RU178020U1 - Rail vehicle coupler - Google Patents

Abstract

The utility model relates to the field of railway engineering, in particular, to a structure for transferring load from an automatic coupler to a frame of a freight car. An automatic coupling device of a railway vehicle comprises an automatic coupler (1), a shank (1.1) of which is inserted into the front stop (2) and connected via a wedge (3) to a traction clamp (4), in which an absorbing device (5) interacts with the automatic coupling ( 1) through a thrust plate (6) made with a socket (6.1) for supporting the shank (1.1) of the automatic coupler (1). The technical result, which consists in creating an automatic coupler of a railway vehicle with increased reliability indicators, is ensured by the automatic coupling (1), recess (6.2) in the form of a vertical groove of width “a” in the middle of the socket (6.1) for supporting the shank (1.1) and depth "b", 5 zp f-ly, 2 ill.

Description

The inventive utility model relates to the field of railway technology, in particular, to the design of the coupler.

In car building, a rail vehicle automatic coupler is known, comprising an automatic coupler, the liner of which is inserted into the front stop and connected by means of a wedge to the traction clamp, in which an absorbing device is placed, interacting with the automatic coupler through a thrust plate made with a socket for supporting the automatic coupler shank (Automatic coupler of a railway coupler rolling stock / V.V. Kolomiychenko, N.A. Kostina, V.D. Prokhorenkov, V.I. Belyaev - M: Transport, 1991, p. 105-106). When operating in this device, the traction forces from the absorbing device are transmitted to the automatic coupler shank through the thrust plate, while the automatic coupler shank interacts with the thrust plate with its central part, which leads to a bending moment in the jumper shaft jumper, which can lead to fatigue in this area cracks.

There is also known a technical solution comprising an automatic coupler, the shank of which is inserted into the front stop and connected by means of a wedge to the traction clamp, in which an absorbing device is placed that interacts with the automatic coupler through a thrust plate made with a socket for supporting the automatic coupler shank, aimed at ensuring the strength of the automatic coupler for by eliminating bending moment in the jumper of the automatic shank shank by introducing a flat platform on the end surface of the shank to interact with the thrust plate ( atent RU №2227103 C2, B61G 3/12, publ. 20.04.2004).

The technical problem of this device is its low reliability due to the implementation of the coupler with the placement of a flat platform on the shank of the coupler to interact with the thrust plate. During the operation of a freight car, when passing the curved sections of the automatic coupler paths of the coupled rolling stock units, they are deflected in the horizontal plane, while the surface of the flat platform slides along the surface of the thrust plate. As a result, the surfaces wear out, and due to the higher hardness of the thrust plate, the wear of the bearing pad primarily occurs, which leads to bending moment in the liner of the liner.

The technical result of the claimed utility model is to increase the reliability of the coupler of a railway vehicle.

The technical result is achieved by the fact that in an automatic coupler of a railway vehicle containing an automatic coupler, the shank of which is inserted into the front stop and connected by means of a wedge to the traction clamp, in which an absorbing device is placed, which interacts with the automatic coupler through a thrust plate having a socket for supporting the automatic coupler shank, in the middle part of the socket for supporting the shank of the automatic coupler, a recess is made in the form of a vertical groove with a width of "a" and a depth of "b".

As a development of the main technical solution, the width "a" can be maintained in the size range from 32 mm to 102 mm; Depth "b" can be maintained in the size range from 5 to 13 mm.

In embodiments, the vertical groove may have a rectangular cross-sectional shape; the vertical groove may have an elliptical sectional shape; the vertical groove may have a triangular sectional shape.

The inventive utility model differs from the prototype in that in the middle part of the socket for supporting the shank of the automatic coupler, a recess is made in the form of a vertical groove with a width of "a" and a depth of "b"; width "a" can be maintained in the size range from 32 mm to 102 mm; depth "b" can be maintained in the size range from 5 to 13 mm; the vertical groove may have a rectangular cross-sectional shape; the vertical groove may have an elliptical sectional shape; the vertical groove may have a triangular sectional shape. This difference from the prototype gives reason to argue that the proposed technical solution meets the patentability criterion of a utility model - "novelty."

The proposed utility model is illustrated by graphic material, where in FIG. 1 shows a general view of an automatic coupler of a railway vehicle; in FIG. 2 is a central vertical section of a thrust plate, the remaining parts of the automatic coupling are conventionally not shown.

An automatic coupling device of a railway vehicle comprises an automatic coupling 1, a shank 1.1 of which is inserted into the front stop 2 and connected by means of a wedge 3 to a traction clamp 4, in which an absorbing apparatus 5 is placed, interacting with the automatic coupling 1 through a thrust plate 6 made with a socket 6.1 for supporting the shank 1.1 automatic couplings 1.

The technical result, which consists in increasing the reliability of the coupler of a railway vehicle, is provided as follows.

In the middle part of the nest 6.1 for supporting the shank 1.1 of the automatic coupler 1, a recess 6.2 is made in the form of a vertical groove. In this case, the groove is made with a width of "a" and a depth of "b". The presence of a recess 6.2 in the middle of the nest 6.1 for supporting the shank 1.1 of the automatic coupler 1 eliminates the central contact of the thrust plate 6 and the shank 1.1 of the automatic coupler 1, which leads to bending moment in the jumper 1.2 of the shank 1.1 of the automatic coupler, and thereby eliminates the appearance of fatigue cracks and fracture in the end zone shank 1.1 automatic coupler 1 when exposed to cyclic loads. The design of the recess 6.2 in the form of a vertical groove ensures constant contact conditions with vertical displacements of the shank 1.1 of the automatic coupler 1 with respect to the thrust plate 6 during operation of a railway vehicle.

The width "a" of the vertical groove is maintained in the size range from 32 mm to 102 mm and the depth "b" is maintained in the size range from 5 to 13 mm. The implementation of the recess width of "a" less than 32 mm will not allow to eliminate the bending moment in the jumper 1.2 of the shank. An increase in the size of the width “a” more than 102 mm will lead to the destruction of the nest 6.1 for supporting the shank 1.1 of the automatic coupler 1 due to a significant reduction in the contact area. Increasing the size of the depth of the recess 6.1 beyond the upper limits of the specified range also degrades the strength properties of the thrust plate 6. Performing a depth of the recess 6.2 less than the specified range does not exclude bending moment in the jumper 1.2 of the shank 1.1 of the automatic coupler 1 and thereby does not increase the reliability of the automatic coupler. Thus, the dimensions of the recess 6.2 of the socket 6.1 for supporting the shank 1.1 of the automatic coupler 1 are determined taking into account its strength properties without causing deformation or destruction of the thrust plate 6 from the impact of the shank 1.1 of the automatic coupler 1. The rectangular shape of the cross section is optimal in the form of the execution of the vertical groove, elliptical sectional shape and triangular sectional shape.

The utility model works as follows.

During operation, the coupler holds the units of the railway vehicle at a certain distance from each other, and also transmits longitudinal forces. The thrust plate 6 transfers compressive forces from the end of the shank 1.1 of the automatic coupler 1 to the absorbing apparatus 5 and traction forces to the front stops 2 of the automatic coupler. The implementation in the middle part of the nest 6.1 for supporting the shank 1.1 of the automatic coupler 1 of the recess 6.2 in the form of a vertical groove increases the service life of the automatic coupler and improves reliability by eliminating bending moment in the jumper 1.2 of the shank 1.1 of the automatic coupler 1 while maintaining the strength properties of the thrust plate 6.

Claims (6)

1. An automatic coupling device of a railway vehicle comprising an automatic coupling, the shank of which is inserted into the front stop and connected by means of a wedge to the traction clamp, in which an absorbing device is arranged, which interacts with the automatic coupling through a thrust plate having a socket for supporting the automatic coupling shank, characterized in that the middle part of the nest for supporting the shank of the automatic coupler is made a recess in the form of a vertical groove with a width of a and a depth of b. 2. The coupler according to claim 1, characterized in that the width "a" is maintained in the size range from 32 mm to 102 mm. 3. The coupler according to claim 1, characterized in that the depth "b" is maintained in the size range from 5 to 13 mm. 4. The coupler according to claim 1, characterized in that the vertical groove has a rectangular cross-sectional shape. 5. The coupler according to claim 1, characterized in that the vertical groove has an elliptical sectional shape. 6. The coupler according to claim 1, characterized in that the vertical groove has a triangular sectional shape.

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