EP2356009B1 - Coupling unit - Google Patents

Description

Field of the invention

The invention relates to a coupling unit, in particular for the semi-permanent connection of two wagons of a rail vehicle.

In rail vehicles, adjacent cars co-located on a bogie (e.g., Jacobs bogie) are coupled by semi-permanent joints. These compounds are also referred to as "short couplings". Vehicles having such couplings are also referred to as "short coupled units". Mostly only two vehicles are coupled together, but sometimes more.

The task of this close coupling is to transmit the tensile and compressive forces in the vehicle longitudinal direction during acceleration and braking from one car to the other. Furthermore, it should transmit the lateral forces when cornering and weight forces. The clutch should have a mobility to ensure all three spatial axes. When cornering, the main motion angles occur around the vertical z-axis. If depressions or crests are run over, tilting angles also occur around a horizontally extending y-axis and roll angles about an x-axis extending in the longitudinal direction of the traction, which are to be compensated by the clutch. Furthermore, a short coupling should have no linear degrees of freedom to avoid jerking during load changes.

There are several known solutions for said application. DE 69315632 , which at the same time constitutes the closest prior art, is based on the fact that a radial spherical plain bearing with a horizontal bearing axis forms the central element of the articulated connection. By means of a suitable geometry, the spherical plain bearing has the required rotational angular mobilities in all three pivot axes. The joint bearing is fixed for this purpose via its outer ring in a coupling housing. The housing is a joint head and is connected in the vehicle longitudinal direction in a suitable manner with the vehicle frame of one of the wagon ends to be connected. Usually this is a welded joint used. The joint bearing is fixed via its inner ring with a shaft or a shaft and these in turn in a housing. This fixation of the shaft or of the shaft in or on the housing takes place in such a way that the shaft or the shaft rests on one of its sides against the housing or in a shape of the housing and bears against a wedge or a clamping plate, which lies opposite the molding. held in this position. For this purpose, the shaft is provided with flats against which the wedges for fixing the shaft in the housing. So that the wedges or clamping plates maintain their position, they are detachably connected to the housing. It is also noticeable that the wedging of the shaft or of the shaft is always carried out in such a way that the respective wedge or the respective clamping plate of the shaft or the shaft is arranged side by side in the vehicle longitudinal direction. However, this is considered to be disadvantageous, because by this side order of the power flow between shaft and housing for transmitting the operating loads always through the wedge or the clamping plate runs. This is very easily revealed in that clutches of vehicles of rail transport are charged in both Ersteckungen the vehicle longitudinal direction. This alternating load on the wedges and their screw connections can easily lead to the wedges loosening and pulling parts becoming unintentionally independent.

In various solutions of the prior art shaft and inner ring are made in one piece. The housing in turn is also connected in the vehicle longitudinal direction with the end of the second wagon to be connected. Again, a welded joint is usually used for this purpose. The housing is often shaped below so that it can be supported directly on the center plate of the bogie. In this way, the required articulated connection is formed. These state-of-the-art solutions are available with maintenance-type spherical plain bearings (grease / oil lubrication) or with maintenance-free spherical plain bearings (sliding layers between outer and inner ring). Furthermore, maintenance-requiring solutions with other storage solutions are known, but do not reach the ever-increasing life requirements.

However, these known solutions of the prior art have all the disadvantages. Thus, the tolerance adjustment of the shaft, housing, support discs and bearing width with regard to a backlash-free shaft connection is difficult. Furthermore, the assembly / disassembly is difficult in deformations of the shaft. Often occur corrosion of the shaft seat in the housing or corrosion of the inner ring seat on the shaft. The maintenance of such known short couplings is therefore insufficient. Furthermore, the shaft is insufficiently fixed in the housing. Non-sealed designs require a high maintenance through the required relubrication.

Another known type of articulated coupling unit for semi-permanent connection of railroad cars is known from DE 691 08 977 T2 known. However, a sealing of the bearing elements is not provided, which limits the use. A disadvantage with regard to a secure attachment and backlash, especially in case of vibrations in this coupling unit, that a wedge-shaped clamping member is used to fix the receiving shaft of the inner bearing part on the housing.

It is therefore an object of the present invention to provide a coupling unit, in particular for the semi-permanent connection of two wagons of a rail vehicle, which minimizes the disadvantages of the prior art, in particular limits the solubility of coupling units under the effect of alternating operating forces. The coupling unit should also ensure sufficient stiffness with the lowest possible component weight. In addition, a simple separation and connection of the coupling unit should be possible even after many years of use. For the bearing elements, the use of replaceable wear parts should be possible. The coupling unit should also be simple in construction, inexpensive to produce and quick to install. A sealing of the bearing elements in the coupling unit should be possible.

The object is achieved by a coupling unit with the features of claim 1. Accordingly, a coupling unit is proposed in particular for the semi-permanent connection of two rail cars of a rail vehicle, with a first housing for attachment to a first railroad car and a pivotally and rotatably coupled to the first housing second housing for attachment to a second railroad car, wherein on the second housing a bearing outer ring is fixed with a hollow spherical inner bearing surface, which is slidably guided on a bearing inner ring with a spherical outer surface and the bearing inner ring with an inner bore on a shaft which is fixed to the first housing, wherein the shaft at a first end one or two in the Axial direction of the shaft extending flattenings and at a second end one or two extending in the axial direction of the shaft second flats and at least one clamping piece is provided that against one of the flats and an opening portion in the first Geh äuse rests and thereby secures the shaft against rotation.

Preferred further embodiments of the invention are specified in the dependent claims.

According to one embodiment, the clamping piece is cuboid, wedge-shaped or cylindrical. According to a further embodiment, the clamping piece consists of at least two clamping piece parts.

In accordance with a further embodiment, the flattenings on the first shaft end are aligned parallel to one another and / or the flattenings on the second shaft end are aligned parallel to one another. According to a further embodiment, the first flats and / or the second flats are arranged differently close to the axis of symmetry of the shaft.

According to a further embodiment, the bearing inner ring and the shaft are integrally formed as a component.

According to a further embodiment, a first support ring on the shaft adjacent to the bearing inner ring and the first housing and / or a second support ring adjacent to the bearing inner ring and the first housing are arranged. According to a further embodiment, the support rings and the bearing inner ring are designed as one component.

According to a further embodiment, a first sealing bellows and / or a second sealing bellows are arranged to extend around the shaft, the first sealing bellows sealingly abutting the second housing and the bearing inner ring and / or the first support ring and the second sealing bellows on the second housing and Bearing inner ring and / or the second support ring sealingly. According to a further embodiment, a first clamping element is arranged to extend around the shaft on the first sealing bellows, which presses the first sealing bellows against the first supporting ring and / or on the second sealing bellows a second clamping element is arranged running around the shaft, which surrounds the second sealing bellows against the first second support ring presses.

According to a further embodiment, a projection for supporting on a rotary pan is formed on the first housing.

According to a further embodiment, sliding material is arranged between the bearing inner ring and the bearing outer ring.

According to a further embodiment, an opening is provided on the first housing, which has a central at least partially cylindrical opening portion for receiving the shaft and an inner opening portion for receiving the clamping piece. According to another embodiment the inner opening area is at least partially cuboidal. According to a further embodiment, the inner cylindrical opening region has an open position.

According to a further embodiment, the shaft has at least two axial bores at the first end and / or second end.

According to a further embodiment, the shaft protrudes beyond the housing, so that at least one of the flattening pairs (13a, 13b or 14a, 14b) is arranged partially outside the housing.

The invention will be explained in more detail below with reference to embodiments with reference to the accompanying figures. Like reference numerals designate like components throughout the figures, unless otherwise indicated.

Fig. 1

eine schematische Schnittdarstellung als Aufriss einer erfindungsgemäßen Kupplungseinheit gemäß einem ersten Ausführungsbeispiel;

Fig. 2

eine schematische Darstellung einer Seitenansicht einer erfindungsgemäßen Kupplungseinheit gemäß einem zweiten Ausführungsbeispiel;

Fig. 3

eine schematische Schnittdarstellung einer erfindungsgemäßen Kupplungseinheit gemäß einem dritten Ausführungsbeispiel;

Fig. 4

eine schematische Schnittdarstellung eines Teils einer erfindungsgemäßen Kupplungseinheit gemäß einem vierten Ausführungsbeispiel.

From the figures show:

Fig. 1

a schematic sectional view as an elevation of a coupling unit according to the invention according to a first embodiment;

Fig. 2

a schematic representation of a side view of a coupling unit according to the invention according to a second embodiment;

Fig. 3

a schematic sectional view of a coupling unit according to the invention according to a third embodiment;

Fig. 4

a schematic sectional view of a portion of a coupling unit according to the invention according to a fourth embodiment.

Fig. 1 shows a schematic sectional view as an elevation of a coupling unit according to the invention according to a first embodiment. The coupling unit has a hatched first housing 1 for attachment to a first railway car (not shown) and a pivotally and rotatably coupled to the first housing 1 also shown hatched second housing 2 for attachment to a second railway wagon (not shown). In the second housing 2, a bearing outer ring 3 is mounted with a hollow spherical inner bearing surface 4. Inside of the bearing outer ring 3, a bearing inner ring 6 is shown with a spherical outer surface 7. The bearing outer ring 3 is slidably guided on the bearing inner ring 6. The bearing inner ring 6 has an inner bore 8 through which a shaft 10 passes. The shaft 10 has shaft ends 11, 12 which are fixed in the material of the first housing 1. Through the bearing inner ring 6 and the bearing outer ring 3, a radial spherical plain bearing 15 is formed with a substantially horizontal Lagerachsausrichtung. The bearing outer ring 3 is fixed in the second housing 2. In this embodiment, the shaft 10 and the bearing inner ring 6 are realized as two components. According to the invention, shaft 10 and inner ring 6 can also be designed as one component. The radial spherical plain bearing 15 is provided in this embodiment for freedom from maintenance with sliding material 5, for example, sliding fabric or a sliding coating, for example made of bronze or Teflon on the inner bearing surface 4 of the bearing outer ring 3. Lubrication with grease between outer ring 3 and inner ring 6 is also provided. On both sides of the bearing inner ring 6 support rings 16a, 16b are arranged on the shaft 10, which fix the inner ring 6 relative to the first housing 1 and position. According to the invention, these support rings 16a, 16b and the bearing inner ring 6 can also be designed as one component. The bellows 18a, 18b extend from the second housing 2 to the respective support ring 16a or 16b and up to the first housing 1. By means of the bellows 18a, 18b, an ingress of liquid, dust or dirt in the radial pivot bearing 15 can be prevented. This serves to increase the service life of the radial spherical plain bearing 15 and to extend the maintenance intervals. The bellows 18a, 18b are designed so that they slip on at least one attachment point outside / inside at excessive pivot angles, or allow elastic deformation. In the present embodiment, this clamping elements 21 a, 21 b are mounted around the bellows 18 a, 18 b, which press the bellows 18 a, 18 b against the support rings 16 a and 16 b. According to the invention, the clamping elements 21 a, 21 b may be designed as wire rings, worm springs, hose clamps or the like. The clamping elements 21 a, 21 b may be made of steel, plastic or other suitable permanently elastic materials. By this fixation ensures that the tightness is ensured for a long time and not by plastic deformation of the actual bellows material, the bias is too low to ensure the tightness.

Fig. 2 shows a schematic representation of a side view of a coupling unit according to the invention according to a second embodiment. The coupling unit off Fig. 2 is essentially like that Fig. 1 built up. The first housing 1 has a projection 19, which extends substantially planar. With this approach 19, it is possible that the first housing 1 (not shown) on a rotary pan is supported. Advantageously, the approach 19 is designed so that the first housing 1 can be supported directly on the turntable (center plate). The first housing 1 has lateral stiffeners 20, here in the form of stiffening ribs 20. The stiffening ribs 20 have the task of avoiding a gaping of the open top first housing 1 at high tensile loads. The shaft 10 has at its first end 11 axially extending and opposing flats 13a, 13b and accordingly - not shown here - at its second end 12 axially extending and opposing flats 14a, 14b. By these flats 13a, 13b, 14a, 14b, the distance between the pairs opposite lying flats 13a, 13b and 14a, 14b lower than the outer diameter of the shaft 10 in the cylindrical unreduced area. The opposing flats 13a, 13b are designed asymmetrically in this embodiment. The same applies to the flats 14a, 14b. That is, the flattening 13a shown in the picture above is closer to the central axis of the shaft 10 than the flattening 13b and therefore has a larger width. However, the flats 13a, 13b can also be made symmetrical. In the present in this embodiment asymmetric design of the flats 13a, 13b and 14a, 14b on the shaft 10, the contact area between the shaft 10 and the first housing 1 in the locked state of the shaft 10 in the vehicle longitudinal direction is different in size. In practice, it is required that the coupling unit in the vehicle longitudinal direction can transmit higher compressive forces than tensile forces. By a suitable orientation of the different sized contact surfaces (in the printing direction, the larger area), the carrying capacity of the contact shaft / first housing 1 can be adapted to these different requirements. Due to the different sized contact surfaces also in the vertical direction down a greater load capacity than upwards. The first housing 1 has an opening 30, through which the shaft 10 can be inserted at an insertion side 31 of the first housing 1 into the first housing 1. The opening 30 has, for each shaft end 11, 12, substantially three partial areas 32, 34, 36. The first of the insertion 31 outgoing opening portion 32 is formed substantially cuboid and is still funnel-shaped above, which facilitates insertion during assembly of the shaft 10. This first opening region 32 merges into a substantially cylindrical central opening region 34. The central opening region 34 merges into a third inner opening region 36, which is designed in a partially parallelepipedal manner. The opening width of the first opening region is barely larger than the wave width in the region of the flattened portions 13a, 13b, 14a, 14b, ie the distance of the flattened portions 13a, 13b or 14a, 14b from each other. The diameter of the cylindrical central opening region 34 corresponds approximately For mounting the shaft 10 in the first housing 1, this is aligned for insertion into the first opening portion 32 so that the flats 13a, 13b, 14a, 14b parallel to the insertion or the side surfaces of the first cuboid opening portion 32nd are aligned. The shaft 10 is then lowered into the opening 30 until the end of the cylindrical central opening area 34 is reached. At this point, the shaft is rotated by 90 °. As a result, the cylindrical surfaces of the shaft and of the central opening region 34 come into contact in the region of contact zones 35a, 35b. The shaft 10 is fixed after this rotation in the vehicle longitudinal direction, as well as vertically up and down. The cylindrical contact zones 35a, 35b on the outer circumference of the shaft 10 between the flats 13a, 13b and 14a, 14b take over the function to transmit the tensile and compressive forces from the driving operation to carry the weight of the wagon supporting down and lifting forces upwards from the driving dynamics or lifting work in eg maintenance / accident situations record. In the shaft 10 in this embodiment at the shaft ends 11, 12 frontally two axial bores 40 are introduced. By means of suitable tools which engage in these holes 40, the rotation of the shaft 10 is simplified. According to the invention, the shaft 10 can also be made longer, so that it protrudes beyond the housing 1. Then tools such as wrench for rotating the shaft 10 at the flats 13 a, 13 b and 14 a, 14 b are brought into engagement. A clamping piece 50 is inserted at each of the shaft ends 11, 12 in the inner opening portion 36. Inserted presses the clamping piece 50 against one of the flats 13a, 13b and 14a, 14b of the shaft 5 and the first housing 1 and thereby prevents rotation of the shaft 10. The clamping piece 50 can be secured for example by screwing or other suitable measures against falling out.

In the coupling unit according to the invention, the shaft 10 can be produced inexpensively with the flats 13a, 13b. The cylindrical Shaft 10 has a high bearing capacity compared to the solutions of the prior art, since the flats 13a, 13b are arranged perpendicular to the main load zone and also relatively small. The housing parts 1, 2 are easy to manufacture, since a few surfaces are to be processed as functional surfaces. The assembly is easy, in particular by the first open top housing 1 and the attachment by clamping. Another advantage is the seal. The actual functional surfaces of the radial joint bearing 15 are protected from contamination and moisture. As a result, less wear on the sliding layer occurs and longer maintenance intervals are possible, in particular for maintenance-requiring bearings. The coupling unit according to the invention provides a better corrosion protection of the internal parts or it is a lesser or no further corrosion protection of these parts required because they are well protected. The coupling unit according to the invention is based on the basic structure "radial spherical plain bearing with horizontal bearing axis". With this configuration, an optimum in terms of bearing / housing stiffness, total mass, power capacity, pressure distribution, travel angle, bearing life and required installation space is achieved.

Fig. 3 shows a schematic sectional view of a coupling unit according to the invention according to a third embodiment. Essentially, the coupling unit corresponds to those of the Fig. 1 and Fig. 2 , Here, the clamping piece 50 is mounted between the upper shaft flat 13a and the lateral casing stiffener 20. Since this clamping piece is used only for rotary fixing of the shaft 10, it is not involved in the actual power flow between the shaft 10 and the first housing 1 for transmitting the operating loads. This represents a serious difference to existing solutions.

The basic principle of the invention is that a flattened cylindrical shaft 10 is inserted into a radially one-sided open substantially cylindrical central opening portion 34. The shaft 10 is so strong flattened so that it fits just by the one-sided radial first opening portion 32 adjacent to the central opening portion 34. By rotating the shaft 10, the remaining cylindrical contour of the shaft 10 closes the unilaterally radially open cylindrical central opening portion 34, whereby the shaft 10 is fixed. For this purpose, the shaft 10 is narrower in the region of the flattening 13a than its nominal outside diameter. This can be achieved by two flattening but also by a single flattening. The flattening 13a is simultaneously used as a contact surface for a clamping piece 50, which prevents rotation of the shaft 10. As a result, the shaft 10 is locked. In the case of only one-sided flattening 13a, one side of the cylindrical bore 36a in the first housing can receive an open position 60, which allows insertion of the shaft with subsequent rotation. The provision of only one flattening 13a makes it possible to realize the shaft 10 of the coupling unit according to the invention more cost-effectively, since fewer flattenings have to be produced.

Fig. 4 shows a schematic sectional view of a part of a coupling unit according to the invention according to a fourth embodiment. Here, the clamping piece 50 is formed in several parts from a first clamping piece part 50.1 and a second clamping piece part 50.2 and arranged on a housing reinforcement 20.

Although the present invention has been described in terms of preferred embodiments herein, it is not limited thereto, but modifiable in a variety of ways.

LIST OF REFERENCE NUMBERS

1

first housing

2

second housing

3

Bearing outer ring

4

inner storage area

5

sliding

6

Bearing inner ring

7

outer surface

8th

internal bore

10

Shaft / shaft

11

first end

12

second end

13a, 13b

Flattening at the first end of the shaft

14a, 14b

Flattening on the second end of the shaft

15

Radial spherical plain bearings

16a, 16b

supporting rings

18a, 18b

bellows

19

approach

20

stiffening rib

21a, 21b

clamping elements

30

opening

31

insertion

32

first opening area

34

middle opening area

35a, 35b

contact zones

36

inner opening area

40

axial bore

50

clamp

50.1

first clamping piece part

50.2

second clamping piece part

60

exemption

Claims (15)

1. Coupling unit, in particular for the semi-permanent connection of two freight cars of a rail vehicle, with a first housing (1) for fastening to a first railroad freight car and with a second housing (2) which is coupled pivotably and rotatably to the first housing (1) and is intended for fastening to a second railroad freight car, wherein a bearing outer ring (3) having a hollow spherical inner bearing surface (4) is fastened to the second housing (2) and is guided in a sliding manner on a bearing inner ring (6) having a spherical outer surface (7), and the bearing inner ring (6) sits with an inner bore (8) on a shaft (10) which is fastened to the first housing (1) in a central opening region (34), wherein a first end (11) of the shaft (10) has one or two flattened portions (13a, 13b) running in the axial direction of the shaft (10) and a second end (12) has one or two second flattened portions (14a, 14b) running in the axial direction of the shaft (10), and wherein at least one clamping piece (50) is provided which bears against one of the flattened portions (13a, 13b, 14a, 14b) and the central opening region (34) in the first housing (1) and thereby secures the shaft (10) against rotation, characterized in that the ends (11, 12) of the shaft (10) are arranged rotatably in the central opening region (34), and in that the shaft (10), when rotated in the central opening section (34) from an installation position into an end position, is fixed solely by said rotation both in both extents in the longitudinal direction of the vehicle and vertically upwards and downwards in the central opening section (34).
2. Coupling unit according to Claim 1, characterized in that the clamping piece (50) is of cuboidal, wedgeshaped or cylindrical design.
3. Coupling unit according to Claim 1 or Claim 2, characterized in that the clamping piece (50) consists of at least two clamping piece parts (50.1, 50.2).
4. Coupling unit according to one of the preceding claims, characterized in that the flattened portions (13a, 13b) at the first shaft end (11) are oriented parallel to each other and/or the flattened portions (14a, 14b) at the second shaft end (12) are oriented parallel to each other.
5. Coupling unit according to one of the preceding claims, characterized in that the first flattened portions (13a, 13b) and/or the second flattened portions (14a, 14b) are arranged at differing close distances from the axis of symmetry of the shaft (10).
6. Coupling unit according to one of the preceding claims, characterized in that the bearing inner ring (6) and the shaft (10) are of integral design as a single component.
7. Coupling unit according to one of the preceding claims, characterized in that a first supporting ring (16a) is arranged on the shaft (10) adjacent to the bearing inner ring (6) and the first housing (1), and/or a second supporting ring (16b) is arranged adjacent to the bearing inner ring (6) and the first housing (1).
8. Coupling unit according to one of the preceding claims, characterized in that the supporting rings (16a, 16b) and the bearing inner ring (6) are designed as a single component.
9. Coupling unit according to one of the preceding claims, characterized in that a first sealing bellows (18a) and/or a second sealing bellows (18b) are/is arranged running around the shaft (10), the first sealing bellows (18a) bearing in a sealing manner against the second housing (2) and the bearing inner ring (6) and/or the first supporting ring (16a), and the second sealing bellows (18b) bearing in a sealing manner against the second housing (2) and the bearing inner ring (6) and/or the second supporting ring (16b).
10. Coupling unit according to one of the preceding claims, characterized in that an extension (19) for support on a center plate is formed on the first housing (1).
11. Coupling unit according to one of the preceding claims, characterized in that sliding material (5) is arranged between the bearing inner ring (6) and the bearing outer ring (3).
12. Coupling unit according to one of the preceding claims, characterized in that the first housing (1) is provided with an opening (30) which has a central, at least partially cylindrical opening region (34) for receiving the shaft (10), and an inner opening region (36) for receiving the clamping piece (50).
13. Coupling unit according to one of the preceding claims, characterized in that the inner cylindrical opening region (36) has a clearance (60).
14. Coupling unit according to one of the preceding claims, characterized in that the shaft (10) has at least two axial bores (40) at the first end (11) and/or second end (12).
15. Coupling unit according to one of the preceding claims, characterized in that the shaft (10) projects beyond the housing (1), and therefore at least one of the pairs of flattened portions (13a, 13b or 14a, 14b) is partially arranged outside the housing (1).

Images