• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    A support for a traction device mounted on a vehicle chassis is shown, in particular a support for an automatic night coupling to a railway vehicle, which support is operative to keep the traction device in a centered position ballast, comprising a first and a second push rod (6, 7) which run separated side by side under the towing device, and which push rods with their front end supports the towing device from below. The support is distinguished by the fact that the push rods (6, 7) are associated with a torsion bar (8) which is effective for holding the push rods elastically in the supporting position. Fig. 6
    公开号:SE1050871A1
    申请号:SE1050871
    申请日:2010-08-25
    公开日:2012-02-26
    发明作者:Anders Westman；Mattias Hjort
    申请人:Ego Int Bv；
    IPC主号:
    专利说明:

    Another object of the invention is to provide a coupling support of simplified construction with a minimum number of moving parts and which requires minimal effort of maintenance. At least the overall object is fulfilled by a support of the kind initially indicated, which comprises a first and a second push rod running separately side by side under the towing device, and which push rods with their front ends support the towing device from below, wherein the push rods are assigned a torsion bar which is effective to hold the push rods elastically in the supporting position.
    The use of one or more torsion bars as force means results in a mechanically simple construction of low weight. Torsion rods can be realized in the form of conventionally constructed leaf fi spring packages, or in the form of homogeneous rods made of spring steel.
    For the purpose of the invention, one or two torsion bars which are arranged in a lying or upright position are preferably used. More specifically, the torsion bars may be arranged to extend horizontally or vertically, or be arranged with a different inclined orientation. The torsion bars may further be arranged to extend in a plane transverse to the longitudinal axis of the vehicle chassis, or arranged in a plane which intersects the longitudinal axis at another oblique angle. In the case of two or more torsion bars, these can alternatively be arranged to extend in different planes.
    In the case of horizontal torsion bar, the push rods can be directly rotatably coupled to the torsion bar, if the drawbar rests slidably and forcibly guided in the front ends of the push rods. In this case, a laterally acting moment against the drawbar can be created by the individual push rod itself being realized in the form of a laterally resilient element, for example in the form of a leaf spring or a leaf spring package.
    In the case of a standing torsion bar, an interconnected link is required which transmits the movement and rotation of the push rod about a horizontal axis to a rotation about a vertical axis of the torsion bar. In this case, the link also forms a torque arm which serves to impose a laterally directed torque against the drawbar via a per se rigid pressure rod.
    In both cases, an interconnected link can meritoriously provide a conversion of the push rod movement to a rotation adapted to the strength and elasticity of the torsion bar.
    In a preferred embodiment, the push rods are therefore actuated by the torsion bars via a respective link arm which is connected to a rear end of the current push rod. The link arm is then articulated connected to the push rod, preferably by means of a ball joint which allows universal movement in the connecting ring. In a particularly preferred embodiment, the link arms connected to the push rods are assigned a deflection limiter which forms an end position for the pivoting of the link arms and thereby determines the position of the push rods in the centered position of the traction device. In this way, the push rods can be biased towards the centerracle position by adjusting the angular position of the torsion bars in the end position of the link arms. Said deflection limiter can be adjustable and affect the orientation of the traction device in a vertical plane.
    The link arm connected to the push rod can be rotatably coupled to the torsion bar for direct prestressing of the push rod.
    Alternatively, the link arm connected to the push rod can be designed in the form of a lever mounted in a pivot point which is actuated by a rocker arm which is rotatably coupled to the torsion bar for indirect biasing of the push rod. In this embodiment, an adjustment of the movement and load of the pressure rod can be achieved to the properties of the selected torsion bar.
    In this alternative embodiment, the lever may comprise a freely rotating roller which presses against a roller track formed on the rocker arm of the torsion bar. Said roller track may be angled or curved for a non-linear and more or less progressive change of the force of the torsion bar depending on the angular position of the link arm and the position of the roller on the roller track. The first measure reduces friction losses in the contact between the lever and rocker arm, and the second measure provides an additional possibility to make maximum use of the strength and elasticity of the torsion bar.
    For reasons of space, it may be preferable for the torsion bars to extend with an upright orientation. In a basic embodiment of the solution, the torsion bars are then rotatably anchored at their upper ends.
    In a further developed embodiment, the torsion bars can be rotatably mounted in relation to the vehicle chassis but rotatably connected to a respective arm, and interconnected by a strut connected between the arms. This measure achieves a simplified installation of the torsion bars on the bearing bracket or at the vehicle chassis. The design can cause a certain relief of the torsion rods when the traction device is thus pivoted, such as when cornering. In addition, it can be achieved that the return / lifting force of the torsion bars is immediately available for both push rods in the event that the traction device sinks below the desired and neutral height position. In particular, an embodiment is envisaged in which the torsion bars are interconnected by an interconnected strut of adjustable length with which the bias of the torsion bars can be regulated. In this way, the preload can be readjusted and adapted to changes and ex-post installations in the traction device.
    The torsion bars are suitably arranged one on each side of the pivot joint with which the towing device can be coupled to a vehicle chassis. In the case of horizontal torsion bars, these may be suspended in brackets which are attached to the front cross member of the vehicle chassis or to the bearing bracket in which the pivot joint is mounted. A design is also conceivable in which a single and horizontal torsion bar extends through the bearing bracket, between the bearing rod bearing in the bearing bracket and the bearing bracket bracket to the vehicle chassis. In the case of standing torsion bars, these can advantageously be stored in brackets or the like which are supported on the bearing bracket. In the latter case, the link arms connected to the push rods can cross each other below the bearing bracket and are affected by the respective torsion bar which is located on the opposite side of the pivot joint. In this way, in addition to a longer torque arm, an extremely compact and space-saving construction is also achieved with the retained possibility of adapting the movement of the pressure rods to the properties of the torsion bar.
    In a particularly compact embodiment, standing torsion bars may be arranged to extend parallel through the pivot joint of the traction device, and more specifically arranged to run in through-bore bores arranged on opposite sides of the center of the pivot joint. This includes that the torsion bars can be arranged on either side of the longitudinal axis of the vehicle chassis or on the long axis, and preferably in diametrically opposite positions on either side of the center of the pivot joint.
    BRIEF DESCRIPTION OF THE DRAWINGS Exemplary embodiments of the invention are explained in more detail below with reference to the accompanying schematic drawings, of which Fig. 1 shows a first simplified embodiment of the coupling support in a side view; Fig. 2 shows a second embodiment in a corresponding side view; Fig. 5a shows a third embodiment in a corresponding side view; Fig. 310 shows the third embodiment in a bottom view; Fig. 4 shows an alternative arrangement of torsion bars included in the coupling support in a top view; Fig. 5 shows an alternative embodiment of the connection of the torsion bars with pressure risers included in the coupling support in a view from below; Fig. 6 shows an embodiment of the interconnection of the torsion bars in a top view; Fig. 7 shows an alternative embodiment of the storage of the torsion bars in the traction device in a view from below; Fig. 8 shows a modified embodiment of the coupling support in a bottom view; Fig. 9 shows a modified embodiment of the coupling support in a view from above, and Figs. 10 shows a preferred embodiment of the coupling support in a perspective view.
    DETAILED DESCRIPTION OF EMBODIMENTS ILLUSTRATED AND PREFERRED IN THE DRAWINGS its rear end is hingedly attached to the front cross member 3 of a vehicle chassis by means of a pivot joint 4 which is mounted in a bearing bracket designated 5. The pivot joint typically comprises a shaft with which the traction device 1 is articulated arranged in the horizontal joint and in some men also in the vertical joint.
    To enable automatic coupling to an oncoming traction device, a coupling support is arranged to support the traction device from below and keep it in a centered neutral position for coupling.
    The coupling support comprises a pair of push rods 6 and 7 (of which only the push rod 6 is visible in side view), which run side by side under the tie rod and on the front ends of which the draw device rests. The push rods dutifully run in the direction of their rear ends to exert a lateral force component against the traction device.
    The push rods 6, 7 are held resiliently in the supporting position by means of an elastic force member. Fig. 1 shows a greatly simplified and illustrative embodiment of the invention, according to which the force means comprises at least one torsion bar 8 with a horizontal orientation. Alternatively, each of the push rods may be associated with a respective torsion bar 8 and 9, of which only the torsion bar 8 is visible in side view. The torsion bar 8 is rotatably anchored in the cross member 3 of the vehicle chassis or in the bearing bracket 5, and extends from its anchorage point to an end which is rotatably mounted in a bracket 10, but rotatably coupled to the rear end of the current push rod 6, 7. In the embodiment according to fi g. l, the traction device fl is supported on the surface of a resilient push rod, and rests in a sliding push point l 1 on the distal end of the push rod. It will be appreciated that a downward movement of the traction device causes a rotation of the push rod and of the torsion bar around the center of the torsion bar, which is counteracted by the inherent torsional rigidity of the torsion bar.
    The push rods 6,7 can in this simplified embodiment consist of laterally resilient elements which impose a lateral moment on the drawbar in order to center it laterally.
    To counteract the oscillation of the traction device in the execution of fi g. 1, the coupling support may comprise an oscillation or shock absorber (not shown), which may be arranged to act against the push rod 6 or against the drawbar 2. For the same purpose, but also to determine the angular position of the push rod and torsion bar in the neutral position of the drawbar, 13 be arranged on the drawbar 2 and on the bracket 10, respectively.
    The impact limiter 12/13 allows the torsion bar to be biased in the direction of the impact limiter by rotating the torsion bar in its anchoring point. In this way, a threshold value can be set for the load required to move the traction device downwards from the neutral height position.
    The embodiment of Fig. 2 differs from the above in that the push rod 6 comprises a section 15 extending from a knee 14 which extends at an angle from the push rod 6 and is rotatably coupled at its other end. to the torsion bar 8. In this embodiment, the horizontal torsion bar 8 can be moved up to a higher level, and can alternatively also extend through the bearing bracket 5, in a space-saving construction.
    An inherently rigid push rod 6 can in the embodiment according to fig. 2 be articulated coupled to the drawbar, and via a pivot joint arranged in the knee 14 articulated coupled to the section 15, which in this way forms a link arm 15 connected to the push rod between the push rod 6 and the torsion bar 8. When the drawbar moves laterally, the individually loaded push rods provide 6, 7 in this embodiment a laterally directed moment which strives to return the drawbar to a laterally centered starting position.
    Figs. 3 and 4 show an embodiment in which the torsion bar 8 extends upright next to the bearing bracket 5. The torsion bar 8 is rotatably anchored at its upper end in a purpose-built bracket 16 which can be attached to the cross member 3 of the vehicle chassis or to the bearing bracket 5. The lower end of the torsion bar 8 is rotatably mounted in an opposite bracket 17, but is rotatably connected to a link arm 18 which at its other end is hingedly connected to the rear end of the push rod 6.
    The torsion bar 9 is arranged in a corresponding manner on the opposite side of the bearing bracket.
    In the embodiment according to Figs. 3 and 4, the pulling device rests stationary against the front end of the push rod, at least in the sense that the push rod is prevented from moving forward relative to the pull rod in the longitudinal direction of the pull rod. For this purpose, a stop lug is arranged on the underside of the drawbar. Alternatively, the push rod may in a manner known per se have a pin which engages in a support block 19 mounted on the underside of the drawbar, the pin being slidably mounted in the support block in front of a sliding stop formed on the current push rod.
    When the traction device pivots downwards from the centered position, the push rod 6 is carried in a movement which contains an axial and a rotating component.
    The push rod moves translationally in the rearward direction while simultaneously rotating about a horizontal axis X in the articulation 20 between the push rod and the link arm 18 (perpendicular to the plane of the drawing). In the movement of the push rod, the link arm and the torsion bar are involved in a rotation around the standing center axis Y1 of the torsion bar. In this rotation, the horizontal angle between the push rod and the link arm is changed by a mutual rotation around a rotating axis Y2 included in the hinge preparation 20. To enable the composite movement, the hinge connection 20 suitably comprises a ball joint or other form of biaxial or universal joint.
    Fig. 5 shows an alternative embodiment in which the link arms 18 of the pressure rods cross under the bearing bracket and are connected to the torsion bar located on the opposite side of the bearing bracket. The design is particularly suitable in an application where a greater length of the link arm is desired without the need to increase the width of the installation. In the embodiment according to Fig. 6, the torsion bars 8 and 9 are upright oriented and rotatably mounted in their brackets on the bearing bracket, or where applicable at the vehicle chassis, but are mutually rotatably connected by a strut 21 extending between a respective arm. 22, 23 which is rotatably coupled to the upper end of the associated torsion bar.
    In the absence of a stop for the movement of the arms 22, 23, the design can be used to allow unobstructed lateral pivoting of the traction device in unchanged or neutral height position, with synchronized co-rotation of the torsion bars, and without any of these being loaded beyond the level. required to keep the traction device in its neutral height position. At the same time, the design means that a return force is immediately available for both push rods if the traction device were to move downwards from its neutral height position.
    In conjunction with a deflector 24 (see ñg. 3 and 4) or 29 [see fi g. 7) for the possible pivoting of the link arms in the direction of the position of the push rods in the neutral position of the traction device, the strut 21 can advantageously be arranged with adjustable length for setting a biasing force which the torsion bars impose on the link arms in the direction of the impact limiter. The strut 21 can advantageously be designed as a rigging screw.
    When swinging the traction device laterally, the strut 2 l in this case distributes the load to both torsion bars, which spares the directly loaded torsion bar on the side against which the traction device pivots. Since the deflector in this embodiment causes the pressure rod of the opposite side to be substantially relieved and remains substantially inactive, at least as long as the traction device maintains its neutral height position, the unilaterally applied force causes the traction device to be immediately returned to its centered position.
    It will be appreciated that the length of the link arm 18 between the torsion bar and the push rod causes a corresponding reduction in the rotation of the torsion bar at a given push rod movement. It will also be appreciated that the link arm acts as a rake arm and that its length should be adapted to the torsional rigidity of the torsion bar which is primarily composed of material composition and the dimensions of the torsion bar. No general recommendations in these respects can therefore be given but must be calculated by the expert for each particular load case. However, a leather steel is selected for the production of the torsion bar, which can be made in the form of a leaf fi spring package or in the form of a homogeneous round bar.
    Fig. 7 shows an alternative and preferred embodiment which provides an extremely space-saving and compact installation. In this embodiment, the torsion bars 8 and 9 run through the pivot joint 4, and more specifically in bores provided for this purpose on opposite sides of the center C of the shaft included in the pivot joint.
    Fig. 7 shows the underside of the traction device in an embodiment in which the connection between torsion bar 8 and push rod 6 is designed to provide an adaptation of the movement and load of the push rod to the strength and elasticity of the selected torsion bar. The execution according to fig. 7 comprises a link arm 25 acting as a lever, which at its one end is hinged in the manner described above to the rear end of the push rod through the hinge connection 20. The other end of the link arm is rotatably mounted on the underside of the bearing bracket 5, and suitably on the drawbar 4. is in other words mounted on top of the link arm 25 of the opposite side, whereby the two link arms 25 can be mutually freely movable in relation to each other. The link arm 25 is actuated by a rocker arm 26 rotatably coupled to the torsion bar 8. More specifically, the link arm is actuated via a roller 27 mounted therein and freely rotating, which presses against a roller track 28 formed on the rocker arm 26. Said roller track may be straight, angled or curved for a more or less progressive change of the rotational resistance of the torsion bar depending on the angular position of the link arm and the position of the roller on the roller track 28.
    In the embodiment according to Fig. 7, the reference numeral 29 denotes a stop lug supported on the bearing bracket 5 by an adjusting disc 30. The adjusting screw 30 cooperates with a lug 31 formed on the link arm 25 to form an adjustable deflection limiter for the link arm 25, whereby the torsion bar bias is adjustable. . Fig. 8 shows a modified embodiment of the coupling support according to fi g. 7. The design according to fi g. 8 differs with respect to the position of the torsion bars 8, 9, which in this case are mounted on the outside of the bearing bracket 5. A rocker arm 26 'rotatably arranged at the end of the torsion bar acts on the link arm 25' via a roller 272 rotatably mounted in the link arms 25 '. a roller conveyor 28 formed on the rocker arm. The modified design according to ñg. 8 provides an expanded opportunity to adapt the function to a progressive way of working.
    Fig. 9 shows an embodiment in which the torsion bars 8, 9 of the coupling support run through the axis of the pivot joint 4. similar to the design according to fi g. 6, the torsion bars 8 and 9 are at their upper ends mutually rotatably connected by the arms 22, 23 and the interconnected strut 21, which here is designed as an adjusting screw 21. By lengthening or shortening the strut 21, the torsion bars 8, 9 are rotated in opposite directions whereby their prestress against a stop lug 29 can be regulated. The link armary 25 can in a particularly compact and light construction be directly and torsionally coupled to the ends of the torsion bars, and assigned a stop lug 29 which is formed on a support bracket 32 supported in the axis 4 of the rotary joint. a preferred method is a coupling support in the form of an assembly which can be easily mounted in the bearing bracket, which is schematically illustrated in fi g. 10.
    The above-described design of the coupling support all offers the possibility of a compact and space-saving installation on the bearing bracket, or alternatively and, where applicable, on the vehicle's chassis.
    权利要求:
    Claims (15)
    [1]
    Support for a towing device coupled to a vehicle chassis, in particular for an automatic coupling to a railway vehicle, which support is operative to keep the towing device in a centered position for coupling, comprising a first and a second push rod (6, 7) which run separately side by side under the pulling device, and which push rods with their front ends support the pulling device from below, characterized in that the push rods (6, 7) are connected to at least one torsion bar (8, 9) which is operative to hold the push rods elastically in supporting position.
    [2]
    Support according to Claim 1, characterized in that the torsion bar (8) is arranged to hold the push rods (6, 7) in the supporting position during prestressing.
    [3]
    Support according to Claim 1 or 2, characterized in that each pressure rod is associated with a respective torsion bar (8, 9) which. affects the current push rod via a link arm (15, 18, 25) connected to the push rod.
    [4]
    Support according to Claim 3, characterized in that the link arm (18, 25) is associated with a deflection limiter (24, 29) which determines an end position for the movement of the link arm.
    [5]
    Support according to Claim 4, characterized in that the deflection limiter (29) is adjustable for changing the end position of the linker.
    [6]
    Support according to one of Claims 3 to 5, characterized in that the link arm (25) is a lever mounted in a pivot point which is actuated by a rocker arm (26) which is rotatably coupled to the torsion bar (8, 9).
    [7]
    Support according to claim 6, characterized in that the link arm (25) comprises a freely rotating roller (27) pressing against a roller bracket (28) formed on the rocker arm (26) of the torsion bar.
    [8]
    Support according to Claim 7, characterized in that the roller conveyor (28) is straight, angled or curved. 10 15 20 25 13
    [9]
    Support according to one of the preceding claims, characterized in that the torsion bars (8, 9) extend with an upright orientation.
    [10]
    Support according to Claim 8, characterized in that the torsion bars (8, 9) are rotatably anchored at their upper ends.
    [11]
    Support according to Claim 9 or 10, characterized in that the torsion bars (8, 9) are rotatably connected to a respective arm (22, 23), and are interconnected by a strut (21) connected between the arms.
    [12]
    Support according to Claim 10, characterized in that the torsion bars (8, 9) are interconnected by an interconnected strut (21) of adjustable length.
    [13]
    Support according to one of the preceding claims, characterized in that the torsion bars (8, 9) extend on either side of a pivot joint (4) mounted in a bearing bracket (5).
    [14]
    Support according to Claim 13, characterized in that the torsion bars (8, 9) extend parallel through the pivot joint (4) on opposite sides about the axis (C) of the shaft included in the pivot joint (4).
    [15]
    Support according to one of Claims 3 to 14, in which the torsion bars (8, 9) extend upright on either side of the pivot joint (4) of the traction device, characterized in that the link arms (18) intersect and are actuated by the respective torsion bar (8, 9). ) located on the opposite side of the pivot joint of the towing device (4).
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    同族专利:
    公开号 | 公开日
    WO2012026865A1|2012-03-01|
    SE535148C2|2012-04-24|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    BE571932A|1957-10-15|
    US3255891A|1965-05-17|1966-06-14|Symington Wayne Corp|Automatic coupler centering device|
    FR1492727A|1966-09-16|1967-08-18|Ringfeder Gmbh|Support and return device in the middle position of the head and the central buffer coupling arm|
    US3624781A|1970-01-20|1971-11-30|Acf Ind Inc|Torsional railway car coupler centering device|AU2013334091B9|2012-10-26|2017-06-08|Wabtec Holding Corp.|Coupler torsion spring centering device|
    WO2022008108A1|2020-07-09|2022-01-13|Dellner Couplers Ab|Device for deflection of a coupler of a train vehicle, coupler of a train, car of a multi-car vehicle and method for coupling a first car of a multi-car vehicle to a second car of a multi-car vehicle|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE1050871A|SE535148C2|2010-08-25|2010-08-25|Support for a jointly stored towing device, in particular for an automatic coupler to a railway vehicle.|SE1050871A| SE535148C2|2010-08-25|2010-08-25|Support for a jointly stored towing device, in particular for an automatic coupler to a railway vehicle.|
    PCT/SE2011/050983| WO2012026865A1|2010-08-25|2011-08-09|A centering device for a pivoted draftgear, particularly in an automatic coupler for a rail vehicle|
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