RU191325U1 - Adapter for connecting automatic couplings with clearance-free couplings - Google Patents

Abstract

An adapter is proposed, consisting of parts connected to the pin joints having a working and tail sections, a working section of one part is capable of engaging with a clearance-free coupling like BSU or Scharfenberg, and the working section of the second is made in the form of a small tooth of an automatic coupler, and the tail section of one of the parts is made with the possibility of entering another in the tail section, and the cross-sectional profiles of the male tail section and the inner surface of the male tail section are circular. first, the working section for coupling with the BSU hitch can have a cross-sectional profile of the centering cone of the BSU hitch and be equipped with side windows for locks, and can be made with the possibility of covering the BSU hitch housing and connecting it with a wedge lock. To prevent incorrect assembly, the diameter of the lower holes in the tail sections may be less than the diameter of the top and the pin in this case is stepped, and for ease of assembly, the angle between the axis of the pin and the vertical should not exceed 60 degrees.

Description

The utility model relates to adapters (adapter couplings, or adapters) for pairing couplers of type SA-3 and its modifications with couplers of type BSU or Scharfenberg coupler, the most popular on rolling stock of the Russian Railways.

In the present description, the used terms and features have the following interpretation:

- “adapter” - according to clause 3.6 of GOST 33434-2015, a part or assembly unit that provides coupling coupling with an automatic coupler and consisting of a shank for connecting to the coupler and a tooth for connecting with the automatic coupler. In the prior art there are synonyms "adapter coupling" and "adapter";

- the signs “vertical”, “longitudinal”, “upper” and “lower” relate to the working position of the adapter;

- automatic coupler - the same as automatic coupler. Several designs of automatic couplings are known, however, according to GOST 33434-2015, this term applies only to a coupling of type CA-3 or to its modifications having a gearing contour according to GOST 21447-75;

- clearance-free coupling - a coupling of the BSU type or Scharfenberg coupling having a gearing contour that is significantly different from the automatic coupling contour and, in accordance with clause 5.3.3 of GOST 33434-2015, which is clearance-free. Although they are also automatic, they are called backlash-free in the prior art, highlighting their main difference from the SA-3 hitch: Automatic SA-Hitch, BSU - Backlash-free Hitch;

- adapter’s working sections — sections of the parts making up the adapter that interact directly with the couplers;

- coupling - according to clause 3.11 of GOST 33434-2015, assembly unit, the head of the coupling device, which provides adhesion of units of railway rolling stock equipped with couplers of similar designs, but does not provide direct coupling with the automatic coupling;

- tail sections of the adapter - sections of the parts that make up the adapter, not interacting with couplers, used to connect the parts to each other;

- pin - a rod for fastening parts, in the prior art it is often called a finger.

Known adapter hitch for rail rolling stock, used to connect the Willison hitch with a screw hitch, containing a bracket with a tension screw for hooking a screw hitch on the hook and a rod with a bracket for engaging Willison hitch [RU No. 2440263]. Willison's hitch is not used in Russia, and the screw hitch is almost out of use. For widely used couplings in Russia, the known adapter coupling is unsuitable.

A known adapter for connecting Dzhanney and Willison hitch, made in the form of a compact, but very massive metal rod with a complex cross-sectional configuration, part of which has a profile of a small tooth of the Willison hitch, and part has a depression corresponding to the profile of the Dzhanney hitch clutch inserted between these hitch brought into contact [US No. 4102459]. In addition to the fact that this adapter is unsuitable for couplings used in Russia, its other drawback is the difficulty and danger of its installation, which requires bringing the couplings to a precise relative position, the hitch entering the intercar space at the moment when the couplings are pulled by a locomotive, and a lot of physical effort from trailer, exceeding permissible hygiene standards.

A transition adapter (adapter) is known for connecting the SA-3 coupler to the Dzhanney’s American coupler, consisting of two parts forming a single unit, one of which is the contour of the American coupler, and the other is the automatic coupler CA-3, simulating its small tooth [Kolomyiychenko V .V et al. / Coupling device for railway rolling stock. - M .: "Transport", 1991, p. 51]. A disadvantage of the known adapter is its large - over 60 kg - weight, because of which it has to be installed by two couplers at full voltage. In addition, this adapter has limited use only when coupling Russian wagons with Chinese, which are equipped with an American hitch.

An adapter is also known for connecting the SA-3 and BSU-3 couplings, consisting of two parts connected by welding, one of which is made in the form of a small tooth of the SA-3 coupling, made integral with the tail part, which has the form of a rectangular bell, and the second is made with the possibility of clutch with a BSU-3 hitch - in the form of a pipe tapering to a small tooth, turning into a cylindrical part with flats and a cone at the end, having a cross-sectional profile of the centering cone of the BSU-3 hitch and equipped with side windows for locks [V.I. Belyaev, D.A. Stupin. Couplings and couplings of railway rolling stock / M.: Transinfo, 2012, p. 380-381]. The known adapter has three main disadvantages. It is very heavy - about 50 kg weighing - and requires at least two people to install joint efforts. In addition, when mounting on a BSU hitch with hand locks, it is necessary to first remove the centering cone from it, which not only increases the complexity of installation, but also raises the problem of storing the extracted cone. Finally, a welded joint, no matter how carefully it is performed, is unreliable under the influence of continuous shock loads. When shunting, this drawback is not noticeable, but with long trips, the destruction of the weld is quite likely.

Closest to the proposed technical essence is the adapter for connecting the SA-3 coupling to the Scharfenberg coupling, consisting of parts fastened with a pin connection having working and tail sections [Electronic resource https://etrain.ru/archives/2687]. The working section of the first part is made with the possibility of engaging with the gapless automatic Scharfenberg coupling, and the working section of the second part is made in the form of a small tooth of the SA-3 coupling. The tail sections of both parts have the form of two ridges, made with the possibility of entering the teeth of the crests of the tail section of one of the parts between the teeth of the crests of the other, and then fastening them together with two horizontal smooth cylindrical pins (fixing fingers) passing through the coaxial pin holes in the teeth. There is a handle at one end of the pins, and a hole for the stopper at the other end — a cotter pin or elastic retainer.

The disadvantages of the known adapter are the increased complexity of its installation, the complexity of manufacturing the tail sections and the lack of reliability in terms of reliability. With the exact fit of the combs of the tail sections to each other, the manufacture of the adapter becomes more expensive and its installation becomes more complicated due to the need to accurately align the pin holes in the combs of the two heavy parts simultaneously in height, horizon and azimuth. It is not easy to achieve this by holding on the weight part with a small tooth of the CA-3 hitch. If, however, a small play is left in the joint to facilitate assembly, it breaks up relatively quickly during operation: either pin holes break if the material of the pins is harder than the material of the parts, or relatively thin pins are cut off. Reliability is sufficient for shunting operations, but for continuous operation, the risk of uncoupling due to joint failure is unacceptably high. Increases the complexity of the assembly and the fact that the coupler is forced to first insert the pins on one side, and then crawl under the hitch to the other side to cotter them.

The proposed utility model solves the problem of simplifying and facilitating the installation of the adapter on clearance-free couplers of the BSU or Scharfenberg types, as well as increasing its reliability in terms of reliability.

The technical results from the use of the proposed utility model consist in increasing labor productivity when installing the adapter and increasing its reliability in terms of reliability.

These results are achieved by the fact that in the known adapter for connecting an automatic coupler with clearance-free couplings, consisting of parts fastened by a pin connection and having working and tail sections, the working section of the first part being made to engage with the clearance-free coupling, the working section of the second part is made in the form automatic tooth of a small tooth, and the tail sections of both parts have coaxial holes for the pin, the tail section of one of the parts is configured to enter the tail section of the other, m cross-sectional profiles of the male portion of the tail and the inner surface of the female tail portion are circular.

In addition, the working section of the first of these parts has a cross-sectional profile of the centering cone of the BSU hitch and is equipped with side windows for locks.

In addition, the working section of the first of these parts is configured to cover the hitch of the BSU hitch and connect it with a wedge lock.

In addition, the working section of the first of these parts is made with the possibility of attaching to Scharfenberg's clearance-free coupling

In addition, the angle between the axis of the pin and the vertical does not exceed 60 degrees.

In addition, the diameter of the lower holes for the pin in the tail sections is less than the diameter of the upper, and the pin is made stepwise.

Due to the fact that the tail section of one of the parts is adapted to enter the tail section of the other, labor productivity increases when it is installed, since to connect the parts it is enough to insert one tail section into the other, while the prototype has to insert two rows of teeth of two combs one between by others.

Due to the fact that the cross-sectional profiles of the covered tail section and the inner surface of the covering tail section are circular, labor productivity increases when it is installed, since to connect the parts, it is sufficient to combine their tail sections only vertically and horizontally, without worrying about the alignment in azimuth, which is carried out after the second part hung on the first, freeing the trailer from the need to support it.

This, as well as the fact that introducing a simple in shape tail section of one part into the tail section of the other is easier than ensuring the mutual penetration of the teeth of both tail sections as in the prototype, accelerates the assembly.

Due to the implementation of the working section of the first of these parts with a profile in cross section the same as that of the centering cone of the BSU hitch and with side windows for locks, the adapter is suitable for installation on the BSU hitch with a receiving hole.

Due to the implementation of the working section of the first of these parts with the possibility of covering the hitch of the BSU hitch and connecting it with a wedge lock, the adapter is suitable for installation on the hitch of the BSU with a centering cone without removing the latter.

Due to the fact that the tail sections of these parts are made with the possibility of entering one into the other, rather than the mutual entry of the teeth of one section between the teeth of the other, as in the prototype, the productivity increases when installing and removing the adapter.

Due to the fact that the angle between the axis of the pin and the vertical does not exceed 60 degrees, the labor productivity increases when installing the adapter due to the fact that the coupler can insert and lock the pin while being on one side of the couplers.

The essence of the proposed utility model is illustrated by drawings.

In Fig 1. presents a simplified axonometric image of the adapter in the embodiment for connecting the coupling CA-3 with the coupling BSU having a head part of the type "socket".

Figure 2. presents a simplified axonometric image of the adapter in the embodiment for connecting the coupling CA-3 with the coupling BSU having a head part of the "pin" type with a centering cone.

In FIG. 3 shows a section through the junction of the tail sections of the adapter parts with a vertical plane parallel to the direction of train movement.

The proposed adapter consists of two parts connected by a pin (finger) 1 parts 2 and 3, each of which includes a coupling and tail sections. Coupling sections of parts 2 and 3 are indicated by 4 and 5, respectively. The tail sections of parts 2 and 3 are indicated by 6 and 7, respectively (Figs. 1 and 2). Coupling sections are used for direct connection with couplings of coupled wagons; tail sections are used for connecting parts 2 and 3 to each other. The coupling section 4 of part 2 is a small tooth of a standard CA-3 coupling, oriented and mounted with the possibility of coupling with the automatic coupling of an adjacent car, that is, to the right, when viewed from part 3.

The coupling section 5 is intended for connection with a clearance-free coupling of the BSU type of any of the applicable types or with the Scharfenberg coupling used in Russia. Its design depends on which of the couplings to be connected.

The BSU hitch is made according to the “pin-socket” scheme and is therefore asymmetrical in the sense that the coupling heads of adjacent cars are different: one has a pin (guide cone), the other a socket (hitch housing). If the connection is with the nesting half of the BSU hitch, the coupling section 5 is made in the form of a guide cone of this hitch (pos. 5-1 in Fig. 1). If the connection is with the pin half of the coupling of the BSU, then the coupling section 5 is made in the form of a basket covering the coupling body of the BSU (pos. 5-2 in Fig. 2). In this case, removing the guide cone from the hitch body is not required, which simplifies the installation of the adapter and eliminates the problem of storing the cone. When shunting, the pin part of the hitch becomes ready for connection with the female part of the BSU hitch immediately after removing the adapter. In both cases, the coupling sections 5 are made with side holes designed to engage with manual or quick coupling locks.

For Scharfenberg coupling, it is enough to have only one design of the coupling section 5 according to the scheme “a ledge with an earring on the right, a socket on the left”, as viewed from part 2.

At the proposed adapter, the coupling section 5 can be made with the possibility of coupling with other couplers made according to the Scharfenberg scheme: Tomlinson couplers (USA), Shibaty (Japan), with a wedge lock (Great Britain), GF (Belgium, Switzerland). However, this possibility does not have practical significance, since the CA-3 hitch is not used in these countries.

The tail sections 6 and 7 are made with the possibility of entering one into the other. In the drawings, an embodiment is shown as an example when the tail section 6 of part 2 is configured to cover the tail section 7 of part 3. In this case, the weights of both parts of the adapter are closer than when possible, when the tail section 7 is female. It is preferable that the cross-sectional profile of the male tail and the inner surface of the female was circular, as this facilitates an accurate, backlash-free fit of one part to another.

The tail sections 6 and 7 have coaxial transverse openings into which the connecting parts of the pin 1 are inserted. In the prior art, such pins are often called fingers, however, the connection with the finger is still called pin. The loss of the pin 1 is prevented by the installation of a locking device of a particular design. In FIG. 3 shows as an example the simplest stopper in the form of a cotter pin 8.

The execution is most obvious when the axis of the pin 1 is vertical and it is inserted from above, resting on the shoulder. However, it is more convenient to pin a pin if its axis is deviated from the vertical. It is convenient if the angle with the vertical does not exceed 60 degrees, since in this case the coupler can insert the pin and lock (cotter pin) it, standing on one side of the couplers.

The adapter can only perform its function when the parts are correctly connected. To prevent improper connection, the holes in the rear parts differ in diameter: those located above have a larger diameter than those located below. Accordingly, the pin 1 is made stepped (Fig. 3).

The installation of the proposed adapter on the hitch is carried out in the following sequence. First, a part of the adapter 3 with a coupling section 5, which is responsive to the coupling, is mounted on the carriage without a gap. If the coupling is a BSU type, then the choice of the coupling section depends on the type of coupling head. If it is female, then part 3 with the pin coupling portion 5-1 (Fig. 1) is selected from the adapter kit, if the pin part is selected, part 3 with the female coupling portion 5-2 is selected. If the Scharfenberg coupling, then there is no problem of choice.

After installing part 3, it is fixed with locks, after which part 2 is attached to it, a pin (finger) 1 is inserted into the holes of the tail parts 6 and 7, which is prevented from falling out in one way or another. When the pin axis and the holes are inclined, the trailer does not need to install a stop, while under the adapter, it can stand on the side. By accelerating the installation of the adapter, this increases productivity.

The weight of each part of the adapter does not exceed 25 kg, and they are installed in turn by one trailer. The participation of the second worker is not necessary. The reduction in labor costs from the release of one worker is approximately 80%, since the time spent on connecting the adapter parts is very small, and the second worker, when connected with a known adapter, is in most of the time idle.

Claims (6)

1. An adapter for connecting an automatic coupler with clearance-free couplings, consisting of parts fastened by a pin connection and having working and tail sections, the working section of the first part being able to engage with the clearance-free coupling, the working section of the second part is made in the form of a small tooth of the automatic coupling, and tail the sections of both parts have coaxial holes for the pin, characterized in that the tail section of one of the parts is configured to enter the tail section of the other, and the cross-sectional profiles o grasped tail section and the inner surface of the covering tail section are circular. 2. The adapter according to claim 1, characterized in that the working section of the first of these parts has a cross-sectional profile of the centering cone of the BSU hitch and is equipped with side windows for locks. 3. The adapter according to claim 1, characterized in that the working section of the first of these parts is configured to cover the hitch of the BSU hitch and connect it with a wedge lock. 4. The adapter according to claim 1, characterized in that the working section of the first of these parts is made with the possibility of attaching to Scharfenberg's clearance-free coupling. 5. The adapter according to claim 1, characterized in that the angle between the axis of the pin and the vertical does not exceed 60 degrees. 6. The adapter according to claim 1, characterized in that the diameter of the lower holes for the pin in the tail sections is less than the diameter of the upper ones, and the pin is made stepwise.

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