DE1903316A1 - Device for the center reset of central buffer couplings of rail vehicles - Google Patents

Description

Device for IXIittenrtickstellung of X, Tittelp feruppluneen of Rail vehicles.

The invention relates to a device for "gimbal reset" suspended Liittelpuftierkupplungen of rail vehicles, with one the Central buffer coupling head bearing, cardanic deflectable and resilient with the vehicle frame connected coupling rod via a located below the coupling rod and with this pivotably connected upper spring plate and one on the upper spring plate attacking compression spring is supported against a lower spring plate and the lower spring plate via two ball-and-socket joints arranged side by side in the transverse direction of the vehicle movable and removable thrust bearing on a strongly connected to the vehicle frame Abutment stands up.

A device having the features mentioned above is already made known by the German publication 1.199.800. At this The mutual distance between the two thrust bearings is decisive for the device for horizontal deflection of the central buffer coupling head from its mit + elage required force. To enable manual deflection, the required Deflection force does not exceed a certain value and the distance between the thrust bearings must be accordingly low.

With large angular deflections of the central buffer coupling head then, however, the risk that the central buffer coupling head laterally over the through the thrust bearing is deflected into certain dead center positions and the device thus can no longer exert a restoring force. The known device is so Only suitable for small deflection angles of the central buffer coupling heads.

To remedy this deficiency, it is from the Dutch patent application 66 13572 became known, a point between the two thrust bearings of the abutment to be connected to the upper spring plate by means of a tie rod. Of the The tie rod then tensions when the central air coupling head is deflected to the side the compression spring, which generates a restoring force that increases with the deflection angle will. Such devices are suitable for large deflection angles however, the disadvantage of requiring very high deflection forces. To during coupling operations to avoid buckling of the central buffer coupling heads to be coupled downwards, it is necessary that the compression spring between the spring plates is very strong to train. however, when a central buffer coupling head is deflected laterally the tension of this powerful compression spring can be overcome and this is only through a correspondingly high deflection force is possible.

The invention is based on the object of providing a device of the initially described to create specified type, which has a simple structure, which only low deflection forces for lateral deflection of a central buffer coupling head requires and which even with coarse, lateral deflections a safe reset of the central buffer coupling head.

This object is achieved according to the invention in that to the both thrust bearings laterally offset to the eye and two more symmetrical, ball-and-socket-like movable and removable outer thrust bearing between the lower spring plate and the abutment are arranged and that with horizontally centered Littelbufferkupplungskopf the two outer thrust bearings when the two inner thrust bearings are supported by a certain one Game are excavated.

According to the further invention, it can be used to adjust the center position of the central buffer coupling heads be expedient if the tfiderlager after releasing a rigid connection adjustably connected to the vehicle frame is.

The drawing shows an exemplary embodiment of one according to the invention configured device shown, namely Figure 1 shows a side view and FIG. 2 shows a partial view in the direction of arrow A according to FIG. 1.

The two front ends of a rail vehicle frame, otherwise not shown are each provided with a holding part 1, on which by means of two in the transverse direction of the rail vehicle side by side threaded bolts 2 and 3 an abutment 4 is attached. The abutment 4 is located obliquely forward and upward in the axial direction the threaded bolts 2 and 3 are offset above the two nuts 5 resp.

6 existing screw connection of the threaded bolts 2 and 3 with the holding part 1. The cross member-like abutment 4 is at least approximately symmetrical to the longitudinal center plane of the rail vehicle with four obliquely forward - upward, hemispherical Thrust bearing - heads 7, 8, 9 and 10 provided. The thrust bearing heads 7 to 10 are located in a line at the same altitude next to each other. On the two inner thrust bearing heads 7 and 8 lie with two thrust bearing pans 11 arranged on its underside and 12 a lower spring plate 13 on. The lower spring plate 13 is with the side cantilevered points 14 and 15 provided, which on their underside the two outer thrust bearing heads 9 and 10 have associated thrust bearing pans 16 and 17. Located between the thrust bearing heads 9 and 10 and the thrust bearing pans 16 and 17 in the axial direction of the lower one parallel to the threaded bolts 2 and 3 Spring plate 13 and a game, see a link 18 on the lower spring plate 14 one of a Compression spring 19 surrounded obliquely forwards and upwards protruding telescopic cylinder 20 attached. The other link 21 of the telescopic cylinder 20 is arranged on the underside of a spring plate 13 coaxially to the lower spring plate upper spring plate 22 attached. The compression spring 19 is between the two spring plates 13 and 22 clamped. On its upper side, the upper spring plate 22 carries a Bearing pin 23, on the upper, rounded end of a coupling rod 24 with a Bearing shell 25 rests. The coupling rod 24, which is only partially shown, is on her rear end via a cardan joint (not shown) and a push-pull Pederung connected to the vehicle frame and also does not carry one at its front end shown central buffer coupling head.

When the central buffer coupling head is centered, the parts of the device the positions shown in the drawing. The two middle ones, from the thrust bearing heads 7 and 8 and the thrust bearing pans 11 and 12 formed thrust bearings 7, 11 and 8,12 lie on and the two outer ones, from the pressure bearing heads 9 and 10 and the pressure bearing pans 16 and 17 formed thrust bearings 9, 16 and 10.17 have the game 5. At through Vertical deflections of the central buffer coupling head caused vertical movements the coupling rod 24 move the members 18 and 21 of the telescopic cylinder 20 with a corresponding reduction in length of the compression spring 19 against each other. Runs the Coupling rod 24 oedingt longitudinal movements by spring movements of the tension-compression suspension on, the telescopic cylinder 20 changes while tilting the lower spring plate 13 around the support on the thrust bearing heads 7 and 8 its inclination according to FIG. 1.

If the central buffer coupling head is deflected horizontally to the side, so the telescopic cylinder 20 initially tilts together with the lower spring plate 13 in order to rest it on one of the thrust bearing heads 7 or

8, while it moves away from the other thrust bearing head 8 or

7 takes off. The spring plate 13 thus tilts around one of the thrust bearings 7, 11 or ES, 12 and the other thrust bearing 8, 12 or 7, 11 is lifted. Upon reaching of a certain deflection angle of the central buffer: the coupling head lies in Direction of deflection lying thrust bearing socket 16 or 17 on the associated thrust bearing head 9 or 10. The bearing socket 25 moves on circular paths during these deflections around the thrust bearing heads 7 and 8; when placing the thrust bearings 9.16 or 10.17 it has not yet reached the highest apex of its orbit.

If one of the thrust bearings 9, 16 or

10.17 the central buffer coupling head deflected further to the side, see above begins the telescopic cylinder 20 with the lower spring plate 13 to each seated, outer thrust bearings 9.16 or 10.17 with lifting of the previously supported, inner thrust bearing 7,11 or 8,12 to rotate. The bearing pan 25 then moves on a circular path around the respectively seated, outer thrust bearing 9, 16 or -10, 17. The central buffer coupling head can therefore continue up to the max.

Lateral position are deflected, in which the bearing pan 25 is short in front of the highest vertex of their current trajectory.

When releasing the central buffer coupling head after such Deflection, it moves back to its central position under the flyweight; included the spring plate 13 initially tilts around the upright, outer thrust bearing 9, 16bzw. 10.17 to the support of the adjacent, inner thrust bearing 7.11 or 8.12 and then then around this inner thrust bearing while excavating the previously resting, outer one Pressure bearing back to the position shown in the drawing.

During frequent deflections of the central buffer coupling head Thus, within a small deflection angle, the spring plate 13 tilts about one of the inner ones Thrust bearings 7, 11 and 8, 12, with the deflection force as a result of the low The distance between these two thrust bearings is also small. Deadline when exceeding At a certain deflection angle come the outer ones, which have a larger base Thrust bearings 9, 10 and 10, 17 to the effect; inter alia, however, the telescopic cylinder 20 then already tilted to the side and the central buffer coupling head is no longer centered located above the thrust bearings is used to further deflect and tilt the telescopic cylinder 20 with spring plate 13 around one of the outer thrust bearings 9, 16 or 10, 17 as well only a small deflection force is required.

As a result of their two pairs of thrust bearings 7, 11 and 8, 12 and 9, 16 and The device according to the invention is thus 10, 17 with different base lengths suitable, the central buffer coupling head within a wide, horizontal deflection range safely returned to its central position with only low deflection forces.

To ensure an exact vertical adjustment of the central buffer coupling head to achieve, the telescopic cylinder 20 in a known manner, not shown Contained springs parallel to the compression spring 19 intercepted by stops. Adjust Sin the central position of the central buffer coupling head can be loosened by screwing Nuts 5 and 6 and thus an adjustment of the abutment 4 with respect to the holding part 1 take place. Then nuts 5 and 6 must be tightened.

The connection between the holding part 1 and the abutment 4 can can also be done in a way other than that described above, but it is advisable to to provide a mutual adjustment option.

Claims (2)

Claims 1. Device for center resetting, cardanically suspended center buffer couplings of rail vehicles, whereby a Cardanically deflectable coupling rod resiliently connected to the vehicle frame via a 'below' the coupling rod and pivotally connected to this upper spring plate and a compression spring acting on the upper spring plate is supported against a lower spring plate and the lower spring plate over two in Transverse direction of the vehicle arranged side by side, movable like a ball joint and detachable thrust bearings on an abutment rigidly connected to the vehicle frame stands up, characterized in that to the two thrust bearings (7, 11 and 8, 12) Laterally outwardly offset and symmetrically two more, movable like a ball joint and removable outer thrust bearings (9, 16 and 10, 17) between the lower spring plate (13) and the abutment (4) are arranged and that with horizontally centered central buffer coupling head the two outer thrust bearings when the two inner thrust bearings are supported by a certain one Game (s) are excavated. 2.) Device according to claim 1, characterized in that the Abutment (4) adjustable to the vehicle frame after loosening a rigid connection (Xalteil 1) is connected.