EP3052368A1

EP3052368A1 - Bearing block for articulating a coupling rod to a carriage body of a track-guided vehicle

Info

Publication number: EP3052368A1
Application number: EP14766478.3A
Authority: EP
Inventors: Thomas Beck; Arthur Kontetzki; Kay-Uwe Kolshorn; Hauke Schleisieck
Original assignee: Voith Patent GmbH
Current assignee: Voith Patent GmbH
Priority date: 2013-10-01
Filing date: 2014-09-16
Publication date: 2016-08-10
Also published as: DE102013110888A1; CN105593099A; CN105593099B; WO2015049104A1; US20160272224A1; US10266186B2

Abstract

The present invention relates to a bearing block (1) for articulating a coupling rod to a carriage body of a track-guided vehicle, in particular a rail vehicle. In order to be able to adapt the bearing block (1) for different applications in a manner which can be achieved simply but yet effectively, a modular construction is provided. For this purpose, the bearing block (1) has a first transverse part (7.1) with a bearing shell (3.1) lying in a first horizontal plane and a second transverse part (7.2) with a bearing shell (3.2) lying in a second horizontal plane. The two bearing shells (3.1, 3.2) in each case have a receptacle (4.1, 4.2) for a vertically extending (common) pivot bolt or for a pivot pin (54.1, 54.2) assigned to the corresponding bearing shell (3.1, 3.2). The modular construction of the bearing block (1) is particularly achieved in that the first and second transverse parts (7.1, 7.2) are designed as separate components which can be connected independently of one another in the carriage body of the track-guided vehicle.

Description

BEARING BODY FOR ADJUSTING A HE COUPLING BAR AT AN EN

WAGENKASTEN AN ES TRACKED FAHR RZEUGES

description

The invention relates to a bearing block for the articulation of a coupling rod to a car body of a track-guided vehicle, in particular rail vehicle.

In rail vehicle technology, a bearing block generally serves to pivotably connect a coupling rod in a horizontal plane to the car body of a rail vehicle. Thus, the coupling rod can also perform pivotal movements relative to the car body, which is required, for example, when cornering a multi-membered train, the realized via the bearing linkage is usually designed so that a horizontal and vertical swinging and axial rotation of the coupling rod relative to the Car body is made possible.

It is also known that in a rigidly supported via a bearing block coupling rod, for example, during a coupling process or during braking shocks and vibrations to damage the vehicle or the

Coupling arrangement can lead yourself. To avoid such damage, it is necessary to limit the transmission of such shocks, vibrations and the like as possible. This is preferably achieved by providing a pulling / pushing device with elastic damping means for absorbing such impacts in the force flow transmitted via the coupling rod. Frequently, such a pull / push device in the articulation of the coupling rod on the car body, ie in the bearing block provided for this purpose, integrated. This pull / push device is designed to direct tensile and compressive forces to a defined size in elastically damped manner on the bearing block in the vehicle undercarriage. The aim is to absorb energy with an elastic deformation of the train / shock device belonging damping means and thus to prevent overstressing of the bearing block and in particular of the vehicle undercarriage.

In Fig. 1, a known from the prior art Kupplungsanlenkung 150 a central buffer coupling for rail vehicles is shown in a perspective view. The illustration in FIG. 2 shows the coupling link 150 according to FIG. 1 in a side sectional view.

In the illustrated conventional Kupplungsanlenkung 150 a pull / push device 50 is integrated, which has a total of three spring elements 52.1, 52.2, 52.3. These spring elements 52.1, 52.2, 52.3 are designed such that tensile and impact forces are absorbed up to a defined size and beyond going forces are forwarded via the bearing block 101 in the vehicle undercarriage.

The coupling linkage 150 shown in FIGS. 1 and 2 comprises the rear part of a coupling arrangement and serves to pivot the coupling shaft of a central buffer coupling via the bearing block 101 horizontally (not explicitly shown in the drawings) to a mounting plate of a car body. Since in the case of the solution known from the state of the art, the pulling / pushing device 50 designed in the form of a damping device (here: elastomeric spring device) is accommodated within the bearing block 101, the bearing block 101 must necessarily have a shape with respect to the pulling / pushing device 50 (here: elastomer spring device) adapted configuration. In particular, it is to be ensured that a certain relative movement is ensured between the bearing block 101 and the pulling / pushing device 50 accommodated in the bearing block 101 and pivoted about the bearing shells 131, 132 of the bearing block 101 in a horizontal plane. In this respect, determine the length of the pulling / pushing device 50 and the damping behavior of this pull / push device 50, the size and in particular the length of the bearing block 101st The illustrations in FIGS. 1 and 2 show that the bearing block 101 used in this conventional coupling linkage 150 has a cage or housing structure 110, with which the bearing shells 131, 132 of the bearing are connected to a vertical flange 102 , In particular, in the conventional embodiment of the bearing block 101, the flange 102 is not in a vertical plane through which the axis of rotation R defined by the bearing shells 131, 132 extends. Rather, the vertical flange plane AI in the direction of the car body is spaced from the vertical pivot axis R defined by the bearing shells 131, 132 (see FIG.

As can be seen in particular from the illustration in Fig. 2, it is necessary in the conventional solution that the vertical flange plane AI is horizontally spaced from the vertical axis of rotation R, which is defined by the bearing shells 131, 132. This distance is necessary so that the absorbed in the housing 53 pull / push device 50 at Druckbelastu can move relative to the bearing block 101 in the direction of the car body to dampen regenerative pressure in this way can. In this case, the horizontal distance of the vertical flange plane AI from the vertical axis of rotation R, and thus the length of the cage or housing structure 110 by the length and the damping behavior of the pull / push device 50 is determined.

In particular, it can be seen that the cage or housing structure 110 of the bearing block 101 must be designed depending on the damping property and the length of the recorded in the bearing block 101 Zug- / Stoßeinrichtu 50. If, for example, a pull / push device 50 with more than three spring elements 52.1 to 52.3 is to be used, the housing 53 of the pull / push device 50 extends so that between the vertical pivot axis R defined by the bearing shells 131, 132 and the vertical one Flanschevel AI a greater horizontal distance is provided.

Due to the fact that the operating principle and the construction of the pull / push device 50 accommodated in the bearing block 101 are not uniform and must be selected depending on the respective application, very many variants of bearing blocks are to be provided, which increases the production costs. The present invention is therefore the task zugru hands to provide a solution with which a bearing block can be used much more flexible even with train / shock devices of different types. This object is solved by the subject matter of independent claim 1. Advantageous developments are specified in the dependent claims.

Accordingly, in particular, a bearing block is proposed which has a first transverse part with a lying in a first horizontal plane bearing shell and a second transverse part with a lying in a spaced from the first horizontal plane second horizontal plane bearing shell. The transverse parts are, in particular, transverse beams or similar construction elements. The bearing shells of the cross members each have a receptacle for a vertically extending common pivot pin or for one of the corresponding bearing shell associated pivot.

In contrast to the conventional solutions known from the prior art, however, the bearing block according to the invention is not designed in one piece; Rather, it is provided that the first and second transverse part are designed as independently of each other with the car body track-guided vehicle connectable, separate components.

The achievable with the inventive solution advantages are obvious: the fact that the bearing block consists of combinable individual parts, it is possible to choose the vertical distance of the cross members individually and application-specific, so that with the individual parts of the bearing block, in particular the transverse parts of the Lagerbockes, train / shock devices of different types can be included. In a preferred development of the invention, in addition to the two transverse parts, a base plate formed separately from the transverse parts is also provided, which has at least one flange region connectable to the car body of the track-guided vehicle. Thus, it is conceivable that the first and second transverse part of the bearing block are independently detachably connectable to the base plate and so on the base plate to the car body. However, the solution according to the invention is not limited to embodiments in which the two transverse parts of the bearing block can be preassembled on a base plate. Instead of a base plate, it is also conceivable that so-called spacers are provided, which are preferably designed as separate components to the two transverse parts. These spacers are preferably releasably connected to the two transverse parts so that the cross members are spaced apart from each other in the vertical direction after connecting to the spacers. This can already be realized by the provision of a single spacer.

Preferably, in the transverse parts corresponding receptacles are provided to accommodate at least a portion of the spacer. These recordings are provided in a preferred Realisieru ng on the lateral edge region of the corresponding cross member. In particular, a groove or a groove-like rail is suitable as a receptacle in order to position the spacer in a defined manner relative to the transverse part. Of course, other embodiments for the trained in the corresponding cross-sections recordings come into question here.

In a particularly preferred realization of the last-mentioned embodiment of the bearing block according to the invention, two spacers are used, which in the assembled state, ie. H. when they are connected to the two transverse parts are spaced horizontally from each other. The vertical extent of these two spacers then defines the distance between the first horizontal plane in which the bearing shell of the first cross member is located, and the second horizontal plane in which the bearing shell of the second cross member lies. It can thus be seen that only by replacing the spacers, the distance between the first and second horizontal plane and thus the possibility of use of the bearing block can be varied. According to a further aspect, the invention relates to a coupling linkage for articulated connecting a coupling rod with a car body, in particular with a car body of a multi-unit, track-guided vehicle, the Kupplungsanlenkung connected to the car body bearing block of the type described above and ver to the bearing block in a horizontal plane - Has pivotally hinged pull / push device for damping transmitted via the coupling rod on the bearing block tensile and compressive forces. However, the invention is not limited to a pull / push device - rather, the bearing block according to the invention is also suitable for articulating a coupling rod, for example via a spherical plain bearing, without that in the articulation a pull / push device is used.

In a preferred embodiment of the coupling linkage, the pulling / pushing device is designed as a spring device or spring device which has a pull / push rod connected or connectable to a carriage box end region of the coupling rod, at least one spring element preferably in the form of an annular spring element made of an elastomeric material. Material and has an open towards the coupling rod housing, said at least one spring element is accommodated in this housing. The at least one spring element may be made in two parts to facilitate mounting on the pull / push rod. It is conceivable here that a first part of the spring element is placed from a first side of the pull / push rod on the pull / push rod, while the second part of the spring element from the second side of the pull / push rod on the pull / push rod put on and then connected to the first part. In principle, it would also be conceivable to suspend the spring element in the longitudinal direction of the pull / push rod on the pull / push rod and to fix it there, for example with the help of a nut.

However, the invention is not limited to a Kupplungsanlenkung in which the pull / push device is designed as a spring device or spring apparatus.

On the contrary, other preferably regenerative damping devices, such as gas-hydraulic buffers or similar spring elements, are also suitable for the pulling / pushing device.

The housing of the example designed as a spring device or spring apparatus Zug- / shock device is pivoted in an advantageous manner via a first pivot in the receptacle of the first bearing shell and a second pivot in the receptacle of the second bearing shell in a horizontal plane pivotally mounted on the bearing block. In such a pull / push device, prestressed resilient rings made of an elastic material are advantageously provided between the inner peripheral surface of the housing, which are aligned vertically with their center planes and arranged one behind the other in the longitudinal direction of the pull / push rod. However, it is also conceivable here, instead of several individual ner, successively arranged rings a single cylindrical elastomeric Element (elastomeric cylinder) to use. On the outer peripheral surface of this cylindrical elastomer element, for example, annular encircling elastomer beads may be provided. In a possible realization of the designed as an elastomeric spring device train / shock device, both the rear, d. H. wagenkastenseitige end of the coupling rod or the pull / push rod and the inside of the housing facing each other circumferential annular beads, wherein the resilient rings made of an elastic material or the said elastomeric cylinder with the annular beads in each case in between spaces between two adjacent annular beads the rear end of the coupling rod and the housing are held. Each resilient ring rests directly on both the peripheral surface of the coupling shaft and on the inner peripheral surface of the housing, wherein in relation to tensile and impact forces unloaded state of the elastomeric spring device, the annular ridges of the coupling rod are aligned with the associated annular ridges of the housing.

As already indicated, it is preferably provided that the housing of the train / shock device designed as an elastomeric spring device is articulated in a pivotable manner on the bearing block in the receptacles of the corresponding bearing shells via the previously mentioned pivot pins. Preferably, the first and / or second pivot pin are designed as shearing element such that the corresponding pivot pin shears off at a critical impact force transmitted to the bearing block by the coupling rod and thus the connection between the housing of the elastomer spring device and the bearing block is released. In other words, in this preferred embodiment of the coupling linkage according to the invention, the housing of the elastomeric spring device is connected to the bearing block via at least one shearing element, so that when a defined critical impact force is exceeded, the coupling rod with the housing and the elastomer spring device provided therein aus the power flow transmitted to the bearing block is taken.

On the other hand, it is also conceivable that the first and / or second pivot pin are connected by means of at least one shear element, in particular shear bolt with the housing of the pull / push device / is such that the at least one shear element in one of the coupling rod on the Bearing block transferred shear off the critical critical force, and thus the connection between the housing of the pull / push device and the bearing block is released.

It should be noted that this embodiment is of course not limited to elastomer spring devices, but is also applicable to other integrated in the articulation train / shock devices. For example, such a pull / push device may also be implemented with hollow rubber springs, friction springs, hydraulic devices, and combinations thereof. It is also conceivable, in addition or as an alternative to such regenerative impact elements, to use destructive impact elements.

Another advantage of the last-mentioned embodiment of the inventive coupling is that, after exceeding the critical impact force by separating the connection between the housing of the pulling / pushing device (elastomer spring device) and the bearing block, not only the pulling / pushing device (elastomeric Spring means), but also the associated coupling rod are taken from the power flow, so that the bearing block remains in its original position on the car body. In particular, in a crash, the entire bearing block is no longer moved, for example, into a space provided for this purpose in the undercarriage of the vehicle body, as is the case with conventional vehicles

Central buffer couplings partially the case. Instead, the bearing block remains on the car body and can take over the function of a "guide profile" or a "catching element" with regard to the coupling shaft detached from the bearing block, since the pull / push device (elastomer spring device) engages with the coupling shaft in the or can be supported on the opening passing through the bearing block and thus prevents the separated coupling shaft or the separated pulling / pushing device can fall down to the track (track bed).

It is particularly preferred in the case of the coupling linkage according to the invention, in which a pulling link, which is pivotably articulated to the bearing block in a horizontal plane, is preferred.

Shock device is used, provided that the pull / push device is designed so that the transmitted from the coupling rod on the pull / push device tensile and impact forces by regenerative deformation of the provided in the pull / push device spring elements up to a firmly defined size are attenuated, this fixedly defined size being set to a value smaller than the response force of the at least one shearing element, with which the pulling / pushing device can pivot with the bearing block in a horizontal plane. is bound. This ensures that the tensile / shock device absorbs tensile and compressive forces up to the fixed size and thus smaller shocks, such as occurring during driving or braking and shocks vibrations absorbed and thus eliminated.

The additional forces which occur, for example, in the event of a collision of the vehicle with an obstacle (crash), cause the at least one shearing element, which is used to connect the push / push device to the bearing block, to act, whereby the connection between the train / Shock and the bearing block solved and the pull / push device and the coupling rod are at least partially taken from the transferred to the bearing block power flow. In this way, after exhausting the damping capacity of the spring elements provided in the pulling / pushing device, the remaining residual energy is transmitted, for example, to wagon-box-side energy absorbing elements, such as friction elements or crash boxes. The advantage lies in the fact that in an accident the greatest possible calculable energy consumption can be achieved in a predictable event sequence, since the coupling shaft is taken with the central buffer coupling at a defined level of force from the power flow and thus allows the collision of the car bodies and the use of the carcass side energy absorption elements ,

In a preferred realization of the solution according to the invention, it is provided that the housing of the pulling / pushing device, which is hinged horizontally, for example by means of the at least one shearing element on the bearing block of the car body, consists of two half shells which can be releasably connected to one another. As a connection to this example, bolts come into question. Of course, it is also conceivable to connect not only two, but a plurality of housing parts. Here, the installation of the spring elements in the pull / push device is facilitated.

In the following the invention will be described in more detail with reference to the accompanying drawings.

Show it : a perspective view of a known from the prior art Kupplungsanlenkung for a central buffer coupling of a track-guided vehicle, in particular rail vehicle; the coupling linkage according to FIG. 1 in a side sectional view; perspective views of different exemplary embodiments of the bearing block according to the invention; a plan view of another exemplary embodiment of the bearing block according to the invention; and

Fig. 4b is an exploded perspective view of the exemplary embodiment of FIG. 4a

FIGS. 1 and 2 show a coupling linkage 150 known from the prior art. The coupling linkage 150 consists of a bearing block 101 and a pull / push device 50, which is pivotably hinged in the bearing block 101 in a horizontal plane and which is designed here in the form of an elastomeric spring device. The coupling linkage 150 serves to pivot a coupling rod (not shown in FIGS. 1 and 2) of a central buffer coupling on a carriage body (also not shown in FIGS. 1 and 2) in a horizontal plane. As already indicated, this articulation takes place via the pull / push device 50 which is designed in the form of an elastomeric spring device. For this purpose, the pull / push device 50 has a pull / push rod 51, which can either be connected to the end of a carriage (not shown) ) Coupling rod is connectable, or which forms the carriage box-side end portion of the coupling rod.

It can be seen from the representation in FIG. 2 that the pull / push device 50 designed as an elastomeric spring device has a total of three spring elements 52.1 to 52.3. These spring elements 52.1 to 52.3 are each made of two half-rings of an elastic material in the embodiment shown. In the assembled state, the two half rings of each spring element 52.1 to 52.3 receive the pull / push rod 51. The elastomeric spring elements 52.1 to 52.3 are with their center planes aligned vertically and arranged at a mutual distance in the longitudinal direction of the pull / push rod 51 one behind the other and fixed there.

The pull / push device 50 used in the coupling linkage 150 according to FIGS. 1 and 2 has a housing 53 which is open towards the coupling rod and into which the carriage-box-side end region of the pull / push rod 51 is spaced radially from the inner peripheral surface of the drawbar Housing 53 protrudes coaxially. The inside of the housing 53 has circumferential annular beads, wherein the annular elastomeric spring elements 52.1 to 52.3 are held between two adjacent annular beads opposite the cart side end of the pull / push rod 51 and the housing 53. In this case, each elastomer-spring element 52.1 to 52.3 abuts both on the circumferential surface of the pull / push rod 51 and on the inner circumferential surface of the housing 53. In a state of the pulling / pushing device 50 (see Fig. 2), which is unloaded with respect to tensile and impact forces, the elastomer spring elements 52.1 to 52.3 are aligned with the associated annular beads of the housing 53.

As already indicated, the pulling / pushing device 50 is pivotally hinged to the bearing block 101 in the horizontal plane. For this purpose, the bearing block 101 has a bearing consisting of a first (upper) bearing shell 131 and a second (lower) bearing shell 132. The housing 53 of the pull / push device 50 is executed with corresponding pivot pins 54.1, 54.2 executed, which are received by the corresponding bearing shells 131, 132 such that the housing 53 of the pull / push device 50 and thus the entire pull / push device 50th with the pull / push rod 51 and attached to the pull / push rod 51 or attachable coupling rod in a horizontal plane relative to the bearing block 101 is pivotable.

The illustrations in FIGS. 1 and 2 show that the bearing block 101 used in this conventional coupling linkage 150 has a cage or housing structure 110, with which the bearing shells 131, 132 of the bearing are connected to a vertical flange 102 , In particular, in the conventional embodiment of the bearing block 101, the flange 102 is not in a vertical plane through which the axis of rotation R defined by the bearing shells 131, 132 extends. Rather, the vertical flange plane AI in the direction of the car body is spaced from the vertical pivot axis R defined by the bearing shells 131, 132 (see FIG. The flange 102 has first and second flange portions 121, 122, each of these two flange portions 121, 122 being respectively provided with holes 109 in which screws are receivable to engage the bracket 101 via the flange portions 121, 122 at the front end of a carbody or to attach to the undercarriage of a car body. In this case, the flange regions 121, 122 are connected via the cage or housing structure 110 to the bearing shells 131, 132.

As can be seen in particular from the illustration in Fig. 2, it is necessary in the conventional solution that the vertical flange plane AI is horizontally spaced from the vertical axis of rotation R, which is defined by the bearing shells 131, 132. This distance is necessary in the conventional Kupplungsanlenkung 150 so that the recorded in the housing 53 pull / push device 50 can move relative to the bearing block 101 in the direction of the car body under pressure loading to dampen regenerative pressure forces in this way. In this case, the horizontal distance of the vertical flange plane AI from the vertical axis of rotation R, and thus the length of the cage or housing structure 110 by the length and the damping behavior of the pull / push device 50 is determined.

In particular, it can be seen that the cage or housing structure 110 of the bearing block 101 must be designed depending on the damping property and the length of the recorded in the bearing block 101 Zug- / Stoßeinrichtu 50. If, for example, a pull / push device 50 with more than three spring elements 52.1 to 52.32 is to be used, the housing 53 of the pull rod extends.

/ Shock 50, so that between the bearing shells 131, 132 defined vertical pivot axis R and the vertical flange AI a greater horizontal distance is provided. Therefore, the bearing block 101 used in the coupling linkage 150 shown in FIGS. 1 and 2 is suitable only for the special pulling / pushing device 50 shown in these figures.

Hereinafter, with reference to the depicting lungs in Figures 3a to 3e and 4 different embodiments of the bearing block 1 according to the invention will be described in more detail. All embodiments of the bearing block 1 according to the invention have in common that - in contrast to the conventional solutions - the bearing block 1 is designed in a modular design. "Modular" in this context means that apart from the one-sided design of the bearing block 1 as a cast or forged part rather, the one tension / compression rod 51 or a tension rod

/ Shock 50 (not shown in Figures 3a to 3e) supporting and carrying parts executed separately from each other.

For this purpose, the bearing block 1 according to the invention, a first (upper) cross member 7.1 and a separately formed therefrom second (lower) cross member 7.2. Each cross member 7.1, 7.2 is preferably formed symmetrically with respect to a vertical mirror axis and has a corresponding bearing shell 3.1, 3.2. The bearing shells 3. 1, 3.2 are each provided with a receptacle 4.1, 4.2 for receiving a common pivot pin (not shown), which extends vertically and is located in the aforementioned vertical mirror plane. On the other hand, the receptacles 4.1, 4.2 are also designed such that they can also accommodate one of the corresponding bearing shell 3.1, 3.2 associated pivot pins 54.1, 54.2. In a preferred embodiment, the receptacles 4.1, 4.2 are designed as passage openings. The exemplary embodiments of the bearing block 1 according to the invention according to the representations in FIGS. 3 a to 3 e each have a base plate 2 designed as a separate component which serves as a flange, via which the two transverse parts 7. 1, 7. 2 can be connected to the car body or the undercarriage of a car body are. In this respect, the base plate 2 defines the vertical flange plane of the bearing block. 1

The base plate 2 according to the illustrated exemplary embodiments of the bearing block 1 according to the invention has a centrally disposed opening 6, through which a train / shock device 50 (not shown in FIG. 3) mounted on the bearing block 1 can be pressed in a crash. For this purpose, it would be necessary that the pulling / pushing device 50 is detachably connected to the two transverse parts 7.1, 7.2 so that when a critical impact force is exceeded, the connection with the transverse parts 7. 1, 7.2 is released. On both sides of the formed in the base plate 2 opening 6 flange 2.1, 2.2 are carried out, which are connected to each other via transverse (horizontally extending) connecting webs 3. The connecting webs 3 are preferably each in a horizontal plane in which also the bearing shells 3.1, 3.2 of the first and the second cross member 7.1, 7.2 lie. The two-sided flange 2.1, 2.2 serve to be connected to the front side of a car body or with the front side of a car body underframe preferably via a screw connection. For this purpose, corresponding holes 9 are provided in the two flange portions 2.1, 2.2, in which corresponding cylindrical connecting elements, in particular screw, bolt or pin connecting elements can be accommodated.

The two cross members 7.1, 7.2 of the exemplary embodiments of the inventive bearing block 1 are formed with two lateral flange 5.1, 5.2, in each of which a bore 8 for receiving a cylindrical connecting element, in particular a screw, bolt or Stiftverbindu ngselements are formed. The horizontal distance of the holes 8 in the corresponding flange 5.1, 5.2 of the cross members 7.1, 7.2 is selected so that the Bohrteilbild each cross member 7.1, 7.2 at least partially coincides with the Bohrbild provided in the flange 2.1, 2.2 of the base plate 2 holes 9 , In this way it is possible that a cylindrical connecting element, in particular a screw, bolt or pin connecting element can run through the mutually aligned bores 8, 9. This connecting element may preferably also serve to form a (detachable) connection with the end face of the corresponding car body or of the corresponding car body undercarriage. In order for the bearing block 1 according to the invention, which consists of the modular components "first transverse part 7.1", "second transverse part 7.2" and preferably "base plate 2", to be preassembled, are in the base plate 2 and in the transverse parts 7.1 , 7.2 additional holes 10, 11 provided so that the cross members 7.1, 7.2 can be connected to the base plate 2 via screws 12.

On the basis of a synopsis of the modularly constructed bearing blocks 1 according to the representations in FIGS. 3a to 3e, it can be seen that the respective transverse parts 7.1, 7.2 can be connected to base plates 2 of different dimensions. In particular, it is thus possible that cross members 7.1, 7.2 of the same type can form a bearing block 1, which is designed for different levels of pull / push devices. For this purpose, the corresponding base plate 2 and in particular the height dimension of the base plate 2 is adjusted accordingly. On the other hand, a specific base plate 2 is also suitable for forming different bearing blocks, since cross members 7.1, 7.2 of different types can be connected to this base plate 2. Thus, it is conceivable that with one and the same base plate bearing blocks 1 can be realized, the vertical pivot axis are spaced differently far from the defined by the base plate 2 vertical flange plane.

A further exemplary embodiment of the bearing block 1 according to the invention will be described below with reference to the illustrations in FIGS. 4a and 4b. In detail, Fig. 4a shows a plan view of the exemplary embodiment in the fully assembled state of the bearing block 1, while Fig. 4b shows an exploded perspective view of the bearing block 1 of FIG. 4a. The illustrated in Figures 4a and 4b further embodiment of the inventive bearing block 1 is - as well as the previously with reference to the illustrations in FIGS. 3a to e described embodiments - from two separately executed transverse parts 7.1, 7.2, which are structurally and functionally comparable to the previously described cross members in the embodiments according to the illustrations in Figures 3a to 3e. For this reason, it will be omitted here to describe in more detail the transverse parts 7.1, 7.2 used in the further exemplary embodiment.

The further exemplary embodiment of the bearing block 1 according to the invention as shown in FIGS. 4a and 4b differs essentially from the previously exemplary embodiments in that the two transverse parts 7.1, 7.2 are not connected to one another via a base plate 2.

Instead of a base plate, laterally arranged spacers 13.1, 13.2 are used in the further exemplary embodiment. As in particular the perspective exploded view of FIG. 4b, these spacers 13.1, 13.2 can be implemented in a realization of the solution according to the invention as substantially U-shaped parts, which are in particular designed separately from the two transverse parts 7.1, 7.2. In the case of the further embodiment of the bearing block 1 according to the invention shown in FIGS. 4a and 4b, the spacers 13.1, 13.2 are provided with two substantially horizontally running leg regions and a vertical connecting web educated. The spacers 13.1, 13.2 are releasably connectable to the two transverse parts 7.1, 7.2 in such a way that, in the assembled state (see Fig. 4a), the vertical distance between the two transverse parts 7.1, 7.2 is defined by the spacers 13.1, 13.2.

As can be seen in particular the perspective exploded view of FIG. 4b, the horizontally extending portions of the corresponding spacers 13.2, 13.2 in receptacles 14.1, 14.2 and 15.1, 15.2 can be used, preferably at the respective lateral edge regions of the two cross members 7.1, 7.2 are formed. Receptacles 14.1, 14.2 and 15.1, 15.2 are particularly recesses or groove-shaped recesses in the transverse parts 7.1, 7.2, although of course other embodiments are suitable for this purpose. By providing such receptacles 14.1, 14.2 and 15.1, 15.2, the position and position of the spacers 13.1, 13.2 with respect to the two cross members 7.1, 7.2 defined.

The preferably detachable connection between the spacers 13.1, 13.2 and the corresponding transverse parts 7.1, 7.2 takes place in the illustrated embodiment via a screw connection. However, the invention is not limited to the fact that the spacers 13.1, 13.2 are releasably connected to the transverse parts 7.1, 7.2; Rather, a permanent connection, for example Schweißverbi- tion conceivable.

It can be seen in particular from the illustration in FIG. 4 a that the vertical extent of the spacers 13. 1, 13. 2 ultimately defines the distance between the first horizontal plane in which the bearing shell 3. 1 of the first transverse part 7. 1 and the second horizontal plane is defined the bearing shell 3.2 of the second cross member is 7.2. Therefore, by an appropriate choice of the spacers 13.1, 13.2 of the vertical distance between the cross members 7.1, 7.2 arbitrarily adjustable.

Accordingly, it remains to be noted that different variants of the bearing block 1 can be realized in a simple and cost-effective manner, since only a limited number of cross members 7.1, 7.2 different design and a limited number of base plates 2 different design or a limited number of Ab- standshaltern 13.1, 13.2 different design must be provided in order to realize a variety of differently shaped bearing blocks 1. The solution according to the invention is not limited to the exemplary embodiment shown in the drawings, but results from a synopsis of all features disclosed herein.

reference numeral

1 bearing block

5 2 base plate

2.1 first flange area

2.2 second flange area

3 connecting bridge

3.1 first bearing shell

10 3.2 second bearing shell

4.1 receiving in first bearing shell (bearing shell opening)

4.2 Mounting in second bearing shell (bearing shell opening)

5.1, 5.2 Flange area (from the cross section)

6 opening in the base plate

15 7.1, 7.2 Crosspiece

8 hole (in cross section)

9 hole (in the flange area 2.1, 2.2)

10 holes (in base plate)

11 hole (in cross section)

20 12 screws

13.1, 13.2 spacers

14.1, 14.2 Recordings in the first cross section

15.1, 15.2 shots in the second cross section

50 pulling / pushing device (elastomer spring device)

25 51 pull / push rod

52.1 to 52. n Elastomer spring element

53 Housing of the Zug- / Stoßeinrichtung

53.1, 53.2 Half shells of the housing 53

54.1, 54.2 pivot

JV

101 bearing block (prior art)

102 flange (prior art)

109 mounting holes (prior art)

110 cage or housing structure (prior art)

35 121 first flange area (prior art)

122 second flange area (prior art)

131 first bearing shell (prior art)

132 second bearing shell (prior art)

141 pivot (prior art)

40 142 pivot (prior art)

150 coupling linkage

R rotation axis

AI vertical flange plane

Claims

Patent claims

1. Bearing block (1) for linking a coupling rod to a car body of a track-guided vehicle, in particular a rail vehicle, the bearing block (1) having the following:

a first cross part (7.1) with a bearing shell (3.1) lying in a first horizontal plane; and

a second cross part (7.2) with a bearing shell (3.2) lying in a second horizontal plane spaced from the first horizontal plane,

wherein the bearing shells (3.1, 3.2) each have a receptacle (4.1, 4.2) for a vertically extending common pivot pin or for a pivot pin (54.1, 54.2) assigned to the corresponding bearing shells (3.1, 3.2),

there is no sign that

the first and second cross parts (7.1, 7.2) are designed as separate components that can be connected independently of one another to the car body of the track-guided vehicle.

2. bearing block (1) according to claim 1,

wherein the bearing block (1) also has a flange mounted in a vertical flange plane ordered base plate (2) with at least one flange area (2.1, 2.2) that can be connected to the car body of the track-guided vehicle, the base plate (2) being designed as a component separate from the two cross parts (7.1, 7.2).

3. bearing block (1) according to claim 2,

wherein the first and second cross parts (7.1, 7.2) can be connected independently of one another to the base plate (2) and thus to the car body via the base plate (2), preferably in a detachable manner.

4. bearing block (1) according to claim 2 or 3,

wherein the base plate (2) has a first flange region (2.1) that can be connected to the car body and a second flange region (2.2) spaced horizontally therefrom, via which the base plate (2) can be connected to the car body, the flange regions (2.1, 2.2) being over at least one horizontally extending connecting web (3) are connected to one another.

5. bearing block (1) according to claim 4,

wherein the at least one horizontally extending connecting web (3) lies in a horizontal plane in which the bearing shell (3.1, 3.2) of the first or second transverse part (7.1, 7.2) also lies.

6. Bearing block (1) according to one of claims 1 to 5,

wherein at least one spacer (13.1, 13.2), which is separate from the two cross parts (7.1, 7.2), is provided for preferably releasably connecting the two cross parts (7.1, 7.2) in such a way that they are vertically spaced apart from one another.

7. bearing block (1) according to claim 6,

wherein the first and / or second cross part (7.1, 7.2) preferably has a receptacle (14.1, 14.2; 15.1, 15.2) on the lateral edge region thereof for receiving a region of the at least one spacer (13.1, 13.2).

8. bearing block (1) according to claim 6 or 7,

wherein two spacers (13.1, 13.2) are provided, which are spaced apart horizontally and whose vertical extent defines the distance between the first horizontal plane in which the bearing shell (3.1) of the first quarter (7.1) lies and the second horizontal plane, in which the positioning shell (3.2) of the second cross part (7.2) lies.

9. Bearing block (1) according to one of claims 1 to 8,

wherein the first and second cross parts (7.1, 7.2) each have bores (8, 11) for receiving preferably cylindrical connecting elements (12) when forming a detachable connection with the base plate (2) and / or with the car body of the track-guided vehicle,

10. Bearing block (1) according to claim 9,

wherein the releasable connection is preferably a screw, bolt or pin connection.

11. Bearing block (1) according to claim 9 or 10,

wherein the base plate (2) has bores (9, 10) for receiving the preferably cylindrical connecting elements (12) when forming a detachable connection of the cross parts with the base plate (2), the drilling pattern of the base plate (2) being at least partially identical to the drilling pattern of the first and second cross parts (7.1, 7.2) match.

12. Bearing block (1) according to one of claims 1 to 11,

wherein the cross parts (7.1, 7.2) are designed as a forged construction.

13. Bearing block (1) according to one of claims 1 to 12,

wherein the receptacles (4.1, 4.2) of the bearing shells (7.1, 7.2) define a common vertical axis of rotation for a pulling/pushing device (50), in particular an elastomer spring device, which can be pivoted in the bearing block (1) in a horizontal plane.

Coupling linkage for the articulated connection of a coupling rod to a car body, in particular to a car body of a multi- articulated, track-guided vehicle, the coupling linkage having the following:

- a bearing block (1) according to one of claims 1 to 13; and

- A pulling/pushing device (50) pivotably linked to the bearing block (1) in a horizontal plane for damping tensile and compressive forces transmitted to the bearing block (1) via the coupling rod.

15. Coupling linkage according to claim 14,

wherein the pulling/pushing device (50) is designed as a spring device and has the following:

- a pull/push rod (51) which is connected or connectable to an end region of the coupling rod on the car body side;

- at least one damping element (52.1, 52.n) connected to the pull/push rod (51) or integrated in the pull/push rod (51), preferably in the form of a spring element, in particular an elastomeric spring element; and

- a housing (53) which is open towards the coupling rod and in which the at least one damping element (52.1, 52.n) is accommodated, the housing (53) being secured via a first pivot pin (54.1) in the receptacle (4.1) of the first bearing shell ( 3.1) and is pivotably connected to the bearing block (1) in a horizontal plane via a second pivot (54.2) in the receptacle (4.2) of the second bearing shell (3.2).

16. Coupling linkage (50) according to claim 15,

wherein the first and/or second pivot (54.1, 54.2) are designed as a shearing element such that the corresponding pivot (54.1, 54.2) shears when a critical impact force is transmitted from the coupling rod to the bearing block (1), and thus the connection between the housing (53) of the pulling/pushing device (50) and the bearing block (1). Clutch linkage (50) according to claim 15,

wherein the first and/or second pivot (54.1, 54.2) are connected to the housing (53) of the pulling/pushing device (50) with the aid of at least one shearing element, in particular shearing screw, in such a way that the at least one shearing element is at a critical impact force transmitted from the coupling rod to the bearing block (1), and thus the connection between the housing (53) of the pulling/pushing device (50) and the bearing block (1) is released.