RU65430U1 - STOP FOR FIXING A CAR (OPTIONS) AND A SYSTEM WITH SUCH STOP - Google Patents

Abstract

ESSAY

The invention relates to an abutment for fixing the vehicle in a vehicle, as well as a system with such an abutment. The emphasis design provides two abutment surfaces for adhering to the working surface of the tire and, accordingly, to the side surface of the tire, and also means for fixing the emphasis on the floor of the conveying means. The stop fixation means includes first positioning means for locking the stop in the abutment position of the first stop surface to the tire working surface by interacting with stop stop response means, which are provided with pairs of longitudinal guides of the system. Also, the stop fixing means includes second stop positioning means for locking the stop in the abutment position of the second stop surface to the side surface of the tire by interacting with the corresponding second stop positioning response means. The technical result of the utility model is the increased versatility of the stop and, accordingly, the system while maintaining the reliability of fastening and without violating the operational properties of the transported cars.

Description

2420-300832RU / 081

STOP FOR FIXING A CAR (OPTIONS) AND A SYSTEM WITH SUCH STOP

DESCRIPTION

The invention relates to an abutment for securing a vehicle in a transport vehicle, in particular in a railway carriage, container or the like, suitable for transporting cars and other wheeled vehicles.

The prior art emphasis for fixing cars in a railway carriage, which is used on cars of the company Railion Deutschland AG (see appendix). The emphasis is made with the possibility of positioning and fixing along the longitudinal guides. The emphasis is oriented at an angle to the longitudinal axis of the car and, accordingly, the car and at the same angle is adjacent to the tire of the car to fix it. The abutment element fits in a narrow transition region between the tire working surface (tread) and the tire side surface. The contact of the transition area of the tire and the stop element extending at an angle to its longitudinal direction ensures the fixation of the tire in the longitudinal and transverse directions of the car.

The disadvantage of such stops is that when the car moves, various forces arise, which, due to the location of the stop at an angle to the wheel, are transmitted to the wheel not only in the direction of their occurrence, but also, for example, perpendicularly to it. This, when significant longitudinal forces arise (requirements for the interaction speeds of cars in the Russian Federation are more stringent), can primarily lead to a violation of the camber at the wheels of the car, and this can happen already in the process of fixing the car. As a result, new cars after transportation need additional maintenance, which significantly increases the cost of delivering cars to the consumer. Violation of camber when using these stops is only the first consequence of these efforts. With prolonged exposure to these forces (transportation over long distances) and / or at their large size (at high speeds and / or when moving in a curve and shunting due to the lack of necessary preloading of the wheels), they can lead to angular displacement of the wheel relative to the thrust item. This can lead to wheel loosening, unlocking of the entire vehicle and its subsequent damage. Thus, this emphasis does not provide reliable fixation of the car and its use leads to disruption of the camber and thereby increase the costs associated with transportation.

Another disadvantage of this emphasis is the lack of universality. This emphasis does not have the possibility of lateral positioning, as a result of which it is not suitable for transporting cars with different gauge and / or with different tire widths.

Also, another type of stop is known from the prior art for fixing a car in a railway carriage, disclosed, for example, in “Technical Conditions for the Placement and Securing of Goods in Carriages and Containers”, M .: Yurtrans Law Firm, 2003, pp. 363-364, fig. 33. This emphasis allows you to solve the problems of violation of the collapse and reliable fixation of the car. This emphasis includes a housing, fixed by means of hooks in the slots provided in the floor of the car, and a clip for fixing the vehicle wheel mounted in it with the possibility of rotation in a vertical plane. The clamp in its part in contact with the wheel has two longitudinal abutment walls for abutment to the side surfaces of the tire and one transverse abutment wall connecting the longitudinal abutment walls for abutment to the tire working surface. Due to the presence of separate thrust surfaces for abutment to the lateral surfaces of the tire and separately to the working surface of the tire, both pressing forces and those arising during the transportation of loads to the wheel only in the direction perpendicular to the tire surfaces are transmitted. This ensures reliable fixation of the wheel and eliminates the problem of breaking the camber, which is typical for the above-described emphasis with a thrust element having an angular arrangement and interacting only with the transition region of the tire between its working and side surfaces.

However, the problem of fixing cars with different gauge and / or different tire widths in this emphasis is still not solved. This is explained by the clamping part limited on both sides, i.e. the presence of her fixed width.

In accordance with the state of the art, the objective of this utility model is to provide a universal stop for fixing cars in a transport vehicle, which provides reliable fixation of cars without disturbing the camber and regardless of the length (base) of the car and / or the gauge and / or tire width a car.

This problem is solved by means of an abutment for fixing the vehicle in a conveyance, which includes a first abutment surface intended to abut against the tire working surface; a second abutment surface intended to fit to the side surface of the tire; means for fixing the stop on the floor of the conveyor, comprising first means for positioning the stop for a first-adjustable conveyance for fixing the stop on the floor in the abutment position of the first abutment surface to the working surface of the tire, which is configured to interact with the corresponding first response means for positioning the stop provided on the floor of the conveying means, and the second stop positioning means for the conveyor adjustable in the second direction rubbing means of fixing the stop on the floor in the position of abutment of the second stop surface to the side surface of the tire, which is configured to interact with the corresponding second response means for positioning the stop.

As follows from the prior art, the problem of reliable fixation and violation of wheel alignment can be solved by using an abutment with separate abutment surfaces to separately adhere to the tire working surface and to the side surface of the tire, instead of abutting the stop to the transition area between the side and working surfaces of the tire. As mentioned above, such a fit ensures the transmission of downforce and loads arising during the movement perpendicular to the corresponding tire surface of the corresponding wheel, which eliminates the causes of wheel alignment disorder and the angular displacement of the wheel, which can cause the car to loose.

At the same time, it turned out that only two abutment surfaces are sufficient for abutment, one of which is designed to fit to the working surface of the tire, and the other to the side surface of the tire.

On the one hand, two thrust surfaces provide support for the vehicle’s wheels in the transverse and longitudinal directions of the vehicle, which, if each vehicle’s wheel has at least one corresponding declared utility model of the stop, ensures reliable and stable fixation of the vehicle in all directions and does not cause any collapse .

On the other hand, the presence of only two abutment surfaces, and not three as in the prior art, eliminates the lateral limitation of the abutment surface to fit to the working surface of the tire wheels. Therefore, by means of the claimed emphasis, vehicles with different tire or gauge widths can be fixed.

Thus, the emphasis, which has two surfaces for abutment to the corresponding surface of the tire, provides high reliability of fixation without disturbance of the camber and has increased versatility, as it is suitable for fixing cars with different gauges and / or tires.

Further, the stop fixation means with means for adjustable positioning of the stop in the transverse and longitudinal directions of the car allows you to precisely adjust the position of the stop and, accordingly, its two thrust surfaces to the respective tire surfaces, regardless of the length (base) of the car and / or its track gauge and / or its tires. Preferably, the means of positioning in the transverse and longitudinal directions of the car are made with the possibility of independent regulation from each other, which further increases the accuracy of the fitting of the stop surfaces of the stop to the corresponding tire surfaces of the corresponding wheel.

On the one hand, an exact fit makes it possible to securely fix the wheel without backlashes and without excessive tension on the tire, which in turn prevents fluctuations and / or angular displacements of the wheels of the car, as well as possible impacts against the stop (due to play) or the application of an increased wheel to the tire pressure i.e. eliminates both causes of disorder disorder collapse.

On the other hand, accurate fit in the longitudinal and transverse directions increases the versatility of the declared stop, since it allows you to adjust the stop to the position of any wheel tire in width for essentially any track gauge of the car.

Also, the problem is solved by means of a system for fixing the car in a conveyor, including two pairs of parallel guides provided on the floor of the conveyor; at least two stops aligned with each pair of rails; each rail is provided with means for positioning the stop along its longitudinal direction; each emphasis is provided with a first abutment surface for adhering to the tire working surface and a second abutment surface for abutting to the side surface of the tire, and an abutment fixing means on the floor of the conveying means, which includes first abutment positioning means for the abutment fixing in the first direction of the abutment floor in the position of abutment of the first thrust surface to the working surface of the tire, which is made with the possibility of interaction with the positioning means the pore with which the guides are provided, and the second stop positioning means for the second-directionally adjustable conveying locking means on the floor in the abutment position of the second stop surface on the tire side surface, which is adapted to interact with the corresponding second stop positioning response means.

Preferably, the first and second positioning means are adapted to be adjusted in the corresponding direction independently of each other.

The advantages of this system are essentially determined by the advantages of the emphasis described above, as a result of which their additional description is not required here.

Further, the claimed utility model is explained in more detail through the drawings, which show:

Figure 1 is a perspective view of a car fixed in the car, the walls of the car and the car body removed for clarity;

Figure 2 - separately presented emphasis in a top view and side view;

Figure 3 - emphasis with a fixed wheel in front view,

Figure 4 - emphasis with a fixed wheel in side view and top view,

5 is another embodiment of the emphasis on the top and side views,

6 - emphasis according to figure 5 in the bottom and side views,

Fig.7 - emphasis according to Fig.5 with a fixed wheel in front view.

Figure 1 presents a system for fixing a car in a railway carriage. The system includes two pairs of longitudinal guides 1, mounted on the floor of the car. In each pair of guides 1, two stops 2 are installed with the possibility of positioning in the longitudinal direction of the car. Each stop 2 is designed to support only one wheel 3.

Of course, with a larger number of wheels for the vehicle to be fixed, the number of rails installed in each pair can be coordinated with the number of wheels of the car. In addition, for each wheel, two stops can be used simultaneously to trample the wheel in front and rear.

The guides 1 are strips vertically attached with one narrow longitudinal side to the floor of the car and passing essentially through the entire cargo room of the car. Each guide 1 has a number of holes 4 (see Figure 4) for positioning the stop 2 in a given position in the longitudinal direction of the car. The holes 4 in the guides 1 are arranged with the same pitch.

The stop 2 consists of a housing formed by two longitudinal side walls 5, two transverse end walls 6 and an upper wall 7, which is simultaneously connected to all of the mentioned walls. If necessary, a lower wall (not shown) can also be provided, which is connected to the side 5 and end 6 walls. The housing can be made as hollow or solid. The end walls 6 are made essentially vertical. The side walls 5 can be made vertical or can converge to each other. In the case of convergence of the walls 5, they can be obliquely oriented to each other or one of the walls can be vertical. When performing the stop 2 with converging side walls 5, the aforementioned upper wall may be absent. The longitudinal axis of the stop is parallel to the transverse axis of the car and, accordingly, the car, and the transverse axis of the stop is parallel to the longitudinal axis of the car and, accordingly, of the car.

The outer surface of the side wall 5 of the stop 2 is the first abutment surface for abutment to the working surface (tread) 8 of the tire of the corresponding wheel 3. One end wall 6 protrudes in the transverse direction of the stop 2 beyond the side wall 5 with the first abutment surface for the working surface 8 of the tire and on its surface located on the side of the first abutment surface, forms a second abutment surface to abut against the side surface of the tire 9.

Advantageously, the abutment 2 is made symmetrically with respect to its longitudinal axis, as a result of which each outer surface of each side wall 5 forms a corresponding first abutment surface, and one end wall 6 protrudes beyond both side walls 5 at the same time and forms a second abutment on each side, respectively. surface. This preferred embodiment is shown in FIG. 2 and 4. A similar symmetrical design of the stop 2 allows the tire of the wheel 3 to be pressed when the stop 2 is located both in front of the wheel and after the wheel, which further increases the versatility of the stop.

The end walls 6 are provided with holes through which the fixing rod 10 extends parallel to the longitudinal axis of the stop 2. The ends 11, 12 of the fixing rod 10 are sized and shaped to the dimensions and shape of the holes 4 in the guides 1. After the stop 2 is installed in the required position, in which at least the first abutment surface of the abutment 2 is adjacent to the working surface 8 of the tire, through the corresponding holes 4 in the guides 1 and the holes in the end walls 6, a fixing rod 10 is passed that fixes the abutment 2 on the floor in t the required position relative to the longitudinal axis of the vehicle, i.e. Carries out longitudinal positioning of an emphasis.

In one embodiment, multiple openings may be provided in the end walls 6. These holes are located on one horizontal line, and the pitch of the holes in the end walls 6 is different from the pitch of the holes 4 in the guides 1, preferably in the smaller direction. This provides even greater accuracy of fitting the longitudinal position of the stop 2 to the longitudinal position of the tire and, accordingly, the first abutment surface of the stop 2 to the working surface 8 of the tire.

To keep the locking rod 10 from being displaced in the respective holes 4 of the guides 1, a holding element can be fixed at one end 11, for example, in the form of a washer 13, a pin or the like, which is detachably or permanently fixed to the rod 10 and serves to fit to the outer or inner surface of one rail 1. A similar tool (not shown) is provided on the other end 12 of the rod 10 to fit respectively to the outer or inner surface of the other rail 1. Since -being between the guide 1 and their implementation are identical, it is not required to perform these various holding members for different pairs of rails.

For positioning in the transverse direction of the car, the locking rod 10 has recesses 19 made along its longitudinal direction with the same pitch, for positioning the stop 2 in the transverse car and car direction. The recesses may be through holes, blind holes, circumferential grooves, or the like.

An element in the form of a sleeve 14 is attached to one of the end walls 6, the central hole 15 of which is aligned with the hole in the end wall 6. A through hole 17 is made in the circumferential wall 16 of the sleeve 14. When the stop 2 is displaced to its desired position in the transverse direction of the car, of which the second abutment surface of the abutment 2 abuts against the side surface 9 of the tire, the hole 17 in the circumferential wall 16 of the sleeve 14 is aligned with the corresponding recess 19 of the fixing rod 10 and this alignment is fixed by the stopper 18 in the form of a finger, a pin, a bolt or bnogo member extending through the opening 17 and entering the recess. To achieve even better coordination of the transverse position of the stop 2 and the wheel 3 and, respectively, the second stop surface of the stop 2 and the side surface 9 of the tire 3 of the wheel 3, instead of one hole 17, several holes are made in the circumferential wall 16 of the sleeve 14, the pitch of which differs from the pitch of the recesses of the fixing rod 10, preferably in a smaller direction. Alternatively, instead of the sleeve, the holes coordinated with the recesses of the fixing rod 10 can be made in the stop housing, which is particularly preferable when the case is integral. In this case, the holes extend from the upper wall 7 and / or from the side walls 5 of the stop to the through hole passing through the body of the stop from one end wall 6 to the other. The stopper 18 is inserted into the indicated holes from the side of the upper wall 7 of the stop body 2 and / or its side wall 5, which is not intended to fit to the working surface 8 of the tire or is intended, but is not used in this case (the opposite side wall 5 works).

Figures 5-7 show another embodiment of an emphasis. Since the emphasis according to this embodiment consists essentially of the same parts as the embodiment according to FIGS. 2-4, the reference numerals in FIGS. 5-7 are not indicated for clarity. The embodiment shown in FIGS. 5-7 differs from the embodiment shown in FIGS. 2-4 only in that the sleeve 14 is not rigidly attached to the end wall 6, but is made in the form of a separate part that covers the corresponding guide 1. In this case, the sleeve 14 is still provided with a through hole through which the stopper 18 passes to interact with the corresponding hole in the fixing rod 10 and fix the rod and, accordingly, the stop in the transverse direction of the car. Another difference of the embodiment according to FIG. 5 is that additional means are provided (not shown in FIG. 7) for positioning and fixing the stop in the longitudinal direction, which is designed to more accurately (thinly) fit the first stop surface to the working surface of the tire and creating a predetermined degree of preload of the tire with this first abutment surface. This tool according to figure 5 is formed by a threaded rod, the holes provided in the fixing rod 10 and in the U-shaped profile 20 surrounding this rod, which runs along the stop body 2 and is fixed on the inner sides of the end walls 6, and two nuts. To fine-tune the first thrust surface to the working surface of the tire, the threaded rod is inserted through the through holes of the fixing rod and the U-shaped profile 20 combined with each other. By tightening the nuts on both ends of the threaded rod protruding beyond the U-shaped profile 20 and by appropriate tightening through the U-shaped profile 20 on the fixing rod, the necessary displacement of the stop in the longitudinal direction of the car, i.e. make the above exact fit. Since the fixing rod 10 is fixedly mounted in the holes of the guides 1, to ensure that the emphasis can be displaced in order to precisely fit, the holes provided in the end walls 6 for passing the fixing rod 10 are made in the form of elongated grooves oriented along the end walls 6. For the insertion of the threaded rod, as well as for tightening the nuts on it and in the lateral walls of the stop, corresponding holes are provided, the dimensions of which allow passing through them not only the nuts and the studs, but also the tool for the proper tightening of the nuts. Precise adjustment can be carried out not only by acting on the nuts, but also by rotating the threaded rod itself. To do this, grooves are provided at the ends of the stud for a screwdriver or for a hex wrench, or the ends of the stud are made with faces on a turn-key basis. Of course, that can be provided not one, but several, in particular, two threaded rods. Other embodiments of additional means for positioning and fixing are possible. For example, the functions of nuts and a U-shaped profile can be performed by threaded holes in the side walls of the stop body, and with a significant thickness of the side walls, the pin can be screwed into only one side wall of the stop. Also, to displace the stop body relative to the fixing rod 10, instead of the holes in the fixing rod, special means on the stud can be provided. For example, a fork element or a recess or the like in response to the outer periphery of the shaft 10 may be provided at the end of the stud. In this case, the emphasis is displaced only due to the rotation of the nuts, and the stud itself does not rotate. In addition, instead of a stud and two nuts, you can provide a bolt that is screwed into the holes of the fixing rod or the side walls of the stop or the vertical walls of the U-shaped profile and due to the action on the side wall of the stop or on the vertical wall of the U-shaped profile, displaces the emphasis in the longitudinal direction of the wagon. Also, said interaction between the stop biasing element and the stop itself may not be carried out by means of a threaded means, but, for example, by means of a clamping means, means such as a latch or the like.

Also, additional means for positioning and fixing the stop can be realized by a cam on the fixing rod 10, which, when the rod 10 is rotated, acts on the counter element in the stop body and moves the stop in the longitudinal direction of the car. The response element in the stop body can be, for example, the inner side of the side wall, an additional longitudinal wall extending inside the stop body along its longitudinal direction, or the like. Alternatively, a cam may be provided on an additional shaft extending through the end walls 6 of the abutment housing and the rotation of which causes the cam to act on the locking rod 10. Moreover, after the necessary rotation, the corresponding shaft with the cam is fixed in its position by any suitable means known to those skilled in the art.

All the above specific embodiments of the individual elements are only exemplary and numerous alternative embodiments are possible.

For example, guides can be made not only in the form of vertical strips, but also in the form of horizontal strips that are fixed to the floor. It should be noted that the strips can optionally be made flat, they can also have a U-shaped, L-shaped or other shape. In the case of the aforementioned horizontal strips, the fixing rod is mated to an end connecting element that enters the corresponding hole in the guide or matches with a protrusion or hole. In the latter case, a locking pin is inserted into the aligned holes of the connecting element and the guide. The end attachment element may be either a folded extension of the fixing rod, or a separate element mating with the rod or the like. The nature of this pairing for this utility model is not significant and can be any known from the prior art. The guides can also be made not in the form of plates, but, for example, in the form of longitudinal grooves, which include the end connecting elements of the fixing rod, having the shape corresponding to the grooves. Other guide options obvious to the expert are also possible, which does not make sense here.

The positioning and fixing of the stop on the fixing rod can be carried out by means of gear, clamping or any other type of connection due to geometric, force or frictional closure, or a combination thereof. So, for example, the sleeve can be made as a collet, or the fixing rod can be made in the form of a lead screw, the rotation of which is blocked after reaching the set stop position.

The rod may not pass through the holes in the end walls, but through the hinges, eyes, an open groove, or the like, provided on the side wall, which in this case is either not intended to contact the wheel tire or is not used in this case.

Alternatively, instead of a rod for longitudinal positioning, the housing may be provided with grooves or protrusions that are consistent with mating elements of the longitudinal guides. In this case, the housing has a sufficient length in its longitudinal direction, and the transverse positioning is reduced to the positioning of the second abutment surface movable in the longitudinal direction of the stop. The second abutment surface in this case can be formed by a slider or the like, for positioning of which essentially the same means are used as those described above for positioning the abutment itself.

Alternatively, the stop in the longitudinal direction of the car can be positioned in one of the above ways, and in the transverse direction by means of grooves or protrusions provided on the preferably solid body of the stop (in the side walls or in the lower wall), which interact with the protrusions or accordingly, grooves in the floor of the car. The preferred option is to make the grooves in the floor in order to ensure a flat floor surface.

Many other embodiments of the emphasis, the first and second means of positioning it, as well as the positioning means responsive to them, including various combinations of the means already described above, are obvious to the specialist.

The system corresponding to the utility model can be used not only in railway wagons, but also in the case of transportation of cars in containers or in automobile transporters or the like transporting vehicle.

In addition, this system can also be used for transportation of both cars and trucks, as well as for any other wheeled vehicles. The claimed system and emphasis can be used not only in cases when the vehicles being transported are oriented along a transporting medium, for example, a car, but also in cases of transverse or angular orientation of the car to the longitudinal axis of the transporting medium.

In any case, the only important thing is the possibility of positioning the stop in two directions to precisely fit the two stop surfaces of the stop to the corresponding two tire surfaces of the corresponding wheel. Thus, the utility model is not limited to the embodiments described above, but only to the utility model formula given below.

Claims (4)

1. An emphasis for fixing a vehicle in a conveyance vehicle, including: a first abutment surface intended to abut against a tire working surface, a second abutment surface intended to abut against a tire side surface, an abutment fixing means on a floor of a conveyor comprising first positioning means a stop for a first-directionally adjustable carrier to fix the stop on the floor in the abutment position of the first abutment surface to the working surface of the tire, which configured to interact with the corresponding first response stop positioning means provided on the floor of the conveyor means, the second stop positioning means for the second-way adjustable stop means to fix the stop on the floor in the abutment position of the second stop surface to the side surface of the tire, which is adapted to interact with the corresponding second response means for positioning the stop. 2. An abutment for fixing the vehicle in a conveyance vehicle, including: a first abutment surface intended to abut against a tire working surface, a second abutment surface intended to abut against a tire side surface, an abutment fixing means on the floor of the conveyor, comprising first positioning means a stop for a first-directionally adjustable carrier to fix the stop on the floor in the abutment position of the first abutment surface to the working surface of the tire, which configured to interact with the corresponding first response stop positioning means provided on the floor of the conveyor means, the second stop positioning means for the second-way adjustable stop fixation means on the floor in the abutment position of the second stop surface to the side surface of the tire, which is adapted to interact with the corresponding second response means for positioning the stop, the first and second means of positioning made with the possibility of regulation in the corresponding direction independently of each other. 3. A system for fixing the vehicle in a vehicle, including two pairs of parallel guides provided on the floor of the vehicle; at least two stops aligned with each pair of rails; each rail is provided with means for positioning the stop along its longitudinal direction; each emphasis is provided with a first abutment surface for adhering to the tire working surface and a second abutment surface for abutting to the side surface of the tire, and an abutment fixing means on the floor of the conveying means, which includes first abutment positioning means for the abutment fixing in the first direction of the abutment floor in the position of abutment of the first thrust surface to the working surface of the tire, which is made with the possibility of interaction with the positioning means the pore with which the guides are provided, and the second stop positioning means for the second-directionally adjustable conveying locking means on the floor in the abutment position of the second stop surface on the tire side surface, which is adapted to interact with the corresponding second stop positioning response means. 4. A system for fixing a car in a conveyor, including two pairs of parallel guides provided on the floor of the conveyor; at least two stops aligned with each pair of rails; each rail is provided with means for positioning the stop along its longitudinal direction; each emphasis is provided with a first abutment surface for adhering to the tire working surface and a second abutment surface for abutting to the side surface of the tire, and an abutment fixing means on the floor of the conveying means, which includes first abutment positioning means for the abutment fixing in the first direction of the abutment floor in the position of abutment of the first thrust surface to the working surface of the tire, which is made with the possibility of interaction with the positioning means the pore with which the guides are provided, and the second stop positioning means for the second-adjustable conveyance fixing means on the floor in the abutment position of the second stop surface on the tire side surface, which is adapted to interact with the corresponding second stop positioning response means, the first and second positioning means are adjustable in the corresponding direction independently of each other.