Coupling plate for a fifth wheel coupling

Abstract

A coupling plate for a fifth wheel coupling, wherein the coupling plate on a top side includes a planar bearing surface and at a rear end it includes two entrance horns bordering on an entrance opening, the entrance opening extends in a longitudinal axis (x) of the coupling plate and ends in a kingpin bearing region, and the coupling plate is configured with a respective receiving structure for a bearing block on its bottom side, on either side of the kingpin bearing region and spaced apart from each other on a transverse axis (y). The problem which the invention proposes to solve is to provide a standardized coupling plate, having a minimal natural weight, given a slight loading, and whose strength can be adapted for higher anticipated loads. The problem is solved according to the invention in that at least one connection means for the releasable mounting of at least one stiffening element is formed on the coupling plate beneath the planar bearing surface.

Claims

1. A coupling plate for a fifth wheel coupling, wherein the coupling plate on a top side comprises a planar bearing surface and at a rear end comprises two entrance horns bordering on an entrance opening, the entrance opening extends in a longitudinal axis (x) of the coupling plate and ends in a kingpin bearing region, and the coupling plate is configured with a respective receiving structure for a bearing block on a bottom side, on either side of the kingpin bearing region and spaced apart from each other on a transverse axis (y), wherein the transverse axis (y) is the axis about which the coupling plate tilts relative to the bearing blocks, wherein, in addition to the receiving structures provided on the coupling plate, at least one connection means for the releasable mounting of at least one stiffening element is also provided on the coupling plate, beneath the planar bearing surface, and wherein the at least one connection means comprises a) a first connection means which is arranged in the direction of the longitudinal axis (x) on a side of and offset from the transverse axis (y) facing away from the entrance opening and/or b) the at least one connection means comprises a second connection means, which is arranged in the direction of the longitudinal axis (x) on a side of and offset from the transverse axis (y) facing toward the entrance opening below a vertical level (Z.sub.KZ) of a kingpin introduced into the coupling plate.

2. The coupling plate according to claim 1, wherein the at least one connection means comprises multiple bearing locations, which are arranged flush with one another at least for a portion in parallel with the transverse axis (y) of the coupling plate.

3. The coupling plate according to claim 1, wherein the at least one connection means comprises a third connection means, which is arranged in the direction of the longitudinal axis (x) on a side of the transverse axis (y) facing toward or away from the entrance opening.

4. The coupling plate according to claim 1, wherein a rib structure is formed on the bottom side of the coupling plate.

5. The coupling plate according to claim 4, wherein the at least one connection means is an integral part of the rib structure.

6. The coupling plate according to claim 4, wherein the rib structure comprises lengthwise ribs running parallel to the longitudinal axis (x) and transverse ribs running parallel to the transverse axis (y).

7. The coupling plate according to claim 6, wherein the at least one connection means comprises two outer bearing locations with a respective outer bearing opening running parallel to the transverse axis (y).

8. The coupling plate according to claim 7, wherein the outer bearing locations are situated in the lengthwise ribs.

9. The coupling plate according to claim 8, wherein the at least one connection means comprises a central bearing location with a central bearing opening running parallel to the transverse axis (y).

10. The coupling plate according to claim 9, wherein the central bearing location is formed on one of the transverse ribs.

11. A combination of a coupling plate according to claim 1 with at least one stiffening element, wherein the at least one stiffening element is held releasably by the at least one connection means of the coupling plate.

12. The combination according to claim 11, wherein the at least one stiffening element comprises a first stiffening element, which is held by a first connection means.

13. The combination according to claim 11, wherein the at least one stiffening element comprises a second stiffening element, which is held by a second connection means.

14. The combination according to claim 13, wherein the second stiffening element is situated below a vertical level (z.sub.KZ) of a kingpin introduced into the coupling plate.

15. The combination according to claim 11, wherein the at least one stiffening element comprises a third stiffening element, which is held by a third connection means.

16. The combination according to claim 11, wherein the at least one stiffening element has a different spring characteristic than the coupling plate.

17. The combination according to claim 11, wherein the at least one stiffening element is made from a carbon material.

18. The combination according to claim 11, wherein the at least one stiffening element and the at least one connection means are designed as floating bearings.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) For better comprehension, the invention shall now be explained more closely with the aid of nine figures. There are shown:

(2) FIG. 1: a front view of a fifth wheel coupling with coupling plate and first connection means as well as a first stiffening element installed therein according to a first embodiment;

(3) FIG. 2: a bottom view of the coupling plate of FIG. 1;

(4) FIG. 3: a side view of the coupling plate of FIG. 1;

(5) FIG. 4: a bottom view of a coupling plate with first connection means as well as a first stiffening element installed therein according to a second embodiment;

(6) FIG. 5: a longitudinal section in the sectioning plane A:A of FIG. 4;

(7) FIG. 6: a longitudinal section through the coupling plate with second connection means and second stiffening element installed therein;

(8) FIG. 7: a longitudinal section through the coupling plate with first and second connection means and first and second stiffening element installed therein;

(9) FIG. 8: a longitudinal section through the coupling plate with first and third connection means and first and third stiffening element installed therein and

(10) FIG. 9: a longitudinal section through the coupling plate with first, second and third connection means and first, second and third stiffening element installed therein.

DETAILED DESCRIPTION OF THE INVENTION

(11) FIG. 1 shows in a front view a coupling plate 10 of a fifth wheel coupling 20 in the mounted state on a vehicle frame 50 of a tractor vehicle not further shown. The fifth wheel coupling 20 comprises for this purpose two bearing blocks 21 spaced apart laterally, which contact complementary designed receiving structures 17 (see FIG. 2) of the coupling plate 10 at their upper end and transmit the loads acting thereupon to the vehicle frame 50.

(12) In the exemplary embodiment shown in FIG. 1, the bearing blocks 21 stand by their lower end on a mounting plate 22, which is placed on the vehicle frame 50 from above and connected to it. In the case of a narrower vehicle frame 50, it is also possible to secure the bearing blocks 21 directly or via an auxiliary frame to the vehicle frame 50. The bearing blocks 21 enable a tilting movement about a transverse axis y, indicated in FIG. 2, which enables a relative movement between the tractor vehicle and the semitrailer, especially when driving over peaks and valleys.

(13) The coupling plate 10 is configured with a planar bearing surface 12 on its top side 11, on which a semitrailer once attached is braced with a skid plate 60 (see FIG. 6). In the present exemplary embodiment, the top side 11 is continuous in configuration, but it may also consist of multiple plate-like partial surfaces, which then form a planar bearing surface 12 with each other.

(14) As can be seen especially well in the bottom view of FIG. 2, the coupling plate 10 has at its rear end 13 an entrance opening 14, which extends in a longitudinal axis x and ends in a kingpin bearing region 14a approximately in the area of the transverse axis y. The entrance opening 14 serves for the lateral guiding of a kingpin 61 of a semitrailer, not shown here (see FIG. 6), during the coupling and uncoupling process until it is in its locked position. The entrance opening 14 for an easier docking of the kingpin 61 has a conically broadened segment in the direction of the rear end 13, which is flanked on both sides by entrance horns 15. The entrance horns 15 according to the side view of FIG. 3 drop off in the direction of the rear end 13 and thereby form a ramp for the skid plate 60 of a semitrailer prior to its coupling, which is raised in the direction of the planar bearing surface 13 especially in the case of a low positioned starting position.

(15) The receiving structures 17 for the fastening of the bearing blocks 21 on the coupling plate 10 are joined together by a rib structure 18 formed on a bottom side 16. The rib structure 18 has lengthwise ribs 18a running parallel to the longitudinal axis x and transverse ribs 18b running parallel to the transverse axis y. Insofar as two transverse ribs 18b are present, as shown, these should be arranged on either side of the kingpin bearing region 14a, in order to absorb as effectively as possible the lift forces introduced by the kingpin 61 into the coupling plate 10. Both transverse ribs 18b are joined together via the two lengthwise ribs 18a into a completely closed box in the present case, but it may also be partly closed.

(16) In order to further stiffen the coupling plate 10, a first connection means 30a is arranged on the rib structure 18, with whose aid an additional first stiffening element 40a can be fastened on the coupling plate 10. The first connection means 30a allows a releasable mounting of the first stiffening element 40a offset parallel to the transverse axis y of the coupling plate 10, by which in particular a lifting of lateral regions and a consequent deforming of the coupling plate 10 in the transverse axis y under heavy loading is avoided or at least reduced.

(17) The first stiffening element 40a according to the embodiments shown in the figures is a rod with round circular cross section. In theory, however, other profile shapes and cross sections are possible; thus, the first stiffening element 40a may have a greater wall thickness or a thickened diameter in areas with heavy force application.

(18) The first connection means 30a in the embodiment of FIGS. 1 to 3 comprises outer bearing locations 31 situated on opposite sides and a central bearing location 33 positioned between the outer bearing locations 31. The outer bearing locations 31 are respectively arranged in one of the lengthwise ribs 18a and each of them has an outer bearing opening 32, which are oriented parallel to the transverse axis y and are aligned with each other. The outer bearing openings 32 are boreholes passing entirely through the lengthwise ribs 18a in their axial extension. Because of the outer bearing openings 32 being completely closed in the circumferential direction, a loss of the first stiffening element 40a in the radial direction is precluded.

(19) For the mounting of the first stiffening element 40a, this has been through both outer bearing openings 32 from one side of the coupling plate 10 and captively secured. The captive securement comprises loss protection caps 41 screwed onto both ends of the first stiffening element 40a, preventing a wandering of the first stiffening element 40a in the axial direction. The loss protection caps 41 are secured to the first stiffening element 40a in such a way that it is movable in the axial direction and thus makes possible a largely stress-free mounting of the first stiffening element 40a despite different expansion coefficients of coupling plate 10 and first stiffening element 40a in the load-free state.

(20) The first stiffening element 40a in the loaded state is additionally braced against the central bearing location 33 between the outer bearing locations 31. The central bearing location 33 is formed substantially by a horizontal wall extension 36, which is formed on the transverse rib 18b and together with it forms an L-shape.

(21) In the installed position, the horizontal wall extension 36 engages behind the first stiffening element 40a extending between the outer bearing locations 31 from below. If one side of the coupling plate 10 is lifted up, the first stiffening element 40a also begins to deform plastically on account of the bending strain of the coupling plate 10 in the transverse axis y until it comes to bear against the horizontal wall extension 36 of the transverse rib 18b. The formation of the horizontal wall extension 36 on the transverse rib 18b and a resulting central bearing opening 34 to receive the first stiffening element 40a is especially evident in the longitudinal section view of FIG. 5. The central bearing opening 34 according to the first embodiment is aligned with the outer bearing openings 32 on both sides.

(22) FIG. 4 and FIG. 5 show a second embodiment of the invention, in which the outer bearing locations 31 have been omitted and the first stiffening element 40a is held solely by the central bearing location 33. The central bearing location 33 for this purpose extends in the direction of the transverse axis y approximately over the entire width of the transverse rib 18b, which for this purpose likewise has a horizontal wall extension 36, per FIG. 5, against which the first stiffening element 40a lies.

(23) Due to the lack of outer bearing locations 31, which bring about a fixation of the first stiffening element 40a in its radial direction by means of their outer bearing openings 32 which are closed in the circumferential direction, the first stiffening element 40a here is protected by closure means 35 against loss in the radial direction. The closure means 35 ensures a narrowing of the central bearing opening 34, so that the first stiffening element 40a can no longer pass in the radial direction through the central bearing opening 34 otherwise open at one end. The closure means 35 may be formed, for example, of multiple screw bolts, arranged offset from each other, which are led through corresponding bores in the horizontal wall extension 36 and protrude into the central bearing opening 34.

(24) For an application with low anticipated operating loads, the coupling plate 10 may also be configured without the first stiffening element 40a, yet still with the first connection means 30a provided for this.

(25) The longitudinal section of FIG. 6 shows an alternative installation position for a second connection means 30b and a second stiffening element 40b interacting with it, being arranged not like the first connection means 30a and first stiffening element 40a in the longitudinal axis x on the side of the kingpin bearing region 14a facing away from the rear end 13, but instead on the side of the kingpin bearing region 14a facing toward the rear end 13 in the longitudinal direction x or the transverse axis y. The transverse rib 18b located there is situated beneath the entrance opening 14 below a vertical level z.sub.KZ of the kingpin 61, whose position during the coupling process is indicated together with the skid plate 60, and therefore it cannot collide with the kingpin 61. In the axial extension, a groove-like central bearing opening 34 runs through the transverse rib 18b beneath the vertical level z.sub.KZ, being bounded on top and bottom by a horizontal wall extension 36. The second stiffening element 40b is installed in the central bearing opening 34 and helps increase the bending stiffness of the coupling plate 10.

(26) For an application with low anticipated operating loads, the coupling plate 10 may also be configured without the second stiffening element 40b, yet still with the second connection means 30b provided for this.

(27) The described exemplary embodiments of FIG. 1 to FIG. 6 enable a variability in terms of increasing the bending stiffness by installing or omitting a first or second stiffening element 40a, 40b in a corresponding first or second connection means 30a, 30b. The exemplary embodiments of FIG. 7 and FIG. 8 increase the range of loading capacity in that two of the connection means 30a, 30b, 30c are present on the coupling plate 10, in which by choice none, one, or two of the stiffening elements 40, 40b, 40c are introduced.

(28) In the representation of FIG. 7, a first connection means 30a in the form of a central bearing location 33 is configured on the transverse rib 18b distant from the rear end 13 and in addition a second connection means 30b is configured on the transverse rib 18b near the rear end 13. The respective central bearing openings 34 are facing away from each other and respectively point away from the rib structure 18, enabling an easier outfitting of the connection means 30a, 30b with corresponding stiffening elements 40a, 40b.

(29) According to the embodiment represented in FIG. 8, two parallel oriented connection means 30a, 30c can be seen, which may be provided with corresponding stiffening elements 40a, 40c as shown and thereby accomplish a maximum stiffening of the coupling plate 10. The connection means 30a, 30c are oriented at a height level offset parallel to the planar bearing surface 12. By choice, both stiffening elements 40a, 40c may be removed from the connection means 30a, 30c, or only a single stiffening element 40a, 40c may be removed from one of the connection means 30a, 30c. The connection means 30a, 30c then remain without a stiffening element 40a, 40c on the coupling plate.

(30) FIG. 9 shows a further embodiment with a total of three connection means 30a, 30b, 30c, of which a first and third connection means 30a, 30c are arranged one above the other in the same transverse rib 18b. The transverse rib 18b is the transverse rib 18b away from the rear end 13. In the transverse rib 18b close to the rear end 13, only the second connection means 30b is formed. Owing to the greater vertical distance from the planar bearing surface 12 than the level z.sub.KZ of the kingpin 61, there is likely insufficient room for yet another connection means mounted underneath, due to the swivel movement of the coupling plate 10 during driving operation.

(31) Depending on the anticipated loading of the coupling plate 10, all, some or none of the connection means 30a, 30b, 30c may be outfitted with stiffening elements 40a, 40b, 40c. Accordingly, the embodiment of FIG. 9 allows a maximum variability in terms of adaptability to anticipated loading scenarios.

LIST OF REFERENCE NUMBERS

(32) 10 Coupling plate 11 Top side 12 Planar bearing surface 13 Rear end 14 Entrance opening 14a Kingpin bearing region 15 Entrance horns 16 Bottom side 17 Receiving structure 18 Rib structure 18a Lengthwise ribs 18b Transverse ribs 20 Fifth wheel coupling 21 Bearing block 22 Mounting plate 30a First connection means 30b Second connection means 30c Third connection means 31 Outer bearing location 32 Outer bearing opening 33 Central bearing location 34 Central bearing opening 35 Closure means 36 Horizontal wall extension 40a First stiffening element 40b Second stiffening element 40c Third stiffening element 41 Loss protection caps 50 Vehicle frame 60 Skid plate 61 Kingpin x Longitudinal axis Y Transverse axis z.sub.KZ Kingpin level