BE509733A - - Google Patents

Description

       

   <Desc / Clms Page number 1>
 



  AUTOMATIC COUPLINGS FOR VEHICLES ON RAIL.



   The currently known automatic couplings for rail vehicles only partially meet the many requirements which one is entitled to impose on them. Especially the shape of the coupling head is imperfect, not only to receive the important shock and traction forces, but especially to meet the most important condition that must be fulfilled by an automatic coupling, that is to say that two couplings when docking the wagon and in all cases of traffic, must engage and hook up automatically without outside intervention.

   If the coupling heads do not engage automatically, they cannot be designated as automatic, all the more so since damage to the vehicles and to the coupling itself is inevitable during a mishap. given the extremely considerable kinetic energies involved, even at normal traffic speeds.



   Coupling heads are known having a great lateral attachment capacity but having the unfavorable property that the height capacity is gradually reduced when the lateral differences increase, which is also likely to make the engagement of the heads precarious. .



  It is not possible to seek an increase in capacity by an increase in dimensions which would unduly increase the weight and the price, nor by the use of strongly protuberating horns, which would increase the danger of breakage, , would become bulky and could hardly be accommodated in the very small space that could be reserved for the coupling.



   The purpose of the head shape described below is to avoid these drawbacks. This is achieved by such an arrangement of surfaces and ridges intended to guide laterally and vertically that a diagram of meshing capacity at right angles in the form of a parallelogram results, of-

 <Desc / Clms Page number 2>

 having a high gripping capacity ratio (see claim 1) and on the other hand by a combination of the guide head with the parts transmitting the shock and tensile forces provided in such a way that the two parts overlap very approximately . which results in a structure of small dimensions, low weight and well picked up with regard to the high meshing capacity obtained (see claim II).



   The figures below show a few examples of heads executed according to the stated principles and 4 essential solutions to obtain great hooking capacities are represented in:
 EMI2.1
 Figures 1 6all and 14 in front view "3 $ 4 8 9 a13 and 16, in side view" 2s 7 12 and 15, in top view "5 and 10, giving the capacity diagrams of the first two variants" 17, 18 and 19 in front view, side and top, also showing the elements transmitting the 'shock and tensile forces.



    "20, showing in horizontal section a coupling and uncoupling mechanism
 EMI2.2
 If 21 to 23s showing a coupling intended for tram- aays9 with incorporated cable box; front, top and side views.



   "24, in schematic plan view of the orientation faces of said mechanism" 25 and 26, an alternative arrangement of a coupling latch in front view and in plan view "27, in side view, the mounting of the coupling of trams in a chassis.



    On the other hand, couplings intended respectively for roads
 EMI2.3
 railways9 to mining transport and tramways (without these areas of use being considered strictly limited) are represented:
 EMI2.4
 in figures 28p 31 and 3L9 in front view in figures 29 32 and 359 in side view in figures 30 33 and 36 in top view figure 37 shows a schematic front view of a suspension device for tram couplings; 32 and 33 also show a new connection of the coupling rod with the frame.



   Figures 1 to 4 show two diagonally opposed protuberances or horns 1 and 2 (left top and right bottom or right top and
 EMI2.5
 bottom left) s.9 extending forward of the transverse-central vertical plane 10 - 10a to each of which is connected an oblique ridge 4-5 intended to guide laterally and extending in a horizontal plane to the longitudinal median vertical plane V - V.

   
 EMI2.6
 These elements (horns la 2 or ridges 4s5) cooperate in order to correct the lateral and height deviations with surfaces 6 and 7, respectively 8 and 9? which guide in lateral direction and in height and are arranged obliquely on the respective opposite sides of the central longitudinal vertical plane V - 70 The horn 1 slides along the surfaces 6 and 8, and the horn 2 along the surfaces 7 and 9 of the opposite head and it is necessary that this opposite head has exactly the same shape as the previous one so that the two couplings meet, after re-
 EMI2.7
 turning of the wagons can still mate.

 <Desc / Clms Page number 3>

 



   The horns 1, 2 can also. ,, by removing the oblique edges 4, 5 take the form of rods parallel to the axis of traction placed at diagonally opposite corners and whose points contact the surfaces 6, 8 or 7, 9 act to compensate for lateral and vertical differences.



   The laterally guiding surfaces 6, 7 can also be omitted and in this case the ridges 45 cooperate with the vertical ridges II 13 of the middle face 3 for the compensation of the lateral differences. The enlarged surfaces 3 (figures 1 to 9) can also receive, among others, the members transmitting the traction, the pipe couplings, etc ...



   It is immediately understood that if B represents the width and H the height of the head, the center of the opposite head can be found at any point inside a parallelogram of dimensions Ds (lateral differences) and Dh (differences in height).!) without the two heads being able to miss each other when docking (see fig. 5). This means that the heads guide each other correctly until re-engagement, even when the greatest lateral and height differences occur simultaneously with the greatest height and lateral differences.

   On the other hand, it emerges from the figures. ,, that Dh (Ds) is approximately equal to the total height of the head (or to the half-width of the head), that is to say that the coupling capacity ratios : Dh / H = 1 and Ds / B = 1/2 are favorable to a degree which is not exceeded or even reached by any of the known shapes of heads. The more favorable Dh / H or Ds / B ratios, which some known heads give, are generally rendered inoperative by the fact that simultaneous Ds / B or Dh / H become notably weaker.

   In other words., Possibly more favorable lateral compensations., Can not be considered as practically useful because., Together with slightly larger vertical deviations ,. despite everything, they will prevent the heads from meeting.



   The shape according to Figures 1 - 4 also has the particularly favorable property that it can be rotated by 90 around its horizontal longitudinal axis and in this shape is very suitable as a guide head for automatic couplings which is shown to figures 6 to 10.



   The oblique ridges 4 and 5 guide here in height and extend from the tip of the diagonally opposite horns 1 and 2 to the horizontal plane of division M - M (which must not be the median plane). The surfaces 6 and 7 (8 and 9) guide in this case in height (sideways). The advantageous properties developed above also exist correlatively for this form, with the only difference that Ds / B = 1 and Dh / H = 1/2.



   Accordingly, while figures 1 to 4 give a relatively extended capacity diagram in height (in other words, the coupling head can be kept relatively low) the shape according to figures 6 to 9 provides lateral capacity. very large (the coupling head can remain narrow).



  Depending on the size or construction of the vehicle, it is possible to choose 1-moon or 1 other shape. Figures 1 to 4 and 6 to 9 show that the structure presents, in front view, a polar symmetry around the longitudinal horizontal axis; the plan views show that it is also characterized by the fact that the symmetrical polar figure built around its vertical central axis (located in the 10-10 plane) is identical to the opposite head.



   Figures 11 to 16 show two variants in which (unlike the shape of Figures 1 to 9) the oblique guide surfaces are staggered on either side of planes parallel to the direction of traction in this way. vertical and lateral differences are completely corrected long before the final stage of docking.

 <Desc / Clms Page number 4>

 



   In Figures 11 to 13, the surfaces 6 and 7 guiding in the vertical direction have been omitted as explained previously in such a way that their function is assumed by the lateral edges 11 to 14 of the face 3, that is to say. say that edges 4 and 5 sliding on them ,,, provide height corrections.



   Edges 11 to 14 are in a position perpendicular or approximately perpendicular to the central longitudinal vertical plane
Figures 14 to 16 show a figure based on figures 1 to 4 with a stepped device as in figures 11 to 13, but with the particularity that the edges and oblique surfaces 4 and 9 or respectively 5 and 8 of figure 1, are condensed into two surfaces 4/9 and 5/8 each of which assumes its share, both in the vertical and lateral guidance. The faces parallel to the direction of traction ,,, interposed according to FIGS. 11 to 16 in the guide surfaces, also offer facilities for housing the elements transmitting the tensile forces.



   Figures 17 to 19 illustrate a possibility of combining the guide head according to Figures 14 to 16 with a member transmitting the shock and tensile forces ;, in which two impact face elements 17 and 18 are arranged in the joint between the guide faces 4/9 and 5/8, while two other partial impact surfaces are placed higher.



  The four impact surface members are located in the central vertical transverse plane 10 - 10, which also contains the age of the coupling lock 21.



   Above and below the end of the latch transmitting the tensile force, the impact faces are recessed so as not to weaken by sudden variations in section. foundry defects, etc ... the traction band surrounding the lock housing in the molded part; this also gives a reduction in the length of the faces to be dressed and makes it possible to bring the mouths of the air connections closer to the axis of traction.



  The impact face 17 can also be embedded halfway up in the upper horn and in this case ,. facet 18 should protrude from the lower horn. These impact facets are tightly tightened around the lock and taken together gives a condensed and space-saving structure. This also makes it possible, without great expenditure of material, to connect and suitably stiffen these impact faces exposed, in service, to great forces.



   The known transverse coupling lock 21 receives a new shape at its lower end acting by the fact that the tensile force is no longer transmitted by a flat nose milled into the lock, but here the end 22 of the lock. remains cylindrical and is inserted into the bore or the ring housing the opposite lock; the tensile force is thus transmitted directly, as can be seen in Figures 18 and 20.



  This is in many ways superior to the known solution. In particular, milling the flat on the nose of the lock is avoided without any compensation, machining other faces or performing an additional operation. The end 22 of the lock 21 retains the diameter obtained by turning the lock. The surface giving support to the surface 22 of the lock is, in any case, existing in the bore. The braking in the old lock of the facet transmitting the traction was an expensive precision operation since it was a question of avoiding in the new couplings, a play or too large or too small in the coupling position.



  The difficulties of too narrow (and therefore expensive) tolerancing of the machining dimensions are, according to the present invention, reduced by the fact that the two bores of the coupled bolts are coaxial and no longer offset with respect to each other as previously. The two bores are located, in effect, in the coupling plane 10-10 determined by the impact faces which provides further simplifications in the machining, measurement and verification.



   The coaxial position of the coupled locks also allows

 <Desc / Clms Page number 5>

 perform 1-reaming by a tool guided by the bore of a standard head on which, after dressing the impact faces, the new reaming head will be tightened.



   This contributes, together with the properties mentioned above ,,, to reduce manufacturing costs while ensuring more precise machining and therefore smaller clearances.



   Figure 20 does show a flat nose 23 at the inner end of the lock, but this flat is not loaded with the tensile force, therefore requires no precision and could even be omitted., In which case a void would appear. between the two ends of the locks.



   Another advantage of the new device is that each lock without the intervention of the other can transmit the tensile force: there is therefore a reserve in the event that one end of the lock should break. , which constitutes a significant increase in safety in the service of the railways.



   In the case where the facet 23 is parallel to 1-axis of the lock, the noses of the locks are relieved of the bending forces.



     If, in accordance with Fig. 20, a fixed point 25 is established at the cover 24 of the bore of the latch, it becomes possible by inclining in the direction of arrow 27 of said decoupling lever 26, articulated at 25, to bring about. the two locks in the uncoupled position, the traction rod 28 withdrawing its lock by compressing the spring 30 and the pusher 29 pushing the opposite lock 21 'against the force of the spring 30'.



   This decoupling mechanism makes it possible to obtain a large separation force with little means; it offers9 on the other hand, more than. ,, in particular in the event of rupture or weakening or even total removal of one of the coupling springs, the spring of the other coupling brought the two locks into the complete coupling position. In addition ,,, one can see on each side of the train of vehicles, and this in a certain way whether the bolts located on the other side and therefore not visible occupy or not their fully locked position.



  This gives an indication of great value.



   Finally, this closed mechanical cycle radically prevents any false coupling consisting in that 19 one of the bolts is fully engaged while the other is only partially or not at all engaged. As long as the connecting rods 28, 29 are in working order, the opposite lock not visible must necessarily arrive simultaneously in the fully engaged position, which contributes to the safety of the service.



   This cycle or mechanical linkage of the coupling apparatus can be used for various other purposes, for example to actuate pawls controlling rapid braking or to give electrically remote indications to the driver's cab, etc.



     If in exceptional cases, laterally directed inertial forces tended to push one of the bolts towards the uncoupled position. the mechanical cycle would necessarily prevent Inaction of these forces by opposing them by opposing forces acting on the otter lock
In the form of Figures 6 to 9 or 11 to 13, the impact faces can be arranged laterally in vertical planes., Partly in front and partly behind of the plane 10 - 10. Since heads of this kind, even with large lateral capacity remain surprisingly narrow it is possible to arrange the pipe fittings laterally without the overall shape acquiring exaggerated lateral dimensions.

   On the other hand, the shapes according to FIGS. 1 to 4 or 14 to 16 remain particularly low, even when they have great vertical capacities.



   The mouths of the pneumatic lines can be arranged,

 <Desc / Clms Page number 6>

 for example, in the lower horn by moving edge 11 to the right (fig. 14). The resulting loss of gripping capacity can be compensated by a corresponding lengthening of the edge 4 outwards.



   These mouths can be provided with a cover oscillating around a vertical axis, which is retracted laterally by the opposing coupling and retracted below the lower horn 5, 8. When the faces are constructed prior to these lids with sufficient inclination and thickness, they also become capable of receiving fairly violent shocks from the opposite horn. Also in Figure 14, it is possible to arrange the lock so that the axis of the latter is placed at mid-height of the edge 12, which gives a remarkably low head structure, even in the case of with a high hanging capacity at height.



   The advantages just cited justify the use of similar types of couplers, even for heavy duty walker service on main railways. Given that this shape offers very small dimensions below the traction axis., Even in the event of a large guiding capacity in height, it is possible, in self-propelled vehicles, to adapt a cable box with numerous contacts. below the coupler head.

   The cable box can., In the uncoupled position, be held by means of a spring in the rear position from where, on docking, the opposite head acting by rotation or by pressing a pusher, will bring it forward. in such a way that, (by inserting a spring also in the linkage), the two cable boxes will be elastically pressed against each other. This makes it possible in particular, among other advantages, to adopt smaller strokes for the contact pads and, consequently, a simpler and less expensive execution of the box in general. It will be advantageous to mount the cable box on parallel connecting rods, preferably 2 at the front and a 3rd at the rear.

   By placing the rear connecting rod close to the articulation of the coupling tail, the pipes up to this point and in particular also the compressed air pipes coming from the cable box, can be produced in rigid form. As a flexible connection is required in any case near the articulation of the coupling tail, it becomes superfluous to provide another flexible connection at the front of the coupling head, that is to say. that is, near the cable box, hence further simplification, reduction in price and more pleasant appearance.



   The guide surfaces described above can be used to advantage for tram couplings, although the problem is. here different from that of the railways, especially because the curves to be traversed are of smaller radius, which requires longer coupling rods. This requires a greater ability to coaxially straighten couplings that are strongly deflected laterally. Some known hitches have a very high righting capacity, but their faces and edges causing this straightening are arranged so that they do not start working until the couplings are quite strongly engaged.

   However, as with these types also occur combinations of lateral, vertical and angular deflections such that the first docking contact between couplers occurs outside of the deflection, these guiding faces and ridges may come into action from the so that the couplings from the first contact inevitably push outwards and increase the deflection so that the steering surfaces can no longer exert their effects, which makes coupling impossible. The invention can easily be formed such that the first contact, in all possible combinations of deflection, always occurs inward, whereby the initial angular deviations cannot increase,

   but become smaller and smaller as the meshing continues, the guiding surfaces and edges still have their full effectiveness.



  This also avoids the drawback of many other couplings.

 <Desc / Clms Page number 7>

 known., who seek better straightening by increasing the width of the head resulting in additional weight.



   On the other hand, a modern tramway coupling is required to simultaneously couple a respectable number of electrical and other lines. The resulting cable box acquires dimensions exceeding those of the coupling itself. Since the tensile forces required to drive a small number of trailers (1 to 3) are negligible compared to those which are exerted on normal railways .. it seems judicious to place the cable box 31 in the center of the construction and transfer to the sides., both the guiding faces and the members responsible for transmitting low tensile forces.

   This idea is realized in the solution shown in Figures 21 to 270
 EMI7.1
 The laterally spaced guide surfaces 4a 9 and 59 8 give, by the same fact, despite their small lateral dimensions and their low weight, increased straightening capacity. This inversion in the arrangement of the components gives the additional advantage that the contact block 32, a delicate object, is no longer in the dangerous position above the coupling and is transferred to a central position, well protected by a steel casing mold. As the contact block is located in the compression axis, a much lower pressure will be necessary.
 EMI7.2
 required for mating.

   In effect, when the resistance of the contact spring acts at a great distance from the compression axis, the required coupling pressure is a multiple of the total pressure of the contact springs. The condensed construction also offers a more relaxing and pleasant appearance than that of a cable box later attached to a coupling and is also less expensive since we avoid the
 EMI7.3
 cost of running a separate cable box and the additional weight it entails.



  It can be seen in Figures 21 and 23 that the guide surfaces have been obtained by adding to the surfaces 4s9 "5 8 of Figures 14 to 169 their image relative to a mirror placed in the plane of the upper edges .. the cable box 31 being centrally placed
We also see that whatever the direction of the deviations
 EMI7.4
 which the couplings took before the couplings, the first contact will always be made inside the deviation, between the central horn 4/9 - 4 / 9a and the upper lateral horn 5/8 a or the lower horn 5 / 8s whether the opposite head is located higher or lower.

   The first contact is therefore always made inside the deflection by the central horn of 1 - one or the other coupling and thereby the disadvantage mentioned above is positively avoided for heads having only two diagonally horns. opposites.



   This arrangement of the guide surfaces makes it possible to increase the
 EMI7.5
 city of lateral guidance without any other modification of the system than an elongation of the horns and to increase the capacity of guiding in height by further spreading the lateral horns.



  Couplings offering different capacities (each corresponding to the type of vehicles equipped) can cooperate without difficulty. The capacity in the two lateral directions can also be increased by simply extending the central horn 4 and this increase is equal to L when the length of the horn is equal to L and the head is deviated when mounting L
2 in the opposite direction. This device is even more effective if the cover 33 of the cable box is sufficiently reinforced so that the central horn can give it directing shocks, thereby increasing
 EMI7.6
 even the orientation capacity o The side impact cord then receives an appropriate relief locally o The height guidance capacity is equal to half the distance of the ridges 5 and 5a.

   We use as a shock face

 <Desc / Clms Page number 8>

 the edges of the cable box located in the central transverse plane 10 - 10.



  The facet 34 provided with an opposite inclination (fig. 22) prevents the deviation
 EMI8.1
 ation of the opposite horn inward; similar facets are provided at all inclined guide faces.



   The cylindrical lock 35 housed vertically in the central horn and engaging in the bore 36 provided in the upper horn is used as a coupling member. The axis of traction thus determined is located
 EMI8.2
 in the upper half of the coupling head in such a way that the construction height above the traction axis remains low, as well as
 EMI8.3
 it can be seen in figure 27. To decouple the lever 38, mounted on the shaft 37 being rotated in the direction of the arrow 9, withdraws its own lock using the traction rod 39 and pushes the lock of the oppo head back. - Sée out of the bore 36 by means of the pusher 40.

   This linkage, although hidden, has been drawn in solid lines in order to facilitate understanding.
 EMI8.4
 In order to prevent the lever 38 from participating in the coupling oscillations9 it is mounted idle on the axis 37 and only attacks the linkage by a pawl bearing on one side only.
 EMI8.5
 The lengths of this linkage are chosen so that, upon decoupling, the pusher 40 performs a stroke a little longer than the coupling lock itself, which prevents the premature engagement of one of the two locks. ; this means that the two locks engage or else that neither of the two hangs. This cyclic linkage has advantages and properties similar to that of FIG. 20.

   The position of the decoupling lever
 EMI8.6
 38 without it being necessary to make it very protruding outside the assembly, gives a very large multiplication and therefore a large decoupling force. On the other hand, it lends itself to the application of a traction cable oriented towards the rear and provided with a return close to the joint.
 EMI8.7
 19attelagee tion where it is easy to place the control lyintér3eur of the vehicle or on the wall of the body.



   The front face 32 of the contact block (fig. 22) protrudes elastically from 1 to 2 mm. in front of the coupling plane 10 - 10 and thus provides the advantages already described of the contact faces engaged by springs. The two side opening half-lids swinging around
 EMI8.8
 of the axis l19 are ,,, to 19 coupling folded by the action of the connecting rods 43 and the lever 42 which, during docking is pushed backwards by compressing a spring by the action of the edge 4 of the opposite head (fig. 22).
 EMI8.9
 The lever 42j besides opening the cover 33a also produces an improvement in the coaxial orientation of the two couplings, as can be seen from FIG. 24.

   By the fact that the part of the lever 42, visible in the front view, engages widely in the space to be occupied by the opposite head., The edge 4 of the opposite head makes contact with it from the first stage. docking by performing the force actions shown. During the fairly long period of elastic recoil of the lever 42, the force 45 acts on the long lever arm 47 in favor of the orientation and thanks to the friction at the point of contact manages to overcome the deflecting moment of the opposing force and e - gale acting on the smaller lever arm 48.

   If one foresees below
 EMI8.10
 or above the central horn! ./ ga = 4/9 similar elastic counter-faces (or not elastic but in a more remote position) to act on the horns 5 and Sa the result of these three forces will orient very efficiently and desmodromically the couplings towards the coaxial position. ,, with the peculiarity that the moment of orientations even with very large deviation of the
 EMI8.11
 hitch rods9 still remain positive.



  With a view to achieving a temporary stop, it is possible to adapt to the lower part of the decoupling lever 38 a pawl which, when the lever is pulled back, comes to bear against a stop incorporated in the same head. and by this, prevents the return in place of the lever and thus also a re-coupling, until the moment when the opposite head is withdrawn.



  At this last moment, the pawl is withdrawn from its stop by a lever arm

 <Desc / Clms Page number 9>

   42 located beyond point of articulation 44 (not drawn); this provides a temporary stop with more precise action than in known couplings, being
 EMI9.1
 given that all the pawl and lever elements 42 are part of the same head and not of the opposite head, the position of which is liable to vary already during the separation of the vehicles.



   Figures 25 and 26 show a latch disposed horizontally in the central horn and which engages in the bores 36 made in the side wall of the cable box. A cyclic device composed of two levers with two articulated branches at 49 and 50 and of a connecting rod 51, has the same advantages and properties as that of the figure.
 EMI9.2
 20o The operating handle 52 attached to the side of the latch has the advantage that when uncoupling9 this head deflects in the opposite direction if the latch of the opposite head releases a little earlier and the heads are under tension., Being since the lever lengths have been chosen such that the opposite hitch lock releases slightly earlier
 EMI9.3
 than the hitch lock which was actuated.

   The connecting rod 51 can be placed above or below the cable box.



   The lock arranged horizontally, instead of being arranged in the central horn can also be placed in the body of the head by having
 EMI9.4
 its axis recessed on the decoupling plane 10-10a such that its outer end projecting from the side wall engages the horn of the opposite hitch. The upper edge of the cable box is then a little lower at a short distance under the lock. but the box always remains well protected, framed as it is by the impact faces. The cyclic decoupling linkage is then carried out a little more simply than according to figure 26.

   In this case ;, the joint of
 EMI9.5
 two half-covers are preferably placed horizontally If the axis of the lock of the same head is placed in the coupling plane 10-10 it is coaxial with the bore 36 and can therefore be drilled without changing tools. more economical manufacturing and provides more
 EMI9.6
 reduced. If the diameter of the 1 "bore 36 exceeds the diameter of the lock by a K value (in order to facilitate engagement of the lock even with less precise vertical bending), the axes of bores 35 and 36 remain unchanged.
 EMI9.7
 calf coaxial if one moves one and the other by a K value behind the coupling plane 10 - 10.



   In trams where the traction axis is often placed very low, one can take advantage of the possibility of putting the traction axis of the coupling in a head (figo21) above the central plane to mount the free coupling rods (heads not mated) not in horizontal position
 EMI9.8
 ta1e but in the raised position upwards, that is to say 'at their upper limit of stroke or even a little higher, as shown in figure 27.



  The coupling rod is held in this position, for example by a slide sliding on the rail 53, a spring housed in the slide firmly pressing the rod against the rail. Several important advantages result from this: firstly the free space under the coupling at the end of the conveyor, even if the head is relatively high according to fig. 21, remains more important than with lower heads mounted in the horizontal position.
 EMI9.9
 traditional. A reduction of the free space in the mated position is no drawback, since the motors, brakes9etaooo linkage of the preceding motor unit still offer much less light at their lower part.

   On the other hand, while the normal horizontal position of the coupling head left it in a labile central situation,
 EMI9.10
 The coupling according to figo27 has a defined safe and stable position with respect to the chassis of the car. In old suspensions, the coupling heads, when fatigue of the suspension spring inevitably occurs,
 EMI9.11
 comes to occupy a lower position, where reduction of 19 free space below the already low value in new vehicles and loss of part of the calculated vertical orientation capacity. According to the invention and thanks to its fixed stop against the rail 53,

   the coupling head always maintains its defined position even if the spring were to weaken because it

 <Desc / Clms Page number 10>

 cannot rise further. even if the torque of the spring pushing it upward exceeded the lowering moment of the self-weight. The upward moments which are exerted on coupled couplings ,,, do not present any inconvenience, even if they are very high; Firstly. these moments can be easily overcome by the reactions of the lower edges located very low in the heads and, on the other hand the cable boxes are not placed here above the coupling head and, therefore, do not suffer from an aggravation of any yawning occurring at the upper part of the coupling heads.

   If the suspension spring is relatively soft, the moments acting upwards do not therefore acquire a dangerous importance, even when the couplings are completely lowered o It is of course necessary, during docking, a stronger compression of the spring, but the low lower edges of the coupling heads, are able to provide this moment, even with very smooth docking. Another advantage of the new assembly is that the old suspension easily allowed vertical oscillations; this is because there is no reserve of force to keep the heads in position. central; the result very quickly is an accentuation of the oscillations of the coupling heads, which soon become unbearable.



   In the assembly according to the invention a reserve of positive force being present the disadvantage of oscillations cannot occur and any oscillation beginning exceptionally in the event of a violent vertical impact, would be damped after one or two elongations, since the oscillation. rod is strongly pressed against the rail 53a which must limit the oscillations o This also avoids the obligation to have to attach by chains in laterally deflected position, the free couplings at the end of the convoys, from where they must be unhooked before re-coupling The couplings therefore remain in their central position, especially since the coupling rod pressed firmly against the rail 53, can be secured in its central position by 1 or 2 stops.

   Some other measures described below also help to avoid the need to attach and detach the tie rods in the deflected position, which simplifies and speeds up service.



  The contact pressure between the rod and the rail 53 also constitutes a protection against rotation of the head around its longitudinal axis: this prevents the heads from hanging in an oblique position, which would be unattractive and would still lose part of the head. the mating capacity
By eliminating the long load-bearing beam stressed in bending and accompanying the lateral deviations of the coupling, the current solution gives a notable saving in weight and avoids the serious drawback of an indeterminate position in height of the couplings.

   In the known assemblies, the coupling head in new condition is greatly raised and subsequently lowered, resulting in practically total loss of the height guidance capacity, which is however so important, and necessary intervention by the operator. personnel, who must enter between the vehicles to lower the higher head with their foot; this causes loss of time and is dangerous for service personnel.



  The adjustment devices generally provided do not constitute any improvement; they should in fact be continuously corrected (which we forget) and even the more precise adjustment would not eliminate the position instability with the oscillations which derive from it.



   In known suspensions, in particular for systems where the cable box is mounted above the coupling, it is necessary to provide, projecting strongly from the front wall of the vehicle, an anti-overlapping stopper 54 (Figure 27) in order to avoid damage to the cable box of the hitch in lateral suspension caused by the front wall of the opposite vehicle.



  Since the cable box placed above the coupling is at the same height as the stopper 54, it is necessary to increase the protrusion of the coupling in order to prevent. ,, even in the event of total compression, the rear wall of the cable box is not crushed by the stopper.

   It results from

 <Desc / Clms Page number 11>

 this is that the coupling head is moved very unfavorably, far in front of the head wall of the vehicle, which presents dangers to travelers (for example, when they have to bypass the vehicle at
 EMI11.1
 insufficiently lit stopping points). o On the other hand, the distance between vehicles s9accoâta which is not nice increases the lengths of convoys and stopping points and increases the danger of accident by the possibility of falling between the cars.

   When the coupling rod is pushed upwards as shown in Fig. 27, all these drawbacks can be reduced because the part of the coupling head located below the traction axis can have a relatively high height
 EMI11.2
 which gives the part located above the said traction axis a remarkably low height, the result of this is that the entire coupling head (especially when the usual mounting of the connection box to the above the hitch to take the form of Figures 21 to 23 and 25) can be held much closer to the front wall of the car ,,,

     which can even be mounted below the anti-overlapping stopper and even partly below the front wall o If in addition the protrusion of the buffer plane 10- 10 of the couplings is kept in relation to the stops slightly below compression stroke
 EMI11.3
 shock springs., it is the stopper 54 which will receive the hard shocks. In this way, the hitch rod and the hitch 55 are not exposed to stress.
 EMI11.4
 considerable impact and can therefore be made lighter, reducing weight as well as installation and maintenance costs.

   In the case where the length of the hitch rod which was previously the articulation point 55 is kept closer to the center of the vehicle.
 EMI11.5
 ture, hence greater ease of iptian in curves, reduction of tire and rail wear, reduction of operating costs with increased safety of the service.



   Due to the fact that the new suspension completely avoids the losses in height capacity., Usual in known devices; whose height position is uncertain., also due to the fact that the following coupling 21-23 has by itself a much greater vertical capacity (which avoids any manual intervention for height correction when moving).
 EMI11.6
 coupling) 9 the couplers kept in the central position will engage without any human intervention, as long as the operation is carried out in a straight or almost straight track, which avoids the mooring and starting of the free couplings in the deflected position;

     when, moreover, the lever of figs 21 = 23, the uncoupling handle inside the vehicle, can be arranged as made possible, thereby accelerating the maneuver service and making it easier for the personnel who no longer have to leave the vehicle during service, which is particularly useful in bad weather.



     When ,,, to take into account the very large oscillations of
 EMI11.7
 bar of drawbar which can occur exceptionally a spring of short stroke is inserted between the coupling rod and the rail 53, but much more powerful than the suspension spring, this does not modify in any way the
 EMI11.8
 advantageous mode of operation which has just been described but., as a consequence, the safety interval mentioned above can be reduced or even eliminated during assembly.



   While the coupling intended for normal railways according to fig. 17-19 was based on the block diagram of Figures 1-5, the coupler for the same object and shown in Figures 28-30 is a development.
 EMI11.9
 ment of the diagrams in FIGS. 6-10, the characteristic of which is to give a very narrow coupling despite its large lateral capacity.



   The two horns 1 and 2 located in front of the buffering plane (transverse central plane 10-10) are essentially formed by the surfaces 4/9 and 5/8, each of which is inclined at 1-'with respect to the central longitudinal planes, both horizontal as vertical and thus acts as well for the lateral guidance as for that in elevation, in other words to compensate for all the deviations. In the example drawn, losses 4 and 9 each have 60

 <Desc / Clms Page number 12>

 and slopes 5 and 8, each 45. Stitch 94 (95) is in the 4/9 (5/8) face.



   At horns 1 and 2, the interior corners neighboring the vertical central longitudinal plane V-V are chamfered by the oblique facets 57, 58 vertical, forming respective angles of 45 and 30 with the V-V plane; the fine point of horn 2 is also rounded slightly. The guide edges 11 and 14 have here been chosen perpendicular to the V-V plane.



  The surfaces intended for the height guidance and passing through the edges 11 and 14, cut the faces 4/9 (5/8) along the edges 59 (60). The impact faces 17-18 are arranged in a staircase one in front, the other behind the plane 10-10; they are vertical ,,, well braced between them and firmly connected to the coupling and in particular, the upper corner of the impact face 18 is integral with the horizontal wall 61.

   The lower edge of horn 2 protrudes a little from plane VV at location 63 so that, during docking, the tip of horn 1 is moved away from impact face 18, in order to minimize or even to be able to completely eliminate the drain 63 (fig. 28). This last point can also be achieved by slightly moving the impact surfaces apart in the lateral direction. The objections frequently raised against the offset impact faces do not apply here, because the centering cords provided for the vertical faces are here also arranged outside the plane 10-10 and in particular at points 64-65, located at partly in front, partly behind of the 10-10 shot.

   Consequently, these cords act effectively to oppose the lateral oscillations of the coupling rods during the changes from the state of traction to the state of shock, especially since said surfaces have been arranged at the level of traction and incorporated into it. solid walls and not thin and weak elements. This arrangement of the facets 64-65 at the traction level is also effective in preventing relative displacement of the coupled heads, whereby the overlap of the locking surfaces transmitting the traction would be reduced.

   These devices work much more efficiently than the known arrangement of side guide cords above and below the pull axis, because in the latter case the overlap of the pull surfaces of the locks can be reduced, even if the upper lateral centering cord maintains its exact position. especially in the event of relative torsion of the heads about the longitudinal axis when the horizontal centering cords lose their precision. In the new coupling according to the invention. a slightly incorrect position of the horizontal centering cords does not reduce the overlap of the pull faces of the lock.



   A further improvement over known couplings of a similar type has been obtained by extending to the vertical central longitudinal plane VV, or even a little beyond, the inner wall 68 of the traction band surrounding the lock. By this measure, we effectively reduce the lever arm urging the nose of the latch in bending, which can be used to give the latch a smaller diameter, something favorable to the reinforcement of the traction band in the molded part and also to maintaining the axis of the lock in the plane 10-10., which makes the bores of the locks coaxial, allows less expensive manufacture and reduces the weight and price of the lock made of treated steel; the tensions in the traction bands thus become lower than in the known devices.



   All the essential components and surface elements being concentrated in the upper half of the coupling (horn 1), which, therefore, is made with resistant walls in order to be able to transmit the shocks and traction forces, it becomes it is possible to make the lower half of the coupling separately (horn 2) and to assemble it to the upper part, which may present facilities for the execution of these fairly large molded parts (use of smaller molding frames ,, simplification and economy in casting, etc ...) The clearance 69 inclined towards the outside allows the evacuation of snow and foreign bodies which may fall on the coupling.

   The centering cord 67 placed behind the plane

 <Desc / Clms Page number 13>

 10-la is thus brought closer to the root of the guide horn and therefore has a better chance of rigorously maintaining its position even in the event of any deformation of the horn itself. The opening 70 allows the forced evacuation of the foreign bodies during engagement of the opposite horn.



   The forces P5 and P16 shown in figure 29 give the resultant 71, which acts effectively to bring the coupling heads mounted at rest with a certain nose-up to coaxiality because the application of this force (lever arm a) is much lower. than the lower edge of the head, which is itself in the low position. This facilitates the application of the advantageous and stable mode of suspension already described.!, even for normal railway ,. in which one could not admit., neither the suspensions with great mobilities nor a preventive mooring of the teams.



   The mouth of the air duct being placed in the lower horn, it becomes possible to apply the dust cover already described which, in the open position, completely clears the passage opening and therefore has no retarding effect on the speed of transmission of the air pulsesa The smallest reduction in the passage speeds at each of the numerous couplings would give unbearable somersault effects at the ends of long train trains.

   Said cover also offers a more perfect protection against dust than a valve incorporated in the mouthpiece and having to be pushed towards the interior of the pipe when docking with the serious danger of entry into the pipe of any grain. of dust which may have clung to the front face of the valve.,
The couplings for small equipment, for example for mining wagons shown in Figures 31 to 33, have the same basic arrangement of the guide surfaces determining the attachment capacity as the devices of Figures 28 to 30. detailed information is therefore not necessary, as far as the same reference numbers have been used for the corresponding elements. Here we have used as a coupling member,

     a lock 21 placed vertically in one of the horns which by its end 56 projecting beyond the joint plane is introduced into the opening 57 of the opposite horn and consequently supports half of the traction force as the axis of traction is here arranged in the horizontal guide plane between the two horns ,,, a symmetrical arrangement of the impact faces has been chosen with respect to this plane, at the four corners of the coupling head and in such a way that two of these faces 17 and 19 are located in front of the coupling plane, the other two., 18 and 20, located behind it; two corresponding facets are found each time in a common paln.

   The vertical centering cords 64, 65, 64 'and 65' placed near the impact faces, have a motion just as favorable as that described occasionally in Figures 28-30. A fall of foreign material cannot disturb mating, because the head is open backwards and to the sides; as a consequence, any unwanted element will be repelled by the opposite head. Small elements which can get into the hole 57 open at the top, will be removed downwards by Inaction of the powerful latch spring and will therefore fall easily, since the opening flares downwards.

   It is moreover possible to place the lock in the lower horn 2, which then makes it possible to cover the top of the bore 57 located in the upper horn. A clearance 69 with lateral tilt similar to the solution of Figures 28-30 can also be applied here. In the same coupling head, for example in a lower horn, the usual lock can be arranged horizontally by arranging the impact faces as shown in Figures 28-30.



   To operate the decoupling, a handle is sufficient at the upper end of the lock which possibly provided with an extension finger, would simultaneously place the other lock in the decoupled position and could even ,, by a small twist ,, , maintain the said locks in

 <Desc / Clms Page number 14>

 this position.By giving this lever 72 the form of a mobile pedal around a horizontal axis, the two bolts can be put in the uncoupled position by simply pressing the foot; indeed the anterior end 73 which slightly exceeds the longitudinal central vertical plane V-V, can, by engaging under the head 74 of the opposite lock, lift the latter.

   The front of the tab 73 does not come quite to the mating plane so that the two ends of the levers of two mating heads do not interfere with each other. that the tongue 73 of the lever 72 is inserted laterally into a notch of the lock of its coupling (fig. 31), it is possible to have the coupling effected by Inaction of a pressure spring acting from the bottom upwards on the end of the pedal, which spring will be well protected inside the head.

   When the end 73 of the lever also engages laterally in the opposite lock (something easy to obtain), this solution certainly gives the simplest realization of a cyclic linkage. with all the advantages already mentioned; in the case here drawn it is a question of a decoupling cycle only, while a double action cycle also for the coupling is possible.



   When in the mounted couplings inclined downwards the points 1 come into contact with the faces 18, a resultant force 71 is created, the righting moment of which, given the short length of the coupling, is sufficient to safely return the heads. in the coaxiality necessary for coupling.



  This feature makes it possible to use a simple and inexpensive mode of suspension, consisting of a non-elastic horizontal rail, fixed to the vehicle frame and receiving the un-damped support of the drawbar in its lower position; all you need is a spring with initial tension to achieve lateral centering and thus give the hitch in relation to the vehicle a safe and completely defined position., which avoids losses of hooking capacity resulting from an unstable position from the head
The new connection of the hitch to the vehicle shown in Figures 32 and 33 has the advantage that, on the one hand, the pivots of known double articulation are relieved of violent and un-damped pressure and that, on the other hand. ,

     the lateral component of sudden buffers tending to derail the wagon., is greatly reduced. This is a significant advantage, given the short wheelbase and the relatively large overhang of vehicles of this type. This is achieved by providing between the rear end 75 of the coupling tail, which has a slightly convex shape, and the shock plate 76, also convex and attached to the vehicle, a space slightly smaller than the total stroke of the vehicle. shock and traction spring. In the case of strong compressions which may exceed said clearance .. there is direct contact between the faces 75 and 76, so that the cardan joint is relieved of these forces.

   At this moment, an eccentric reaction is exerted, which in the case of vertical or angular differences between the axes of the vehicles, has the same directional effects as if a longer thrust rod were interposed. where decrease in lateral and vertical transverse components. It is advantageous to arrange the vertical pivot 78 on the rear side, since the lateral deviations are greater than the vertical deviations. This mode of connection is more effective in reducing the transverse components than the known solutions, in which costly acquisition and maintenance bearings are incorporated and additional springs are required, making it more difficult to deflect the rods. coupling and therefore also the coupling operation.

   The essential criticism that can be made about the double articulations at the end of the coupling rod loses its relevance here because the parts of the cardan shaft shown here only withstand weak and spring-damped pressures, which are likewise quite adequate. that the tensile forces ,, to be received by the inexpensive means constituted by axes turned in normal bores; Expensive machining of the outer faces of the gimbal is therefore completely eliminated. As has been stated,

 <Desc / Clms Page number 15>

 the hard, un-damped shocks are transmitted directly from the drawbar to the frame and the joint parts are therefore not affected.

   The surfaces 75 and 76, or one of them, may, instead of the drawn convex shape, be given a concave shape adapted as to the choice of radii to obtain the desired effects.
 EMI15.1
 The coupling illustrated in figures 34 - 36s which is also suitable for trams? was developed according to the scheme of Figures 1-5 and 14-19.

   It therefore remains very low, even having a very large vertical capacity; seen rational re-use of the number of references; it seems superfluous to repeat a detailed description of the guide surfaces and ridges.
 EMI15.2
 characteristic
The impact faces 18 and 18 disposed in the joint between the two horns are located in the coupling plane 10-10 and are therefore perfectly adequate to prevent any lateral oscillations of the heads.
 EMI15.3
 couplings in the passages from the shock force to the traction force, in such a way that it becomes possible without inconvenience;

   to move the lower impact faces 19-20 by arranging them in stairs; their placement
 EMI15.4
 which can be done perfectly in the buffer plane.



  The draw band is reinforced in a similar fashion to that depicted in Figures 28-30, so that the coupling head exhibits greater tensile strength, even with a significantly reduced lockout.
 EMI15.5
 diameter. The lateral centering cords 64-65 in this case are also carried out of the V-V plane and for example coupled to the lower impact faces .. so that they can be executed in a single machine operation.
 EMI15.6
 



  This arrangement, shown in Figures 34 = 36s, is particularly insensitive to the effects of sludge, snow and any foreign bodies from the load. It is therefore well suited equal-
 EMI15.7
 for mine cars ,, since the space into which the large 5/8 horn of the opposite head must enter, is covered like a roof by the 4/9 horn and is completely open towards the bottom.
 EMI15.8
 The place reserved for the horn 4/9 of the opposite head is fully open to the side and to the rear so that at the time of delivery.
 EMI15.9
 plement9 all foreign bodies are immediately removed.



   The lever arm of the resulting force which is to bring the slightly nose-up mounted hitch into coaxial position has the same characteristics.
 EMI15.10
 efficiency than what has been described according to Figures 28-30. The pipe couplings can be mounted above or also below the coupling head since the construction height below the traction axis is remarkably small.

   This head d9atte-
 EMI15.11
 lagen at very low magnification, can provide the high gripping capacity prescribed for normal railways. ' For a project of a tram coupling according to the example of Figures 28-30 of the present invention, it is perfectly possible to provide them. couplings
 EMI15.12
 conduits placed laterally whereas for railways, it would be preferable to place the cable box above or to the side.



     The tram coupling illustrated in Figures 21-23 has, among other things? 1? Advantage that devices which dock with a strong angular deflection are necessarily brought into the coaxial position. The coupling here described according to the figures. 34 = 36 does not always have this property but it is possible, using a suitably designed suspension, to prevent
 EMI15.13
 couplings which dock at wide angles to deviate outward. Figure 37 shows a similar suspension for tram vehicles.



  The function of the rail 87 fixed to the frame, of the carriage here indicated by the reference 90 and of the spring 91, has been described previously and it is possible to guide the carriage 90 along the rail 87 by means of small pieces. pebbles.



  We now add two springs 92 working laterally to re-
 EMI15.14
 aliser a function which can besides be accomplished by a single spring, that is to say to allow? relative to the carriage 90 ,, a displacement such as 19

 <Desc / Clms Page number 16>

 hitch that corresponds to the lateral hitching capacity limit of the head o It is still necessary to add to this (not drawn) a device for stopping the truck on the rail 87, with release occurring automatically, either when the drawbar is slightly shifted down from its upper position shown in the drawing,

   or when one actuates one of the handles attached to the ends of two rods attached to the carriage 90 and extending to the sides of the wagons, this prevents irregular lateral deviations of the coupling rods and makes possible their correct orientation in all case Where there is a difference in height between the strengths of the cars., the guide surfaces of the uppermost coupling press the other coupling even more strongly against its rail 87 and therefore hold it very firmly. in its stopped position while the slightly lowered upper hitch disengages from its stops and then lets itself be guided by the guide surfaces of the opposite head, until the moment when under 1-9 the influence of the force 71 (figure 29) , the last phase of the mating ends.

   The springs 92 serve only to make coupling possible when the two vehicles present lateral deviations between them without difference in height; In this case, in fact, the guide surfaces tend to impose lateral deviations on the heads before one or the other coupling has been released from its lateral stops.



   It is understood that at the end of such a docking the two coupling rods as a result of the forces 71, manage to free themselves from the stops ,,, so that once they are coupled their lateral movements are no longer. preventeda After uncoupling and separation of the cars ,, the coupling rods automatically return to their positions controlled by the stops and can. ,, using the handles mentioned above., be easily moved to the side if necessary.

     If, before docking, the heads are in their axial position and the coupling is carried out in a straight or approximately straight way (in general the couplings are made at well-determined places in the network) no manual intervention is required. is required, especially since the heads according to the invention have a large vertical capacity and therefore never need any height adjustment.



   The contours 93 shown in double lines in Figures 28, 31,
24 show the dimensions in front view of a known coupling and eloquently illustrate the relative dimensions of known couplings which are proposed for similar applications; the coupling capacity diagrams of the new couplings (fig. 28-31), being larger than those relating to known couplings ,,, which are themselves much more bulky. In the execution according to Fig. 34, the new hitch according to the invention although being smaller than the known hitch ,. has a capacity of seven times that of the old hitch.

   This comparison is further proof of the great advantages of the new arrangement of the guide surfaces according to the invention with respect to what was known. The rigging capacity coefficients proposed below Ds / B or Dh / H or possibly their sum could be considered as a quality factor for the comparison of various systems, as providing an objective characteristic as to the perfection of the constructiono CLAIMS.

** ATTENTION ** end of DESC field can contain start of CLMS **.


    

Claims (1)

1) Automatic coupling for rail vehicles having two diagonally opposite horns, located in front of the vertical median transverse plane ,, characterized in that the horn 1 (2) located to the left (to the right) of the central longitudinal vertical plane VV, cooperates in view to reduce the lateral and vertical differences, with oblique surfaces 6.8 (7.9) of the opposite head, which are throughout their extent located to the right - (left) of the central longitudinal vertical plane whereby are obtained the coefficients of attachment capacity Ds / B = 1/2 and Dh / H = 1, so that the heads engage correctly, even if at the greatest vertical (lateral) deviations, are associated the greatest de- <Desc / Clms Page number 17> EMI17.1 lateral (vertical) viations c - '* i.e. even when these maximum deviations exist simultaneously (figures 1 to 4) 2) Automatic coupling for rail vehicles according to claim 1, characterized in that the aforesaid head being rotated by 90 around its longitudinal axis horizontalla horn 1 (2) located at = EMI17.2 above (below) the central horizontal longitudinal plane M9 cooperates to correct lateral and vertical deviations, with EMI17.3 inclined surfaces 7 9 (6 8) which, in their entire extent, are above (below) the central horizontal longitudinal plane MM, whereby the coefficients of holding capacity Ds / B are obtained = EMI17.4 1 and Dh / Fi 1/2; in such a way that the heads engage correctly, even if with the greatest lateral (vertical) deviations are associated the greatest vertical (lateral) deviations, that is to say even when these maximum deviations exist simultaneously (figo 6 to 9) 3) Coupling according to claims 1 and 2, characterized in EMI17.5 that the two diagonally opposed horns (li2) situated in front of the central vertical transverse plane 10-10 ,, take the form of bars parallel to the axis of traction ,, the points of these bars striking the oblique surfaces ( 6-9) and sliding along them to correct the lateral and vertical deviations (not drawn). 4) Coupling according to claim 1, characterized in that EMI17.6 the horns (li2) are formed by ridges (4p5) laterally guiding ridges which, starting from the front corners of the coupling head., extend rearward to the central vertical longitudinal plane VV and are located in horizontal planes perpendicular to the median plane VV (Figures 1 to 4). 5) Coupling according to claim 2, characterized in that. EMI17.7 in the turned coupling of 900i the horns li2 are formed by oblique edges 4,5 guiding in the vertical direction ,,, which, starting from the front corners of the coupling head, extend backwards to the longitudinal plane horizontal central MM and are located in vertical planes perpendicular to said plane MM (figures 6 to 9) 6) Coupling according to claims 4 and 5, characterized in that the edges which guide in the lateral direction (4,, 5) - (Figures 1 to 4) and the edges which ,,, in the hitch turned 90, guide in vertical direction EMI17.8 (4) - (figo 6 to 9) cooperate with edges (lli13) extending parallel to the central vertical (horizontal) longitudinal plane in such a way that the surfaces (6,7) guiding in the lateral (vertical) direction of Figures 1 to 4 (Figures 6 to 9) can be omitted. 7) Coupling according to claims 1 to 6, characterized in that between the inclined guide surfaces are interposed in the horizontal and vertical median planes. stepped faces intended to house the components transmitting the traction, hence a more rapid compensation of the lateral and vertical deviations (figures 11 to 20). 8) Coupling according to claims 1 to 7, 'characterized in that the horns (1.92)' located in front of the central vertical transverse plane EMI17.9 1C-10 are provided with guide surfaces (4/9 and 5/8) each of which has a directing action both in the lateral and vertical direction, i.e. is disposed inclined (not perpendicular) to the planes central longitudinal, vertical and horizontal (fig. 14 to 20). 9) Coupling according to claims 1 to this characterized in that EMI17.10 that9 to the edges (4,5) which guide in the lateral direction are connected on the inner side ,,, guide edges (11-14) which. ,, perpendicular or approximately with respect to the central horizontal longitudinal plane cooperate with EMI17.11 the edges (4a5) guiding in the lateral direction in order to correct the lateral deviations without jamming (figol3 to 19). 10) Coupling according to claims 1 to 8, characterized in that <Desc / Clms Page number 18> EMI18.1 that in 13 coupling turned by 90 the vertically guiding ridges (495) are connected on the inside to ridges = guides (11- EMI18.2 14) >> which, perpendicular or approximately with respect to the central vertical longitudinal plane cooperate with the ridges (45) guiding in the vertical direction to correct without jamming the variations in the vertical direction (fig. 10 to 12). 11) Coupling according to claims 1 to the characterized in that in one of the horns is placed as a coupling member., A transverse lock 21, around which are disposed impact faces (17- EMI18.3 20) in such a way that part of these faces (17 18) is placed in the division joint between the two horns (45) and two other faces (19 20) are placed outside said horns (fig. 17 to 19). 12) Coupling according to claims 1 to 11, characterized in that above and below the inner end 22 of the coupling lock 21 transmitting the traction the shock faces are recessed in order to avoid abrupt transitions in the section of the casting material which ensures a solid traction band for the transfer EMI18.4 mission of efforts. (fig-17 to 19). 13) Coupling according to claims 1 to 12, characterized in EMI18.5 that the inner end 22 of the latch 21, g located behind the coupling plane la-10 is cylindrical and projects beyond the central lo-ngltudinalver- tioall plane entering the bore of the latch of the opposite head to transmitting the tensile forces (figea19 and 20) 0 14) Coupling according to claims 1 to 139 characterized in that a lever with two arms 26 is used as a decoupling mechanism (preferably articulated on the outer cover 24 of 1- 'bore of the lock), which by pivoting by one of its brackets its own lock 21 towards the uncoupling position and, by means of a pusher 29 articulated to its other arm, simultaneously push back the 21 'lock of EMI18.6 the opposite head (fig. 20) 0 15) Coupling according to claims 1 to 14. \) characterized in that the pusher 29 passes through the latch 21 housed in the same head (figo 20). 16) Coupling according to claims 1 to 15, characterized in EMI18.7 that the members transmitting the traction (2l 2l ') do not themselves form a complete cyclic linkage but only constitute elements of the cyclic linkage obtained by adding the lever 26 (fig.20). 17) Coupling according to claims 1 to 16, characterized in that EMI18.8 that any element of the cyclic decoupling linkage (21p 26D 2g9 29) according to claims 14 to 169 can be used for the provision of electrical indicators to the driver and for various maneuvers, for example rapid braking of the lines. 18) Coupling according to claims 1 to 17, characterized in that one uses as impact faces, the side surfaces disposed vertically part in front, part at the rear of the coupling plane 10-10. 19) Coupling according to claims 1 to 18, characterized in that the openings of the air ducts are protected against dust by valves the front part of which has such obliqueness and such thickness that it is capable of receiving shocks guiding and allowing coverage of the valve using a pusher elastically actuated by 1- * opposite coupling 20) Coupling according to claims 1 to 19, characterized in that the cable box oscillates laterally or below relative to EMI18.9 the coupling head9 being mounted on parallel connecting rods of equal length, one of them being articulated on the coupling near the joint. <Desc / Clms Page number 19> tion of the latter, the pipes themselves making a rigid turn with the cable box and up to near the rear articulation, \! from which it follows that the flexible connection of the pipes, essential to allow the buffering strokes, also serves to give the freedom of movements necessary for the forward and backward oscillations of the gearbox. cables with respect to the coupling head, whereby the presence of a second flexible connector in the pipe is avoided., 21) Coupling according to claims 1 to 20, characterized in that the oscillating cable box is located ,, when docking, \! held in the rear and pushed position, compressing a spring towards the front coupling position by the opposite head which pushes or pushes aside a suitable lifter. 22) Coupling according to claims 1 to 21, characterized in that ,,, in the operating linkage according to claim 21, there is provided an intermediate spring through which the coupled cable boxes are elastically pressed against one another? hence less expensive execution of the contact studs. 23) Coupling according to claims 1 to 22, characterized in that, to the two horns 1, 2 diagonally opposite according to claims 1 to the one adds beyond the upper or lower limit plane their symmetrical image with respect to this plane (as seen in a mirror), \! from which result, on one side a single horn (4,9a, 4/9) and on the other side two horns (5a, 5) up and down ,. which ensure that the first contact between two couplings docking under any deflection of the rods always takes place on the inner side.This is necessary to safely orient the couplings in the coupling position (fig. 21 to 27). 24) Coupling according to claims 1 to 23, characterized in that the horns (1,2 or their derivatives) are spaced in the lateral direction leaving between them a free space suitable for housing the cable box ,, , the framing of the latter providing the shock faces (fig.21 to 27). 25) Coupling according to claims 1 to 24, characterized in that the cable box extends over the entire height of the coupling head (fig.21 to 27). 26) Coupling according to claims 1 to 24, characterized in that the cable box extends only below the traction plane but inside the impact frame. 27) Coupling according to claims 1 to 26, characterized in that the traction axis is placed in the upper half of the head, in particular in the dividing joint between the upper and middle horns a vertical axis lock 35 being placed in the central horn and penetrating by its end projecting upwards into the upper horn of the opposite head (figs 22 to 23). 28) Coupling according to claims 1 to 26; characterized in that, in the upper part of the central horn 4, there is disposed a horizontal latch 35, the axis of which is in front of the cut-out plane 10-10 and of which the projecting inner end is hooked. in a bore 36 of the side wall of the opposite head (fig. 25 and 26). 29) Coupling according to claim 26, characterized in that one uses as the coupling member a horizontally placed latch having its axis located behind the coupling plane 10-la, one projecting end of which is hooked. in the inner side wall of the central horn of the opposite head. 30) Coupling according to claim 26, characterized in that the coincident axes of the horizontal lock and the bore receiving the nose of the opposite lock are placed behind the decoupling plane 10-10 <Desc / Clms Page number 20> of a K / 4 value when the bore is enlarged by a K value compared to that which accommodates the lock. 31) Coupling according to claims 1 to 30, characterized in that ,,, preferably on the side opposite to the central horn, is disposed a lever 42 actuated by spring which penetrates strongly in replacement reserved for the opposite head so as to beings during mating, pushed back by the anterior ridge 4 of the central horn, exerting a very efficient directing action for a fairly long time (figo 24). 32) Coupling according to claim 31, characterized in that the lever 42 pushed back during engagement, operates at the same time ,,, either the opening of the covers of the cable box 33, or controls the movement advancement of the mobile cable box (fig. 22). 33) Coupling according to claim 31, characterized in that ,, above and below the central horn 4, are provided, in one space reserved for the upper and lower horns (5a 5) of the opposite hitch of levers with strongly protruding springs (or possibly fixed surfaces placed further back) which, simultaneously with the lever 42, achieve a desmodromic orientation such as the moment of orientation, even in the event of a large angular deviation of the bars. hitch, always remains positive. 34) Coupling according to claims 1 to 33, characterized in that, to cover the surface of the contacts 32, two half-covers are used which are released in the opposite direction and find., In the open position to be housed in the 'inside the cable box (fig. 21, 22). 35) Coupling according to claims 1 to 34, characterized in that the walls of the cover 33 are reinforced with a view to being able to receive steering shocks, which increases the lateral orientation capacity. 36) Coupling according to claim 27, characterized in that ,, for the purpose of uncoupling the assembled couplings, an operating lever 38, applied along the side wall, is articulated on an axis 37 parallel to the coupling plane 10- 10, extending from one side to the other of the head and carrying at their respective ends two levers, which simultaneously release the lock of the coupling itself and that of the opposite coupling (Figs. 21 to 23). 37) Coupling according to claim 28, characterized in that., With a view to uncoupling the coupling, there is provided on each side of the head a lever with two branches 49.50, which are connected by a connecting rod 51, simultaneously release the lock from 1-the coupling itself and that of the opposite head, the operating handle 52 attached to the free end of the lever which operates the opposite lock being extended towards the opposite side of the head (fig. 25, 26). 38) Coupling according to claims 36 and 37, characterized by such lengths of the arms of each lever ,, that the lock of the opposite at- tel age reaches the uncoupling position a little earlier than the lock 35 of the same coupling. . 39) Coupling according to claim 37, characterized in that the operating handle is arranged on the same side of the coupling head as that where the lock 35 is located (fig.25,26). 40) Coupling according to claims 1 to 39, characterized in that the uncoupling lever 38 (figo 23), by means of a trin- glage or a cable oriented towards the rear and deflected near the hitch 55 of the hitch is operated from inside or from the side of the vehicle. <Desc / Clms Page number 21> 41) Coupling according to claim 36, characterized by a pawl articulated on the lower end of the uncoupling lever 38, said pawl falling when the lever reaches the uncoupling position., Behind a stop located on its own head ,,, by giving the temporary stop; the said pawl being released from its stop during the separation of the vehicles by the lever 42 of the same head., when the said lever arrives at the end of its return stroke, after having been during the coupling ,, pushed back by compressing a spring under Inaction of the opposing coupling 42) Coupling according to claims 1 to 41, characterized in that the coupling rod at the ends of the conveyor is resiliently pressed against a fixed rail in a limit position raised upwards (fig.27). 43) Coupling according to claim 42, characterized in that., Between the coupling rod and the rail, is disposed a spring offering a short stroke and greater resistance than that of the suspension spring. 44) Coupling according to claims 1 to 43, characterized in that the coupling including the cable box incorporated therein,., Is, even after total deviation upwards to have its upper edge still below the '' lower edge of the anti-overlapping stopper 54 (figo27) o 45) Coupling according to claim 1 to 44, characterized in that the coupling plane protrudes relative to the front face of the stopper 54, by a value a little less than the recoil stroke of the coupling rod ( figo 27). 46) Coupling for road vehicles according to claims 1 to 45, characterized in that, in couplings with a large attachment capacity for main networks, the arrangement of the guide surfaces according to claim 2 is used in such a way that the transverse lock 21 is housed in the upper horn 1 and that the impact surfaces 17, 18 disposed laterally extend over the entire height of the upper horn the impact face 17 on the lock side being offset in front of the plane of coupling 10-10 ,, the other side 18 being moved back (figa 28 to 30) 47) Coupling according to claims 1 to 46, characterized in that the internal stepped surface 68, penetrates through the end of the lock which transmits the tensile force extends to the central vertical longitudinal plane VV, resulting in a reduction in the flexion lever arm in the lock and in the load imposed on the bolt. traction band surrounding said lock (fig. 28 to 30 and 34 to 36) 48) Coupling according to claims 1 to 47, characterized in that the axis of the lock provided with the known nose is located in the plane of said nose, which transmits the tensile force ,, whereby the coaxiality of the bores is obtained lock in two coupled heads (figs 28 to 30 and 34 to 36). 49) Coupling according to claims 1 to 48, characterized in that the vertical guide cords 64, 65, are located at the level of the axes of the traction bars and incorporated in the parts of the head which transmit the shock and traction forces (fig. 28 to 30). 50) Coupling according to claims 1 to 49, characterized in that the vertical centering cords 64, 65 are moved part forward part rear of the central transverse vertical plane 10-la (figo 28 to 30). 51) Coupling according to claims 1 to 50, characterized in that the horizontal centering flange 67 provided for the horn not containing the lock is arranged behind the central transverse plane 10-10 (fig.28 to 30) 52) Coupling according to claim 45, characterized in that the latch 52 transmitting the traction is housed vertically in one of the horns 1, 2 and the impact faces are made in the form of 4 ver- bands <Desc / Clms Page number 22> ticals arranged at the four corners of the head, in such a way that two of them (17 and 19) are located in front and two (18-20) behind the buffering plane two corresponding faces always being in the same plane vertical (figs. 31 to 33) 53) Coupling according to claim 52, characterized in that EMI22.1 the four lateral vertical centering cords (64)> 65D64s965p) are placed very close to the front and rear of the four impact face elements, at the same height as the latter (figs 31 to 33). 54) Coupling according to claims 52 and 53, characterized in that 1-recess 57 provided in the lower horn 2 to receive the lock ,, is widened conically downward (figo 31 to 33). 55) Coupling according to claim 1, characterized in that the horizontal lock 21 is housed in the large lower horn 5/8 and that EMI22.2 the upper horn 4 // 9 wire lower, covers like a roof, the open space towards the bottom in which must penetrate the horn 5/8 containing the lock of the opposite coupling (fig. 34 to 36 ). EMI22.3 56) Coupling according to claim 55, characterized by 1'em- use of four partial impact surfaces, two of which (17 and 18) are located EMI22.4 in the partition joint between the two horns in the transverse plane 'Yet'ti # l central, while two others (19 and 20) are arranged below the head and staggered (figo 34 to 36) . 57) Coupling according to claims 55 and 56, characterized EMI22.5 in that the vertical lateral centering cords (64a 65s 64 'SI 659) connect to the side walls of the lower impact faces 19,20 (figo 34 to 36). 58) Coupling according to claims 1 to 57, characterized in that, on the opposite sides relative to the plane VV, it is practiced at the corners of the head opposite the horns, against faces 16 which strike the tips of the horns to cause forces 71, capable of effectively bringing down (upwards) into the coaxial position (fig. 28 to 30) of the couplings which would be mounted in the nose-up position according to figures 28 to 30 and 34 to 36, or in the leaning position according to figures 31 to 330 59) Coupling according to claims 1 and 2, characterized in that all the auxiliary surfaces 64, 65, essential to ensure the EMI22.6 perfect overlap of the nose faces of the coupling lock, are adapted to the level of the traction axis ,,, to the horn which transmits the shock and traction forces (fig. 28 to 30). 60) Coupling according to claim 59, characterized in that the horn which does not transmit the traxtion is executed as a separate part and subsequently attached to the horn transmitting the tensile forces (fig.28 to 30). 61) Coupling according to claim 5, characterized by a lever 72 articulated on a horizontal axis which ,,, by its anterior end EMI22.7 re 73e coming very close to the mating plane engages its own lock and also through a widened extension beyond the central longitudinal plane into the opposing head latch allowing, aâ.n- si to decouple the opposite latch at the same time as its own (fig. 31 to 33). 62) Coupling according to claim 51, characterized in that at the opposite end 73 of the lever 72, acts on it to bring it and the lock into the position ready for coupling, a spring housed in the coupling head from which results that the lever (72,73) constitutes by itself, a fully effective cyclic linkage for the-decoupling alone EMI22.8 or also for l9â.ocnuplementa 63) Coupling according to claims 1 to 62, characterized in EMI22.9 that the connection between the end 75, of the coupling rod and the frame <Desc / Clms Page number 23> 76 of the vehicle., Has a play slightly less than the stroke of the shock and traction spring housed in the frame or in the drawbar (fig. 32 and 33). 64) Coupling according to claim 63, characterized in that one end of the rod 75 or (and) the shock plate 76 integral with the frame., Have domed shapes. 65) Coupling according to claims 63 and 64, characterized in that the shock and traction device being fixed in the frame of the cardan joint accompanies all the shock and traction strokes of the coupling rod, the vertical pivot 38 which allows lateral deviations located behind the horizontal joint (fig. 32 and 33). 66) Coupling according to claims 63 to 65, characterized by a rigid horizontal rail, fixed to the chassis of the vehicle on which a coupling rod in its lowest position comes to bear duracette rod being held laterally in its central position by a spring under tension . 67) Coupling for tram cars ,, according to claims 42 and 43, characterized in that .. in the carriage 90, driven along the rail 87 by three rollers, there exists., Apart from the spring 91, working vertically, also springs 92 under initial tension acting laterally and allowing the coupling rod lateral deviations corresponding to the maximum guiding capacity (fig. 37). 68) Coupling according to claim 67, characterized by a device for stopping the carriage 90 relative to the rail 87 such that the stop engages automatically as soon as the coupling rod, under the action of the spring 91, reaches its upper position 1? stop-triggered either under a slight descent of the coupling rod .. or when one actuates one of the handles which., attached to the carriage ,,, extend to the side walls of the vehicle. 69) Coupling according to claims 67 and 68, characterized in that the coupling rod .. in its upper position, is pressed by the spring 91 against the carriage 90 (fig. 37). 70) Coupling according to claim 46, characterized in that the mouth of the air duct is disposed in the lower horn 2, so that it is located ,, in its entire extent, above the lower ridge of the horn (fig. 28). 71) Coupling according to claim 46, characterized in that the lower edge 62 of the lower horn 2, slightly exceeds, in the lateral direction the central longitudinal vertical plane V-V (Fig. 28 to 30). 72) Coupling according to claim 46, characterized in that the upper corner of the impact face 18 located behind the buffering plane, is supported by a horizontal wall 61 against the coupling body. (fig. 28 to 30). 73) Coupling according to claim 46, characterized in that the corners of the horns 1-2, located in front of the coupling plane and near the central longitudinal vertical plane ,, are truncated by vertical facets 57-58., Oblique with respect to the central longitudinal vertical plane VV (fig. 28 to 30).