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WO2012021929A1 - Attelage - Google Patents

Attelage Download PDF

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Publication number
WO2012021929A1
WO2012021929A1 PCT/AU2011/001048 AU2011001048W WO2012021929A1 WO 2012021929 A1 WO2012021929 A1 WO 2012021929A1 AU 2011001048 W AU2011001048 W AU 2011001048W WO 2012021929 A1 WO2012021929 A1 WO 2012021929A1
Authority
WO
WIPO (PCT)
Prior art keywords
latch member
head
coupler
protruding portion
recess
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.)
Ceased
Application number
PCT/AU2011/001048
Other languages
English (en)
Inventor
Simon Burgoyne
Timothy Sansom
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.)
Bradken Resources Pty Ltd
Original Assignee
Bradken Resources Pty Ltd
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Priority claimed from AU2010903691A external-priority patent/AU2010903691A0/en
Application filed by Bradken Resources Pty Ltd filed Critical Bradken Resources Pty Ltd
Priority to AU2011291438A priority Critical patent/AU2011291438A1/en
Priority to CA2808141A priority patent/CA2808141A1/fr
Priority to US13/817,429 priority patent/US20130206716A1/en
Priority to BR112013003568A priority patent/BR112013003568A2/pt
Priority to CN2011800495600A priority patent/CN103209877A/zh
Publication of WO2012021929A1 publication Critical patent/WO2012021929A1/fr
Priority to ZA2013/01135A priority patent/ZA201301135B/en
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G3/00—Couplings comprising mating parts of similar shape or form which can be coupled without the use of any additional element or elements
    • B61G3/04—Couplings comprising mating parts of similar shape or form which can be coupled without the use of any additional element or elements with coupling head having a guard arm on one side and a knuckle with angularly-disposed nose and tail portions pivoted to the other side thereof, the nose of the knuckle being the coupling part, and means to lock the knuckle in coupling position, e.g. "A.A.R." or "Janney" type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G3/00—Couplings comprising mating parts of similar shape or form which can be coupled without the use of any additional element or elements
    • B61G3/04—Couplings comprising mating parts of similar shape or form which can be coupled without the use of any additional element or elements with coupling head having a guard arm on one side and a knuckle with angularly-disposed nose and tail portions pivoted to the other side thereof, the nose of the knuckle being the coupling part, and means to lock the knuckle in coupling position, e.g. "A.A.R." or "Janney" type
    • B61G3/06—Knuckle-locking devices

Definitions

  • the coupler can take the form of an automatic-type coupler which automatically latches with an opposing coupler to join the two wagons when they are buffed together.
  • the coupler can transmit both buff (compressive) and draw (tensile) loads between the wagons in use.
  • draw loads are often responsible for fatigue failure in the coupler.
  • These draw loads are transmitted through a so-called knuckle and into a body of the coupler, via a single upper pulling lug and a single lower pulling lug.
  • These pulling lugs comprise flanges in the knuckle that mate with load bearing flanges in a head of the coupler.
  • the load at the knuckle is then transmitted through the shank of the coupler to the remaining drawgear assembly and into the wagon structure.
  • a dominant premature fatigue location in the coupler head is at the lower pulling lug.
  • Another dominant failure mechanism of the coupler assembly is fatigue failure of the knuckle through its so-called knuckle "palm".
  • a coupler for a rail wagon comprising a coupler body, with the body comprising a shank for mounting to a drawgear assembly contained within the wagon structure.
  • a head is located at an end of the shank, and a coupler latch member can be mounted to an end of the head for latching onto a corresponding latch member mounted to a coupler of an adjacent rail wagon.
  • This latch member is sometimes referred to as a "knuckle”.
  • the latch member comprises a protruding portion for receipt in a recess of the head.
  • the protruding portion comprises at least two adjacent projecting lugs
  • the recess comprises at least two corresponding adjacent shoulders behind which each lug is located when the latch member protruding portion is received in the head recess.
  • the latch member comprises a protruding portion for receipt in a recess of the head.
  • An elongate lateral lug projects to the side of the protruding portion in use.
  • the lateral lug comprises an engagement surface that faces back to the latch member.
  • the lateral lug engagement surface faces a corresponding engagement face located within the head recess.
  • the lateral lug of the second aspect can be employed together with the at least two adjacent projecting lugs of the first aspect to further increase the bearing area between the latch member and the coupler head in use.
  • the coupler head comprises spaced opposing bearing lugs that protrude from an end of the head in a clevis configuration, with the latch member being pivotally mountable to the head in use via these bearing lugs.
  • the clevis configuration has been observed to better distribute the load and stresses between the latch member and the coupler head.
  • the clevis configuration also improves stress distribution through the latch member itself, reducing peak stresses in the "palm" of the latch member (the palm being a
  • This clevis configuration of the bearing lugs can be employed with the lateral lug of the second aspect and the at least two adjacent projecting lugs of the first aspect, to further and better distribute the load and stresses between the latch member and the coupler head in use. More particularly, the clevis configuration can take load away from this the "palm" of the latch member, significantly increasing its capacity and fatigue life.
  • the latch member can be pivotally mounted to the head via opposing pins that connect respective bearing projections located at opposite ends of the latch member to the bearing lugs.
  • the pins can extend along an elongate axis of the latch member.
  • the pins can be configured to act as both load bearing members and the pivot point for the latch member.
  • a respective load bearing flange can be provided in the head to in use surround a bore area for each pin.
  • a lighter pin e.g. with a smaller diameter
  • the load bearing flanges are able to act in a similar manner to the pulling lugs in better distributing load and reducing fatigue failure, in that mating flanges can be provided on both the latch member and the coupler head.
  • first and second adjacent projecting lugs may extend in use downwardly from the protruding portion, though it should be noted that, if more than two adjacent downwardly extending lugs are employed, then the bearing area and distribution of stresses can be further increased. It should also be noted that, two or more adjacent in-use upwardly extending lugs can be employed, again to further increase the bearing area and thus the distribution of stresses.
  • the first lug can project from an end of the protruding portion and can locate in use in a first transverse recess located within the head recess that defines a first of the shoulders.
  • the second lug can project from the protruding portion at a location inset from the first lug.
  • the second lug can locate in use in a second transverse recess located within the head recess adjacent to the first transverse recess, with the second transverse recess defining a second of the shoulders.
  • each of the first and second lugs can be elongate and curved, and can comprise a curved planar engagement surface that faces back to the latch member.
  • Each lug can locate in a correspondingly curved transverse recess that defines a corresponding curved planar engagement face forming part of the shoulder.
  • the coupler can further comprise an upper projecting lug that extends in use upwardly from the protruding portion.
  • the upper lug may be elongate and curved, and may comprise a curved planar engagement surface that faces back to the latch member.
  • the upper lug can engage a correspondingly curved engagement surface defined within the head recess. Again, these curvatures can allow the protruding portion to sweep back and forth within the head recess (i.e. during latching).
  • the upper projecting lug can be extended so as to become contiguous with the lateral lug. Yet again, this can further strengthen and increase the bearing area between the latch member and the coupler head in use.
  • more than one upper pulling lug can be employed.
  • a second (or further) upper pulling lug(s) can further spread the distribution of draw loads in use of the latch member.
  • the latch member comprises a protruding portion for receipt in a recess of the head.
  • the protruding portion comprises at least two adjacent in-use upwardly projecting lugs
  • the recess comprises at least two corresponding adjacent shoulders behind which each lug is located when the latch member protruding portion is received in the head recess.
  • such a configuration can increase the bearing area between the latch member and the coupler head, to increase the coupler's load capacity, to prolong its life and to extend its fatigue resistance.
  • the two upwardly projecting lugs can increase the bearing area between the latch member and the coupler head, to increase the coupler's load capacity and to prolong its life, to extend its fatigue resistance, and to also reduce the
  • the at least two upwardly projecting lugs of the fourth aspect can be employed together with the clevis configuration of the third aspect, with the lateral lug of the second aspect, and with at least two downwardly projecting lugs, to further and better distribute the load and stresses between the latch member and the coupler head in use.
  • the latch member is elongate and is mounted to the head so as to pivot around an elongate axis of the latch member, with the protruding portion extending laterally from the latch member with respect to its elongate axis.
  • the latch member in use of the coupler with a rail wagon, can have an elongate axis that extends vertically and the protruding portion can extend generally horizontally into the head.
  • the coupler further comprises a locking block for location in the head recess between the latch member protruding portion and the head.
  • the locking block is adapted to drop into a closed (latch member-latched) position, and then restrain the latch member in that position.
  • the locking block comprises a planar face for engaging a surface of the latch member protruding portion.
  • the locking block planar face comprises a reverse taper with respect to a direction of insertion of the locking block into the head recess, with the latch member surface being correspondingly tapered, for a mating interface in the closed (latched) position.
  • the block is able to drop into the locked position, with the tapered mating faces always contacting each other.
  • Block oversize and undersize issues can arise during block manufacture. In the case of an oversize block, the block will drop in to a lesser extent, and in the case of an undersize block the block will drop further before coming to a wedged, locked position.
  • the tapered locking block is able to drop over the life of the coupler, compensating for wear on the fit faces, and maintaining a slack-less, locked condition. Reducing or eliminating slack in the latch locking mechanism has been observed to reduce dynamic impulse loads during coupler service. This reduction in dynamic loads improves the fatigue life, not only of coupler components, but also of other drawgear components.
  • the block is able to form a tight fit, and can continue to restrain the latch member in the closed position, over time.
  • the locking block can comprise first and second planar (i.e. two) faces for respectively engaging the latch member protruding portion surface and the head surface.
  • first and second planar faces can be provided with a reverse taper, and each of the latch member surface and head surface can be respectively and correspondingly tapered for a mating interface.
  • a rail wagon can be provided that is fitted with a coupler according to any one of the preceding first to fourth aspects.
  • a latch member for mounting to a head of a rail wagon coupler.
  • the latch member comprises a protruding portion for receipt in a recess of the head.
  • the protruding portion comprises at least two adjacent projecting lugs, with each lug able to be located behind at least two corresponding adjacent shoulders when the latch member protruding portion is received in the head recess.
  • the latch member of the sixth aspect can be otherwise as defined above.
  • a latch member for mounting to a head of a rail wagon coupler.
  • the latch member comprises a protruding portion for receipt in a recess of the head.
  • An elongate lateral lug projects to the side of the protruding portion in use.
  • the lateral lug comprises an engagement surface that faces back to the latch member, with the lateral lug engagement surface being arranged in use to engage a corresponding engagement face located within the head recess.
  • the latch member of the eighth aspect can be otherwise as defined above.
  • a latch member for mounting to a head of a rail wagon coupler The head comprises spaced opposing bearing lugs that protrude therefrom.
  • the latch member comprises correspondingly spaced opposing bearing projections for mounting to the bearing lugs.
  • the head bearing lugs can protrude therefrom in a clevis configuration.
  • the latch member bearing projections can locate adjacent to and outside of opposite end faces of the head bearing lugs. Opposing pins can then be employed to secure a respective adjacent bearing lug to a bearing projection.
  • the latch member can pivot around an axis extending through the pins.
  • the latch member of the ninth aspect can be otherwise as defined above.
  • the clevis configuration can comprise respective load bearing flanges, or the pins can be configured to act as both load bearing members and the pivot point for the latch member.
  • a locking block for location in a recess defined in a head of a rail wagon coupler.
  • the locking block drops into position when the latch member is first rotated into the closed position.
  • the locking block contacts against a protruding portion of a latch member located in the head recess so as to restrain the latch member in the closed (latched) position in use.
  • the locking block comprises a planar face for respectively engaging a surface of the latch member protruding portion.
  • the planar face has a reverse taper with respect to its direction of insertion into the head recess, with the latch member surface being correspondingly tapered for a mating interface in use.
  • the locking block may comprise two planar tapered faces, one for respectively engaging the surface of the latch member protruding portion and one for respectively engaging the surface of the head.
  • the block face that engages the latch member in use, and when the coupler is generally horizontal, can be inclined to a vertical plane but be generally parallel to a longitudinal axis through the coupler, and the block face that engages the head can be aligned with the vertical plane but be generally inclined to the coupler longitudinal axis.
  • This orientation of the faces can aid with block insertion, and can accommodate block imperfections (i.e. that may arise from block manufacture).
  • the locking block of the tenth aspect can be otherwise as defined above.
  • Figure 1 shows a perspective view of a first coupler embodiment
  • Figures 2A to 2D respectively show side, front, plan and reverse-side views of the coupler of Figure 1 ;
  • Figures 3A to 3D respectively show four different sectional views through the coupler of Figure 2, taken on the lines A- A, B-B, C-C and D-D, (though with line D-D taken on Figure 3B);
  • Figure 4 shows a similar section through the coupler to Figure 3B;
  • Figure 5 shows a similar section through the coupler to Figure 3A;
  • Figure 6 shows a similar section through the coupler to Figure 3D
  • Figure 7 shows a similar view of the coupler to Figure 2 A;
  • Figure 8 shows a similar section through the coupler to Figure 3C;
  • Figures 9A to 9C respectively show side, underside plan and sectional views of the latch member for use with the coupler of Figure 1 , (with the section of Figure 9C taken on the line C-C of Figure 9A);
  • Figures 10A and 10B respectively show front and plan views of the locking block for use with the coupler of Figure 1 ;
  • Figures 1 1 A and 1 IB respectively show a plan and sectional view (on the line F- F) of the coupler of Figure 1 when in an open (unlatched) configuration;
  • Figures 12A and 12B show similar views to Figure 1 1 but when the coupler is in a closed (latched) configuration;
  • Figure 13 shows a sectional view through the coupler to illustrate a first clevis- pin mounting pivot configuration;
  • Figure 14 shows a sectional view through the coupler to illustrate a second alternative clevis-pin mounting pivot configuration
  • FIGS 15 A and 15B respectively show side and plan views of the latch member, for use with the coupler of Figure 1, to illustrate the "palm" region (X-Y) thereof.
  • a rail wagon coupler 10 includes a coupler body 12 cast as a single unit from alloyed steel.
  • the body 12 comprises a shank 14 and an integral head 16 located at an end of the shank 14.
  • a coupler latch member in the form of a knuckle 18 is pivotally mounted to an end of the head 16.
  • the knuckle 18 comprises a latching portion 19 extending from an elongate knuckle body 20 that pivots on the head about an elongate axis.
  • the knuckle is also cast as a single unit from alloyed steel, though the grade may vary (e.g. be improved) from that employed for the coupler body.
  • Coupler 10 is an automatic-type coupler, in that it automatically latches (i.e. via latching portion 19) with an opposing like-coupler when two rail wagons are buffed together.
  • the coupler functions to join the two wagons and in use transmits both buff (compressive) and draw (tensile) loads between the wagons.
  • the draw loads are the main loads responsible for fatigue failures in the coupler.
  • the draw loads are transmitted through each knuckle 18 and into each respective coupler body 12.
  • the load is transmitted via the coupler shank 14 to a drawgear assembly (not shown) and into the wagon structure.
  • the knuckle 18 comprises a protruding portion in the form of a knuckle tail 21 which is received in a recess 22 formed in the head 16.
  • An alloy steel locking block 24 drops into the recess under gravity. The block 24 acts as a restraining wedge against the knuckle tail 21 to restrain the knuckle 18 in a closed (latched) orientation in use.
  • Figure 11 shows the knuckle 18 in an open (ready-to-be-latched) position and Figure 12 shows the knuckle 18 in a closed (latched) position.
  • Figure 11 shows the knuckle 18 in an open (ready-to-be-latched) position
  • Figure 12 shows the knuckle 18 in a closed (latched) position.
  • the coupler needs to be opened again (e.g. at the end of a journey to uncouple two couplers) an internal mechanism is activated to lift the block 24 out of the recess, allowing the knuckle to pivot open again.
  • the draw loads transmitted through each knuckle 18 to the head 16 occur via upper and lower pulling lugs (which will be described in greater detail below). These pulling lugs function as load bearing flanges in the coupler head and as mating flanges in the knuckle.
  • Tandem Pulling Lugs - Figures 3 A and 5 show first and second lower pulling lugs 30 and 32.
  • the provision of two (or more) pulling lugs at least doubles the load bearing area and thus significantly reduces stress concentration in the knuckle-to-head connection.
  • two (or more) upper pulling lugs can be provided (usually in addition to the lower pulling lugs, rather than as an alternative thereto).
  • Addition of Vertical Pulling Lug - Figures 3B and 4 show horizontal sections through the coupler and highlight an additional bearing face in the form of a vertical pulling lug 34 that has been introduced into the coupler. This lug further increases the bearing area of the coupler in the knuckle-to-head connection.
  • Extension of Upper Pulling Lug - Figures 3D, 6 and 9C show vertical sections through the coupler and knuckle respectively and highlight how the upper pulling lug 36 has been laterally extended to increase the bearing area of the coupler in the knuckle-to-head connection. Further, the lateral extension of the upper pulling lug 36 enables it to be made contiguous with the vertical pulling lug 34, to further increase lug strength and to provide a continuous bearing surface from upper to lateral.
  • FIGS 3 A, 7, 9C and 13 show the knuckle and coupler head modified to include two shorter pins 40 & 42 that are utilised in a load bearing configuration.
  • the coupler head 16 is modified into a clevis configuration 44.
  • the clevis configuration introduces another load path between the knuckle and the coupler body (i.e. in addition to the upper and lower pulling lugs). Again, this significantly reduces stress concentrations in both the coupler body and the knuckle, increasing the load bearing capacity of both components.
  • FIG. 14 shows the knuckle 18 and a coupler head clevis configuration 44' that is modified to include a single lighter, smaller diameter pin 70.
  • the pin 70 is employed as a pivot only, with a clearance fit CF being employed in the bore 72 to make the pin 70 a non-load bearing member.
  • the single, long, non-load bearing pin 70 extends the full depth of the bore 72.
  • at least one load bearing lip 74 is formed in the knuckle 18 around the pin bore with the coupler head 16 defining upper and lower mating bosses 76 around the pin bore.
  • the lip and boss interface at region 78 which now provides the load bearing function in the clevis configuration.
  • the pin 70 is able to perform the sole function of acting as a pivot for knuckle opening and closing.
  • the modified clevis configuration 44' provides another load path between the knuckle and the coupler body to significantly reduce stress concentrations in both the coupler body and the knuckle, and increase their load bearing capacity.
  • Both clevis configurations 44 and 44' can redistribute load away from the 'palm' area of the knuckle, in addition to providing a secondary load path from the knuckle into the body. This reduces peak stresses in both the knuckle palm and the coupler pulling lugs.
  • the knuckle palm area PA is depicted using cross-hatching in Figure 15, extending over region X to Y. Fatigue cracks frequently originate from the X-Y face and propagate normal to the face through the cross-section of the knuckle. This region represents the weakest area in the total coupler assembly and the modified load bearing clevis configurations 44 and 44' take load away from this face, as well as from the pulling lugs, significantly increasing knuckle capacity and fatigue life.
  • Tapered Locking Block - Figures 1 , 3C, 8, 10, 11 and 12 show the locking block 24, which functions to restrain the knuckle 18 in the closed (i.e. latched) position.
  • two problems arise: 1. Where the distance between the two sides is oversize the locking block is too large to be dropped into position between the knuckle tail and the coupler body to hold the knuckle closed.
  • the taper applied at block face 60 functions to eliminate both oversize block fitment issues and undersize block slack issues.
  • the taper applied at each of block faces 60 and 62 functions to give the locking block higher "tolerance" in use. Furthermore the taper arrangement allows the block to continue to drop over the life of the coupler, compensating for wear on the mating faces, and maintaining a "slackless" fit within the coupler head.
  • the coupler 10 can be modified to increase overall knuckle-to-head bearing area.
  • the coupler can be provided with the first and second lower pulling lugs 30 and 32.
  • the first and second lugs are adjacent to each other and extend downwardly in use from the knuckle tail 21.
  • the first lug 30 is elongate and curved, and is located to project from an end of the tail 21 to be received in use in a first transversely extending curved recess 37 located within the head recess 22.
  • Recess 37 defines a first shoulder (see Figure 3 A) that retains the lug 30 therebehind.
  • the second lug 32 projects from the tail 21 at a location that is inset from the first lug 30. As also shown in Figure 9B, the second lug 32 is also elongate and curved, and is received in use in a second transversely extending curved recess 38 located within the head recess 22. The second recess 38 defines a second shoulder (see Figure 3 A) that retains the lug 32 therebehind.
  • the bearing area is primarily between an inside curved face of each of the first and second lugs 30 and 32, and a corresponding matching curved faces defined within each of the first and second recesses 37, 38.
  • the elongate curvature of the lugs 30, 32 and recesses 37, 38 allows the knuckle 18 to pivot in clevis 44 when the knuckle latches with an adjacent knuckle in service.
  • the tail 21 sweeps back and forth within the head recess 22, and is restrained in the locked (block-engaged) position once the locking block 24 has dropped into the cavity.
  • the newly introduced vertical pulling lug 34 is incorporated as part of the knuckle 18 and protrudes from a proximal part of the tail 21.
  • the lug 34 faces against a corresponding vertical formation 39 forming part of the head 16 (i.e. located within the head recess 22). This lug further increases the bearing area of the knuckle with respect to the head at the knuckle-to-head connection.
  • the upper lug 36 is elongate, and is curved to facilitate back-and-forth pivoting of the knuckle 18.
  • the lug 36 projects upwardly from the tail 21 and is retained behind a correspondingly curved shoulder 36A located within the head recess 22 ( Figure 3A).
  • the lateral extension of the upper lug 36 enables it to be formed contiguously (integrally) with the vertical pulling lug 34, with the "combined" lug having increased strength and providing an increased and continuous bearing surface, extending from an upper part of the tail to a lateral part of the tail.
  • two (or more) upper pulling lugs can be provided to increase overall knuckle-to-head bearing area, and thus the distribution of stresses.
  • the coupler can be provided with the first and second upper pulling lugs can be located adjacent to each other and extend upwardly in use from the knuckle tail 21 to be retained behind correspondingly curved shoulders located within the head recess 22.
  • both the knuckle 18 and the coupler head 16 are modified to allow either two short pivot & heavy-duty shear pins 40 and 42 to be utilised, or to utilise a single, long non-load-bearing pin 70, in alternative improved load bearing configurations.
  • Figures 3 A, 3C, 7 and 13 most clearly depict the clevis configuration 44 employed at the coupler head 16.
  • the clevis configuration 44 provides another load path between the knuckle and the coupler body to significantly reduce stress concentrations in both the coupler body and the knuckle, and increase their load bearing capacity.
  • the clevis configuration 44 comprises upper and lower bearing lugs 45 and 46 which extend out from upper and lower portions of the head.
  • the knuckle body 20 comprises corresponding openings 47 and 48, defined by upper end lug 50 and lower end lug 51 , with the upper and lower bearing lugs 45 and 46 being received in the openings 47 and 48.
  • the pins 40, 42 extend along an elongate axis of the knuckle body, that they oppose each other at opposite sides of the clevis configuration 44.
  • Figure 14 depicts the modified clevis configuration 44' incorporating the load bearing lip/boss arrangement 74, 76, 78 around the knuckle pivot axis, which enables a single, more slender non-load bearing pin 70 to be used (i.e. as has already been described - above).
  • the locking block 24 is employed to hold the knuckle 18 in a closed (latched) position in service.
  • the block acts on the tail 21 to maintain the knuckle in the latched configuration, although the block is deformable to allow the knuckle to pivot when latching with a knuckle of an adjacent coupler.
  • the locking block 24 is modified to have a tapered face 60, which functions to eliminate both oversize block fitment issues and undersize block slack issues.
  • the tapered face 60 is brought into close-facing engagement with a corresponding surface located at the knuckle tail 21.
  • the block also includes a tapered face 62 which engages a correspondingly tapered face located within the head recess 22. Again, face 62 can accommodate for lesser block manufacturing tolerances.
  • the face 60 can be inclined to a vertical plane but be generally parallel to a longitudinal axis through the coupler, and the face 62 can be aligned with the vertical plane but be generally inclined to the coupler longitudinal axis.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Snaps, Bayonet Connections, Set Pins, And Snap Rings (AREA)
  • Pivots And Pivotal Connections (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Abstract

L'invention concerne un attelage (10) destiné à un wagon sur rail, comprenant un corps d'attelage (12) qui comporte un bras (14) et une tête (16) située à une extrémité du bras. Un élément de verrouillage d'attelage (18) peut être monté de façon pivotante à une extrémité de la tête par l'intermédiaire d'ergots de palier (45, 46) espacés opposés qui dépassent d'une extrémité de la tête dans une configuration de manille. L'élément de verrouillage (18) comprend également une partie faisant saillie (21) destinée à être reçue dans un évidement (22) de la tête. La partie faisant saillie (21) comprend au moins deux ergots adjacents faisant saillie (30, 32). L'évidement (22) comprend au moins deux épaulements adjacents (37), (38) correspondants derrière lesquels chaque ergot est situé lorsque la partie faisant saillie de l'élément de verrouillage est reçue dans l'évidement de la tête. Un ergot latéral allongé (34) peut faire saillie sur le côté de la partie faisant saillie (21) pendant l'utilisation, et l'ergot latéral peut comprendre une surface de mise en prise qui fait face à l'arrière de l'élément de verrouillage (18). Pendant l'utilisation, la surface de mise en prise d'ergot latéral peut faire face à une face de mise en prise (36A) correspondante située dans l'évidement de la tête. L'attelage (10) peut également comprendre un bloc de verrouillage (24) prévu pour être installé dans l'évidement (22) de la tête entre la partie faisant saillie (21) de l'élément de verrouillage et la tête (16). Le bloc de verrouillage peut contraindre l'élément de verrouillage (18) dans une position fermée, verrouillée.
PCT/AU2011/001048 2010-08-17 2011-08-17 Attelage Ceased WO2012021929A1 (fr)

Priority Applications (6)

Application Number Priority Date Filing Date Title
AU2011291438A AU2011291438A1 (en) 2010-08-17 2011-08-17 Coupler
CA2808141A CA2808141A1 (fr) 2010-08-17 2011-08-17 Attelage
US13/817,429 US20130206716A1 (en) 2010-08-17 2011-08-17 Coupler
BR112013003568A BR112013003568A2 (pt) 2010-08-17 2011-08-17 engate
CN2011800495600A CN103209877A (zh) 2010-08-17 2011-08-17 联接器
ZA2013/01135A ZA201301135B (en) 2010-08-17 2013-02-13 Coupler

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AU2010903691 2010-08-17
AU2010903691A AU2010903691A0 (en) 2010-08-17 Coupler

Publications (1)

Publication Number Publication Date
WO2012021929A1 true WO2012021929A1 (fr) 2012-02-23

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Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/AU2011/001048 Ceased WO2012021929A1 (fr) 2010-08-17 2011-08-17 Attelage

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US9038836B1 (en) 2012-11-15 2015-05-26 Pennsy Corporation Lightweight coupler
US11345374B1 (en) 2012-11-15 2022-05-31 Pennsy Corporation Lightweight coupler
US9701323B2 (en) 2015-04-06 2017-07-11 Bedloe Industries Llc Railcar coupler
EP3405372B1 (fr) * 2016-01-21 2019-12-11 New York Air Brake LLC Têtes d'accouplement à interverrouillage
RU169989U1 (ru) * 2016-08-11 2017-04-11 РЕЙЛ 1520 АйПи ЛТД Замок автосцепки железнодорожного транспортного средства
WO2020001469A1 (fr) 2018-06-29 2020-01-02 中车齐齐哈尔车辆有限公司 Véhicule ferroviaire, coupleur et corps de coupleur associé
CN108839666B (zh) * 2018-06-29 2019-11-08 中车齐齐哈尔车辆有限公司 车钩、钩舌及钩体
RU184607U1 (ru) * 2018-07-13 2018-10-31 РЕЙЛ 1520 АйПи ЛТД Замок автосцепки железнодорожного транспортного средства
US20240343276A1 (en) * 2020-10-30 2024-10-17 Bradken Resources Pty Limited Coupling arrangement

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US3097751A (en) * 1959-07-24 1963-07-16 Paul Emile Ernest Alfr Henrico Automatic railway couplers
WO2009142747A1 (fr) * 2008-05-22 2009-11-26 Bedloe Industries Llc Dispositif de verrouillage d'attelage de chemin de fer amélioré à chanfrein ajouté sur un siège d'appui de mâchoire

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GB326575A (en) * 1928-12-21 1930-03-20 Mcconway & Torley Co Improvements in and relating to railway car couplers
US3097751A (en) * 1959-07-24 1963-07-16 Paul Emile Ernest Alfr Henrico Automatic railway couplers
WO2009142747A1 (fr) * 2008-05-22 2009-11-26 Bedloe Industries Llc Dispositif de verrouillage d'attelage de chemin de fer amélioré à chanfrein ajouté sur un siège d'appui de mâchoire

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BR112013003568A2 (pt) 2017-11-07
AU2011291438A1 (en) 2013-02-21
CA2808141A1 (fr) 2012-02-23
US20130206716A1 (en) 2013-08-15
CN103209877A (zh) 2013-07-17
ZA201301135B (en) 2013-09-25

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