EP2356009B1 - Coupling unit - Google Patents

Coupling unit Download PDF

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Publication number
EP2356009B1
EP2356009B1 EP09799497.4A EP09799497A EP2356009B1 EP 2356009 B1 EP2356009 B1 EP 2356009B1 EP 09799497 A EP09799497 A EP 09799497A EP 2356009 B1 EP2356009 B1 EP 2356009B1
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EP
European Patent Office
Prior art keywords
shaft
housing
coupling unit
unit according
bearing
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Not-in-force
Application number
EP09799497.4A
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German (de)
French (fr)
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EP2356009A1 (en
Inventor
Andreas Krome
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Schaeffler Technologies AG and Co KG
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Schaeffler Technologies AG and Co KG
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Publication date
Application filed by Schaeffler Technologies AG and Co KG filed Critical Schaeffler Technologies AG and Co KG
Priority to PL09799497T priority Critical patent/PL2356009T3/en
Publication of EP2356009A1 publication Critical patent/EP2356009A1/en
Application granted granted Critical
Publication of EP2356009B1 publication Critical patent/EP2356009B1/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G5/00—Couplings for special purposes not otherwise provided for
    • B61G5/02—Couplings for special purposes not otherwise provided for for coupling articulated trains, locomotives and tenders or the bogies of a vehicle; Coupling by means of a single coupling bar; Couplings preventing or limiting relative lateral movement of vehicles

Definitions

  • the invention relates to a coupling unit, in particular for the semi-permanent connection of two wagons of a rail vehicle.
  • the task of this close coupling is to transmit the tensile and compressive forces in the vehicle longitudinal direction during acceleration and braking from one car to the other. Furthermore, it should transmit the lateral forces when cornering and weight forces.
  • the clutch should have a mobility to ensure all three spatial axes. When cornering, the main motion angles occur around the vertical z-axis. If depressions or crests are run over, tilting angles also occur around a horizontally extending y-axis and roll angles about an x-axis extending in the longitudinal direction of the traction, which are to be compensated by the clutch. Furthermore, a short coupling should have no linear degrees of freedom to avoid jerking during load changes.
  • DE 69315632 which at the same time constitutes the closest prior art, is based on the fact that a radial spherical plain bearing with a horizontal bearing axis forms the central element of the articulated connection.
  • the spherical plain bearing has the required rotational angular mobilities in all three pivot axes.
  • the joint bearing is fixed for this purpose via its outer ring in a coupling housing.
  • the housing is a joint head and is connected in the vehicle longitudinal direction in a suitable manner with the vehicle frame of one of the wagon ends to be connected. Usually this is a welded joint used.
  • the joint bearing is fixed via its inner ring with a shaft or a shaft and these in turn in a housing.
  • This fixation of the shaft or of the shaft in or on the housing takes place in such a way that the shaft or the shaft rests on one of its sides against the housing or in a shape of the housing and bears against a wedge or a clamping plate, which lies opposite the molding. held in this position.
  • the shaft is provided with flats against which the wedges for fixing the shaft in the housing. So that the wedges or clamping plates maintain their position, they are detachably connected to the housing. It is also noticeable that the wedging of the shaft or of the shaft is always carried out in such a way that the respective wedge or the respective clamping plate of the shaft or the shaft is arranged side by side in the vehicle longitudinal direction.
  • shaft and inner ring are made in one piece.
  • the housing in turn is also connected in the vehicle longitudinal direction with the end of the second wagon to be connected. Again, a welded joint is usually used for this purpose.
  • the housing is often shaped below so that it can be supported directly on the center plate of the bogie. In this way, the required articulated connection is formed.
  • These state-of-the-art solutions are available with maintenance-type spherical plain bearings (grease / oil lubrication) or with maintenance-free spherical plain bearings (sliding layers between outer and inner ring).
  • maintenance-requiring solutions with other storage solutions are known, but do not reach the ever-increasing life requirements.
  • the coupling unit should also ensure sufficient stiffness with the lowest possible component weight.
  • a simple separation and connection of the coupling unit should be possible even after many years of use.
  • the coupling unit should also be simple in construction, inexpensive to produce and quick to install. A sealing of the bearing elements in the coupling unit should be possible.
  • a coupling unit is proposed in particular for the semi-permanent connection of two rail cars of a rail vehicle, with a first housing for attachment to a first railroad car and a pivotally and rotatably coupled to the first housing second housing for attachment to a second railroad car, wherein on the second housing a bearing outer ring is fixed with a hollow spherical inner bearing surface, which is slidably guided on a bearing inner ring with a spherical outer surface and the bearing inner ring with an inner bore on a shaft which is fixed to the first housing, wherein the shaft at a first end one or two in the Axial direction of the shaft extending flattenings and at a second end one or two extending in the axial direction of the shaft second flats and at least one clamping piece is provided that against one of the flats and an opening portion in the first Geh äuse rests and thereby secures the shaft against rotation.
  • the clamping piece is cuboid, wedge-shaped or cylindrical. According to a further embodiment, the clamping piece consists of at least two clamping piece parts.
  • the flattenings on the first shaft end are aligned parallel to one another and / or the flattenings on the second shaft end are aligned parallel to one another.
  • the first flats and / or the second flats are arranged differently close to the axis of symmetry of the shaft.
  • the bearing inner ring and the shaft are integrally formed as a component.
  • a first support ring on the shaft adjacent to the bearing inner ring and the first housing and / or a second support ring adjacent to the bearing inner ring and the first housing are arranged.
  • the support rings and the bearing inner ring are designed as one component.
  • a first sealing bellows and / or a second sealing bellows are arranged to extend around the shaft, the first sealing bellows sealingly abutting the second housing and the bearing inner ring and / or the first support ring and the second sealing bellows on the second housing and Bearing inner ring and / or the second support ring sealingly.
  • a first clamping element is arranged to extend around the shaft on the first sealing bellows, which presses the first sealing bellows against the first supporting ring and / or on the second sealing bellows a second clamping element is arranged running around the shaft, which surrounds the second sealing bellows against the first second support ring presses.
  • a projection for supporting on a rotary pan is formed on the first housing.
  • sliding material is arranged between the bearing inner ring and the bearing outer ring.
  • an opening is provided on the first housing, which has a central at least partially cylindrical opening portion for receiving the shaft and an inner opening portion for receiving the clamping piece.
  • the inner opening area is at least partially cuboidal.
  • the inner cylindrical opening region has an open position.
  • the shaft has at least two axial bores at the first end and / or second end.
  • the shaft protrudes beyond the housing, so that at least one of the flattening pairs (13a, 13b or 14a, 14b) is arranged partially outside the housing.
  • Fig. 1 shows a schematic sectional view as an elevation of a coupling unit according to the invention according to a first embodiment.
  • the coupling unit has a hatched first housing 1 for attachment to a first railway car (not shown) and a pivotally and rotatably coupled to the first housing 1 also shown hatched second housing 2 for attachment to a second railway wagon (not shown).
  • a bearing outer ring 3 is mounted with a hollow spherical inner bearing surface 4.
  • a bearing inner ring 6 is shown with a spherical outer surface 7.
  • the bearing outer ring 3 is slidably guided on the bearing inner ring 6.
  • the bearing inner ring 6 has an inner bore 8 through which a shaft 10 passes.
  • the shaft 10 has shaft ends 11, 12 which are fixed in the material of the first housing 1.
  • a radial spherical plain bearing 15 is formed with a substantially horizontal Lagerachsauscardi.
  • the bearing outer ring 3 is fixed in the second housing 2.
  • the shaft 10 and the bearing inner ring 6 are realized as two components.
  • shaft 10 and inner ring 6 can also be designed as one component.
  • the radial spherical plain bearing 15 is provided in this embodiment for freedom from maintenance with sliding material 5, for example, sliding fabric or a sliding coating, for example made of bronze or Teflon on the inner bearing surface 4 of the bearing outer ring 3. Lubrication with grease between outer ring 3 and inner ring 6 is also provided.
  • support rings 16a, 16b are arranged on the shaft 10, which fix the inner ring 6 relative to the first housing 1 and position.
  • these support rings 16a, 16b and the bearing inner ring 6 can also be designed as one component.
  • the bellows 18a, 18b extend from the second housing 2 to the respective support ring 16a or 16b and up to the first housing 1.
  • an ingress of liquid, dust or dirt in the radial pivot bearing 15 can be prevented. This serves to increase the service life of the radial spherical plain bearing 15 and to extend the maintenance intervals.
  • the bellows 18a, 18b are designed so that they slip on at least one attachment point outside / inside at excessive pivot angles, or allow elastic deformation.
  • this clamping elements 21 a, 21 b are mounted around the bellows 18 a, 18 b, which press the bellows 18 a, 18 b against the support rings 16 a and 16 b.
  • the clamping elements 21 a, 21 b may be designed as wire rings, worm springs, hose clamps or the like.
  • the clamping elements 21 a, 21 b may be made of steel, plastic or other suitable permanently elastic materials.
  • Fig. 2 shows a schematic representation of a side view of a coupling unit according to the invention according to a second embodiment.
  • the coupling unit off Fig. 2 is essentially like that Fig. 1 built up.
  • the first housing 1 has a projection 19, which extends substantially planar. With this approach 19, it is possible that the first housing 1 (not shown) on a rotary pan is supported.
  • the approach 19 is designed so that the first housing 1 can be supported directly on the turntable (center plate).
  • the first housing 1 has lateral stiffeners 20, here in the form of stiffening ribs 20.
  • the stiffening ribs 20 have the task of avoiding a gaping of the open top first housing 1 at high tensile loads.
  • the shaft 10 has at its first end 11 axially extending and opposing flats 13a, 13b and accordingly - not shown here - at its second end 12 axially extending and opposing flats 14a, 14b.
  • the opposing flats 13a, 13b are designed asymmetrically in this embodiment. The same applies to the flats 14a, 14b. That is, the flattening 13a shown in the picture above is closer to the central axis of the shaft 10 than the flattening 13b and therefore has a larger width.
  • the flats 13a, 13b can also be made symmetrical.
  • asymmetric design of the flats 13a, 13b and 14a, 14b on the shaft 10 the contact area between the shaft 10 and the first housing 1 in the locked state of the shaft 10 in the vehicle longitudinal direction is different in size.
  • the coupling unit in the vehicle longitudinal direction can transmit higher compressive forces than tensile forces.
  • the carrying capacity of the contact shaft / first housing 1 can be adapted to these different requirements. Due to the different sized contact surfaces also in the vertical direction down a greater load capacity than upwards.
  • the first housing 1 has an opening 30, through which the shaft 10 can be inserted at an insertion side 31 of the first housing 1 into the first housing 1.
  • the opening 30 has, for each shaft end 11, 12, substantially three partial areas 32, 34, 36.
  • the first of the insertion 31 outgoing opening portion 32 is formed substantially cuboid and is still funnel-shaped above, which facilitates insertion during assembly of the shaft 10.
  • This first opening region 32 merges into a substantially cylindrical central opening region 34.
  • the central opening region 34 merges into a third inner opening region 36, which is designed in a partially parallelepipedal manner.
  • the opening width of the first opening region is barely larger than the wave width in the region of the flattened portions 13a, 13b, 14a, 14b, ie the distance of the flattened portions 13a, 13b or 14a, 14b from each other.
  • the diameter of the cylindrical central opening region 34 corresponds approximately For mounting the shaft 10 in the first housing 1, this is aligned for insertion into the first opening portion 32 so that the flats 13a, 13b, 14a, 14b parallel to the insertion or the side surfaces of the first cuboid opening portion 32nd are aligned.
  • the shaft 10 is then lowered into the opening 30 until the end of the cylindrical central opening area 34 is reached. At this point, the shaft is rotated by 90 °.
  • the cylindrical surfaces of the shaft and of the central opening region 34 come into contact in the region of contact zones 35a, 35b.
  • the shaft 10 is fixed after this rotation in the vehicle longitudinal direction, as well as vertically up and down.
  • the cylindrical contact zones 35a, 35b on the outer circumference of the shaft 10 between the flats 13a, 13b and 14a, 14b take over the function to transmit the tensile and compressive forces from the driving operation to carry the weight of the wagon supporting down and lifting forces upwards from the driving dynamics or lifting work in eg maintenance / accident situations record.
  • the shaft 10 in this embodiment at the shaft ends 11, 12 frontally two axial bores 40 are introduced. By means of suitable tools which engage in these holes 40, the rotation of the shaft 10 is simplified.
  • the shaft 10 can also be made longer, so that it protrudes beyond the housing 1. Then tools such as wrench for rotating the shaft 10 at the flats 13 a, 13 b and 14 a, 14 b are brought into engagement.
  • a clamping piece 50 is inserted at each of the shaft ends 11, 12 in the inner opening portion 36. Inserted presses the clamping piece 50 against one of the flats 13a, 13b and 14a, 14b of the shaft 5 and the first housing 1 and thereby prevents rotation of the shaft 10.
  • the clamping piece 50 can be secured for example by screwing or other suitable measures against falling out.
  • the shaft 10 can be produced inexpensively with the flats 13a, 13b.
  • the cylindrical Shaft 10 has a high bearing capacity compared to the solutions of the prior art, since the flats 13a, 13b are arranged perpendicular to the main load zone and also relatively small.
  • the housing parts 1, 2 are easy to manufacture, since a few surfaces are to be processed as functional surfaces.
  • the assembly is easy, in particular by the first open top housing 1 and the attachment by clamping. Another advantage is the seal.
  • the actual functional surfaces of the radial joint bearing 15 are protected from contamination and moisture. As a result, less wear on the sliding layer occurs and longer maintenance intervals are possible, in particular for maintenance-requiring bearings.
  • the coupling unit according to the invention provides a better corrosion protection of the internal parts or it is a lesser or no further corrosion protection of these parts required because they are well protected.
  • the coupling unit according to the invention is based on the basic structure "radial spherical plain bearing with horizontal bearing axis". With this configuration, an optimum in terms of bearing / housing stiffness, total mass, power capacity, pressure distribution, travel angle, bearing life and required installation space is achieved.
  • Fig. 3 shows a schematic sectional view of a coupling unit according to the invention according to a third embodiment.
  • the coupling unit corresponds to those of the Fig. 1 and Fig. 2 ,
  • the clamping piece 50 is mounted between the upper shaft flat 13a and the lateral casing stiffener 20. Since this clamping piece is used only for rotary fixing of the shaft 10, it is not involved in the actual power flow between the shaft 10 and the first housing 1 for transmitting the operating loads. This represents a serious difference to existing solutions.
  • the basic principle of the invention is that a flattened cylindrical shaft 10 is inserted into a radially one-sided open substantially cylindrical central opening portion 34.
  • the shaft 10 is so strong flattened so that it fits just by the one-sided radial first opening portion 32 adjacent to the central opening portion 34.
  • the shaft 10 is fixed.
  • the shaft 10 is narrower in the region of the flattening 13a than its nominal outside diameter. This can be achieved by two flattening but also by a single flattening.
  • the flattening 13a is simultaneously used as a contact surface for a clamping piece 50, which prevents rotation of the shaft 10. As a result, the shaft 10 is locked.
  • one side of the cylindrical bore 36a in the first housing can receive an open position 60, which allows insertion of the shaft with subsequent rotation.
  • the provision of only one flattening 13a makes it possible to realize the shaft 10 of the coupling unit according to the invention more cost-effectively, since fewer flattenings have to be produced.
  • Fig. 4 shows a schematic sectional view of a part of a coupling unit according to the invention according to a fourth embodiment.
  • the clamping piece 50 is formed in several parts from a first clamping piece part 50.1 and a second clamping piece part 50.2 and arranged on a housing reinforcement 20.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Pivots And Pivotal Connections (AREA)
  • Mounting Of Bearings Or Others (AREA)
  • Sealing Devices (AREA)

Description

Gebiet der ErfindungField of the invention

Die Erfindung betrifft eine Kupplungseinheit insbesondere zur semipermanenten Verbindung von zwei Waggons eines Schienenfahrzeuges.The invention relates to a coupling unit, in particular for the semi-permanent connection of two wagons of a rail vehicle.

Bei Schienenfahrzeugen werden benachbarte Waggons, die sich gemeinsam auf einem Drehgestell (z.B. Jacobs-Drehgestell) befinden, mittels semipermanenter Verbindungen gekoppelt. Diese Verbindungen werden auch als "Kurzkupplungen" bezeichnet. Fahrzeuge, die solche Kupplungen aufweisen werden auch als "kurzgekuppelte Einheiten" bezeichnet. Überwiegend werden nur zwei Fahrzeuge miteinander gekoppelt, teilweise aber auch mehr.In rail vehicles, adjacent cars co-located on a bogie (e.g., Jacobs bogie) are coupled by semi-permanent joints. These compounds are also referred to as "short couplings". Vehicles having such couplings are also referred to as "short coupled units". Mostly only two vehicles are coupled together, but sometimes more.

Die Aufgabe dieser Kurzkupplung ist es die Zug- und Druckkräfte in Fahrzeuglängsrichtung beim Beschleunigen und Bremsen von einem Waggon auf den anderen zu übertragen. Ferner soll sie die Querkräfte bei Kurvenfahrten und Gewichtskräfte übertragen. Die Kupplung soll eine Beweglichkeit um alle drei Raumachsen gewährleisten. Bei Kurvenfahrten treten die Hauptbewegungswinkel um die vertikale z-Achse auf. Werden Senken oder Kuppen überfahren treten auch Kippwinkel um eine horizontal verlaufende y-Achse und Wankwinkel um eine in Zuglängsrichtung verlaufende x-Achse auf, die von der Kupplung ausgeglichen werden sollen. Ferner soll eine Kurzkupplung keine linearen Freiheitsgrade aufweisen, um ein Rucken bei Lastwechseln zu vermeiden.The task of this close coupling is to transmit the tensile and compressive forces in the vehicle longitudinal direction during acceleration and braking from one car to the other. Furthermore, it should transmit the lateral forces when cornering and weight forces. The clutch should have a mobility to ensure all three spatial axes. When cornering, the main motion angles occur around the vertical z-axis. If depressions or crests are run over, tilting angles also occur around a horizontally extending y-axis and roll angles about an x-axis extending in the longitudinal direction of the traction, which are to be compensated by the clutch. Furthermore, a short coupling should have no linear degrees of freedom to avoid jerking during load changes.

Es existieren für die genannte Anwendung mehrere bekannte Lösungen. DE 69315632 , welche gleichzeitig den nächsten Stand der Technik bildet, basiert darauf, dass ein Radialgelenklager mit einer horizontalen Lagerachse das zentrale Element der gelenkigen Verbindung bildet. Das Gelenklager weist durch eine geeignete Geometrie in allen drei Schwenkachsen die erforderlichen rotatorischen Winkelbeweglichkeiten auf. Das Gelenklager wird hierzu über seinen Außenring in einem Kupplungsgehäuse fixiert. Das Gehäuse stellt einen Gelenkkopf dar und wird in Fahrzeuglängsrichtung auf geeignete Weise mit dem Fahrzeugrahmen eines der zu verbindenden Waggonenden verbunden. Üblicherweise kommt hierzu eine Schweißverbindung zum Einsatz. Das Gelenklager wird über seinen Innenring mit einem Schaft bzw. einer Welle und diese wiederum in einem Gehäuse fixiert. Diese Fixierung der Welle bzw. des Schafts im oder am Gehäuse erfolgt dergestalt, dass der Schaft oder die Welle an einer ihrer Seiten an dem Gehäuse oder in einer Ausformung des Gehäuses anliegt und von einem Keil oder einer Klemmplatte, welche an der Ausformung gegenüberliegt anliegt, in dieser Position gehalten wird. Zu diesem Zweck ist die Welle mit Abflachungen versehen, an denen die Keile zur Fixierung der Welle im Gehäuse anliegen. Damit die Keile bzw. Klemmplatten ihre Position beibehalten, sind diese lösbar mit dem Gehäuse verbunden. Auch ist auffällig, dass die Verkeilung der Welle bzw. des Schaftes immer dergestalt ausgeführt ist, dass der jeweilige Keil oder die jeweilige Klemmplatte der Welle bzw. dem Schaft in Fahrzeuglängsrichtung nebengeordnet ist. Dies wird allerdings als nachteilig angesehen, weil durch diese Nebenordnung der Kraftfluss zwischen Welle und Gehäuse zur Übertragung der Betriebslasten immer auch durch den Keil bzw. die Klemmplatte läuft. Dies erschließt sich sehr leicht darin, dass Kupplungen von Fahrzeugen des Schienenverkehrs ins beide Ersteckungen der Fahrzeuglängsrichtung belastet werden. Diese alternierende Belastung der Keile und ihrer Schraubverbindungen kann leicht dazu führen, dass sich die Keile lösen und sich Zugteile ungewollt verselbständigen können.There are several known solutions for said application. DE 69315632 , which at the same time constitutes the closest prior art, is based on the fact that a radial spherical plain bearing with a horizontal bearing axis forms the central element of the articulated connection. By means of a suitable geometry, the spherical plain bearing has the required rotational angular mobilities in all three pivot axes. The joint bearing is fixed for this purpose via its outer ring in a coupling housing. The housing is a joint head and is connected in the vehicle longitudinal direction in a suitable manner with the vehicle frame of one of the wagon ends to be connected. Usually this is a welded joint used. The joint bearing is fixed via its inner ring with a shaft or a shaft and these in turn in a housing. This fixation of the shaft or of the shaft in or on the housing takes place in such a way that the shaft or the shaft rests on one of its sides against the housing or in a shape of the housing and bears against a wedge or a clamping plate, which lies opposite the molding. held in this position. For this purpose, the shaft is provided with flats against which the wedges for fixing the shaft in the housing. So that the wedges or clamping plates maintain their position, they are detachably connected to the housing. It is also noticeable that the wedging of the shaft or of the shaft is always carried out in such a way that the respective wedge or the respective clamping plate of the shaft or the shaft is arranged side by side in the vehicle longitudinal direction. However, this is considered to be disadvantageous, because by this side order of the power flow between shaft and housing for transmitting the operating loads always through the wedge or the clamping plate runs. This is very easily revealed in that clutches of vehicles of rail transport are charged in both Ersteckungen the vehicle longitudinal direction. This alternating load on the wedges and their screw connections can easily lead to the wedges loosening and pulling parts becoming unintentionally independent.

In verschiedenen Lösungen des Standes der Technik sind Schaft und Innenring einteilig ausgeführt. Das Gehäuse wiederum wird in Fahrzeuglängsrichtung mit dem Ende des zweiten zu verbindenden Waggons ebenfalls verbunden. Auch hierfür wird üblicherweise eine Schweißverbindung verwendet. Das Gehäuse ist häufig unten so geformt, dass es sich auf der Drehpfanne (center plate) des Drehgestells direkt abstützen kann. Auf diese Weise wird die erforderliche gelenkige Verbindung gebildet. Diese Lösungen des Standes der Technik gibt es mit wartungspflichtigen Gelenklagern (Fett/Ölschmierung) oder mit wartungsfreien Gelenklagern (Gleitschichten zwischen Außen- und Innenring). Weiterhin sind wartungspflichtige Lösungen mit anderen Lagerlösungen bekannt, die jedoch die immer weiter steigenden Lebensdaueranforderungen nicht erreichen.In various solutions of the prior art shaft and inner ring are made in one piece. The housing in turn is also connected in the vehicle longitudinal direction with the end of the second wagon to be connected. Again, a welded joint is usually used for this purpose. The housing is often shaped below so that it can be supported directly on the center plate of the bogie. In this way, the required articulated connection is formed. These state-of-the-art solutions are available with maintenance-type spherical plain bearings (grease / oil lubrication) or with maintenance-free spherical plain bearings (sliding layers between outer and inner ring). Furthermore, maintenance-requiring solutions with other storage solutions are known, but do not reach the ever-increasing life requirements.

Diese bekannten Lösungen des Standes der Technik weisen jedoch alle Nachteile auf. So stellt sich die Toleranzabstimmung von Schaft, Gehäuse, Stützscheiben und Lagerbreite im Hinblick auf eine spielfreie Schaftverbindung schwierig dar. Ferner ist die Montage/Demontage bei Verformungen des Schaftes schwierig. Häufig treten eine Korrosion des Schaftsitzes im Gehäuse oder eine Korrosion des Innenring-Sitzes auf dem Schaft auf. Die Wartungsmöglichkeit solcher bekannter Kurzkupplungen ist daher unzureichend. Ferner ist der Schaft im Gehäuse ungenügend fixiert. Nicht abgedichtete Bauformen bedingen einen hohen Wartungsaufwand durch das erforderliche Nachschmieren.However, these known solutions of the prior art have all the disadvantages. Thus, the tolerance adjustment of the shaft, housing, support discs and bearing width with regard to a backlash-free shaft connection is difficult. Furthermore, the assembly / disassembly is difficult in deformations of the shaft. Often occur corrosion of the shaft seat in the housing or corrosion of the inner ring seat on the shaft. The maintenance of such known short couplings is therefore insufficient. Furthermore, the shaft is insufficiently fixed in the housing. Non-sealed designs require a high maintenance through the required relubrication.

Ein weiterer bekannter Typ einer gelenkigen Kupplungseinheit zum semipermanenten Verbinden von Eisenbahnwaggons ist aus der DE 691 08 977 T2 bekannt. Eine Abdichtung der Lagerelemente ist jedoch nicht vorgesehen, was den Einsatz einschränkt. Nachteilig im Hinblick auf eine sichere Befestigung und Spielfreiheit insbesondere bei Erschütterungen ist bei dieser Kupplungseinheit, dass ein keilförmiges Klemmteil eingesetzt wird, um den Aufnahmeschaft des Innenlagerteils am Gehäuse zu fixieren.Another known type of articulated coupling unit for semi-permanent connection of railroad cars is known from DE 691 08 977 T2 known. However, a sealing of the bearing elements is not provided, which limits the use. A disadvantage with regard to a secure attachment and backlash, especially in case of vibrations in this coupling unit, that a wedge-shaped clamping member is used to fix the receiving shaft of the inner bearing part on the housing.

Es ist daher eine Aufgabe der vorliegenden Erfindung eine Kupplungseinheit insbesondere zur semipermanenten Verbindung von zwei Waggons eines Schienenfahrzeugs zur Verfügung zu stellen, die die Nachteile des Standes der Technik minimiert, insbesondere die Lösbarkeit von Kupplungseinheiten unter Wirkung von alternierenden Betriebskräften einschränkt. Die Kupplungseinheit soll ferner bei einem möglichst geringen Bauteilgewicht eine ausreichende Steifigkeit gewährleisten. Außerdem soll eine einfache Trennung und Verbindung der Kupplungseinheit auch nach langjährigem Einsatz möglich sein. Für die Lagerelemente soll der Einsatz austauschbarer Verschleißteile möglich sein. Die Kupplungseinheit soll ferner einfach aufgebaut, kostengünstig herstellbar und schnell montierbar sein. Eine Abdichtung der Lagerelemente in der Kupplungseinheit soll möglich sein.It is therefore an object of the present invention to provide a coupling unit, in particular for the semi-permanent connection of two wagons of a rail vehicle, which minimizes the disadvantages of the prior art, in particular limits the solubility of coupling units under the effect of alternating operating forces. The coupling unit should also ensure sufficient stiffness with the lowest possible component weight. In addition, a simple separation and connection of the coupling unit should be possible even after many years of use. For the bearing elements, the use of replaceable wear parts should be possible. The coupling unit should also be simple in construction, inexpensive to produce and quick to install. A sealing of the bearing elements in the coupling unit should be possible.

Die Aufgabe wird erfindungsgemäß durch eine Kupplungseinheit mit den Merkmalen des Patentanspruchs 1 gelöst. Demzufolge wird eine Kupplungseinheit insbesondere zur semipermanenten Verbindung von zwei Waggons eines Schienenfahrzeuges vorgeschlagen, mit einem ersten Gehäuse zum Befestigen an einem ersten Eisenbahnwaggon und einem schwenkbar und drehbar mit dem ersten Gehäuse gekoppelten zweiten Gehäuse zum Befestigen an einem zweiten Eisenbahnwaggon, wobei am zweiten Gehäuse ein Lageraußenring mit einer hohlkugelförmigen inneren Lagerfläche befestigt ist, der auf einem Lagerinnenring mit einer kugelförmigen Außenfläche gleitend geführt ist und der Lagerinnenring mit einer Innenbohrung auf einer Welle sitzt, die an dem ersten Gehäuse befestigt ist, wobei die Welle an einem ersten Ende ein oder zwei in der axialen Richtung der Welle verlaufende Abflachungen und an einem zweiten Ende ein oder zwei in axialer Richtung der Welle verlaufende zweite Abflachungen aufweist und wenigstens ein Klemmstück vorgesehen ist, dass gegen eine der Abflachungen und einen Öffnungsbereich im ersten Gehäuse anliegt und dadurch die Welle gegen Verdrehen sichert.The object is achieved by a coupling unit with the features of claim 1. Accordingly, a coupling unit is proposed in particular for the semi-permanent connection of two rail cars of a rail vehicle, with a first housing for attachment to a first railroad car and a pivotally and rotatably coupled to the first housing second housing for attachment to a second railroad car, wherein on the second housing a bearing outer ring is fixed with a hollow spherical inner bearing surface, which is slidably guided on a bearing inner ring with a spherical outer surface and the bearing inner ring with an inner bore on a shaft which is fixed to the first housing, wherein the shaft at a first end one or two in the Axial direction of the shaft extending flattenings and at a second end one or two extending in the axial direction of the shaft second flats and at least one clamping piece is provided that against one of the flats and an opening portion in the first Geh äuse rests and thereby secures the shaft against rotation.

Bevorzugte weitere Ausgestaltungen der Erfindung sind in den abhängigen Ansprüchen angegeben.Preferred further embodiments of the invention are specified in the dependent claims.

Gemäß einer Ausführungsform ist das Klemmstück quaderförmig, keilförmig oder zylindrisch ausgebildet. Gemäß einer weiteren Ausführungsform besteht das Klemmstück aus wenigstens zwei Klemmstückteilen.According to one embodiment, the clamping piece is cuboid, wedge-shaped or cylindrical. According to a further embodiment, the clamping piece consists of at least two clamping piece parts.

Gemäß einer weiteren Ausführungsform sind die Abflachungen am ersten Wellenende parallel zueinander ausgerichtet und/oder die Abflachungen am zweiten Wellenende parallel zueinander ausgerichtet. Gemäß einer weiteren Ausführungsform sind die ersten Abflachungen und/oder die zweiten Abflachungen unterschiedlich nahe an der Symmetrieachse der Welle angeordnet.In accordance with a further embodiment, the flattenings on the first shaft end are aligned parallel to one another and / or the flattenings on the second shaft end are aligned parallel to one another. According to a further embodiment, the first flats and / or the second flats are arranged differently close to the axis of symmetry of the shaft.

Gemäß einer weiteren Ausführungsform sind der Lagerinnenring und die Welle einstückig als ein Bauteil gestaltet.According to a further embodiment, the bearing inner ring and the shaft are integrally formed as a component.

Gemäß einer weiteren Ausführungsform sind ein erster Stützring auf der Welle angrenzend an den Lagerinnenring und das erste Gehäuse und/oder ein zweiter Stützring angrenzend an den Lagerinnenring und das erste Gehäuse angeordnet. Gemäß einer weiteren Ausführungsform sind die Stützringe und der Lagerinnenring als ein Bauteil ausgeführt.According to a further embodiment, a first support ring on the shaft adjacent to the bearing inner ring and the first housing and / or a second support ring adjacent to the bearing inner ring and the first housing are arranged. According to a further embodiment, the support rings and the bearing inner ring are designed as one component.

Gemäß einer weiteren Ausführungsform sind ein erster Dichtungsbalg und/oder ein zweiter Dichtungsbalg um die Welle herum verlaufend angeordnet, wobei der erste Dichtungsbalg an dem zweiten Gehäuse und dem Lagerinnenring und/oder dem ersten Stützring dichtend anliegt und der zweite Dichtungsbalg an dem zweiten Gehäuse und dem Lagerinnenring und/oder dem zweiten Stützring dichtend anliegt. Gemäß einer weiteren Ausführungsform ist am ersten Dichtungsbalg ein erstes Spannelement um die Welle herum verlaufend angeordnet, das den ersten Dichtungsbalg gegen den ersten Stützring drückt und/oder am zweiten Dichtungsbalg ein zweites Spannelement um die Welle herum verlaufend angeordnet ist, das den zweiten Dichtungsbalg gegen den zweiten Stützring drückt.According to a further embodiment, a first sealing bellows and / or a second sealing bellows are arranged to extend around the shaft, the first sealing bellows sealingly abutting the second housing and the bearing inner ring and / or the first support ring and the second sealing bellows on the second housing and Bearing inner ring and / or the second support ring sealingly. According to a further embodiment, a first clamping element is arranged to extend around the shaft on the first sealing bellows, which presses the first sealing bellows against the first supporting ring and / or on the second sealing bellows a second clamping element is arranged running around the shaft, which surrounds the second sealing bellows against the first second support ring presses.

Gemäß einer weiteren Ausführungsform ist am ersten Gehäuse ein Ansatz zum Abstützen an einer Drehpfanne ausgebildet.According to a further embodiment, a projection for supporting on a rotary pan is formed on the first housing.

Gemäß einer weiteren Ausführungsform ist Gleitmaterial zwischen dem Lagerinnenring und dem Lageraußenring angeordnet.According to a further embodiment, sliding material is arranged between the bearing inner ring and the bearing outer ring.

Gemäß einer weiteren Ausführungsform ist am ersten Gehäuse eine Öffnung vorgesehen, die einen mittleren wenigstens teilweise zylindrischen Öffnungsbereich zur Aufnahme der Welle und einen inneren Öffnungsbereich zur Aufnahme des Klemmstücks aufweist. Gemäß einer weiteren Ausführungsform ist der innere Öffnungsbereich wenigstens teilweise quaderförmig ausgebildet ist. Gemäß einer weiteren Ausführungsform weist der innere zylindrische Öffnungsbereich eine Freistellung auf.According to a further embodiment, an opening is provided on the first housing, which has a central at least partially cylindrical opening portion for receiving the shaft and an inner opening portion for receiving the clamping piece. According to another embodiment the inner opening area is at least partially cuboidal. According to a further embodiment, the inner cylindrical opening region has an open position.

Gemäß einer weiteren Ausführungsform weist die Welle am ersten Ende und/oder zweiten Ende mindestens zwei axiale Bohrungen auf.According to a further embodiment, the shaft has at least two axial bores at the first end and / or second end.

Gemäß einer weiteren Ausführungsform ragt die Welle über das Gehäuse hinaus, so dass wenigstens eines der Abflachungspaare (13a, 13b oder 14a, 14b) teilweise außerhalb des Gehäuses angeordnet ist.According to a further embodiment, the shaft protrudes beyond the housing, so that at least one of the flattening pairs (13a, 13b or 14a, 14b) is arranged partially outside the housing.

Die Erfindung wird im Folgenden anhand von Ausführungsbeispielen unter Bezugnahme auf die beiliegenden Figuren näher erläutert. Gleiche Bezugszeichen bezeichnen in den Figuren jeweils gleiche Komponenten, wenn dies nicht anders angegeben ist.The invention will be explained in more detail below with reference to embodiments with reference to the accompanying figures. Like reference numerals designate like components throughout the figures, unless otherwise indicated.

Von den Figuren zeigen:

Fig. 1
eine schematische Schnittdarstellung als Aufriss einer erfindungsgemäßen Kupplungseinheit gemäß einem ersten Ausführungsbeispiel;
Fig. 2
eine schematische Darstellung einer Seitenansicht einer erfindungsgemäßen Kupplungseinheit gemäß einem zweiten Ausführungsbeispiel;
Fig. 3
eine schematische Schnittdarstellung einer erfindungsgemäßen Kupplungseinheit gemäß einem dritten Ausführungsbeispiel;
Fig. 4
eine schematische Schnittdarstellung eines Teils einer erfindungsgemäßen Kupplungseinheit gemäß einem vierten Ausführungsbeispiel.
From the figures show:
Fig. 1
a schematic sectional view as an elevation of a coupling unit according to the invention according to a first embodiment;
Fig. 2
a schematic representation of a side view of a coupling unit according to the invention according to a second embodiment;
Fig. 3
a schematic sectional view of a coupling unit according to the invention according to a third embodiment;
Fig. 4
a schematic sectional view of a portion of a coupling unit according to the invention according to a fourth embodiment.

Fig. 1 zeigt eine schematische Schnittdarstellung als Aufriss einer erfindungsgemäßen Kupplungseinheit gemäß einem ersten Ausführungsbeispiel. Die Kupplungseinheit weist ein schraffiert dargestelltes erstes Gehäuse 1 zum Befestigen an einem ersten Eisenbahnwagon (nicht dargestellt) und einem schwenkbar und drehbar mit dem ersten Gehäuse 1 gekoppelten ebenfalls schraffiert dargestellten zweiten Gehäuse 2 zum Befestigen an einem zweiten Eisenbahnwagon (nicht dargestellt) auf. Im zweiten Gehäuse 2 ist ein Lageraußenring 3 mit einer hohlkugelförmigen inneren Lagerfläche 4 angebracht. Innen von dem Lageraußenring 3 ist ein Lagerinnenring 6 mit einer kugelförmigen Außenfläche 7 dargestellt. Der Lageraußenring 3 ist auf dem Lagerinnenring 6 gleitend geführt. Der Lagerinnenring 6 weist eine Innenbohrung 8 auf, durch die hindurch eine Welle 10 verläuft. Die Welle 10 weist Wellenenden 11, 12 auf, die in dem Material des ersten Gehäuses 1 befestigt sind. Durch den Lagerinnenring 6 und den Lageraußenring 3 wird ein Radialgelenklager 15 mit einer im Wesentlichen horizontalen Lagerachsausrichtung gebildet. Der Lageraußenring 3 ist in dem zweiten Gehäuse 2 fixiert. Bei diesem Ausführungsbeispiel sind die Welle 10 und der Lagerinnenring 6 als zwei Bauteile realisiert. Erfindungsgemäß können Welle 10 und Innenring 6 auch als ein Bauteil ausgeführt sein. Das Radialgelenklager 15 ist bei dieser Ausführungsform für eine Wartungsfreiheit mit Gleitmaterial 5, z.B. Gleitgewebe oder einer Gleitbeschichtung, z.B. aus Bronze oder Teflon an der inneren Lagerfläche 4 des Lageraußenrings 3 versehen. Eine Schmierung mit Fett zwischen Außenring 3 und Innenring 6 ist ebenfalls vorgesehen. Beidseitig neben dem Lagerinnenring 6 sind Stützringe 16a, 16b an der Welle 10 angeordnet, die den Innenring 6 gegenüber dem ersten Gehäuse 1 fixieren und positionieren. Erfindungsgemäß können diese Stützringe 16a, 16b und der Lagerinnenring 6 auch als ein Bauteil ausgeführt werden. Die Stützringe 16a, 16b bilden dann seitliche Flansche des Lagerinnenringes 6. Faltenbälge 18a, 18b erstrecken sich vom zweiten Gehäuse 2 zu dem jeweiligen Stützring 16a bzw. 16b und bis zum ersten Gehäuse 1. Mittels der Faltenbalge 18a, 18b kann ein Eindringen von Flüssigkeit, Staub oder Schmutz in das Radialgelenklager 15 verhindert werden. Dies dient zur Steigerung der Lebensdauer des Radialgelenklagers 15 und zur Verlängerung der Wartungsintervalle. Die Faltenbalge 18a, 18b sind so ausgeführt, dass sie an wenigstens einer Befestigungsstelle außen/innen bei zu großen Schwenkwinkeln durchrutschen, oder die Verformung elastisch ermöglichen. Beim vorliegenden Ausführungsbeispiel sind hierzu Spannelemente 21 a, 21 b um die Faltenbälge 18a, 18b herum angebracht, die die Faltenbalge 18a, 18b gegen die Stützringe 16a bzw. 16b drücken. Erfindungsgemäß können die Spannelemente 21 a, 21 b als Drahtringe, Wurmfedern, Schlauchschellen oder ähnliches ausgeführt sein. Die Spannelemente 21 a, 21 b können aus Stahl, Kunststoff oder aus anderen geeigneten dauerelastischen Materialien hergestellt sein. Durch diese Fixierung wird erreicht, dass die Dichtigkeit für lange Zeit sichergestellt wird und nicht durch plastische Verformung des eigentlichen Faltenbalgmaterials die Vorspannung zu gering wird, um die Dichtigkeit zu gewährleisten. Fig. 1 shows a schematic sectional view as an elevation of a coupling unit according to the invention according to a first embodiment. The coupling unit has a hatched first housing 1 for attachment to a first railway car (not shown) and a pivotally and rotatably coupled to the first housing 1 also shown hatched second housing 2 for attachment to a second railway wagon (not shown). In the second housing 2, a bearing outer ring 3 is mounted with a hollow spherical inner bearing surface 4. Inside of the bearing outer ring 3, a bearing inner ring 6 is shown with a spherical outer surface 7. The bearing outer ring 3 is slidably guided on the bearing inner ring 6. The bearing inner ring 6 has an inner bore 8 through which a shaft 10 passes. The shaft 10 has shaft ends 11, 12 which are fixed in the material of the first housing 1. Through the bearing inner ring 6 and the bearing outer ring 3, a radial spherical plain bearing 15 is formed with a substantially horizontal Lagerachsausrichtung. The bearing outer ring 3 is fixed in the second housing 2. In this embodiment, the shaft 10 and the bearing inner ring 6 are realized as two components. According to the invention, shaft 10 and inner ring 6 can also be designed as one component. The radial spherical plain bearing 15 is provided in this embodiment for freedom from maintenance with sliding material 5, for example, sliding fabric or a sliding coating, for example made of bronze or Teflon on the inner bearing surface 4 of the bearing outer ring 3. Lubrication with grease between outer ring 3 and inner ring 6 is also provided. On both sides of the bearing inner ring 6 support rings 16a, 16b are arranged on the shaft 10, which fix the inner ring 6 relative to the first housing 1 and position. According to the invention, these support rings 16a, 16b and the bearing inner ring 6 can also be designed as one component. The bellows 18a, 18b extend from the second housing 2 to the respective support ring 16a or 16b and up to the first housing 1. By means of the bellows 18a, 18b, an ingress of liquid, dust or dirt in the radial pivot bearing 15 can be prevented. This serves to increase the service life of the radial spherical plain bearing 15 and to extend the maintenance intervals. The bellows 18a, 18b are designed so that they slip on at least one attachment point outside / inside at excessive pivot angles, or allow elastic deformation. In the present embodiment, this clamping elements 21 a, 21 b are mounted around the bellows 18 a, 18 b, which press the bellows 18 a, 18 b against the support rings 16 a and 16 b. According to the invention, the clamping elements 21 a, 21 b may be designed as wire rings, worm springs, hose clamps or the like. The clamping elements 21 a, 21 b may be made of steel, plastic or other suitable permanently elastic materials. By this fixation ensures that the tightness is ensured for a long time and not by plastic deformation of the actual bellows material, the bias is too low to ensure the tightness.

Fig. 2 zeigt eine schematische Darstellung einer Seitenansicht einer erfindungsgemäßen Kupplungseinheit gemäß einem zweiten Ausführungsbeispiel. Die Kupplungseinheit aus Fig. 2 ist im Wesentlichen wie die aus Fig. 1 aufgebaut. Das erste Gehäuse 1 weist einen Ansatz 19 auf, der sich im Wesentlichen eben erstreckt. Mit diesem Ansatz 19 ist es möglich, dass sich das erste Gehäuse 1 an einer Drehpfanne (nicht dargestellt) abstützt. Vorteilhaft ist hier der Ansatz 19 so ausgebildet, dass sich das erste Gehäuse 1 direkt auf der Drehpfanne (center plate) abstützen kann. Das erste Gehäuse 1 weist seitliche Versteifungen 20, hier in Form von Versteifungsrippen 20 auf. Die Versteifungsrippen 20 haben die Aufgabe, ein Aufklaffen des oben offenen ersten Gehäuses 1 bei hohen Zuglasten zu vermeiden. Die Welle 10 weist an ihrem ersten Ende 11 sich axial erstreckende und einander gegenüber liegende Abflachungen 13a, 13b und entsprechend - hier nicht dargestellt - an ihrem zweiten Ende 12 sich axial erstreckende und einander gegenüber liegende Abflachungen 14a, 14b auf. Durch diese Abflachungen 13a, 13b, 14a, 14b ist der Abstand zwischen den sich paarweise gegenüber liegenden Abflachungen 13a, 13b bzw. 14a, 14b geringer als der Außendurchmesser der Welle 10 im zylindrischen unreduzierten Bereich. Die sich einander gegenüber liegenden Abflachungen 13a, 13b sind bei dieser Ausführungsform asymmetrisch ausgeführt. Gleiches gilt für die Abflachungen 14a, 14b. D.h. die im Bild weiter oben dargestellte Abflachung 13a liegt näher an der Mittelachse der Welle 10 als die Abflachung 13b und hat daher eine größere Breite. Die Abflachungen 13a, 13b können jedoch ebenso symmetrisch ausgeführt werden. Bei der bei dieser Ausführungsform vorliegenden asymmetrischen Ausführung der Abflachungen 13a, 13b und 14a, 14b an der Welle 10 ist die Kontaktfläche zwischen Welle 10 und dem erstem Gehäuse 1 im verriegelten Zustand der Welle 10 in der Fahrzeuglängsrichtung unterschiedlich groß. In der Praxis ist gefordert, dass die Kupplungseinheit in der Fahrzeuglängsrichtung höhere Druckkräfte als Zugkräfte übertragen kann. Durch eine geeignete Orientierung der unterschiedlich großen Kontaktflächen (In Druckrichtung die größere Fläche), kann die Tragfähigkeit des Kontakts Welle/ erstes Gehäuse 1 an diese unterschiedlichen Anforderungen angepasst werden. Durch die unterschiedlich großen Kontaktflächen besteht auch in vertikaler Richtung nach unten eine größere Tragfähigkeit als nach oben. Das erste Gehäuse 1 weist eine Öffnung 30 auf, durch die die Welle 10 an einer Einführseite 31 des ersten Gehäuses 1 in das erste Gehäuse 1 eingeführt werden kann. Die Öffnung 30 weist für jedes Wellenende 11, 12 im Wesentlichen drei Teilbereiche 32, 34, 36 auf. Der erste von der Einführseite 31 ausgehende Öffnungsbereich 32 ist im Wesentlichen quaderförmig ausgebildet und geht noch oben trichterförmig auf, was ein Einführen bei der Montage der Welle 10 erleichtert. Dieser erste Öffnungsbereich 32 geht in einen im Wesentlichen zylindrischen mittleren Öffnungsbereich 34 über. Der mittlere Öffnungsbereich 34 geht in einen dritten inneren Öffnungsbereich 36 über, der teilweise quaderförmig gestaltet ist. Die Öffnungsbreite des erste Öffnungsbereiches ist kaum größer als die Wellenbreite im Bereich der Abflachungen 13a, 13b, 14a, 14b, d.h. dem Abstand der Abflachungen 13a, 13b bzw. 14a, 14b voneinander. Der Durchmesser des zylindrischen mittleren Öffnungsbereiches 34 entspricht etwa dem Durchmesser der Welle 10. Zur Montage der Welle 10 in das erste Gehäuse 1 wird diese zum Einführen in den ersten Öffnungsbereich 32 so ausgerichtet, dass die Abflachungen 13a, 13b, 14a, 14b parallel zur Einführrichtung bzw. den Seitenflachen des ersten quaderförmigen Öffnungsbereiches 32 ausgerichtet sind. Die Welle 10 wird dann in die Öffnung 30 so weit abgesenkt bis das Ende des zylindrischen mittleren Öffnungsbereiches 34 erreicht ist. An dieser Stelle wird die Welle um 90° verdreht. Dadurch kommen die zylindrischen Flächen der Welle und die des mittleren Öffnungsbereiches 34 in im Bereich von Kontaktzonen 35a, 35b in Kontakt. Die Welle 10 ist nach dieser Drehung in der Fahrzeuglängsrichtung, als auch vertikal nach oben und unten festgesetzt. Die zylindrischen Kontaktzonen 35a, 35b am Außenumfang der Welle 10 zwischen den Abflachungen 13a, 13b und 14a, 14b übernehmen dabei die Funktion, die Zug- und Druckkräfte aus dem Fahrbetrieb zu übertragen, die Gewichtskraft des sich abstützenden Waggons nach unten zu tragen und anhebende Kräfte nach oben aus der Fahrdynamik oder Hebearbeiten in z.B. Wartungs-/Unfallsituationen aufzunehmen. In die Welle 10 sind bei diesem Ausführungsbeispiel an den Wellenenden 11, 12 stirnseitig jeweils zwei axiale Bohrungen 40 eingebracht. Mittels geeigneter Werkzeuge, die in diese Bohrungen 40 eingreifen, wird das Verdrehen der Welle 10 vereinfacht. Erfindungsgemäß kann die Welle 10 auch länger ausgeführt werden, so dass sie über das Gehäuse 1 herausragt. Dann können Werkzeuge z.B. Schraubenschlüssel zum Verdrehen der Welle 10 an den Abflachungen 13a, 13b bzw. 14a, 14b zum Eingriff gebracht werden. Ein Klemmstück 50 ist jeweils bei den Wellenenden 11, 12 in den inneren Öffnungsbereich 36 eingefügt. Eingefügt drückt das Klemmstück 50 gegen eine der Abflachungen 13a, 13b bzw. 14a, 14b der Welle 5 und das erste Gehäuse 1 und verhindert dadurch ein Verdrehen der Welle 10. Das Klemmstück 50 kann z.B. durch Verschrauben oder andere geeignete Maßnahmen gegen Herausfallen gesichert werden. Fig. 2 shows a schematic representation of a side view of a coupling unit according to the invention according to a second embodiment. The coupling unit off Fig. 2 is essentially like that Fig. 1 built up. The first housing 1 has a projection 19, which extends substantially planar. With this approach 19, it is possible that the first housing 1 (not shown) on a rotary pan is supported. Advantageously, the approach 19 is designed so that the first housing 1 can be supported directly on the turntable (center plate). The first housing 1 has lateral stiffeners 20, here in the form of stiffening ribs 20. The stiffening ribs 20 have the task of avoiding a gaping of the open top first housing 1 at high tensile loads. The shaft 10 has at its first end 11 axially extending and opposing flats 13a, 13b and accordingly - not shown here - at its second end 12 axially extending and opposing flats 14a, 14b. By these flats 13a, 13b, 14a, 14b, the distance between the pairs opposite lying flats 13a, 13b and 14a, 14b lower than the outer diameter of the shaft 10 in the cylindrical unreduced area. The opposing flats 13a, 13b are designed asymmetrically in this embodiment. The same applies to the flats 14a, 14b. That is, the flattening 13a shown in the picture above is closer to the central axis of the shaft 10 than the flattening 13b and therefore has a larger width. However, the flats 13a, 13b can also be made symmetrical. In the present in this embodiment asymmetric design of the flats 13a, 13b and 14a, 14b on the shaft 10, the contact area between the shaft 10 and the first housing 1 in the locked state of the shaft 10 in the vehicle longitudinal direction is different in size. In practice, it is required that the coupling unit in the vehicle longitudinal direction can transmit higher compressive forces than tensile forces. By a suitable orientation of the different sized contact surfaces (in the printing direction, the larger area), the carrying capacity of the contact shaft / first housing 1 can be adapted to these different requirements. Due to the different sized contact surfaces also in the vertical direction down a greater load capacity than upwards. The first housing 1 has an opening 30, through which the shaft 10 can be inserted at an insertion side 31 of the first housing 1 into the first housing 1. The opening 30 has, for each shaft end 11, 12, substantially three partial areas 32, 34, 36. The first of the insertion 31 outgoing opening portion 32 is formed substantially cuboid and is still funnel-shaped above, which facilitates insertion during assembly of the shaft 10. This first opening region 32 merges into a substantially cylindrical central opening region 34. The central opening region 34 merges into a third inner opening region 36, which is designed in a partially parallelepipedal manner. The opening width of the first opening region is barely larger than the wave width in the region of the flattened portions 13a, 13b, 14a, 14b, ie the distance of the flattened portions 13a, 13b or 14a, 14b from each other. The diameter of the cylindrical central opening region 34 corresponds approximately For mounting the shaft 10 in the first housing 1, this is aligned for insertion into the first opening portion 32 so that the flats 13a, 13b, 14a, 14b parallel to the insertion or the side surfaces of the first cuboid opening portion 32nd are aligned. The shaft 10 is then lowered into the opening 30 until the end of the cylindrical central opening area 34 is reached. At this point, the shaft is rotated by 90 °. As a result, the cylindrical surfaces of the shaft and of the central opening region 34 come into contact in the region of contact zones 35a, 35b. The shaft 10 is fixed after this rotation in the vehicle longitudinal direction, as well as vertically up and down. The cylindrical contact zones 35a, 35b on the outer circumference of the shaft 10 between the flats 13a, 13b and 14a, 14b take over the function to transmit the tensile and compressive forces from the driving operation to carry the weight of the wagon supporting down and lifting forces upwards from the driving dynamics or lifting work in eg maintenance / accident situations record. In the shaft 10 in this embodiment at the shaft ends 11, 12 frontally two axial bores 40 are introduced. By means of suitable tools which engage in these holes 40, the rotation of the shaft 10 is simplified. According to the invention, the shaft 10 can also be made longer, so that it protrudes beyond the housing 1. Then tools such as wrench for rotating the shaft 10 at the flats 13 a, 13 b and 14 a, 14 b are brought into engagement. A clamping piece 50 is inserted at each of the shaft ends 11, 12 in the inner opening portion 36. Inserted presses the clamping piece 50 against one of the flats 13a, 13b and 14a, 14b of the shaft 5 and the first housing 1 and thereby prevents rotation of the shaft 10. The clamping piece 50 can be secured for example by screwing or other suitable measures against falling out.

Bei der erfindungsgemäßen Kupplungseinheit kann die Welle 10 mit den Abflachungen 13a, 13b kostengünstig hergestellt werden. Die zylindrische Welle 10 weist gegenüber den Lösungen des Standes der Technik eine hohe Tragfähigkeit auf, da die Abflachungen 13a, 13b senkrecht zur Hauptbelastungszone angeordnet und auch relativ klein sind. Die Gehäuseteile 1, 2 sind einfach zu fertigen, da wenige Flächen als Funktionsflächen zu bearbeiten sind. Die Montage ist insbesondere durch das oben offene erste Gehäuse 1 und die Befestigung durch Klemmen einfach. Ein weiterer Vorteil liegt in der Abdichtung. Die eigentlichen Funktionsflächen des Radialgelenk lagers 15 werden vor Verunreinigungen und Feuchtigkeit geschützt. Dadurch tritt weniger Verschleiß an der Gleitschicht auf und es sind längere Wartungsintervalle insbesondere bei wartungspflichtigen Lagern möglich. Die erfindungsgemäße Kupplungseinheit bietet einen besseren Korrosionsschutz der innen liegenden Teile bzw. es ist ein geringerer oder kein weitergehender Korrosionsschutz dieser Teile erforderlich, da sie gut geschütz angeordnet sind. Die erfindungsgemäße Kupplungseinheit basiert auf dem Grundaufbau "Radialgelenklager mit horizontaler Lagerachse". Bei dieser Konfiguration wird ein Optimum bezogen auf Lager-/Gehäusesteifigkeiten, Gesamtmasse, Kraftaufnahmevermögen, Pressungsverteilung, Bewegungswinkel, Lagerlebensdauer und erforderlicher Einbauraum erreicht.In the coupling unit according to the invention, the shaft 10 can be produced inexpensively with the flats 13a, 13b. The cylindrical Shaft 10 has a high bearing capacity compared to the solutions of the prior art, since the flats 13a, 13b are arranged perpendicular to the main load zone and also relatively small. The housing parts 1, 2 are easy to manufacture, since a few surfaces are to be processed as functional surfaces. The assembly is easy, in particular by the first open top housing 1 and the attachment by clamping. Another advantage is the seal. The actual functional surfaces of the radial joint bearing 15 are protected from contamination and moisture. As a result, less wear on the sliding layer occurs and longer maintenance intervals are possible, in particular for maintenance-requiring bearings. The coupling unit according to the invention provides a better corrosion protection of the internal parts or it is a lesser or no further corrosion protection of these parts required because they are well protected. The coupling unit according to the invention is based on the basic structure "radial spherical plain bearing with horizontal bearing axis". With this configuration, an optimum in terms of bearing / housing stiffness, total mass, power capacity, pressure distribution, travel angle, bearing life and required installation space is achieved.

Fig. 3 zeigt eine schematische Schnittdarstellung einer erfindungsgemäßen Kupplungseinheit gemäß einem dritten Ausführungsbeispiel. Im Wesentlichen entspricht die Kupplungseinheit denen aus den Fig. 1 und Fig. 2. Hier ist das Klemmstück 50 zwischen der oberen Wellenabflachung 13a und der seitlichen Gehäuseversteifung 20 angebracht. Da dieses Klemmstück lediglich zur rotativen Fixierung der Welle 10 dient, ist es in den eigentlichen Kraftfluss zwischen Welle 10 und erstem Gehäuse 1 zur Übertragung der Betriebslasten nicht eingebunden. Dieses stellt einen gravierenden Unterschied zu existierenden Lösungen dar. Fig. 3 shows a schematic sectional view of a coupling unit according to the invention according to a third embodiment. Essentially, the coupling unit corresponds to those of the Fig. 1 and Fig. 2 , Here, the clamping piece 50 is mounted between the upper shaft flat 13a and the lateral casing stiffener 20. Since this clamping piece is used only for rotary fixing of the shaft 10, it is not involved in the actual power flow between the shaft 10 and the first housing 1 for transmitting the operating loads. This represents a serious difference to existing solutions.

Das Grundprinzip der Erfindung ist es, dass eine abgeflachte zylindrische Welle 10 in einen radial einseitig offenen im Wesentlichen zylindrischen mittleren Öffnungsbereich 34 eingeführt wird. Dabei ist die Welle 10 so stark abgeflacht, dass sie gerade durch den einseitigen radialen ersten Öffnungsbereich 32 angrenzend an den mittleren Öffnungsbereich 34 passt. Durch Verdrehen der Welle 10 verschließt die verbleibende zylindrische Kontur der Welle 10 den einseitig radial offenen zylindrischen mittleren Öffnungsbereich 34, wodurch die Welle 10 fixiert wird. Dazu ist die Welle 10 im Bereich der Abflachung 13a schmaler als ihr nomineller Außendurchmesser. Dies kann durch zwei Abflachungen aber auch durch eine einzige Abflachung erreicht werden. Die Abflachung 13a wird gleichzeitig als Anlagefläche für ein Klemmstück 50 genutzt, was ein Verdrehen der Welle 10 verhindert. Dadurch wird die Welle 10 verriegelt. Bei lediglich einer einseitigen Abflachung 13a kann eine Seite der zylindrischen Bohrung 36a im ersten Gehäuse eine Freistellung 60 erhalten, die ein Einführen der Welle mit anschließender Drehung ermöglicht. Das Vorsehen von nur einer Abflachung 13a ermöglicht es, die Welle 10 der erfindungsgemäßen Kupplungseinheit kostengünstiger zu realisieren, da weniger Abflachungen hergestellt werden müssen.The basic principle of the invention is that a flattened cylindrical shaft 10 is inserted into a radially one-sided open substantially cylindrical central opening portion 34. The shaft 10 is so strong flattened so that it fits just by the one-sided radial first opening portion 32 adjacent to the central opening portion 34. By rotating the shaft 10, the remaining cylindrical contour of the shaft 10 closes the unilaterally radially open cylindrical central opening portion 34, whereby the shaft 10 is fixed. For this purpose, the shaft 10 is narrower in the region of the flattening 13a than its nominal outside diameter. This can be achieved by two flattening but also by a single flattening. The flattening 13a is simultaneously used as a contact surface for a clamping piece 50, which prevents rotation of the shaft 10. As a result, the shaft 10 is locked. In the case of only one-sided flattening 13a, one side of the cylindrical bore 36a in the first housing can receive an open position 60, which allows insertion of the shaft with subsequent rotation. The provision of only one flattening 13a makes it possible to realize the shaft 10 of the coupling unit according to the invention more cost-effectively, since fewer flattenings have to be produced.

Fig. 4 zeigt eine schematische Schnittdarstellung eines Teils einer erfindungsgemäßen Kupplungseinheit gemäß einem vierten Ausführungsbeispiel. Hier ist das Klemmstück 50 mehrteilig aus einem ersten Klemmstückteil 50.1 und einem zweiten Klemmstückteil 50.2 gebildet und an einer Gehäuseversteifung 20 angeordnet. Fig. 4 shows a schematic sectional view of a part of a coupling unit according to the invention according to a fourth embodiment. Here, the clamping piece 50 is formed in several parts from a first clamping piece part 50.1 and a second clamping piece part 50.2 and arranged on a housing reinforcement 20.

Obwohl die vorliegende Erfindung anhand bevorzugter Ausführungsbeispiele vorliegend beschrieben wurde, ist sie darauf nicht beschränkt, sondern auf vielfältige Weise modifizierbar.Although the present invention has been described in terms of preferred embodiments herein, it is not limited thereto, but modifiable in a variety of ways.

BezugszeichenlisteLIST OF REFERENCE NUMBERS

11
erstes Gehäusefirst housing
22
zweites Gehäusesecond housing
33
LageraußenringBearing outer ring
44
innere Lagerflächeinner storage area
55
Gleitmaterialsliding
66
LagerinnenringBearing inner ring
77
Außenflächeouter surface
88th
Innenbohrunginternal bore
1010
Welle / SchaftShaft / shaft
1111
erstes Endefirst end
1212
zweites Endesecond end
13a, 13b13a, 13b
Abflachungen am ersten WellenendeFlattening at the first end of the shaft
14a, 14b14a, 14b
Abflachungen am zweiten WellenendeFlattening on the second end of the shaft
1515
RadialgelenklagerRadial spherical plain bearings
16a, 16b16a, 16b
Stützringesupporting rings
18a, 18b18a, 18b
Faltenbälgebellows
1919
Ansatzapproach
2020
Versteifungsrippestiffening rib
21a, 21b21a, 21b
Spannelementeclamping elements
3030
Öffnungopening
3131
Einführseiteinsertion
3232
erster Öffnungsbereichfirst opening area
3434
mittlerer Öffnungsbereichmiddle opening area
35a, 35b35a, 35b
Kontaktzonencontact zones
3636
innerer Öffnungsbereichinner opening area
4040
axiale Bohrungaxial bore
5050
Klemmstückclamp
50.150.1
erster Klemmstückteilfirst clamping piece part
50.250.2
zweiter Klemmstückteilsecond clamping piece part
6060
Freistellungexemption

Claims (15)

  1. Coupling unit, in particular for the semi-permanent connection of two freight cars of a rail vehicle, with a first housing (1) for fastening to a first railroad freight car and with a second housing (2) which is coupled pivotably and rotatably to the first housing (1) and is intended for fastening to a second railroad freight car, wherein a bearing outer ring (3) having a hollow spherical inner bearing surface (4) is fastened to the second housing (2) and is guided in a sliding manner on a bearing inner ring (6) having a spherical outer surface (7), and the bearing inner ring (6) sits with an inner bore (8) on a shaft (10) which is fastened to the first housing (1) in a central opening region (34), wherein a first end (11) of the shaft (10) has one or two flattened portions (13a, 13b) running in the axial direction of the shaft (10) and a second end (12) has one or two second flattened portions (14a, 14b) running in the axial direction of the shaft (10), and wherein at least one clamping piece (50) is provided which bears against one of the flattened portions (13a, 13b, 14a, 14b) and the central opening region (34) in the first housing (1) and thereby secures the shaft (10) against rotation, characterized in that the ends (11, 12) of the shaft (10) are arranged rotatably in the central opening region (34), and in that the shaft (10), when rotated in the central opening section (34) from an installation position into an end position, is fixed solely by said rotation both in both extents in the longitudinal direction of the vehicle and vertically upwards and downwards in the central opening section (34).
  2. Coupling unit according to Claim 1, characterized in that the clamping piece (50) is of cuboidal, wedgeshaped or cylindrical design.
  3. Coupling unit according to Claim 1 or Claim 2, characterized in that the clamping piece (50) consists of at least two clamping piece parts (50.1, 50.2).
  4. Coupling unit according to one of the preceding claims, characterized in that the flattened portions (13a, 13b) at the first shaft end (11) are oriented parallel to each other and/or the flattened portions (14a, 14b) at the second shaft end (12) are oriented parallel to each other.
  5. Coupling unit according to one of the preceding claims, characterized in that the first flattened portions (13a, 13b) and/or the second flattened portions (14a, 14b) are arranged at differing close distances from the axis of symmetry of the shaft (10).
  6. Coupling unit according to one of the preceding claims, characterized in that the bearing inner ring (6) and the shaft (10) are of integral design as a single component.
  7. Coupling unit according to one of the preceding claims, characterized in that a first supporting ring (16a) is arranged on the shaft (10) adjacent to the bearing inner ring (6) and the first housing (1), and/or a second supporting ring (16b) is arranged adjacent to the bearing inner ring (6) and the first housing (1).
  8. Coupling unit according to one of the preceding claims, characterized in that the supporting rings (16a, 16b) and the bearing inner ring (6) are designed as a single component.
  9. Coupling unit according to one of the preceding claims, characterized in that a first sealing bellows (18a) and/or a second sealing bellows (18b) are/is arranged running around the shaft (10), the first sealing bellows (18a) bearing in a sealing manner against the second housing (2) and the bearing inner ring (6) and/or the first supporting ring (16a), and the second sealing bellows (18b) bearing in a sealing manner against the second housing (2) and the bearing inner ring (6) and/or the second supporting ring (16b).
  10. Coupling unit according to one of the preceding claims, characterized in that an extension (19) for support on a center plate is formed on the first housing (1).
  11. Coupling unit according to one of the preceding claims, characterized in that sliding material (5) is arranged between the bearing inner ring (6) and the bearing outer ring (3).
  12. Coupling unit according to one of the preceding claims, characterized in that the first housing (1) is provided with an opening (30) which has a central, at least partially cylindrical opening region (34) for receiving the shaft (10), and an inner opening region (36) for receiving the clamping piece (50).
  13. Coupling unit according to one of the preceding claims, characterized in that the inner cylindrical opening region (36) has a clearance (60).
  14. Coupling unit according to one of the preceding claims, characterized in that the shaft (10) has at least two axial bores (40) at the first end (11) and/or second end (12).
  15. Coupling unit according to one of the preceding claims, characterized in that the shaft (10) projects beyond the housing (1), and therefore at least one of the pairs of flattened portions (13a, 13b or 14a, 14b) is partially arranged outside the housing (1).
EP09799497.4A 2008-11-13 2009-11-06 Coupling unit Not-in-force EP2356009B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL09799497T PL2356009T3 (en) 2008-11-13 2009-11-06 Coupling unit

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102008057055A DE102008057055A1 (en) 2008-11-13 2008-11-13 clutch unit
PCT/DE2009/001576 WO2010054630A1 (en) 2008-11-13 2009-11-06 Coupling unit

Publications (2)

Publication Number Publication Date
EP2356009A1 EP2356009A1 (en) 2011-08-17
EP2356009B1 true EP2356009B1 (en) 2014-06-25

Family

ID=41667377

Family Applications (1)

Application Number Title Priority Date Filing Date
EP09799497.4A Not-in-force EP2356009B1 (en) 2008-11-13 2009-11-06 Coupling unit

Country Status (5)

Country Link
US (1) US8590718B2 (en)
EP (1) EP2356009B1 (en)
DE (1) DE102008057055A1 (en)
PL (1) PL2356009T3 (en)
WO (1) WO2010054630A1 (en)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
MX2019005853A (en) * 2016-11-17 2019-10-15 Kaci Intermodal Systems Llc Articulated rail coupler.
DE102020202938A1 (en) 2020-03-06 2021-09-09 Gebhardt Fördertechnik GmbH Sorting conveyor and trolley for a sorting conveyor
CN113682339B (en) * 2021-10-27 2021-12-21 南通市弘达轨道交通配件有限公司 Lubricated type ball pivot for track traffic
CN115056815B (en) * 2022-07-14 2024-03-12 株洲时代新材料科技股份有限公司 Train end hinging mechanism of rubber-tyred train

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5172819A (en) * 1990-05-08 1992-12-22 Westinghouse Air Brake Company Bearing assembly for an articulated coupling apparatus which connects adjacent ends of a pair of railway cars together
EP0456222B1 (en) 1990-05-08 1995-04-19 Westinghouse Air Brake Company Bearing assembly for an articulated coupling apparatus
US5271511A (en) * 1992-08-04 1993-12-21 Westinghouse Air Brake Company Removable shaft member engageable in a ball portion of articulated bearing assembly
US5544767A (en) * 1995-06-28 1996-08-13 Westinghouse Air Brake Company Freight railway car slackless drawbar assembly
DE102006036245A1 (en) * 2006-08-03 2008-02-07 Schaeffler Kg Articulated coupling for rail vehicles

Also Published As

Publication number Publication date
US8590718B2 (en) 2013-11-26
US20110240585A1 (en) 2011-10-06
WO2010054630A1 (en) 2010-05-20
EP2356009A1 (en) 2011-08-17
PL2356009T3 (en) 2014-11-28
DE102008057055A1 (en) 2010-05-20

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