EP3448733B1 - Bearing block assembly - Google Patents

Description

The invention relates to a bearing block arrangement for articulating a coupling rod on a car body of a track-guided vehicle, in particular a rail vehicle, in detail with the features from the preamble of claim 1.

Bearing block arrangements in rail vehicle technology are generally used to connect a coupling rod to the car body of a rail vehicle so that it can pivot in a horizontal plane. So that the coupling rod can also pivot relative to the car body, which is necessary, for example, when cornering a multi-part train set, the linkage realized via the bearing block is usually designed in such a way that at least horizontal and vertical pivoting and an axial rotation of the coupling rod relative to the car body is made possible.

It is also known that in the case of a coupling rod that is rigidly supported by a bearing block, for example during a coupling process or when braking, shocks and vibrations that occur can lead to damage to the vehicle or the coupling arrangement itself. In order to avoid such damage, it is necessary to limit the transmission of such shocks, vibrations and the like as much as possible. This is preferably achieved in that a draw/buffing device with elastic damping means is provided to absorb such impacts in the power flow transmitted via the coupling rod. Such a draw/buffing device is often integrated in the articulation of the coupling rod on the car body, ie in the bearing block provided for this purpose. This draw/buffing device is designed to withstand tensile and compressive forces up to a defined size in an elastic manner dampened way over the bearing block in the vehicle undercarriage.

The aim is to absorb energy with an elastic deformation of the damping means belonging to the draw/buffing gear and thus to prevent the bearing block and thus the vehicle underframe from being overstressed.

Furthermore, it is, for example, from the publications EP 1719 684 A1 , WO 2013/134920 A1 such as EP 2 700 556 B1 previously known to avoid the introduction of large predefined critical impact forces via the bearing block arrangement in the car body and thus prevent destruction of the bearing block environment by the coupling rod coupled to the bearing block is removed from the power flow to the car body. This removal is realized by separating the connection to the bearing block via shearing elements, with the in EP 2 700 556 B1 described embodiment, the separation can also be done via tear-off elements. Depending on the design, the coupling rod can then be pushed through the bearing block with the connected components, although twisting or tilting of the coupling rod end with the connected bearing components in the bearing block cannot be ruled out after the shearing or tear-off elements have been activated, or the individual components of the bearing are only joined together during assembly, so that when the connection is released, the connection is also broken and the individual components fall down from the storage environment after sliding through. The one in the EP 2 700 556 B1 The embodiment described with connection via a flange aligned in a vertical plane and guidance of the individual bearing shells is relatively complex and particularly suitable only for bearing block designs that are closed in the circumferential direction about the longitudinal axis.

Out of US 2012/199545 A1 a generic bearing block arrangement of bearing block and bearing shell unit of complex construction is already known.

The invention is therefore based on the object of further developing a bearing block arrangement of the type mentioned at the outset in such a way that the disadvantages mentioned are avoided and a structurally simple, compact and inexpensive to manufacture bearing block arrangement is provided which, even after the response, has an undefined position of the bearing relative to the bearing block , in particular avoids tilting and thus the introduction of undefined forces into the bearing block connected to the car body and prevents the components from falling out.

The solution according to the invention is characterized by the features of claim 1. Advantageous configurations are described in the dependent claims.

In a particularly advantageous embodiment, the bearing shell unit is connected to the bearing block via at least one tear-off element aligned in the longitudinal direction of the bearing block and, when the at least one tear-off element responds, breaking the connection between the bearing shell unit and the bearing block, on the at least one guide on the bearing block so that it can be moved relative thereto in the longitudinal direction.

One tear-off element is generally understood to mean a connecting element which connects the bearing shell unit to the bearing block (directly or indirectly) up to a predetermined critical impact force acting on the bearing shell unit, and which loses its connecting function when the predetermined critical impact force is exceeded.

A shearing element is generally understood to mean a connecting element which connects the bearing shell unit to the bearing block (directly or indirectly) up to a predetermined critical impact force acting on the bearing shell unit, and which loses its connecting function by shearing off the bearing block if the predetermined critical impact force is exceeded . The solution according to the invention offers the advantage that, on the one hand, there is a separation between the actual bearing function of the coupling rod in the bearing shell unit and the introduction of the forces into the bearing block. If the tear-off elements respond and the connection is broken, the coupling rod can be articulated in the bearing shell unit and taken together with this from the power flow to the car body and due to the guide does not immediately fall off the car body, but is still guided relative to this in the longitudinal direction when the bearing block arrangement is connected to the car body, with tilting in the bearing block being avoided. The mounting of the coupling rod on the bearing shell unit can be considerably simplified compared to the prior art designs with the provision of shearing devices in the area of the pivot bolt or pivot pin, since this safety function is moved away from the area of the recordings.

In a particularly advantageous embodiment, the flange encompassed by or formed by the bearing block has one or more flange areas, which are arranged at least partially in a horizontal plane and form flange surfaces extending in the longitudinal direction, for connection to complementary contact surfaces on the car body, in particular contact surfaces arranged on the underside of a car body on. This type of design of a horizontal interface advantageously allows the use for applications with the necessary articulation from below on the underframe of a car body while at the same time ensuring reliable guidance of the bearing of the coupling rod in the event of the tear-off elements.

Due to the separation of functions and the associated clear assignment of functions to individual areas on the bearing block and the bearing shell device, these components can be constructed relatively simply and compactly and are designed in one piece in a particularly advantageous development. The one-piece design of the bearing shell unit offers the advantage that it remains firmly connected as a component with the coupling rod even after the tear-off elements have been activated and is not thrown away.

In the case of a one-piece design, the bearing block then preferably has a half-shell-like area which opens at least in the longitudinal direction Bearing shell receiving area for at least partially accommodating the bearing shell unit encloses.

The bearing block and bearing shell assembly can be manufactured particularly cheaply if they are designed as a cast component.

The bearing shell unit has at least one connection area for the connection to the bearing block and at least one guide area or a guide element for interaction with the individual guide extending in the longitudinal direction of the bearing block for the inventive guidance on the bearing block. The individual connection area provided on the bearing shell unit and/or the individual guide area or the guide element are each arranged offset to a receptacle, preferably at an angle of 30° to 90° relative to an individual receptacle viewed in the circumferential direction of the bearing shell unit around the axis of rotation. As already stated, the design allows for simply designed bearing shell units with clearly defined functional areas.

According to a particularly advantageous embodiment, at least partial areas of the individual connection area provided on the bearing shell unit and the individual guide area are formed integrally in functional concentration, which leads to a further simplification of the design of the bearing shell unit and the possibility of providing particularly compact bearing block arrangements in terms of space requirements.

• eine in vertikaler Richtung eine Bewegung der Lagerschaleneinheit mit einer Richtungskomponente senkrecht zur Längsrichtung in Richtung nach oben begrenzende Führungsfläche;
• eine in vertikaler Richtung eine Bewegung der Lagerschaleneinheit mit einer Richtungskomponente senkrecht zur Längsrichtung in Richtung nach unten begrenzende Führungsfläche;
• eine in horizontaler Richtung eine Bewegung der Lagerschaleneinheit mit einer Richtungskomponente senkrecht zur Längsrichtung in Breitenrichtung des Lagerbockes begrenzende Führungsfläche.

There are a number of possibilities with regard to the design of the individual guides on the bearing block. In the simplest case, this includes one or more guide surfaces formed integrally on the bearing block from the following group of guide surfaces:

• a guide surface which in the vertical direction limits a movement of the bearing shell unit with a directional component perpendicular to the longitudinal direction in the upward direction;
• a guide surface in the vertical direction limiting a movement of the bearing shell unit with a directional component perpendicular to the longitudinal direction in the downward direction;
• a guide surface delimiting a movement of the bearing shell unit in the horizontal direction with a directional component perpendicular to the longitudinal direction in the width direction of the bearing block.

The guide surfaces prevent the bearing shell unit from breaking out in the directions mentioned in each case, with two in combination already preventing this from twisting within the bearing block while at the same time providing defined guidance in this.

• eine Nut-Federverbindung
• Profilverbindung, insbesondere Schwalbenschwanzverbindung
• Schiene-Schlitten Verbindung

The constructive training possibilities of the guidance system are varied. In a particularly advantageous embodiment, the guide system consisting of the guide on the bearing block and the guide area or guide element on the bearing shell unit is formed by a positive connection between the bearing block and bearing shell unit with a loose fit and a degree of freedom in the longitudinal direction. The management system can then be formed in particular by a connection selected from the group of the following connections:

• a tongue and groove connection
• Profile connection, in particular dovetail connection
• rail-carriage connection

In a further development, the length of the guide on the bearing block and the guide element or the guide area on the bearing shell unit is designed in such a way that after the tear-off elements have responded and the maximum permissible displacement of the bearing shell unit relative to the bearing block in the longitudinal direction, the bearing shell unit is still free from a complete separation from the bearing block is in the sense of a guide on this, but no forces are passed through this in the car body. As a result, falling down of the bearing shell unit with the clutch connected is reliably avoided in an advantageous manner, in particular when it is mounted on the underframe.

For the connection between the bearing shell unit and the bearing block, this is braced via the at least one tear-off element, particularly braced in the direction of the tensile force. As a result, the power transmission from the bearing shell unit to the bearing block via the tear-off elements and thus also under tensile load with the same connecting elements is guaranteed in functional concentration. There are no separate transmission elements to be provided. According to a particularly advantageous embodiment, the bearing block has a cable stop integrally formed on it or connected to it for supporting the bearing shell unit under tensile load, the bearing shell unit being braced against the cable stop via the tear-off elements in the form of tear-off screws, which are secured by nuts .

The tear-off elements can be formed by detachable or non-detachable connection elements. The tear-off elements can also be based on positive or non-positive locking with regard to the force transmission. The use of shear bolts or rivets is conceivable as an example. Tear-off elements in the form of tear-off screws are particularly preferably used. These offer the advantage of an exact design for the application.

If the bearing shell unit and bearing block are connected to one another via shearing elements, these can also be formed by detachable or non-detachable connecting elements. The shearing elements can also be based on positive or non-positive locking with regard to force transmission. The use of screws or rivets is conceivable as an example. These are arranged in such a way that they respond to the action of a force with a main directional component in the longitudinal direction of the coupling rod.

According to the invention, the connection area and the guide area on the bearing shell unit are formed by a full profile element that extends in the longitudinal direction and is integrally formed on the bearing shell unit Having or forming a guide of the bearing block and through which the tear-off elements extend and the bearing shell unit is arranged in the region of the solid profile elements in a connecting manner with the bearing block. This offers the advantage that the tear-off elements are aligned in the main direction of the force and their alignment coincides with the guiding direction of the bearing shell unit when it is triggered, so that the bearing shell unit and the bearing block cannot tilt.

The solution according to the invention is explained below for a particularly advantageous embodiment with tear-off elements with reference to figures. It goes without saying, however, that there is also the possibility, not shown in detail here, of connecting the bearing block and bearing shell unit to one another via shearing elements.

Figur 1a

zeigt eine Lagerbockanordnung mit einer mit dieser gekoppelten Kupplungsstange zur Anlenkung dieser an einen Wagenkasten in einer Ansicht auf eine Ebene, die durch die Längsachse und einer Senkrechten zu dieser in Vertikalrichtung charakterisiert ist, in der Neutralstellung der Kupplungsstange;

Figur 1b

verdeutlicht die Lagerbockanordnung gemäß Figur 1a in einer Perspektivansicht;

Figur 1c

zeigt die Lagerbockanordnung gemäß Figur 1a nach Ansprechen der Abreißelemente in einem Axialschnitt

Figur 2

zeigt beispielhaft einen Lagerbock in einer Perspektivansicht;

Figur 3

zeigt beispielhaft eine vorteilhafte Ausbildung einer Lagerschaleneinheit in einer Perspektivansicht;

Figur 4a

zeigt die Lagerbockanordnung gemäß der Figuren 1a, 1b frei von der Anordnung eines Schwenkbolzens oder Drehzapfens in der Aufnahme der Lagerschaleneinheit;

Figur 4b

zeigt einen Höhenschnitt durch die Lagerbockanordnung gemäß Figur 1b;

Figur 4c

zeigt die einzelnen Bauteile der Lagerbockanordnung in einer Explosionsdarstellung.

The following is shown in detail in the figures:

Figure 1a

shows a bearing block arrangement with a coupling rod coupled thereto for articulating it on a car body in a view of a plane which is characterized by the longitudinal axis and a perpendicular to this in the vertical direction, in the neutral position of the coupling rod;

Figure 1b

clarifies the bearing block arrangement according to Figure 1a in a perspective view;

Figure 1c

shows the bearing block arrangement according to Figure 1a after activation of the tear-off elements in an axial section

figure 2

shows an example of a bearing block in a perspective view;

figure 3

shows an example of an advantageous embodiment of a bearing shell unit in a perspective view;

Figure 4a

shows the bearing block arrangement according to FIG Figures 1a, 1b free from the placement of a pivot pin or trunnion in the socket of the bearing shell assembly;

Figure 4b

shows a vertical section through the bearing block arrangement according to FIG Figure 1b ;

Figure 4c

shows the individual components of the bearing block assembly in an exploded view.

the Figures 1a and 1b illustrate in a simplified schematic representation the basic structure and the basic arrangement of a bearing block arrangement 1 designed according to the invention for articulating a coupling rod 2 of a coupling to a car body 3 of a track-guided vehicle, in particular a rail vehicle, which is only indicated here, in various views in the neutral position of the coupling rod 2, i.e. the non-deflected position. the Figure 1a illustrates a view in the installed position in the longitudinal direction, which coincides with the longitudinal axis L of the coupling rod 2 in the neutral position of the clutch. A coordinate system has been created as an example to clarify the individual directions. The X-axis coincides with the longitudinal direction of the coupling, the Y-axis with the width direction and thus with the extent of the bearing block arrangement 1 transversely to the longitudinal axis L, and the Z-direction describes the extent in the vertical direction, ie perpendicular to the longitudinal axis L in the vertical or .Elevation direction. For the bearing block arrangement 1 this means that the X-direction corresponds to the extent of the bearing block arrangement in the longitudinal direction, the Y-axis to the extent of the bearing block arrangement 1 in the width direction and the Z-direction to the extent in the vertical direction. figure 1 c illustrates the positions of the individual components of the bearing block arrangement 1 in the event of an overload after the tear-off elements have been activated in a view in a sectional plane that can be described by the longitudinal axis L and a perpendicular to it, relative to one another. the figures 2 and 3 each show the individual components bearing block 5 and bearing shell unit 4 in a perspective view on their own, while the figures 4a Figure 12 shows the pedestal assembly free of a pivot pin or trunnion in a perspective view. the Figure 4c shows the individual components again in an exploded view. All Figures 1 to 4 relate to a particularly advantageous embodiment of the bearing block arrangement 1.

the Figure 1a clarifies a view of the bearing block assembly 1 with the coupling rod 2 in the installation position in the neutral position in a view of the longitudinal axis L. The Figure 1b illustrates a view according to the embodiment Figure 1a in the perspective view. the Figure 1c illustrated for an embodiment according to Figure 1a the position assignment of the components of the bearing block assembly 1 and the clutch to each other in the event of an overload.

The bearing block arrangement 1 comprises a bearing block 5 for fixed attachment to an in Figure 1a indicated car body 3 and connected to the bearing block 5 via tear-off elements 14.1, 14.2 bearing shell unit 4. The Figures 1a to 1c do not show all components due to the representation in the assembly. The components provided in these - bearing block 5 and bearing shell unit 4 - are, however, as individual components in each case figures 2 and 3 played back. The following description therefore also refers to these figures. Bearing block 5 and bearing shell unit 4 are constructed essentially symmetrically with respect to a vertical plane, which can be described by an axis oriented in the longitudinal direction and a perpendicular to it in the vertical direction.

The bearing shell unit 4 comprises a receptacle 6 arranged in a first horizontal plane E1 and a receptacle 7 arranged in a second horizontal plane E2 offset vertically to the first plane E1 for receiving a vertically running common pivot pin 8 or for receiving - not shown here - in each case a vertically running pivot pin assigned to the respective receptacle 6, 7. The receptacles 6, 7 are arranged in vertical planes E1 and E2 in mutually offset bearing shells which are connected to one another and are preferably formed integrally, ie the bearing shell unit 4 is formed as an integral or one-piece component. The coupling rod 2 is mounted in the receptacles 6, 7 of the bearing shell unit 4 either directly or via intermediate drawbar/buffing devices via the pivot pin 8 or the pivot pins. Storage is preferred pivotable in the horizontal direction about the longitudinal axis of the pivot bolt 8 and in the vertical direction about a longitudinal axis L that coincides with the longitudinal axis of the coupling in the neutral position of the coupling rod. The connection of the coupling rod 2 to the bearing shell unit 4 can be made via a common bolt rotatably mounted in the receptacles 6, 7 take place, which can be guided by a bearing-side bearing eye of the coupling rod 2, with a spherical bearing being provided between the coupling rod 2 and bolt 8 or bolt 8 and receptacle.

The bearing block 5 and the bearing shell unit 4 are preferably formed symmetrically with respect to a vertical plane of symmetry, which can be described by the longitudinal direction and a perpendicular to this in the vertical direction.

The bearing block 5 comprises a flange for connecting the bearing block arrangement 1 to the car body 3. This is arranged in a particularly advantageous embodiment for attachment to the underside of a car body 3 in a horizontal plane or forms horizontal flange areas with corresponding flange surfaces, here two flange surfaces 10.1, 10.2 for interaction, in particular the contact with contact surfaces 9 formed complementary thereto on the car body 3 . The connection, here the connections 12.1, 12.2 of the flange areas having the flange surfaces 10.1, 10.2, between the car body 3 and the bearing block 5 is either detachable, for example by force-fitting in the form of screw connections. Permanent connections in the form of riveted connections are also conceivable. In figure 2 The through openings 11.1, 11.2 required for the connecting elements of the connections 12.1, 12.2 can be seen in the horizontally aligned flange regions arranged on both sides of a vertical plane of symmetry.

The pillow block 5 is here - and especially in figure 2 visible - as a bearing shell open on one side, preferably in the installed position open at the bottom, for at least partially accommodating the bearing shell unit 4 with the flange surfaces 10.1, 10.2 bearing flange areas formed. The inner space, which is enclosed by the bearing shell in the longitudinal direction and is open at the bottom and at the end regions, is denoted by 19 as a receiving space for at least partially accommodating the bearing shell unit 4 . The lateral areas of the bearing block 5, which are arranged on both sides of the plane of symmetry and at least partially enclose the bearing shell unit 4 viewed in the circumferential direction about the longitudinal axis L, carry guides 16.1, 16.2, which extend over at least a partial area of the extension of the bearing block 5 in the longitudinal direction.

The connection between the bearing shell unit 4 and the bearing block 5 takes place via a connecting device having at least one tear-off element, here two connecting devices 13.1, 13.2, each comprising at least one connecting element aligned in the longitudinal direction of the bearing block 5 in the form of a tear-off element 14.1, 14.2. These are arranged on both sides and symmetrically with respect to the vertical plane of symmetry of the bearing block 5 and thus also in the direction of the longitudinal axis L of the coupling rod 2 in the neutral position, ie in the unloaded and undeflected state. The connection between the bearing shell unit 4 and the bearing block 5 takes place in such a way that the bearing shell unit 4 and the bearing block 5 are braced against one another in the direction of the tensile force in the installed position. For this purpose, a cable stop, here the cable stops 18.1, 18.2, is provided on the bearing block 5 in the end region aligned in the installation position with respect to the coupling rod 2. These form a contact surface which is directed away from the coupling rod 2 and on which the bearing shell unit 4 comes to rest. The bracing is realized via the tear-off elements 14.1, 14.2. These include shear bolts, which extend through a connection area 17.1, 17.2 on the bearing shell unit 4 and the bearing block 5, in particular the cable stop 18.1, 18.2, and are secured on the side facing the coupling rod 2 via a nut. For this purpose, the individual connection area 17.1, 17.2 is offset in relation to the receptacle 6, 7, preferably offset in the region of 90° thereto. Other angular ranges are conceivable.

Normally, a tensile or impact force introduced via the coupling rod 2 into the bearing shell unit 4 is introduced via the tear-off elements 14.1, 14.2 until a predefined permissible magnitude is reached in the bearing block 5 and from there via the connections 12.1, 12.2 into the car body 3. If a predefined force introduced into the bearing shell unit 4 is exceeded, the at least one tear-off element 14.1, 14.2 responds, releasing the connections 13.1, 13.2 between the bearing shell unit 4 and the bearing block 5. The tear-off elements 14.1, 14.2 tear off and the bearing shell unit 4 becomes relative to the bearing block 5 moved to this in the longitudinal direction. For this purpose, at least one guide is provided on the bearing block 5, here a guide 15.1, 15.2 arranged on both sides of the vertical plane of symmetry. The functions of the spherical bearing of the coupling rod 2 and its connection to the car body 3 are spatially separated from one another here. These are taken over here by separate components. The function of the spherical bearing is taken over by the bearing shell unit 4 and the connection of the coupling rod via the pivot pin 8 with this and the introduction of the tensile and impact forces in the car body 3 from the bearing block 5.

When the power flow from the coupling rod 2 to the car body 3 is completely interrupted by the triggering or tearing off of the tear-off elements 14.1, 14.2, the bearing shell unit 4 is then guided in the longitudinal direction along the bearing block 5. For this purpose, the bearing shell unit 4 has at least one guide region or a guide element 15.1, 15.2 for interaction with the individual guide 16.1, 16.2 extending in the longitudinal direction of the bearing block 5. This guide area or the individual guide element 15.1, 15.2 is offset relative to the receptacles 6, 7, in the case shown preferably by about 90°. The arrangement of the guide area coincides here in a particularly advantageous manner with the arrangement of the connecting area 17.1, 17.2.

There are a number of possibilities with regard to the design of the guides 16.1, 16.2 and the guide elements 15.1, 15.2. The individual guide 16.1, 16.2 preferably has only one degree of freedom, which allows a movement in the longitudinal direction of the bearing block 5. For this purpose, the individual guide 16.1, 16.2 is characterized by a plurality of guide surfaces aligned and pointing in different directions. In the case shown, a guide surface 20.1, 20.2 limiting a movement of the bearing shell unit 4 in the vertical direction with a directional component perpendicular to the longitudinal direction in the upward direction and a guide surface 20.1, 20.2 in the vertical direction limiting a movement of the bearing shell unit 4 with a directional component perpendicular to the longitudinal direction in the downward direction Guide surface 21.1, 21.2 and a horizontal movement of the bearing shell unit 4 with a directional component perpendicular to the longitudinal direction in the width direction of the bearing block 5 limiting guide surface 22.1, 22.2 provided. Viewed in cross-section, these describe a C-profile. The guide surfaces—each provided on both sides of the vertical plane of symmetry—form a guide system on the bearing shell unit 4 with the guide elements 15.1, 15.2 that can be guided on them. The guide elements 15.1, 15.2 are designed as full profile elements which are integrally designed on the bearing shell unit 4 and are designed to complement the guide and are designed here with a rectangular profile when viewed in cross section. The interlocking profiles of guide 16.1, 16.2 and guide element 15.1, 15.2 form a positive connection between bearing block 5 and bearing shell unit 4 with a loose fit, preferably a tongue and groove connection. Other versions are conceivable.
Due to the lower guide surface 21.1, 21.2 in the vertical direction, when triggered, the bearing shell unit 4 remains in the bearing block 5 over a predefined displacement path of this relative to the bearing block 5 in the longitudinal direction. The other guide surfaces 20.1, 20.2 and 22.1, 22.2 ensure that the bearing shell unit 4 cannot tilt in the bearing block 5 and that the bearing shell unit 4 is guided safely in the longitudinal direction without falling out of the bearing block 5 if the tear-off devices are triggered.

The length of the guide 16.1, 16.2 on the bearing block 5 is chosen such that after the triggering of the tear-off elements 14.1, 14.2 and displacement of the Bearing shell unit 4 relative to the bearing block 5 in the longitudinal direction until a maximum displacement path is reached, the bearing shell unit 4 is free from a complete separation from the bearing block 5 and thus only partially protrudes from this in the longitudinal direction and thus the bearing shell unit 4 is still vertical and widthwise over part of the Extension in the bearing block 5 is held.

The tear-off elements 14.1, 14.2 are designed here as shear-off screws. The connection between the bearing shell unit 4 and the bearing block 5 can be arranged outside the guide area or the guide elements on the bearing shell unit 4 or, as shown in the figures, in the area of the guide elements 15.1, 15.2 or offset to them. In a particularly advantageous embodiment, the guide 16.1, 16.2 and the guide element 15.1, 15.2, viewed in the longitudinal direction, are braced against one another via the shear bolts, so that a tensile force transmission to the bearing block can take place via these, and furthermore, when an impact force is introduced above a predefined critical value, a response in the sense of a tearing off takes place.

the Figures 4a to 4c illustrate a particularly advantageous embodiment of the bearing block assembly 1 in different views. Figure 4a shows a view in the direction of the longitudinal axis L, seen from the coupling rod, without showing the coupling rod 2 and the pivot pin 8 mounted in the receptacles 6, 7, as it is without load. The bearing block 5 designed as a bearing shell open at the bottom can be seen with the flange surfaces and the bearing shell unit 4 arranged in the area enclosed by the bearing block 5, the guide elements 15.1, 15.2 guided in the guide 16.1, 16.2 and integrally provided on both sides of the bearing shell unit 4 in the form of profile elements and the connection between bearing shell unit 4 and bearing block 5 via the tear-off elements 14.1, 14.2.

the Figure 4b shows a cut BB out Figure 4a . The articulation of the pivot bolt 8 in the bearing shell unit 4 can be seen, as well as the bracing of this in the longitudinal direction relative to the bearing block 5 by means of the tear-off elements 12.1, 12.2. For this purpose, a cable stop 18.1, 18.2 is provided on the bearing block. This is preferably arranged in the area of the guide 16.1, 16.2 and forms a stop surface for the guide element 15 in the direction of the coupling rod. The cable stop 18.1 or 18.2 is preferably formed integrally with the bearing block 5.

Figure 4c illustrates the essential components of the bearing block assembly 1 in an exploded view.

In all versions, the connection area 17.1, 17.2 on the bearing shell unit 4 and the guide area 15.1, 15.2 are formed by a full profile element that extends in the longitudinal direction and is integrally formed on the bearing shell unit, with the outer circumference forming guide surfaces for guiding on the guide 16.1, 16.2 of the bearing block5 and by which the tear-off elements 14.1, 14.2 extending into through openings 23.1, 23.2 and the bearing shell unit 4 are arranged in the area of the solid profile elements with the bearing block 5 connecting. The tear-off elements 14.1, 14.2 are guided through through-openings 22.1, 22.2 on the cable stop 18.1, 18.2 and are secured with respect to this by means of nuts.

Reference List

• 1 bearing block arrangement
• 2 coupling rod
• 3 car bodies
• 4 bearing shell assembly
• 5 bearing block
• 6 recording
• 7 recording
• 8 pivot bolts
• 9 Contact surface on the car body
• 10 flange face
• 10.1, 10.2 flange face
• 11.1, 11.2 through openings
• 12 Connection between car body and bearing block
• 13 Connection between bearing shell unit and bearing block
• 14.1, 14.2 tear-off element
• 15.1, 15.2 guide area, guide element
• 16.1, 16.2 leadership
• 17.1, 17.2 Connection area on bearing shell unit for connection to bearing block
• 18.1, 18.2 cable stop
• 19 accommodation space for at least partially accommodating the bearing shell unit
• 20.1, 20.2 guiding surface
• 21.1, 21.2 guide surface
• 22.1,22.2 guide surface
• 23.1, 23.2 through opening
• 24.1,24.2 through hole

Claims (16)

1. Bearing block arrangement (1) for articulating a coupling rod (2) on a wagon body (3) of a railborne vehicle, in particular a rail vehicle, the bearing block arrangement (1) having the following:

   - a flange for connecting the bearing block arrangement (1) to the wagon body (3);

   - a bearing shell unit (4), comprising two receptacles (6, 7) which are arranged in horizontal planes which are offset vertically with respect to one another for receiving a vertically running common pivot pin (8) or for receiving in each case one vertically running swivel pin which is correspondingly assigned to the respective receptacle (6, 7), the bearing shell unit (4) being connected at least indirectly to the flange;

   - a bearing block (5) which comprises the flange for connecting the bearing block arrangement (1) to the wagon body or configures this flange, and has a bearing shell receiving region (19) which is open at least in the longitudinal direction for at least partially receiving the bearing shell unit (4);

   - at least one guide (16.1, 16.2) which extends over at least a part region of the extent of the bearing block (5) in a longitudinal direction;

   - the bearing shell unit (4) being connected to the bearing block (5) via at least one break-off element (14.1, 14.2) and/or via at least one shear-off element and, in the case of response of the at least one break-off and/or shear-off element (14.1, 14.2), being guided movably on the at least one guide (14.1, 14.2) on the bearing block (5) relative thereto in the longitudinal direction with cancellation of the connection (13) between the bearing shell unit (4) and the bearing block (5); and the bearing shell unit (4) having at least one guide region or one guide element (15.1, 15.2) for interaction with the individual guide (16.1, 16.2) which extends in the longitudinal direction of the bearing block (5) with the configuration of a guide system, characterized in that a connecting region (17.1, 17.2) and the guide region (15.1, 15.2) are formed on the bearing shell unit (4) by a solid profile element which extends in the longitudinal direction and is configured integrally on the bearing shell unit (4), guide faces (20.1, 20.2, 21.1, 21.2) for guiding on the guide (16.1, 16.2) of the bearing block (5) forming this solid profile element on the outer circumference, and being arranged such that the break-off elements (14.1, 14.2) extend through them and such that they connect the bearing shell unit (4) in the region of the solid profile elements to the bearing block (5).
2. Bearing block arrangement (1) according to Claim 1,
   characterized
   in that the bearing shell unit (4) is connected to the bearing block (59) via at least one break-off element (14.1, 14.2) which is oriented in the longitudinal direction of the bearing block (5).
3. Bearing block arrangement (1) according to Claim 1 or 2,
   characterized
   in that the flange which is included by the bearing block (5) or formed by it comprises one or more flange faces (10, 10.1, 10.2) which are arranged at least partially in a horizontal plane and extend in the longitudinal direction, for connecting to bearing faces which are complementary thereto on the wagon body (3), in particular bearing faces which are arranged on the lower side of the wagon body (3).
4. Bearing block arrangement (1) according to Claims 1 to 3,
   characterized
   in that the bearing shell unit (4) and/or the bearing block (5) are/is configured in one piece.
5. Bearing block arrangement (1) according to one of Claims 1 to 4,
   characterized
   in that the bearing shell unit (4) and/or the bearing block (5) are/is configured as a cast part.
6. Bearing block arrangement (1) according to one of the preceding claims,
   characterized
   in that the bearing shell unit (4) has at least one connecting region (17.1, 17.2) for connection to the bearing block, at least one individual break-off element (14.1, 14.2) being arranged in the at least one connecting region (17.1, 17.2).
7. Bearing block arrangement (1) according to one of Claims 1 to 6,
   characterized
   in that the individual connecting region (17.1, 17.2), provided on the bearing shell unit (4), and/or the individual guide region or the guide element (15.1, 15.2) are/is arranged in each case offset with respect to an individual receptacle (6, 7) which is arranged in the bearing shell unit (4), preferably offset in the circumferential direction of the bearing shell unit (4), as viewed around the rotational axis, at an angle of from 30° to 90° with respect to an individual receptacle.
8. Bearing block arrangement (1) according to Claim 7,
   characterized
   in that at least part regions of the individual connecting region (17.1, 17.2) which are provided on the bearing shell unit (4) are formed by part regions of the individual guide region (15.1, 15.2).
9. Bearing block arrangement (1) according to one of the preceding claims,
   characterized
   in that the individual guide (16.1, 16.2) on the bearing block (5) has one or more guide faces from the following group of guide faces:

   - a guide face which delimits, in the vertical direction, a movement of the bearing shell unit (4) with a directional component perpendicularly with respect to the longitudinal direction in the upward direction;

   - a guide face which delimits, in the vertical direction, a movement of the bearing shell unit (4) with a directional component perpendicularly with respect to the longitudinal direction in the downward direction;

   - a guide face which delimits, in the horizontal direction, a movement of the bearing shell unit (4) with a directional component perpendicularly with respect to the longitudinal direction in the width direction of the bearing block (5).
10. Bearing block arrangement (1) according to one of Claims 1 to 9,
    characterized
    in that the guide system consisting of a guide (16.1, 16.2) on the bearing block (5) and a guide region or guide element (15.1, 15.2) on the bearing shell unit (4) is formed by a positively locking connection between the bearing block (5) and the bearing shell unit (4) with a clearance fit and a degree of freedom in the longitudinal direction, in particular selected from the group of following connections:

    - a tongue-and-groove connection,

    - a profile connection, in particular a dovetail connection,

    - a rail/slide connection.
11. Bearing block arrangement (1) according to one of the preceding claims,
    characterized
    in that the length of the guide on the bearing block is configured in such a way that, after response of the individual break-off element (14.1, 14.2) and/or shear-off element and maximum displacement of the bearing shell unit (4) relative to the bearing block (5) in the longitudinal direction, the bearing shell unit (4) is free by way of total separation from the bearing block (5) .
12. Bearing block arrangement (1) according to one of Claims 1 to 11,
    characterized
    in that the bearing shell unit (4) is braced to the bearing block, in particular is braced in the tensile force direction, via the at least one break-off element (14.1, 14.2) and/or the at least one shear-off element.
13. Bearing block arrangement (1) according to one of the preceding claims,
    characterized
    in that the bearing block (5) has a tension stop (18.1, 18.2) which is configured integrally on it or is connected to it for supporting the bearing shell unit (4) under tensile force loading, the bearing shell unit (4) being braced with respect to the tension stop (18.1, 18.2) via the individual break-off element (14.1, 14.2) and/or the individual shear-off element.
14. Bearing block arrangement (1) according to one of the preceding claims,
    characterized
    in that the individual break-off element (14.1, 14.2) is configured as an element from the group of the following elements:

    - breakaway bolts,

    - rivets.
15. Bearing block arrangement (1) according to one of the preceding claims,
    characterized in that the individual shear-off element is configured as an element from the group of the following elements:

    - bolts,

    - rivets.
16. Bearing block arrangement (1) according to one of the preceding claims,
    characterized
    in that the bearing shell unit (4) and/or the bearing block (5) are/is of symmetrical configuration with regard to a plane which is describable by the longitudinal direction and a perpendicular plane with respect thereto in the vertical direction.

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