Device for the yawing of couplers for train vehicles, coupler of a train, car of a multi-car vehicle and method for coupling a first car with a second car of a multi-car vehicle

Abstract

The invention relates to a device for yawing of a coupling of a train vehicle, comprising a yawing arm adapted to be connected to a coupling pivot anchor and a drive connected to the yawing arm, wherein the drive is adapted to rotate the yawing arm around the coupling pivot anchor.

Description

Technical Field

[0001] This invention relates to a device for deflection, preferably a manual deflection of a coupler for a train vehicle, particularly an automatic coupler type. The invention also relates to train couplers, cars of multi-car vehicles, and methods for connecting a first car of a multi-car vehicle to a second car of a multi-car vehicle. Background Technology

[0002] A device for deflecting a coupler for a train is known in WO 2016 / 131716 A1 and WO 2017 / 157738 A1. Both devices include an actuator, one end of which is connected to the car body and the opposite end to the coupler rod of the coupler. Activating the actuator allows rotation of the coupler rod about a coupler pivot anchor. The device known in these two documents can be used to connect a first car of a multi-car vehicle to a second car of a multi-car vehicle, even when the first and second cars are not arranged in a straight line but along a curved track. Summary of the Invention

[0003] The object of this invention is to further improve the deflection device for a coupler used in train vehicles. This object is achieved through the device according to the invention, the coupler according to the invention, the carriage of a multi-car vehicle according to the invention, and the method according to the invention.

[0004] The basic concept of the present invention is to have a deflection arm adapted to be connected to a coupler pivot anchor, and to have a driver connected to the deflection arm, wherein the driver is adapted to rotate the deflection arm about the coupler pivot anchor.

[0005] Therefore, this invention departs from the basic concepts described in WO 2016 / 131716 A1 and WO 2017 / 157738 A1, namely, providing a drive mechanism that acts directly on the coupler rod. The device according to the invention interacts not with the coupler rod, but with the coupler pivot anchor. By interacting with the coupler pivot anchor instead of the coupler rod, the advantage of this invention is that the coupler rod can be designed without considering the attachment of the actuator to the coupler rod. Therefore, the coupler rod can be provided with a damper or deformation element, and / or can be designed to include more features without considering the possibility of connection for the provided actuator. Furthermore, in a preferred embodiment, the actuator can be located in an area arranged horizontally above or below a horizontal plane, where the coupler rod typically rotates under normal drive conditions. Therefore, this invention allows for more freedom of movement of the coupler rod without the risk of the coupler rod striking elements of the actuator.

[0006] This invention relates to a device for deflecting a coupler in a train vehicle. The device for deflecting the coupler is considered a subsystem of the coupler. The device according to the invention can be retrofitted to existing train couplers.

[0007] The device according to the invention is described in conjunction with a coupler for train vehicles. The primary application area of ​​the invention will be railway vehicles (railway trains). However, the term "train" should be understood broadly. In the concept of the invention, it can also be applied to multi-carriage vehicles that are not railway vehicles, such as segmented buses or magnetic trains.

[0008] The device according to the invention provides a deflection for a coupler. The coupler can be any coupler suitable for connecting a first car of a multi-car vehicle to a second car of a multi-car vehicle. Therefore, the coupler can be a hook and a ring, or two hooks engaging with each other. However, in a preferred embodiment, the coupler is an automatic coupler. The coupler can be a known latch-type coupler. In particular, the coupler can be of the type known in the industry as Wedgelock, Williamson, SA3, AAR, or BSI.

[0009] In a preferred embodiment, the deflection arm has a pivot anchor end, wherein the pivot anchor end is adapted to be attached to a pivot pin of a coupler pivot anchor. In a preferred embodiment, the attachment of the pivot anchor end to the pivot pin is detachable, for example, provided by a screw connection or a bayonet connection. In another equally preferred embodiment, the connection of the pivot anchor end to the pivot pin is robust, for example, provided by welding the pivot anchor end to the pivot pin or forming it as a single piece with the pivot pin.

[0010] In a preferred embodiment, the pivot anchor end has a contact surface designed to contact the contact surface of the pivot pin. In a preferred embodiment, the contact surface is an inclined surface at an angle relative to a horizontal plane, where the horizontal plane is considered to be a plane perpendicular to the pivot axis. In a preferred embodiment, the angle of inclination of the inclined surface relative to the horizontal plane is between 10° and 60°, preferably between 10° and less than 45°.

[0011] In a preferred embodiment, the pivot pin has a contact surface that is inclined at an angle relative to a horizontal plane, wherein the horizontal plane is considered to be a plane perpendicular to the pivot axis. In a preferred embodiment, the angle of inclination of the inclined surface relative to the horizontal plane is between 10° and 60°, preferably between 10° and less than 45°. In a preferred embodiment, the contact surfaces of the pivot anchor end and the pivot pin are arranged parallel to each other and in contact with each other.

[0012] In a preferred embodiment, the deflection arm is a rod, wherein the pivot anchor end of the deflection arm is provided by a thickened end of the rod, preferably by a disc-shaped or cylindrical end member of the rod. Thickening the pivot anchor end relative to the remaining rod increases the space available for placing the screws that tighten the deflection arm to the pivot pin.

[0013] In a preferred embodiment, the actuator is a pneumatic actuator. Alternatively, the actuator is a hydraulic actuator. Typically, the train already has pneumatic and / or hydraulic systems. The train's existing pneumatic and / or hydraulic systems can preferably be used to power the pneumatic and / or hydraulic actuators.

[0014] In a preferred embodiment, the actuator has a deflection arm end connected to a deflection arm and a train vehicle-side end adapted to be attached to components of the train vehicle. In a preferred embodiment, the train vehicle-side end has a plate capable of being attached to components of the train. In a preferred embodiment, the plate can be bolted to the components of the train vehicle. In a preferred embodiment, the train vehicle-side end has a connector that connects the train vehicle-side end to another element of the actuator, preferably a rod. The connector allows the other element of the actuator, preferably the rod, to rotate relative to the train vehicle-side end. In a preferred embodiment, the connector allows the other element, preferably the rod, to rotate about an axis of rotation relative to the train vehicle-side end. Preferably, the axis of rotation is parallel to the outwardly facing surface of the plate providing the train vehicle-side end. Alternatively, the axis of rotation is a vertical axis.

[0015] In a preferred embodiment, the actuator has one, preferably two, hydraulic or pneumatic cylinders arranged between an end on the vehicle side and the end of the deflection arm. In a preferred embodiment, the rod at the vehicle-side end is the rod of the first hydraulic or pneumatic cylinder, and the rod at the deflection arm end is the rod of the second hydraulic or pneumatic cylinder. In a preferred embodiment, the rod of the first hydraulic or pneumatic cylinder is arranged parallel to the rod of the second hydraulic or pneumatic cylinder. In a preferred embodiment, the first hydraulic or pneumatic cylinder is attached to the second hydraulic or pneumatic cylinder.

[0016] In a preferred embodiment, the deflection arm has a drive end connected to the drive unit and a pivot anchor end adapted for connection to the coupler pivot anchor. In a preferred embodiment, the drive end is connected to the drive unit via a connector. In a preferred embodiment, the drive end is connected to an element of the drive unit, preferably to a rod via a connector. In a preferred embodiment, the connector allows the drive end of the deflection arm to rotate about a rotation axis relative to an element of the drive unit, preferably relative to the rod of the drive unit. In a preferred embodiment, the rotation axis of the connector connecting the drive end of the deflection arm to the drive unit is parallel to the rotation axis of the connector connecting the end on the vehicle side of the deflection arm to another element of the drive unit. Alternatively or additionally, the rotation axis of the connector connecting the drive end of the deflection arm to the drive unit is a vertical axis.

[0017] In a preferred embodiment, the driver includes a mechanical interface adapted to engage with a tool, wherein the mechanical interface is rotatable by the tool. The mechanical interface can be a non-circular end of a shaft. The mechanical interface can be a rectangular end of a shaft, or a triangular end of a shaft, or a polygonal end of a shaft, or an elliptical to ellipsoidal end of a shaft. Essentially, the shape of the shaft can be any design known from wrenches. Therefore, TORX geometry is also feasible. The purpose of the mechanical interface is to allow the tool to engage with the mechanical interface and, through the geometry of the mechanical interface and the tool, to allow the tool to rotate the mechanical interface. The design of the mechanical interface is also feasible when they are known from screwdrivers. Therefore, the mechanical interface can have a slit for engaging screwdriver-shaped tools, but the mechanical interface can also have a shape known from Phillips screwdrivers.

[0018] The drive according to the invention may further include a steering arm connected to a mechanical interface. The steering arm extends at least partially from the connection point between the mechanical interface and the steering arm, wherein the steering arm is rotatable about an axis defined by the mechanical interface. Preferably, the mechanical interface is operably connected to a shaft, preferably forming part of the shaft, preferably forming an end of the shaft, from which the steering arm extends at an angle other than 0°, preferably at an angle of 90°. In a preferred embodiment, the shaft has an axis. In a preferred embodiment, engagement of the tool with the mechanical interface allows rotation of the tool to be converted into rotation of the shaft about its axis. In a preferred embodiment, rotation of the shaft about its axis results in rotation of the steering arm about its axis. In a preferred embodiment, the steering arm is fixedly connected to the shaft.

[0019] In a preferred embodiment, the mechanical interface is housed in an attachment housing intended for attachment to components of the train. The attachment housing may have an attachment plate designed to provide the attachment interface of the attachment housing to the components of the train. In a preferred embodiment, at least one, preferably two, axial bearings for the axle are arranged in the attachment housing. Preferably, the mechanical interface is located at the end of the axle. In a preferred embodiment, the axle extends through the attachment housing along its axis.

[0020] In a preferred embodiment, the preload nut is arranged in the attachment housing.

[0021] Preload nuts can provide preload to axial bearings, for example, to reduce wear on rotating parts.

[0022] The manual alignment tool ensures alignment during operation when the coupler is placed in the center position. It prevents the coupler from swinging to one side or the other unattended. The manual alignment tool can be placed on the manual deflector during routine, uncoupled operation and can be removed when it is necessary to drive the coupler, deflect a running coupler, or for connection in sharp bends.

[0023] In a preferred embodiment of the drive unit, the yaw arm is connected directly or indirectly to the steering arm. In a direct connection, one end of the steering arm is connected to the drive end of the yaw arm. In such an embodiment, a connector is preferably provided for connecting the drive end of the yaw arm and the end of the steering arm, thereby allowing the yaw arm to rotate relative to the steering arm. An indirect connection is provided between the yaw arm and the steering arm if an additional element is arranged between the yaw arm and the steering arm. In a preferred embodiment, a connecting arm is arranged between the steering arm and the yaw arm. In a preferred embodiment, one end of the connecting arm is connected to one end of the steering arm, and the opposite end of the connecting arm is connected to the drive end of the yaw arm.

[0024] In a preferred embodiment, the deflection arm and / or steering arm and / or connecting arm are rods.

[0025] The pneumatic deflection device can be based on two opposing dual-cylinder configurations. Both cylinders are pressurized in a central position, with one cylinder being withdrawn and the other retracted. For deflection to one side, the withdrawn cylinder retracts while the other remains retracted. For deflection to the other side of the coupler, the first cylinder remains withdrawn while the other is withdrawn. In this arrangement, both cylinders are ventilated in their respective chambers, and no resistance is generated on the coupler, allowing for smooth cornering.

[0026] The present invention also relates to a coupler for a train. The coupler includes a coupler pivot anchor and a device according to the invention. In a preferred embodiment, a deflection arm is connected to the coupler pivot anchor. In a preferred embodiment, the coupler has a coupler rod. In a preferred embodiment, the actuator is not directly connected to the coupler rod. In a preferred embodiment, the coupler has a coupler head. In a preferred embodiment, the coupler head is the coupler head of an automatic coupler.

[0027] In a preferred embodiment, the coupler pivot anchor has a pivot pin extending along the pivot axis, wherein the coupler rod is connected to the pivot pin in such a way that rotation of the pivot pin about the pivot axis causes rotation of the coupler rod about the pivot axis. This can be provided by the pivot pin being connected to the coupler rod in such a way that rotational force is transmitted from the pivot pin to the coupler rod. This can be provided by a protrusion (e.g., a hook) from the pivot pin that engages directly with the circumferential surface of the coupler rod from the side, whereby rotation of the pivot pin and therefore the hook from the pivot pin about the pivot axis causes the hook to engage the side of the coupler rod and push the coupler rod to rotate about the pivot axis.

[0028] In a preferred embodiment, a bracket is provided, to which a pivot pin is securely attached. The bracket has an opening through which a coupler rod extends, and an elastic element is disposed within the bracket, abutting against the inner wall of the bracket and against the outer circumferential surface of the coupler rod. The elastic element is preferably a rubber ring located on the coupler rod, preferably abutting against a protruding wall projecting from the circumferential surface of the coupler rod and a protruding wall projecting from the inner wall of the bracket.

[0029] In a preferred embodiment, additional pivot pins are arranged on opposite sides of the bracket, such that the bracket can be held in the support of the coupler pivot anchor by the top pivot pin and the bottom pivot pin.

[0030] In a preferred embodiment, the coupler pivot anchor has a flange that allows the coupler pivot anchor to be connected to the train car body, preferably to the car's underframe.

[0031] The present invention also relates to a carriage of a multi-car vehicle, preferably a train. The carriage includes a coupler according to the invention. In a preferred embodiment, the drive has a train-vehicle-side end connected to a component of the carriage of the multi-car vehicle, preferably connected to the train vehicle.

[0032] The method according to the invention provides for connecting a first car body of a multi-car vehicle to a second car body of a multi-car vehicle, wherein the first car body has a coupler with a coupler head and the second car body has a coupler with a coupler head, wherein in a first position, the coupler head of the first car body and the coupler head of the second car body are not aligned, characterized in that the coupler head of the first car body is aligned with the coupler head of the second car body by driving a drive to rotate a deflection arm about a coupler pivot anchor.

[0033] One aspect of the invention is the coupling of carriages, wagons, passenger compartments, or similar components of a train vehicle on a curve. The provided automatic coupler complicates the connection due to deflection at the midpoint of the curve.

[0034] An alternative or additional aspect of the invention is to provide a device for centering a coupler, preferably for manual centering, the device having overload protection.

[0035] The present invention provides a device for manually deflecting a coupler for train vehicles.

[0036] The present invention provides a device for manual alignment of couplers in train vehicles. Attached Figure Description

[0037] In the following description, the invention will be referred to the accompanying drawings, which illustrate only exemplary embodiments of the invention. The invention is described by the following drawings:

[0038] Figure 1 The perspective view shows a manual deflection device for a coupler used in train vehicles, as well as an automatic coupler and a manual deflection device.

[0039] Figure 2 The device, along with the floor of the train vehicle and the manual deflection tool, is shown from the end of the coupler.

[0040] Figure 3 This is an additional view of the device and the floor of the train vehicle from above;

[0041] Figure 4 It is based on Figure 3 Additional view of the floor without train vehicles;

[0042] Figure 5 The device and an overload protection device for centering the coupler are shown in the perspective view, preferably for manual centering;

[0043] Figures 6 to 8 The sequence of devices for manually deflecting the coupler used in train vehicles is shown;

[0044] Figure 9 A perspective view according to a second embodiment of the present invention is shown;

[0045] Figure 10 It shows Figure 9 Examples of this implementation include attachment to train vehicles;

[0046] Figure 11 It shows Figure 9 Top view of an embodiment;

[0047] Figure 12 The first operating state is shown. Figure 9 Examples;

[0048] Figure 13 The second operating state is shown. Figure 9 Examples;

[0049] Figure 14 The third operating state is shown. Figure 9 Examples;

[0050] Figures 15 to 18 It shows Figure 9 The perspective view and partial sectional view of the embodiment show that portions of the coupler pivot anchor and coupler rod are cut away, and the elastic element constituting part of the coupler pivot anchor is not shown. Figures 16 to 18 This is shown below for clarity;

[0051] Figures 19 to 20 It shows Figure 9 A partial cross-sectional view of the deflection arm, coupler pivot anchor, and coupler rod of the embodiment. For clarity, the elastic element that forms part of the coupler pivot anchor is not shown. Detailed Implementation

[0052] In the accompanying drawings, the device for manually deflecting the coupler of the train vehicle is shown together with the device for manually centering the coupler of the train vehicle. However, the device for manually deflecting the coupler of the train vehicle can also be implemented without the feature of the device for manually centering the coupler of the train vehicle.

[0053] Figures 1 to 14 Coupler 1 of a train vehicle is shown. Figure 2 , Figure 3 , Figure 4 , Figure 6 , Figure 7 , Figure 8 Also shown is component 2 of the train vehicle. Coupler 1 has an automatic coupler head 3 and a coupler rod 4. Coupler 1 also has a coupler pivot anchor 5. Coupler 1 also has a device 6 for deflection.

[0054] Device 6 includes a deflection arm 20 and a driver 21.

[0055] exist Figures 1 to 8 In the illustrated embodiment, the driver 21 includes a mechanical interface 22 adapted to engage with the tool 23, wherein the mechanical interface 22 is rotatable by the tool 23.

[0056] exist Figures 1 to 8 In the illustrated embodiment, the actuator 21 further includes a steering arm 24 connected to the mechanical interface 23, the steering arm 24 extending at least partially from a connection point 25 between the mechanical interface 22 and the steering arm 24, wherein the steering arm 24 is rotatable about an axis A defined by the mechanical interface 22. The mechanical interface 22 and the shaft 26 are operably connected, and the steering arm 24 extends from the shaft 26 at an angle other than 0°, i.e., at an angle of 90°. A deflection arm 20 is indirectly connected to the steering arm 24. A connecting arm 27 is connected to the steering arm 24 and the deflection arm 20.

[0057] The mechanical interface 22 has a manual centering tool 28 with overload protection.

[0058] Figure 5 The illustration on the left shows a cross-section through the attachment housing 29. The attachment housing has an attachment plate 30 for attaching the attachment housing 29 and the mechanical interface 22 to components of the train vehicle. The mechanical interface 22 is formed at the end of the shaft 26. The mechanical interface 22 can be configured for positive and / or negative (shape-matched or force-matched) connections. The shaft 26 passes through the attachment housing 29. Two axial bearings 31 for the shaft 26 are provided within the attachment housing 29. Furthermore, a preload nut 32 is arranged within the attachment housing 29.

[0059] As Figure 5 A portion of the exploded view shows the manual centering tool 33.

[0060] One or more shear teeth 34 for overload protection are provided on the attachment plate 30.

[0061] Shaft 26 has a preloaded axial bearing 31 to prevent noise during operation and to allow easy coupler deflection when needed.

[0062] To deflect the coupler head 3, an entrance gate (not shown) in the floor of the train vehicle is opened to access the manual deflection device 6, specifically the mechanical interface 22. The manual centering tool 28 is removed from the manual deflection device 6. Then, the manual deflection tool 23 is connected to the manual deflection device 6, specifically the manual deflection interface 22. Tool 23 in... Figure 7 Rotate clockwise in the view to move coupler head 3 to the right. Tool 23 in Figure 7In the view, rotate counterclockwise to move the coupler head 3 to the left. After the operation is completed, the coupler head 3 is brought back to the center position, and the alignment tool is aligned with the mechanical interface 22.

[0063] Figures 9 to 14 The illustrated embodiment shows that the coupler 1 has a driver 21, which is a hydraulic driver. The driver 21 has two hydraulic cylinders 50 and 51. Each hydraulic cylinder 50 and 51 has a rod 52 and 53. Rod 52 is connected to the deflection arm 20 via a joint 54 at the end of the deflection arm of the driver 21. Rod 53 is connected to the end of the driver 21 on the vehicle side via a joint 55. The end of the driver 21 on the vehicle side is provided by a plate 26, which is adapted to be attached to components of the vehicle by bolts.

[0064] from Figure 13 It can be seen that, Figure 13 The right-hand deflection in the front perspective view is achieved by pulling out and... Figure 12 The position shown is obtained relative to hydraulic cylinder 50. This is to deflect the coupler to... Figure 14 On the left side of the front perspective view, the upper hydraulic cylinder 50 is compared to Figure 13 The position in the middle was shrunken, from Figure 12 Initially, this means: remain unchanged, while the lower cylinder 51 compared to Figure 12 The position shown has been retracted.

[0065] Figures 15 to 20 It shows Figure 9 The coupler of the embodiment shown. Figures 15 to 20 The coupler pivot anchor 5 is shown to have a pivot pin 100 extending along a pivot axis 101, wherein the coupler rod 4 is connected to the pivot pin 100 such that rotation of the pivot pin 100 about the pivot axis 101 causes rotation of the coupler rod 4 about the pivot axis 101. For this connection, the coupler pivot anchor 5 has a bracket 102 to which the pin 100 is fixedly attached, the bracket 102 having an opening 103 through which the coupler rod 4 extends, wherein the elastic element 104 (only in...) Figure 15 (As shown in the figure) is arranged inside the bracket 102, with the elastic element abutting against the inner wall 105 of the bracket 102 and against the outer circumferential surface of the coupler rod 4. The elastic element 104 is a rubber ring located on the coupler rod 4 between the protruding walls 107 provided on the coupler rod 4 and between the protruding walls 108 provided on the inner wall 105 of the bracket 102.

[0066] from Figures 15 to 20As can be seen, the deflecting arm 20 has a pivot anchor end, wherein the pivot anchor end is adapted to be attached to the pivot pin 100 of the coupler pivot anchor 5, i.e., by being screwed to the top of the pivot pin 100. Rotation of the deflecting arm 200 about the pivot axis 101 causes the pivot pin 100 and the bracket 102 to rotate about the pivot axis 101. Rotation of the bracket 102 about the pivot axis 101 causes the elastic element 104 to be compressed and applies a force to the coupler rod 4, causing the coupler rod 4 to rotate about the pivot axis 101.

Claims

1. An arrangement (6) for yawing of a coupler (1) of a train vehicle, comprising: - a yaw arm (20) adapted to be connected to a coupler pivot anchor (5) and - a drive (21) connected to the yaw arm (20), wherein the drive (21) is adapted to rotate the yaw arm (20) around the coupler pivot anchor (5), wherein the drive (21) has a yaw arm end connected to the yaw arm (20) and has a train vehicle side end adapted to be connected to a component (2) of a train vehicle, the drive (21) has two hydraulic or pneumatic cylinders (50, 51) arranged between the train vehicle side end and the yaw arm end, and each of the two hydraulic or pneumatic cylinders has a rod (52, 53), each rod having in one of its ends a vehicle side end or the yaw arm end, respectively, characterized in that the two rods are arranged parallel to each other.

2. The apparatus of claim 1, wherein, The yaw arm (20) has a drive end connected to the drive (21) and has a pivot anchor end adapted to be connected to a coupler pivot anchor (5).

3. The apparatus of claim 1 or 2, wherein, The yaw arm (20) has a pivot anchor end, wherein the pivot anchor end is adapted to be attached to a pivot pin (100) of the coupler pivot anchor (5).

4. A coupler (1) of a train, comprising a coupler pivot anchor (5) and an arrangement (6) according to any one of claims 1 to 3.

5. The coupler of claim 4, wherein - a coupler rod (4), wherein the coupler pivot anchor (5) has a pivot pin (100) extending along a pivot axis (101), wherein the coupler rod (4) is connected to the pivot pin (100) in such a way that a rotation of the pivot pin (100) around the pivot axis (101) results in a rotation of the coupler rod (4) around the pivot axis (101).

6. The coupler of claim 5, wherein - a bracket (102), wherein the pivot pin (100) is fixedly attached to the bracket (102), the bracket (102) has an opening (103), wherein the coupler rod (4) extends through the opening (103) of the bracket (102), wherein an elastic element (104) is arranged inside the bracket (102), the elastic element (104) abuts against an inner wall (105) of the bracket (102) and against an outer circumferential surface of the coupler rod (4).

7. A car of a multi-car vehicle, the car comprising a coupler (1) according to any one of claims 4 to 6.

8. A method for coupling a first car of a multi-car vehicle with a second car of a multi-car vehicle, wherein the first car has a coupler (1) with a coupler head (3) and the second car has a coupler (1) with a coupler head (3), wherein in a first position the coupler head (3) of the first car is not aligned with the coupler head (3) of the second car, wherein, The coupler head (3) of the first car is aligned with the coupler head (3) of the second car by operating the arrangement according to any one of claims 1 to 3.

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