EP1667886B1

EP1667886B1 - A vehicle coupler

Info

Publication number: EP1667886B1
Application number: EP04775456A
Authority: EP
Inventors: Stefan Heinas; Anders Westman; Svante Lennartsson
Original assignee: Dellner Couplers AB
Current assignee: Dellner Couplers AB
Priority date: 2003-10-03
Filing date: 2004-09-22
Publication date: 2010-05-05
Anticipated expiration: 2024-09-22
Also published as: SE525950C2; WO2005032906A1; SE0302618D0; DE602004027056D1; EP1667886A1; SE0302618L; ATE466756T1; ES2344648T3

Abstract

The invention relates to a car coupler of the type that comprises a coupling rod (1), which is laterally swingable by, at a rear end, being connected to a main joint (4), and which at a free, front end includes coupling members (2, 3) for connection with analogous coupling members on other car couplers. A holder mechanism is arranged to secure the coupling rod in a non-swingable neutral position when the car coupler is inactive. According to the invention, a bracket-like carrier (9) is arranged under the coupling rod (1), which carrier is connected to a turnable ring (12) included in a house (10) arranged under the main joint (4), in which house the holder mechanism (not visible) is integrated. Furthermore, the coupler includes drivers (11), which have the purpose of forcing the carrier (9) and the coupling rod (1) to slavishly follow each other during swinging, the coupling rod (1) resting in an axially free-flowing state on the carrier (9) so far that the coupling rod and the carrier are free to move backward and forward in relation to each other.

Description

Technical Field of the Invention

This invention relates to a car coupler of the type that comprises a coupling rod, which is laterally swingable by, at a rear end, being connected to a main joint and which at a front, free end includes coupling members for connection with analogous coupling members on other car couplers, a holder mechanism being arranged to secure the coupling rod in a non-swingable neutral position when the car coupler is inactive.

Background of the Invention

Car couplers of the above-related kind are found on pulled railroad cars as well as pulling locomotives, and have frequently the form of automatic couplers, i.e., couplers that enable automatic connection without manual handling of the proper coupling members. Such a coupler is for example disclosed in EP-A-0608531 . In practice, such couplers are centrally placed on the individual end of the car body or chassis, and swingable in order to, among other things, enable connection of cars that are placed in curves, i.e., on railway tracks that are more or less markedly curved. During ride, the couplers should be continued swingable for the trains to be able to alternatingly pass right-hand curves as well as left-hand curves. However, when the individual coupler is inactive, i.e., not connected to the coupler of another car, the same has to be reliably retained in a neutral position, which usually consists of an intermediate position in which the same points perpendicularly out from the end of the car, because otherwise the coupler would dangle to and fro during ride. Furthermore, generally characteristic of the car couplers is that they are subjected to constant as well as occasional, vertical loads of considerable size, namely in the form of the dead weight of the coupler, which may amount to 400-500 kg, and unforeseeable force loads, for instance of the type that arise when a person jumps up and stands on the coupler. In the last-mentioned case, the bending moment on the coupling rod becomes particularly large if the person is sturdily built and stands near the free end of the coupling rod. For these reasons, some form of auxiliary support is usually required - at least for long couplers having a large dead weight - that counteracts and compensates the vertical stresses. In this connection, it should also be mentioned that the coupling rods of the couplers are swingable not only laterally, but to a certain extent also vertically in order to enable ride in hilly topography.

Description of the Prior Art

Common to previously known car coupler constructions is that the above-mentioned support and holder functions have been realized by means of one and the same equipment, more precisely an equipment that demands fixing in the coupling rod at a point located a distance out from the rear turnable ring or vertical joint of the coupling rod. Thus, a usually occurring equipment of this type is composed of two long narrow (mechanical or pneumatic) compression spring devices, which at rear ends are articulately connected to the car body or a fastening plate fixed against the same, and extend obliquely forward/inward against the coupling rod and are connected to the same via front joints located at a considerable distance from the rear end of the coupling rod. When the coupler during ride swings towards one side, the spring device is compressed on the same side, but as soon as the coupler is detached, the compressed spring device guarantees an automatic return of the coupling rod to a neutral position pointing straight ahead, in which the same is retained by the two spring devices together. By the fact that the spring devices are placed in the area of the bottom part of the coupling rod, the same can simultaneously be utilized in order to, via the front joints, apply a spring force pressing in the direction from below to the coupling rod, which force counteracts the vertical bending moment that acts on the coupling rod as a consequence of the dead weight thereof and/or occasional loads.
Although the above-mentioned equipment is technically simple, the same is associated with a plurality of disadvantages. One disadvantage arises in connection with coupling work in curves. Namely, although the front coupling members on the coupler act automatically, the coupler has to be manoeuvred in a manual way, more precisely so far that the coupling rod depending on the curve radius is swung out to such an angle of deflection that the coupling members come to engagement with the corresponding coupling members on analogous couplers of another car. However, swinging out the coupler from the neutral position in a manual way is an extremely force-requiring and ergonomically trying work, in particular if the curve radius is small and demands a large angle of deflection, in that the spring force in the spring devices increases progressively with increasing angle of deflection. Another disadvantage is due to the fact that the spring devices demand fixing on the car body as well as at a point located a significant distance out on the coupling rod. Thus, need for making the couplers retractable has recently arisen, more precisely in such a way that the coupling rod together with the main joint should be possible to draw in telescopically in the backward direction. For physically geometrical reasons, such couplers are impossible to realize if position holding and supporting spring devices simultaneously have to be fixed along the outside of the coupling rod and on the car body, respectively. Another disadvantage of the previously known, diagonally arranged spring devices is that they are space-demanding.

Objects and Features of the Invention

The present invention aims at obviating the above-mentioned disadvantages of previously known car couplers and at providing an improved car coupler. Therefore, a primary object of the invention is to provide a car coupler, which can be connected to and from other couplers in a convenient and smooth way, also when the appurtenant cars are placed in curves. An additional object is to provide a car coupler, the supporting and position holding functions of which are separated, more precisely with the purpose of obviating the need for fastening details on the outside of the coupling rod and thereby create conditions for realization of retractable couplers. It is also an object of the invention to provide a car coupler, the holder mechanism of which occupies little or no space.
According to the invention, at least the primary object is attained by the features that are defined in the characterizing clause of claim 1. Preferred embodiments of the car coupler according to the invention are furthermore defined in the dependent claims.

Summary of the Invention

The invention is based on the intention to separate the supporting and position holding functions, respectively, of the car coupler, more precisely by arranging, in the area below the coupling rod of the coupler, a bracket-like carrier, which is so constructed that the same together with the coupling rod slavishly follow each other in the lateral swings, and which co-operates with a holder mechanism that is included in a rear house. In such a way, the coupling rod can be placed resting in an axially free-flowing state on the carrier at the same time as retention of the coupling rod of the unconnected coupler in the neutral position is guaranteed by means of the holder mechanism integrated in said house, i.e., without any spring devices needing to be connected to the outside of the coupling rod.

Further Elucidation of Prior Art

By EP 1321344A1 , a car coupler is previously known, which in the area below the rear, vertical main joint of the coupling rod includes a house in which a motor-driven adjusting mechanism is built-in, by means of which the coupling rod can be set at arbitrary angles of deflection. However, in this case the coupler lacks every supporting means. Furthermore, the disclosed construction is cost-demanding and to a certain extent space-demanding so far that the adjusting mechanism includes two projecting pressure devices.

Brief Description of the Appended drawings

In the drawings:

Fig. 1: is a perspective view of a car coupler according to the invention shown in its entirety,
Fig. 2: is a perspective view just showing a carrier according to the invention included in the coupler,
Fig. 3: is a perspective exploded view of the carrier according to fig. 2,
Fig. 4: is a longitudinal section through the carrier according to figs. 2 and 3,
Fig. 5: is a side view of the carrier shown in a first functional position,
Fig. 6: is a side view corresponding to fig. 5 showing the same carrier in another functional position,
Fig. 7: is a horizontal, enlarged section showing the inside of a house co-operating with the carrier, in which house a holder mechanism is built-in, the mechanism being shown in a state in which the coupling rod of the coupler is kept fixed in a forward pointing neutral position,
Fig. 8: is a section corresponding to fig. 7 showing the mechanism set in a position where the coupling rod is swung to a certain angle of deflection, and
Fig. 9: is a perspective exploded view showing different details included in said house.

Detailed Description of a Preferred Embodiment of the Invention

In fig. 1, a coupler is shown in the form of an automatic coupler, which in a conventional way includes a coupling rod 1, which at a front, free end includes coupling members 2, 3 and at a rear end is connected to a main joint generally designated 4. In said main joint, on one hand, a vertical axle or axle spindle 5 is included, which at upper and lower ends is connected to a fastening plate 6, which is possible to fix on an appurtenant car body (not shown), e.g., by means of a screw or bolt joint indicated at 7. In practice, the fastening plate 6 is placed in the middle of the end of the car body in question, with the plate on a vertical plane from which the coupling rod 1 protrudes substantially horizontally. Furthermore, the main joint 4 includes a ring 8 surrounding the axle 5, which ring is turnable backward and forward in relation to the axle and to which the coupling rod is united. In other words, the main joint enables lateral swinging of the coupling rod 1, e.g., at a 45° angle of deflection to each direction from the position shown in fig. 1. Furthermore, the main joint 4 includes means, not shown, in order to enable turning of the coupling rod as well as limited vertical swinging of the coupling rod in relation to the fastening plate. Since said means lack importance for the understanding of the invention, the same are not accounted for in detail.
Already now it should be made clear that the coupling rod in fig. 1 is shown in a neutral or starting position, in which the coupling rod points straight ahead, i.e., perpendicularly to the fastening plate 6. From this neutral position, the coupling rod may be variably swung towards the left as well as the right to maximum angle of deflection.
The physical shape of the coupling rod 1 is incidental. However, in practice, the main part of the coupling rod is tubular or cylindrical, as is shown in fig. 1. It should also be mentioned that the coupling rod may be built up by one or more modules having most varying purposes, e.g., shock absorber, collision protection, etc.
As far as the shown coupler has been described hitherto, the same is previously known.
Characteristic of the coupler according to the invention is that there is a bracket-like carrier in its entirety designated 9 under the coupling rod 1, which is connected to a turnable ring included in a house 10 arranged under the main joint 4, in which a holder mechanism is integrated or built-in, the nature of which will be described in detail below, reference being made to figs. 7-9. Between the carrier and the coupling rod, two drivers 11 act, which compulsorily ensure that the carrier and the coupling rod slavishly follow each other during occurring lateral swings. Between these drivers, the coupling rod 1 rests in an axially free-flowing state on the carrier, so far that the coupling rod and the carrier are free to move axially backward and forward in relation to each other. In the embodiment shown, the drivers 11 have the form of plates or uprights, which are mounted on the carrier 9 and protrude from the same. In this connection, it should, however, be pointed out that the number of drivers and the location of the same is not critical. Thus, it is feasible to arrange only one driver, either on the carrier or on the coupling rod. Thus, the only significant is that the driver conveys the carrier when the coupling rod swings at the same time as axial relative motions between the coupling rod and the carrier are allowed.
Now reference is also made to figs. 2-6, which more in detail illustrate the carrier 9 together with the house 10. Like the main joint 4, the house 10 includes an external ring 12, which is turnable in relation to an inner, core-like part generally designated 13.
In the shown, preferred embodiment, the carrier 9 has the form of a fork, which comprises two branches 14, the rear ends of which are connected to the turnable ring 12 via a horizontal joint in its entirety designated 15, and the front ends of which are stiffly united to a common end piece 16. The joint 15, i.e., the horizontal, imaginary geometrical axis around which the fork-shaped carrier 9 is swingable in the vertical direction, is constituted of two sets of sleeves 17, washers and screws (see fig. 3), which are applicable in loops 18 at the rear ends of the fork branches, and connectable to fasteners 19 on the outside of the ring 12. With the carrier, a compression spring device 20 co-operates, which extends between a front portion of the carrier and a second joint 21 (= geometrical joint axis) located on a level below the joint 15. This joint is formed by a pin 22, which is applied in a loop 23 on the rear end of the spring device 20 and is in engagement with two spaced-apart ears 24 on the ring 12. At the front end thereof, the compression spring device 20 is articulately connected to the end piece 16. The same is in the form of a sleeve welded against the fork branches 14 and having a bottom 25 (see fig. 4) in which there is a hole for a front, threaded shank 26 that can be secured in relation to the end piece by means of a nut. Although the compression spring device per se could be of pneumatic and/or hydraulic type, in the example the same is mechanical. More precisely, the device includes two cylinders 27, 28, movable telescopically in relation to each other, the first-mentioned one of which is connected to the shank 26 and the last-mentioned one has a rear bottom 29 connected to the joint 21. On the rear end of the shank 26, there is a piston-like holder-on 30. Between said holder-on and the bottom of the tube 29, a compression spring package (not shown) is arranged, which always strives to distance the holder-on and the bottom of the tube from each other. In other words, a compression spring force of a considerable size always acts between the joint 21 and the front end piece 16 of the carrier.
The fork branches 14 are angular by including, on one hand, front sections 14', which are substantially parallel to the compression spring device 20 and located beside the same, and on the other hand two rear sections 14", which extend upward/rearward from the front branch sections at an obtuse angle to the same. In such a way, a level difference is provided between the joints 15 and 21, which is required in order to bring about a leverage between the turnable ring and the free, front end of the carrier, more precisely so far that the spring device always strives to press the end piece 16 and the free end of the carrier in the upward direction in order to counteract the vertical forces which act on the coupling rod, above all by virtue of the dead weight thereof, but also occasional, unforeseeable loads (see figs. 5 and 6). It should be particularly pointed out that said supporting function is integrated with the turnable ring so far that the carrier together with the spring device slavishly trails the coupling rod in the lateral swings thereof. In other words, the spring device does not give rise to any complicating interaction of forces between the carrier and the fastening plate 6 (or the appurtenant car body) and neither is the proper turnable ring subjected to forces of any note, which could aggravate the turning thereof around the core part 13.
As is best seen in figs. 2 and 3, two sliding plates 31 of a low-friction material are arranged on the top side of the carrier and in the area of the front end thereof, against which plates a bottom side of the coupling rod rests. More precisely, a block 33 is fixed on the bottom side of the coupling rod by means of a tightenable band 32 (see fig. 1). Said block has a planar bottom side, which abuts against and can slide backward and forward along the plates 31 without appreciable frictional resistance.
Reference is now made to figs. 7-9, which more in detail illustrate the holder mechanism built into the house 10, which mechanism has the purpose of securing the coupling rod in the neutral position thereof. The core part 13 is possible to fix on the bottom side of the main joint 4 by means of four screws 34. More precisely, said screws 34 can be tightened in the bottom part of the fixed, vertical axle 5 of the main joint. This means that also the core part 13 is fixedly or immovably arranged. However, the ring 12 is freely turnable in relation to the core part 13.
In the core part, a through bore 35 (see fig. 7) is formed, in which two slide-like bodies or pistons 36 are mounted, which are movable backward and forward in the bore and between which a spring or spring device 37 acts, which in the example consists of two sets of cup springs or Belleville spring washers. In the outer end of each individual piston 36, a pulley 38 is rotatably mounted, which forms a male member, which co-operates with a female-like seating 39 in the inside of the turnable ring 12. More precisely, each such seating 39 is formed on the inside of a particular end plate 40, which is inserted and fixed in a side orifice 41 in the turnable ring. The seatings 39 as well as the male members or the pulleys 38 are located diametrically opposite each other. As is clearly seen in fig. 7, the two ears 24 extend perpendicularly to the imaginary vertical plane that intersects the seatings 39.

The Function and Advantages of the Invention

The coupling rod 1 is, in the neutral position thereof pointing straight ahead and shown in fig. 1, secured as a consequence of the two pulleys 38 of the holder mechanism being in engagement with the seatings 39, as is shown in fig. 7. In this state, the coupler is unconnected, i.e., passively trails the appurtenant car. Thanks to the described holder mechanism, ride may take place without the coupling rod swinging or dangling in an uncontrolled way.
When the coupler should be connected to an analogous coupler on another car and the two cars are placed on a non-straight track, the coupling rod is swung out laterally to an angle of deflection that is determined by the curve radius of the track so that coupling members 2, 3 of the respective coupler are located in flush and can be brought into engagement with each other. In the example, the swinging out takes place in a manual way against the action of the spring 37 of the holder mechanism. Namely, if a moderate, although marked lateral force is applied to the coupling rod, the spring force in the spring 37 is overcome, whereby the pulleys 38 are detached from the appurtenant seatings and can move, more precisely roll, along the inside of the ring 12. Hereupon, the spring 37 will, per se, exert a certain resistance against the turning of the ring in relation to the core part 13, but the spring force in question is linear and moderate, and not progressive and increasing with increasing angle of deflection, such as is the case in previously known couplers. In other words, the operator can swing out the coupling rod with a moderate, conformal force to the desired setting, in which the coupling rod automatically stays and is retained thanks to the action of the spring 37 against the pulleys 38. When the coupling rod has been set in desired position, the operator may, therefore, let go of the coupling rod and remove himself/herself from the same in connection with connection being carried out.
Regardless in which rotation angle position the coupling rod is, the strong compression spring device 20 guarantees a supporting of the coupling rod, which ensures that the coupling rod always strives to assume a substantially horizontal position. However, this horizontal position is not static but may, as is outlined in fig. 6, vary in a flexible way depending on, for instance, level differences between the cars (hilly topography) and other, irrational factors of the type that is found when cars in a train unit at varying speeds are driven along railway tracks of shifting character. However, in the unconnected and normal loaded state thereof, the coupling rod is located in one and the same, substantially horizontal position.
In this connection, it should be mentioned that it is feasible to modify and/or supplement the compression spring device so that the spring characteristics thereof actively can be altered. For instance, in addition to a mechanical compression spring of the exemplified type, a pneumatic spring function may be arranged that actively can extend the spring device (i.e., the distance between the front and rear joints thereof) in order to press up the front end of the coupling rod (and the coupling members on the same) further. In such a way, the level or height of the coupling members above the railway track can be adjusted in an active way and be adapted to the level of a co-operating coupler with the purpose of, during special conditions, further facilitate the connection of two couplers.
During ride, when the respective cars alternatingly pass left-hand as well as right-hand curves, and the coupling rods 1 are swung backward and forward around the main joint 4, the drivers 11 ensure that the carrier 9 slavishly follows the coupling rod in the motions thereof. In this connection, the spring force of the spring 37 is negligible. Even if the pulleys 38 intermittently and alternatingly pass the appurtenant seatings 39, the force in the spring 37 is far too insignificant to exert any resistance against the swings of the carrier during ride. Here it should be pointed out that the geometrical shape of the seatings 39 in no way is limited to the shape shown in figs. 7 and 8. Thus, the radius of curvature of the individual seating may be considerably larger than the one exemplified in order to facilitate roll in and roll off of the pulleys.

Feasible Modifications of the Invention

The invention is not limited only to the embodiment described above and shown in the drawings. Thus, the supporting carrier may be formed in another way than in the form of a fork. Further, the compression spring device co-operating with the carrier may be realized in many different ways, provided that that the same is extensible and has the capacity of always applying the free end of the carrier an upwardly directed spring force. The holder mechanism integrated in the securing house of the carrier may also be modified in various ways. Thus, although two male members together with two seatings are preferred, it is feasible to provide the retaining function by means of only one male member and seating, respectively. In this connection, it should also be pointed out that the invention anticipates the possibility of making the holder mechanism with an actuator, by means of which the spring-loaded male members are inactivated, i.e., are drawn into the appurtenant bore, during ride. In such a way, the risk of wear of the male members during ride would be eliminated.

List of Reference Designations

1 =: coupling rod
2 =: coupling member
3 =: coupling member
4 =: main joint (vertical)
5 =: fixed joint axis
6 =: fastening plate
7 =: screw joint
8 =: turnable ring
9 =: carrier
10 =: house
11 =: driver
12 =: turnable ring
13 =: core part
14 =: fork branches
14' =: front branch section
14" =: rear branch section
15 =: joint (horizontal)
16 =: end piece
17 =: joint sleeve
18 =: loop
19 =: joint fasteners
20 =: compression spring devices
21 =: joint (horizontal)
22 =: pivot pin
23 =: loop
24 =: ear
25 =: bottom of end piece
26 =: shank
27 =: sleeve
28 =: sleeve
29 =: bottom of tube
30 =: holder-on
31 =: sliding plates
32 =: tightening band
33 =: sliding block
34 =: screws
35 =: bore
36 =: pistons
37 =: spring
38 =: pulleys
39 =: seatings
40 =: end plates
41 =: side orifice

Claims

Car coupler, comprising a coupling rod (1), which is laterally swingable by, at a rear end, being connected to a main joint (4), and which at a front, free end includes coupling members (2, 3) for connection with analogous coupling members on other car couplers, a holder mechanism (37, 38, 39) being arranged to secure the coupling rod in a non-swingable neutral position when the car coupler is inactive, characterized in that a bracket-like carrier (9) is arranged under the coupling rod (1), which carrier is connected to a turnable ring (12) included in a house (10) arranged under the main joint (4), in which house the holder mechanism (36, 37, 38, 39) is integrated, and that one or more drivers (11) have the purpose of forcing the carrier and the coupling rod to slavishly follow each other during lateral swinging, the coupling rod (1) resting in an axially free-flowing state on the carrier (9) so far that the coupling rod and the carrier are free to move axially backward and forward in relation to each other.
Car coupler according to claim 1, characterized in that the carrier (9) at the rear end thereof is connected to said turnable ring (12) via a first, horizontal joint (15) in order to be able to swing in a vertical plane, and that a compressable compression spring device (20) extends between a front portion of the carrier and a second joint (21) located on a level below the first joint (15) in order to, by leverage from below, strive to press up the coupling rod against the action of vertical force loads on the same.
Car coupler according to claim 2, characterized in that the carrier consists of a fork (9) having two branches (14), the rear ends of which are articulately connected to the turnable ring (12) via said first joint (15), and the front ends of which are stiffly united to a common end piece (16) to which a front end (26) of the compression spring device (20) is articulately connected.
Car coupler according to claim 3, characterized in that the fork branches (14) are angular by including, on one hand, front sections (14'), which are substantially parallel to the compression spring device (20) and located beside the same, and on the other hand two rear sections (14"), which extend upward/rearward from the front branch sections at an obtuse angle to the same.
Car coupler according to any one of the preceding claims, characterized in that two side plates (11) are attached on the carrier (9) and which are laterally spaced-apart and axially distanced from the rear joint (15), between which side plates the coupling rod (1) is located, and which serve as drivers between the carrier and the coupling rod.
Car coupler according to any one of the preceding claims, characterized in that sliding plates (31) of a low-friction material are arranged on the carrier (9), against which plates a part (33) of the coupling rod (1) rests.
Car coupler according to any one of the preceding claims, characterized in that the house (10) to which the rear end of the carrier (9) is connected, in addition to said turnable ring (12), includes a central core part (13), which is stiffly connected to a fixed axle (5) included in the main joint (4), and that the holder mechanism comprises a spring-loaded male member (38) mounted in the core part (13), which male member is arranged to co-operate with a seating (39) on the inside of the turnable ring (12), more precisely in such a way that the turnable ring, on one hand, retains the carrier (9) together with the coupling rod (1) in the neutral position as long as the male member (38) is in engagement with the seating (39), and on the other hand enables swinging of the coupling rod when the male member - against said spring action - has been brought out of engagement with the seating.
Car coupler according to claim 7, characterized in that the turnable ring (12) comprises two diametrically opposed seatings (39) and the core part (13) two diametrically opposed male members (38), which are spring-loaded by a common compression spring (37) arranged in a bore (35) in which the male members are movable backward and forward.
Car coupler according to claim 7 or 8, characterized in that the individual male member consists of a rotatable pulley (38).