indicative steered plate

5

shank part

6

Endzugsstangenteil

7

joint

8th

endplate

9

washer

10

end disk

11

Outside spring element

12

Inside spring element

13

Endkipppunkt

14

centering

15

Vehicle undercarriage

16

Ball joint part

17

Focus

18

centering funnel

19

free space

L ₁ =

Radial play (in the directional joint plate)

L ₂ =

Radial play (in the support bearing plate)

L _{2 '} =

Radial play (in the support bearing plate)

α _o =

Deflection angle (of the end rod section)

α + =

additional articulation angle (of the coupling rod)

α =

Total deflection angle (of the coupling rod)

s =

Thickness dimension of the support bearing plate

Claims (5)

Coupling rod, in particular with high-performance straightening joints for rail freight wagon units with end tie rod parts arranged at the ends, which are guided centrally from each end plate of the coupling rod through the directional joint plates, the support bearing plates as well as the spring elements and the end plates and the coupling rod is elastically clamped to the base frame at and at the ends the axially guided the articulated plates over shaft parts on the coupling rod and are arranged displaceably.,
characterized in that the end pull rod parts (6) are articulated at their two ends, one with the coupling rod (2) and the other via the intermediate and / or end plates (9, 10) with the support bearing plates (1), and in that the directional joint plates ( 4) with their shaft parts (5) and the support bearing plates (1) with respect to the end pull rod part (6) have radial clearances L ₁ and L ₂ , which allow an additional articulation angle α + between the coupling rod (2) and the end pull rod parts (6), so that possible deflection angle α of the coupling rod (2) to the longitudinal axis of the vehicle (15) is increased, and that the largest dimension of the radial play L1 between the end rod section (6) and the directional joint plates (4) is designed according to the desired additional articulation angle α +, and that the desired one Total deflection angle α of the coupling rod (2) to the longitudinal axis of the vehicle (15) is secured by the radial play L ₂ above the end tipping point (13), with additional I can also use ball joint parts (16) with a center point (17) between the support bearing plate (1) and the washers (9) for the determining radial play L ₂ with the end tipping points (13). Coupling rod according to claim 1, characterized in that the directional joint plates (4) have a truncated cone part (14) centrally, each of which is received with play by a centering funnel (18) which is located in the support bearing plate (1). Coupling rod according to one of the preceding claims, characterized in that the end tipping points (13) and when using ball joint parts (16) the center points (17) are within the thickness range (s) of the support bearing plates (1). Coupling rod according to one of the preceding claims, characterized in that cylindrical intermediate plates (9) are used and in the support bearing plates (1) there are curved ring-shaped spaces (19) Coupling rod according to one of the preceding claims, characterized in that when the coupling rod (2) is rigidly mounted on the pressure side in the stems of the vehicle underframes (15) and when only one tension-side outer spring element (11) is arranged for each coupling rod end, the end pull rod part (6) with its joint ( 7) is mounted directly in the directional joint plate (4) designed as an end plate (8), and that the deflection angle αo of the end pull rod part (6) is limited by the radial clearances L ₂ and L _{2 '} .

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