Bearing block for hinging a coupling rod to a car body of a multi-link vehicle, and rail vehicle

Abstract

The invention relates to a bearing block for attaching a coupling rod to a car body of a multi-section vehicle, in particular a rail vehicle, with a pivot bearing comprising a primary side and a secondary side, wherein a first connection of the bearing block on the primary side is designed to connect to or is formed by the coupling rod, a second connection of the bearing block on the secondary side is formed by a connection structure which is designed to connect the bearing block to the car body, and the primary side is pivotable relative to the secondary side about a vertical axis of rotation;with an overload protection device on the primary side, between the primary side and the secondary side or on the secondary side, wherein the overload protection device has a plurality of shear elements which are arranged, in an initial state parallel to each other, to jointly transmit a compressive force, which is less than a predetermined triggering compressive force, from the first port on the primary side to the second port on the secondary side and, at a shearing compressive force which is equal to or greater than the triggering compressive force, to shear off in a triggered state in order to allow a displacement of at least a part of the primary side forming the first port, relative to a part of the secondary side forming the second port, in an axial direction;The bearing block according to the invention is characterized in that axial stops are provided opposite the movable part of the primary side in the axial direction, the movable part of the primary side is positioned at a distance from these stops in the initial state of the shear elements, and the movable part of the primary side at least indirectly abuts these stops in the triggered state of the shear elements.

Description

[0001] The present invention relates to a bearing block for attaching a coupling rod to a car body of a multi-section vehicle, in particular a rail vehicle, and to a rail vehicle with such a bearing block.

[0002] Bearing blocks of this type feature a pivot bearing with a primary and a secondary side. The primary side is designed to connect to the coupling rod or is formed as an extension of it, while the secondary side is formed by a connecting structure of the bearing block, allowing it to be attached to the car body. The primary side is pivotable relative to the secondary side about a vertical axis of rotation, so that the coupling rod can also pivot about this vertical axis of rotation relative to the car body.

[0003] Standard bearing blocks also feature an overload protection device which, in the event of a collision involving the rail vehicle, allows the coupling rod to be displaced in the axial direction of the bearing block, coinciding with the axial direction of the coupling rod. The coupling rod can thus be moved towards the car body to which it is attached by the bearing block.

[0004] Such an overload protection device has multiple shear elements which, in an initial state, create a rigid connection between a first connection of the bearing block on the primary side (i.e., on the coupling rod) and a second connection of the bearing block on the secondary side (i.e., on a connection structure with which the bearing block is attached to the car body). This allows compressive and tensile forces to be transmitted between the first and second connections, i.e., between the connection structure and the coupling rod.In the event of a collision where a pressure force occurs between the first connection and the second connection that is greater than a predetermined trigger pressure force, the shear elements shear off and allow at least that part of the primary side to which the coupling rod is connected or which is formed by the coupling rod to shift relative to the connection structure of the bearing block, that is, relative to the second connection of the bearing block on the secondary side.

[0005] WO 2016 / 188758 A1 discloses a first embodiment of a generic bearing block in which the overload protection comprises shear elements provided on the primary side in the region of an upper and a lower end of a pivot pin which is rotatably received in the secondary side. The bearing block according to the present invention can also be designed, for example, with corresponding shear elements in such a pivot pin.

[0006] EP 3 385 143 B1 discloses a further bearing block of the generic type, in which the shear elements of the overload protection are arranged within the secondary side, namely between a first part of the secondary side, in which a pivot pin of the primary side is rotatably received about the vertical axis of rotation, and a second part of the secondary side, which has the second connection of the bearing block. According to an embodiment of the present invention, the bearing block can also have corresponding shear elements on the secondary side.

[0007] In principle, it is also possible to implement the shear elements between the primary side and the secondary side.

[0008] A disadvantage of the known embodiments is that, due to asymmetric loads in the event of a collision and due to manufacturing tolerances, the shear elements almost never shear off simultaneously, so that shear and bending loads are exerted on the shifting part of the primary side, which can lead to this part tilting.

[0009] To better synchronize the response of the shear elements and increase shear stiffness, EP 2 700 551 A1 proposes providing a support structure for the pivot pin. This support structure includes a vertically extending support element that connects two bearing shells in which the pivot pin is rotatably mounted. The bearing shells have additional recesses for the end regions of the support element. A disadvantage of this embodiment is that corresponding additional bearing shells must be provided with the support element, requiring additional installation space and increasing manufacturing costs.

[0010] The present invention is based on the objective of providing a bearing block for attaching a coupling rod to a car body of a multi-section vehicle, in particular a rail vehicle, which largely avoids tilting of the movable part of the primary side in the event of a collision and operates reliably and can be manufactured cost-effectively.

[0011] The problem according to the invention is solved by a bearing block with the features of claim 1. The dependent claims describe advantageous and particularly expedient embodiments of the invention.

[0012] A bearing block according to the invention for connecting a coupling rod, in particular a train coupling, to a car body of a multi-section vehicle, such as a track-bound vehicle, in particular a rail vehicle, comprises a pivot bearing having a primary side and a secondary side, wherein a first connection of the bearing block is provided on the primary side. This first connection serves to connect the coupling rod or, if the primary side is formed by the coupling rod, the first connection of the bearing block is accordingly formed by the coupling rod.

[0013] A second connection for the bearing block is formed on the secondary side by a connection structure designed to attach the bearing block to the car body. For example, the connection structure includes a flange with which it can be mounted to the car body. The connection to the car body is then made, for example, to a frame of the car body.

[0014] The primary side can be pivoted relative to the secondary side about a vertical axis of rotation. This also allows the coupling rod to pivot relative to the secondary side about the same vertical axis of rotation.

[0015] According to the invention, an overload protection device is provided, wherein the overload protection device has a plurality of shear elements which are arranged to jointly transmit a compressive force, which is less than a predetermined triggering compressive force, from the first connection on the primary side to the second connection on the secondary side in an initial state parallel to each other and to shear off in a triggered state at a shear force which is equal to or greater than the triggering compressive force in order to allow a displacement of at least a part of the primary side, which forms the first connection, relative to a part of the secondary side, which forms the second connection, in an axial direction, i.e. the axial direction of the bearing block and, in the state of the coupling rod oriented perpendicular to the car body, in the axial direction of the coupling rod.

[0016] If, therefore, the overload protection is located on the primary side, meaning that the shear elements rigidly connect two different parts of the primary side, then during and after shearing, i.e., in their triggered state, a part of the primary side is displaced axially relative to the other part of the primary side and relative to the secondary side. If, on the other hand, the overload protection is located on the secondary side, meaning that the shear elements rigidly connect a first part of the secondary side to a second part of the secondary side, then during and after shearing, i.e., in their triggered state, the primary side, together with a part of the secondary side, is displaced axially relative to that part of the secondary side which has the second connection of the bearing block.If, on the other hand, the overload protection is formed between the primary side and the secondary side, i.e., the shear elements rigidly connect the primary side to the secondary side without hindering its rotation, i.e., rigidly at least in the axial direction, then when the shear elements shear off and in the triggered state, the primary side as a whole is displaced relative to the secondary side.

[0017] According to the invention, axial stops are provided opposite the movable part of the primary side, which, if the overload protection is arranged on the secondary side, can also include a part of the secondary side. The movable part of the primary side is positioned at a distance from these stops in the initial state of the shear elements, and the movable part of the primary side abuts these stops when the shear elements are triggered. If only a part of the primary side or only the entire primary side is moved, it can, in particular, abut directly against the axial stops. If, on the other hand, for example, a part of the secondary side is moved along with the primary side because the overload protection is arranged on the secondary side, the primary side can, accordingly, abut indirectly against the axial stops, in particular via the displaced part of the secondary side.

[0018] Preferably, the axial stops are mounted in or with predetermined breaking points such that, when subjected to a force by the movable part of the primary side exceeding the shear force, they deflect axially, allowing further axial displacement of the movable part of the primary side. This prevents the axial stops from blocking further axial displacement of at least the movable part of the primary side after all shear elements have sheared off. Accordingly, two shear planes spaced apart are provided in the axial direction, the distance between which, as will be explained below, can be comparatively small.

[0019] The axial stops provided according to the invention thus serve to prevent the movable part of the primary side, optionally together with a movable part of the secondary side, from becoming jammed, for example, in the connection structure, if the shear elements are not sheared synchronously. Due to the comparatively small distance to the axial stops, which is in particular only a few centimeters, for example less than 50 cm, less than 30 cm, less than 20 cm, or less than 10 cm, the movable part initially abuts an associated axial stop in the area where the shear element(s) have already sheared. This prevents further displacement until the other shear elements have also sheared and thus the compressive force acting on the axial stops is no longer reduced by the shear elements.Under this compressive force, referred to here as the impact force, the axial stops can then deflect, in particular also by shearing. Preferably, the axial stops only deflect, in particular by shearing, when all shear elements have sheared off.

[0020] The axial stops are preferably positioned at a distance from the car body in the axial direction. The moving part therefore does not strike the car body, or at least only after it has struck the axial stops and actuated them to deflect, in particular shear off, and has then moved further towards the car body.

[0021] Preferably, the rotary bearing comprises a pivot pin which is pivotable about the axis of rotation and is rotatably mounted in the secondary side in the region of an upper end and a lower end, wherein at least one first shear element is provided in the region of the upper end (in the primary side or in the secondary side or in between) and at least one second shear element is provided in the region of the lower end (in the primary side, in the secondary side or in between), and to which at least one first shear element is assigned at least one first axial stop against which the movable part of the primary side at least indirectly abuts when the first shear element shears, and to which at least one second shear element is assigned at least one second axial stop against which the movable part of the primary side at least indirectly abuts when the second shear element shears.

[0022] Preferably, the upper and lower ends of the pivot pin are connected to each other via a central section of the pivot pin, wherein the at least one first shear element establishes a connection between the upper end and the central section, and the at least one second shear element establishes a connection between the lower end and the central section. In this embodiment, the shear elements are thus positioned just within the primary side, to which the pivot pin belongs, which is rotatably mounted about the axis of rotation in the secondary side.

[0023] According to one embodiment of the invention, the at least one first axial stop is mounted at the upper end of the pivot pin, and the at least one second axial stop is mounted at the lower end of the pivot pin. The axial stops thus rotate together with the pivot pin. The central piece can then form the component that directly abuts the axial stops. Accordingly, in the initial state of the shear elements, the central piece is positioned axially at a distance from the axial stops, and in the triggered state of the shear elements, it abuts the axial stops. Reference is made to the aforementioned preferred dimensions of the distance.

[0024] According to one embodiment of the invention, the center piece comprises stop elements that form stop surfaces with which the center piece abuts the axial stops, wherein the axial stops, viewed in the axial direction in which the center piece moves in the released state, are positioned in front of the center piece and the stop elements extend opposite this axial direction. Thus, the axial stops are arranged on the coupling rod side of the center piece, and the stop elements engage behind the axial stops on a side facing away from the center piece or the axis of rotation in order to abut them when the center piece moves in the axial direction.

[0025] According to an alternative embodiment, the at least one first axial stop is mounted next to the upper end of the pivot pin in the connection structure, the at least one second axial stop is mounted next to the lower end of the pivot pin in the connection structure, and the center piece is positioned axially at a distance from the axial stops in the initial state of the shear elements and abuts the axial stops in the triggered state of the shear elements. Thus, in this case as well, the center piece is the component that abuts the axial stops.

[0026] In this embodiment, the axial stops can also be arranged in front of the central piece when viewed in the direction of movement of the central piece, namely if the latter has corresponding stop elements that form the stop surfaces with which the central piece abuts the axial stops and the stop elements encompass the axial stops on the side facing away from the central piece or the axis of rotation.

[0027] According to another embodiment, however, the axial stops can also be positioned behind the center piece in the direction of movement of the center piece.

[0028] In this case, too, stop elements can be provided on the center piece to bridge a distance between the center piece and the axial stops to such an extent that the displacement path of the center piece up to the stop on the stop elements is limited, for example to one of the previously mentioned distances of less than 50 cm, less than 30 cm, less than 20 cm or less than 10 cm.

[0029] A rail vehicle according to the invention has a coupling rod and a car body, wherein the coupling rod is pivotably mounted on the car body with a bearing block according to the present invention about the axis of rotation.

[0030] The invention will be described below by way of example with reference to embodiments and the figures.

[0031] They show: Figure 1 shows a first schematic representation of a bearing block according to the invention, with which a coupling rod of a train coupling is connected to the car body of a rail vehicle; Figure 2 shows a further embodiment of a bearing block according to the invention with, opposite the Figure 1 offset positions of the axial stops; Figure 3 shows a further embodiment of the invention with further exemplary positions of the axial stops; Figure 4 shows a further embodiment of the invention with further changed positions of the axial stops.

[0032] In the Figure 1 An exemplary embodiment of a bearing block according to the invention is shown, with which a coupling rod 1 is connected to the car body 2 of a multi-section, in particular track-bound, vehicle, for example a rail vehicle. Thus, the coupling rod 1 is a coupling rod of a train coupling.

[0033] The coupling rod 1 and the bearing block have a common longitudinal axis which, as shown by the dashed line, extends in the axial direction 8, the direction of which, according to the present invention, is defined starting from the coupling rod 1 in the direction of the car body 2.

[0034] The coupling rod 1 is pivotable about a vertical axis of rotation 10. For this purpose, the bearing block comprises a pivot bearing 3 with a primary side 4, which is formed by or connected to the coupling rod 1, and with a secondary side 5, which is formed by a connecting structure 6 with which the bearing block is connected to the car body 2. Accordingly, the secondary side 5 is stationary together with the car body 2 in the rail vehicle, and the primary side 4 is pivotable relative to the secondary side 5 about the axis of rotation 10.

[0035] The coupling rod 1 is connected to the primary side 4, for example, via a damping structure. In the illustrated embodiment, this damping structure comprises annular elastomer elements 14, which are positioned between end plates 15 rigidly connected to the coupling rod 1 and enclose a central section 11.3 of a pivot pin 11 of the rotary bearing 3 on both sides in the axial direction 8. However, this is only an example, and the coupling rod 1 could also be connected to the primary side 4 or the primary side 4 could be configured differently.

[0036] The center section 11.3 of the pivot pin 11 is connected to an upper end 11.1 of the pivot pin 11 via a first shear element 7.1 and to a lower end 11.2 of the pivot pin 11 via a second shear element 7.2. Thus, the coupling rod 1 is in the Figure 1In the initial state shown, the shear elements 7.1, 7.2 are only displaceable in the axial direction 8 to the extent of the elasticity of the elastomer elements 14 relative to the center piece 11.3 and the upper end 11.1 and lower end 11.2 of the pivot pin 11. However, if, in the event of a collision, a significant compressive force is exerted on the coupling rod 1 and from it towards the car body 2, and this compressive force is greater than a trigger compressive force of the overload protection device with the shear elements 7.1, 7.2, then the first and second shear elements 7.1, 7.2 shear off, and the center piece 11.3 can move in the axial direction 8 together with the coupling rod 1, the elastomer elements 14, and the end plates 15 relative to the upper end 11.1 and lower end 11.2 of the pivot pin 11. In this direction of movement, i.e. in the axial direction 8 shown here, the central piece 11.3 has a first axial stop 9.1 in the area of ​​the upper end 11.1 of the pivot pin 11 and a second axial stop 9.1 in the region of the lower end 11.2 of the pivot pin 11 opposite. If initially only one of the two shearing elements 7.1, 7.2, for example, the first shearing element 7.1, shears off, the center piece 11.3 shifts there until it abuts the associated axial stop 9.1, 9.2, for example, the first axial stop 9.1. This prevents the center piece 11.3 from shifting further in the axial direction 8 beyond the corresponding axial stop, here the first axial stop 9.1, before the other shearing element, here for example the second shearing element 7.2, shears off. Only when the other shearing element, here for example the second shearing element 7.2, shears off, can the center piece 11.3 also strike the other axial stop, here the second axial stop 9.2, and with a sufficiently large compressive force both axial stops 9.1, 9.2 shear off, so that the coupling rod 1 can continue to move in the axial direction 8 towards the car body 2.

[0037] In the illustrated embodiment, the first connection 16, with which the bearing block on the primary side 4 is connected to the coupling rod 1, is formed, for example, by the interface between the elastomer elements 14 and the center piece 11.3. However, this is only an example, and a different connection could also be defined as the first connection 16 on the primary side 4, for example, the interface between the coupling rod 1 and the end plate 15 or at the free end of the coupling rod 1 (not shown).

[0038] The second connection 17 of the bearing block is formed, for example, at the end face of the connection structure 6, with which it is connected to the car body 2, in particular by screwing or welding.

[0039] In the Figures 2 to 4Exemplary embodiments of the invention are shown which differ from the exemplary embodiment according to the embodiment with respect to the positions of the first axial stop 9.1 and the second axial stop 9.2. Figure 1 and are different from each other. While in the embodiment according to the Figure 1 The axial stops 9.1, 9.2 are shear-fixed at the upper end 11.1 and at the lower end 11.2 of the pivot pin 11 so that they rotate together with the pivot pin 11. In the embodiments according to the Figures 2 and 4 Shearable and fixed in the connection structure 6. In the embodiment according to the Figure 2 The axial stops 9.1, 9.2 are positioned behind the central piece 11.3 when viewed in the axial direction 8, and in the embodiment according to the Figure 4The axial stops 9.1, 9.2 are positioned in front of the center piece 11.3 when viewed in the axial direction 8. To nevertheless ensure a corresponding axial stop of the center piece 11.3 in the embodiment according to the Figure 4 In order to enable movement in the axial direction 8 at the axial stops 9.1, 9.2, the central piece 11.3 comprises a first stop element 12, which extends to the side of the first axial stop 9.1 facing away from the axis of rotation 10 and forms a stop surface there, and a second stop element 13, which extends accordingly to the side of the second axial stop 9.2 facing away from the axis of rotation 10 and forms a stop surface there.

[0040] In the exemplary embodiment according to the Figure 3Corresponding stop elements 12, 13 are provided, whereby the axial stops 9.1, 9.2 are shearable connected in the axial direction 8 in front of the central piece 11.3 at the upper end 11.1 and lower end 11.2 of the pivot pin 11.

[0041] In the exemplary embodiment according to the Figure 2 The central piece 11.3 also comprises a first stop element 12, which is assigned to the first axial stop 9.1 and forms a stop surface for it, and a second stop element 13, which is assigned to the second axial stop 9.2 and forms a stop surface for it; however, in this case, the stop elements 12 and 13 serve only to bridge the gap between the part of the central piece 11.3 extending along the axis of rotation 10, for example, the plate-shaped part that is positioned between the elastomeric elements 14, see the Figure 1, and the axial stops 9.1, 9.2 to such an extent that in the initial state of the shear elements 7.1, 7.2, i.e. in the untriggered state, a comparatively small distance remains, for example of less than 50 cm, less than 30 cm, less than 20 cm or less than 10 cm. Reference symbol list

[0042] 1 Coupling rod 2 Car body 3 Swivel bearing 4 Primary side 5 Secondary side 6 Connection structure 7.1 First shear element 7.2 Second shear element 8 Axial direction 9.1 First axial stop 9.2 Second axial stop 10 Pivot axis 11 Pivot pin 11.1 Upper end 11.2 Lower end 11.3 Center piece 12 First stop element 13 Second stop element 14 Elastomer element 15 End plate 16 First connection 17 Second connection

Claims

1. Bearing block for connecting a coupling rod (1) to a car body (2) of a multi-section vehicle, in particular a rail vehicle, with a pivot bearing (3) comprising a primary side (4) and a secondary side (5), wherein a first connection (16) of the bearing block on the primary side (4) is designed to connect to or is formed by the coupling rod (1), a second connection (17) of the bearing block on the secondary side (5) is formed by a connection structure (6) configured to connect the bearing block to the car body (2), and the primary side (4) is pivotable relative to the secondary side (5) about a vertical axis of rotation (10); with an overload protection device on the primary side (4), between the primary side (4) and the secondary side (5), or on the secondary side (5), wherein the overload protection device comprises a plurality of shear elements (7.1, 7.2) which are arranged to jointly transmit, in an initial state parallel to each other, a compressive force less than a predetermined triggering compressive force from the first port on the primary side (4) to the second port on the secondary side (5) and, in a triggered state, to shear off at a shearing compressive force equal to or greater than the triggering compressive force in order to allow a displacement of at least a part of the primary side (4) forming the first port relative to a part of the secondary side (5) forming the second port in an axial direction (8); . characterized by the fact thatAxial stops (9.1, 9.2) opposite the movable part of the primary side (4) in the axial direction (8) are provided, against which the movable part of the primary side (4) is positioned at a distance in the initial state of the shear elements (7.1, 7.2) and against which the movable part of the primary side (4) at least indirectly abuts in the triggered state of the shear elements (7.1, 7.2).

2. Bearing block according to one of claims 1, characterized by the fact that the axial stops (9.1, 9.2) are mounted in or with predetermined breaking points such that, when subjected to a force by the movable part of the primary side (4) with a stop force greater than the shear pressure force, they deflect in the axial direction (8) and allow further displacement of the movable part of the primary side (4) in the axial direction (8).

3. Bearing block according to one of claims 1 or 2, characterized by the fact thatThe rotary bearing (3) has a pivot pin (11) which is pivotable about the axis of rotation (10) and is rotatably mounted in the secondary side (5) in the region of an upper end (11.1) and a lower end (11.2), wherein at least one first shear element (7.1) is provided in the region of the upper end (11.1) and at least one second shear element (7.2) is provided in the region of the lower end (11.2), and to which at least one first shear element (7.1) is assigned at least one first axial stop (9.1) against which the movable part of the primary side (4) at least indirectly abuts when the first shear element (7.1) shears, and to which at least one second shear element (7.2) is assigned at least one second axial stop (9.2) against which the movable part of the primary side (4) at least indirectly abuts when the second shear element (7.2) shears strikes.

4. Bearing block according to claim 3, characterized by the fact thatthe upper end (11.1) and the lower end (11.2) of the pivot pin (11) are connected to each other via a central piece (11.3) of the pivot pin (11), wherein the at least one first shear element (7.1) establishes a connection between the upper end (11.1) and the central piece (11.3) and the at least one second shear element (7.2) establishes a connection between the lower end (11.2) and the central piece (11.3).

5. Bearing block according to claim 4, characterized by the fact that the at least one first axial stop (9.1) is mounted at the upper end (11.1) of the pivot pin (11), the at least one second axial stop (9.2) is mounted at the lower end (11.2) of the pivot pin (11), and the central piece (11.3) is positioned in the axial direction (8) at a distance from the axial stops (9.1, 9.2) in the initial state of the shear elements (7.1, 7.2) and abuts the axial stops (9.1, 9.2) in the triggered state of the shear elements (7.1, 7.2).

6. Bearing block according to claim 5, characterized by the fact that the center piece (11.3) has stop elements (12, 13) that form stop surfaces with which the center piece (11.3) abuts the axial stops (9.1, 9.2), wherein the axial stops (9.1, 9.2) are considered in the axial direction (8) in which the center piece (11.3) moves in the triggered state, are positioned in front of the center piece (11.3) and the stop elements (12, 13) extend opposite this axial direction (8).

7. Bearing block according to claim 4, characterized by the fact thatthe at least one first axial stop (9.1) is mounted next to the upper end (11.1) of the pivot pin (11) in the connection structure (6), the at least one second axial stop (9.2) is mounted next to the lower end (11.2) of the pivot pin (11) in the connection structure (6), and the center piece (11.3) is positioned in the axial direction (8) at a distance from the axial stops (9.1, 9.2) in the initial state of the shear elements (7.1, 7.2) and abuts the axial stops (9.1, 9.2) in the triggered state of the shear elements (7.1, 7.2).

8. Bearing block according to claim 7, characterized by the fact that The axial stops (9.1, 9.2) are considered in the axial direction (8) in which the center piece (11.3) moves in the triggered state, and are positioned behind the center piece (11.3).

9. Bearing block according to claim 7, characterized by the fact thatThe axial stops (9.1, 9.2) are considered in the axial direction (8) in which the center piece (11.3) moves in the triggered state, and are positioned in front of the center piece (11.3).

10. Bearing block according to one of claims 8 or 9, characterized by the fact that the center piece (11.3) has stop elements (12, 13) that form stop surfaces with which the center piece (11.3) abuts the axial stops (9.1, 9.2) and the stop elements (12, 13) extend in the axial direction (8) or against the axial direction (8) in which the center piece (11.3) moves in the triggered state.

11. Rail vehicle with a coupling rod (1) and a car body (2), characterized by the fact that the coupling rod (1) is pivotably mounted about the axis of rotation (10) on the car body (2) with a bearing block according to one of claims 1 to 10.

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