A vehicle coupling shock absorbing device for coupling vehicles

Abstract

The subject of the invention is a a vehicle coupling shock absorbing device for coupling vehicles, having a rear element (3) and a U-shaped housing (1) containing a base wall (11), and side walls (12), where the base wall (11) is located at the side of the rear element (3); inside the housing (1) there is a stop plate (2) mounted slidingly, pin (10) mounted between the ends of the side walls (12) opposite the base wall (11), and a rod (4) running from the rear element (3) through an opening in the base wall (11) to the retaining plate (2), on which cushioning pads (5) are attached alternately with spacers 6, characterized in that the rear element (3) is a shock absorber.

Description

[0001] The subject of the invention is a vehicle coupling shock absorbing device for coupling vehicles, having a rear element and a U-shaped housing containing a base wall, and side walls, where the base wall is located at the side of the rear element; inside the housing there is a stop plate mounted slidingly, between the ends of the side walls opposite the base wall there is a pin mounted, and there is a rod running from the rear element through an opening in the base wall to the retaining plate, on which cushioning pads are attached alternately with spacers.

[0002] Coupling shock absorbers are commonly used to connect vehicles, such as railway cars. They are used to absorb vibrations and stresses in the coupling caused by the pull of one vehicle by another, e.g. when a vehicle starts pulling a coupled railway car, and the push of one vehicle by another, e.g. when a vehicle stops and the pulled car gets closer, or during the coupling procedure if it is carried out with automatic couplings. This kind of device can be used, among others, specifically in automatic couplers, for example, in a DAC coupler (but not only), which is a particularly beneficial application of such a coupler.

[0003] Document WO2022223426A1 describes a draw and buffer device for railway coupling containing: a console (back plate) and housing, a polymer spring placed on a rod, a pressure plate mounted in the housing, and a pin that transmits forces in the direction of pull through the coupling shaft of the housing.

[0004] Document CN206493957U discloses a coupling buffer device having a rear baffle, a middle baffle and a front baffle, as well as a shaft (rod) with polymer springs (elastomers), a pin connecting the front baffle to the middle baffle, and a pin for coupling the head of the yoke frame so that forces are transmitted in the pull direction.

[0005] Sanrok Enterprises' 2014 publication "Descriptive & Maintenance Manual for High Tensile Tightlock Centre Buffer Coupler AAR-H Type Head with Balanced Draft Gear for Fitment On Broad Gauge (BG) Passenger Coaches of Indian Railways" describes a coupling shock absorber for connecting railroad cars having a rear plate and housing. The device also has a rod on which elastomeric shock absorbers and spacers are placed. In addition, there is a pin connecting the coupling head to the shock absorbing device.

[0006] US8070002B2 describes cushioning of buff and draft shocks by means of a rear plate and housing. The centered rod has flexible compression members in the form of multiple elastomeric pads. In addition, the stop plate is protected by the guide.

[0007] Document US9707981B2 reveals a coupler buffer that includes a yoke and an elastic element.

[0008] In prior art solutions, the cushioning part (spring or separate cushioning elements, as in the Sanrok Enterprises publication) is divided into two parts by a housing wall (e.g. in WO'426) or a baffle (e.g. in CN'957). When the shock absorber is compressed from the front (e.g., through the stop plate), the entire shock absorber (both parts) takes the load. When the housing of the device is pulled via the pin, then only the first part of the shock absorber, located between the pin and the stop plate, takes the load. The other part does not take any load and would tend to "relax" i.e. lengthen. This is disadvantageous for the device.

[0009] The above problem is solved by the invention described in the Polish patent application no. P.446459. This invention relates to a coupling shock absorber for coupling vehicles, having a back plate and a U-shaped housing containing a base wall and side walls with guides. The base wall is located at the side of the back plate. Inside the housing there is a sliding stop plate, mounted via guide elements placed in the side wall guides. There is a pin mounted between the ends of the side walls opposite the base wall, and a rod running from the rear plate through an opening in the base wall to the retaining plate, on which cushioning pads are attached alternately with spacers. The invention is characterized in that the back plate and the base wall of the housing are connected by at least one locking shaft.

[0010] It turns out, however, that all of the above solutions are insufficient for certain applications. With heavier vehicles, the compressive force during a collision is so great that it destroys the equipment previously known in the art. Hence, it was necessary to provide a solution that would offer better energy absorption properties and at the same time increased durability.

[0011] The present invention, therefore, relates to a vehicle coupling shock absorbing device for coupling vehicles, having a rear element and a U-shaped housing containing a base wall and side walls, where the base wall is located at the side of the rear element; inside the housing there is a stop plate mounted slidingly, between the ends of the side walls opposite the base wall there is a pin mounted, and there is a rod running from the rear element through an opening in the base wall to the retaining plate, on which cushioning pads are attached alternately with spacers, which is characterized in that the rear element is a shock absorber.

[0012] Preferably, the stop plate is mounted via cushioning pads and a shock absorber.

[0013] Preferably, the side walls of the housing have guides, while the stop plate is mounted via sliding elements placed in the guides.

[0014] Preferably, the cushioning pads are elastomeric.

[0015] Preferably, the spacers are made of steel.

[0016] Preferably, the shock absorber has a cylinder with at least an oil chamber and a piston rod with a piston sliding in the chamber, the piston rod being the rod that runs inside the cylinder.

[0017] More advantageously, the shock absorber is an oil shock absorber and has an oil chamber, the rod passes through the oil chamber and its end projecting at the other side is secured by a nut, also inside the oil chamber there is a piston fixed on the rod, which divides the oil chamber into two parts in fluid communication.

[0018] Even more advantageously, the two parts of the oil chamber are in fluid communication by means of valves in the piston, or the two parts of the oil chamber are in fluid communication by means of holes in the piston, or the two parts of the oil chamber are in fluid communication by means of a gap between the piston and the cylinder.

[0019] Also more preferably, the shock absorber is a two-pipe oil-gas shock absorber with an inner oil chamber, with the rod entering this chamber and terminating with the piston, and with an outer oil-gas chamber, both of which are in fluid connection at the ends of the two chambers.

[0020] The present invention is shown in the embodiment images, where fig. 1-3 show the embodiment of the invention in general isometric, partial longitudinal section from the side and longitudinal section from below, respectively, and fig. 4-6 show another embodiment of the invention, also in general isometric, partial longitudinal section from the side and longitudinal section from below, respectively.

[0021] As shown in the figures, the vehicle coupling shock absorbing device for coupling vehicles has a rear element 3 and a U-shaped housing 1 containing a base wall 11 and side walls 12. The base wall 11 is located at the side of the rear element 3. Inside the housing 1 there is a sliding stop plate 2; a pin 10 is mounted between the ends of the side walls 12 opposite the base wall 11, and there is a rod 4 running from the rear element 3 through an opening in the base wall 11 to the retaining plate 2, on which cushioning pads 5 are attached alternately with spacers 6. The rear element 3 constitutes the shock absorber.

[0022] The housing 1 transfers forces in the pull direction, from the pin 10 to the cushioning pads 5, preventing unwanted horizontal and vertical movement of the device, unwanted vertical movement of the pin 10, and limiting the movement of the cushioning part (i.e., the set of cushioning pads 5) in the direction of pull. In addition, the housing 1 restricts the rotation of the stop plate 2 and its vertical movements and also guides the rod 4.

[0023] The housing 1 also divides the cushioning part (set of cushioning pads 5) into two parts: the part that works in the pull direction and the part that works in the push direction. The housing 1 also restricts vertical movement of the coupling shaft (part of the coupling head) on the pin 10.

[0024] The stop plate 2 transfers forces from the cushioning pads 5 in the pull direction to the front bracket of the vehicle (car) and the forces in the push direction from the coupling shaft of the coupling head to the cushioning pads 5.

[0025] At the same time, the stop plate 2 "straightens" the coupling shaft when coupled to its flat surface.

[0026] The rear element 3 transfers forces in the push direction from the cushioning pads 5 to the rear bracket of the vehicle (car) and also, in certain embodiments, serves as a guide for the rod 4. The rear element 3 also prevents unwanted horizontal and vertical movement of the device, and its main function is to provide additional cushioning (absorbing extra energy) for the device when pushed, and to prevent damage to the device. Such a solution makes it possible to construct a device with dynamic characteristics corresponding to the speed of load transfer, thus absorbing a very large amount of energy, or to shape the dynamic characteristics according to the intended timing, e.g. limiting the maximum force, and thus allowing to reduce the acceleration of the rail car and the carried load during a clash, e.g. when joining rail cars. These features are used to design various categories of devices.

[0027] The pin 10 is the connection point between the device and the coupling shaft of the coupling head. The pin 10 transfers forces in the pull direction from the coupling shaft to the body of the vehicle (car) through the housing 1 and the shock absorbing part.

[0028] The cushioning pads 5 may be elastomeric, while the spacers 6 may be steel, but for a person skilled in the art it will be obvious that also other materials may be used, suitable for this purpose. Both types of elements absorb energy and transfer forces in the direction of push and pull.

[0029] In both embodiments shown in the figures, the stop plate 2 is mounted via cushioning pads 5 and the shock absorber 3. In a certain embodiment, the side walls 12 of the housing 1 have guides 13, while the stop plate 2 is mounted via sliding elements placed in the guides 13. In the embodiments shown in the figures, there are guides 13 in the side walls, but they are not used. Guides 13 are optional.

[0030] In the embodiments shown in the figures, the shock absorber 3 has a cylinder 31 with at least an oil chamber 32, and a piston rod, with a piston 33 sliding in the chamber 32, the piston rod being the rod 4 that runs inside the cylinder 31. However, a person skilled in the art will know that other types of shock absorbers can also be used as needed. It will also be obvious that the places where the rod 4 enters or exits the cylinder 31 are to be sealed.

[0031] Figs. 1-3 show an embodiment of the device in which the shock absorber 3 is an oil shock absorber. As can best be seen in Figures 2-3 (in cross-sections), it has an oil chamber 32, with the rod 4 passing through the oil chamber 32, its end projecting at the other side secured by a nut 14. Inside the oil chamber 32, a piston 33 is mounted on the rod 4, dividing the oil chamber 32 into two parts in fluid communication. In this embodiment, the rod 4 is elongated so that it can act as a double-sided piston rod in the oil shock absorber. Additional energy absorption results from the damped oil flow between the two parts of the oil chamber 32. This solution uses a double-sided piston rod (the rod 4 acts as a double-sided piston rod), so the volume of oil during operation is constant and a gas chamber is not required. During operation, the end of the piston rod slides out of the cylinder 31 into the space behind the car's rear stop, while the nut 14 prevents it from sliding fully in. In this embodiment the two parts of the oil chamber 32 are in fluid communication by means of valves or holes in the piston 33, or by means of a gap between the piston 33 and the cylinder 31.

[0032] Fig. 4-6 show a device embodiment in which the shock absorber 3 is a two-pipe oil-gas shock absorber with an inner oil chamber 32, with the rod 4 entering this chamber and terminating with a piston 33, and with an outer oil-gas chamber 32a. Chambers 32,32a are in fluid communication at the ends of both chambers 32,32a. In this embodiment the additional energy absorption is due to the damped oil flow between the oil chamber 32 and the oil-gas chamber 32a. The oil-gas chamber 32a allows for a change in the volume of the inner space of the cylinder 31 (thanks to the compressibility of the gas and the flow connection of chambers 32,32a), due to the pushing of the piston rod. This solution allows for a design that does not require the piston rod to reach outside the shock absorber (no space required behind the rear stop of the car).

[0033] Of course, the invention is not limited to the embodiments described above, and the features indicated in the claims may be combined with each other in any combinations appropriate for a given application of the solution.

Claims

1. A vehicle coupling shock absorbing device for coupling vehicles, having a rear element (3) and a U-shaped housing (1) containing a base wall (11), and side walls (12), where the base wall (11) is located at the side of the rear element (3), inside the housing (1) there is a stop plate (2) mounted slidingly, between the ends of the side walls (12) opposite the base wall (11) there is a pin (10) mounted, and there is a rod (4) running from the rear element (3) through an opening in the base wall (11) to the retaining plate (2), on which cushioning pads (5) are attached alternately with spacers (6), characterized in that the rear element (3) is a shock absorber.

2. The device according to claim 1, characterized in that the stop plate (2) is mounted via cushioning pads (5) and a shock absorber (3).

3. The device according to claim 1, characterized in that the side walls (12) of the housing (1) have guides (13), while the retaining plate (2) is mounted via sliding elements placed in the guides (13).

4. The device according to claim 1, characterized in that the cushioning pads (5) are elastomeric.

5. The device according to claim 1, characterized in that the spacers (6) are made of steel.

6. The device according to claim 1, characterized in that the shock absorber (3) has a cylinder (31) with at least an oil chamber (32), and a piston rod with a piston (33) slidable in the chamber (32), the piston rod being a rod (4) that runs inside the cylinder (31).

7. The device according to claim 6, characterized in that the shock absorber (3) is an oil shock absorber and has an oil chamber (32), the rod (4) passes through the oil chamber (32) and its end projecting at the other side is secured by a nut (14), and inside the oil chamber (32) there is a piston (33) fixed on the rod (4), which divides the oil chamber (32) into two parts in fluid communication.

8. The device according to claim 7, characterized in that the two parts of the oil chamber (32) are in fluid communication by means of valves in the piston (33).

9. The device according to claim 7, characterized in that the two parts of the oil chamber (32) are in fluid communication by means of openings in the piston (33).

10. The device according to claim 7, characterized in that the two parts of the oil chamber (32) are in fluid communication by means of a gap between the piston (33) and the cylinder (31).

11. The device according to claim 6, characterized in that the shock absorber (3) is a two-pipe oil-gas shock absorber with an inner oil chamber 32, with the rod 4 entering this chamber and terminating with the piston 33, and with an outer oil-gas chamber 32a, both chambers (32,32a) are in fluid communication at the ends of both chambers (32,32a).

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