CH85019A

CH85019A - Automatic coupling for railway vehicles.

Info

Publication number: CH85019A
Authority: CH
Inventors: Kraeuchi Fritz
Original assignee: Kraeuchi Fritz
Priority date: 1919-08-08
Filing date: 1919-08-08
Publication date: 1920-11-01

Description

  

  



  Selbsttätige   Kuppelung    für Eisenbahnfahrzeuge.



   Gegenstand der Erfindung ist eine von den Längsseiten der Fahrzeuge und während der Fahrt vom Wagen aus   l#sbare    Kupplung für   Eisenbahnfahrzeuge.    Dieselbe lässt sich so ausbilden, daLS sie unter Beibehaltung der üblichen   Schraubenkupplung    benutzt werden kann, aber auch so,   da#    ihre Kupplungshälften als Zentralpuffer dienen.



   Die beiliegende Zeichnung veranschaulicht die Kupplung in beispielsweisen   Ausfuhrungs-    formen. Es zeigt :
Fig.   1    einen Horizontalsehnitt in der Zug  stangenaxe,   
Fig. 2 einen Vertikalschnitt in der Zug  stangenaxe,   
Fig. 3 einen Vertikalschnitt einer Kupp  lungsh#lfte    in der   Stossnäche,   
Fig. 4 eiue Draufsicht,
Fig. 5 eine Seitenansicht, und
Fig. 6 eine schaubildliche Darstellung eines ersten   Ausf#hrungsbeispiels,   
Fig. 7 eine aufgeklappte Kupplungshälfte in der Übergangszeit,
Fig.

   8 die mit   der Zugetange festverbun-    dene Kupplungshälfte eines zweiten   Ausfüh-    rungsbeispiels für selbständige Zugsforma  tionen,    wie Züge im   Pendelverkehr, Tram-      ways etc.   



   Die in Fig. 1-6 dargestellte, für die Über  gangszeit bestimmte Kupplung besteht    aus zwei gleichen, um den Bolzen   B    der Zugstangen nach   aufwärts drehbaren Hälften.   



  Eine solche besteht aus dem   Geh use    a, den   Z-#hnlichen    Hebeln   b    mit den   Spanufedern      c    und dem Bolzen d.



   Das   Geh#use a, das zweekm##ig    im angedeuteten Gelenk R in Fig.   1    etwas hori  zontal    beweglich ist, ist so ausgebildet, dass es vermittelst der Gabel   g    und des Hornes   la    als   Einfangsvorrichtung    und durch die   Stol-    flache e als Puffer dient. Die Verbindung des Gehäuses mit der Zugstange ist durch den Bolzen B der Sehraubenkupplung im Zughaken hergestellt, um den die   Kupplungs-    halte nach   aufwiirts drelibar    ist.

   Das Ge  häuse    wird in horizontaler Lage gehalten, indem das   Sperrst#ck f sich in    der   Aus-      sparung    im   Zugstangenhaken    stützt. Für unabhängige   Zugsformationen fällt    der Zug  bakenbolzen    als Drehpunkt fort (vergleiche Fig. 8). Der Hebel b ist um den in der Mittellinie der Kupplung stehenden Bolzen d



  



  Automatic coupling for railway vehicles.



   The subject of the invention is a coupling for railway vehicles which can be released from the longitudinal sides of the vehicles and from the vehicle while it is moving. It can be designed in such a way that it can be used while retaining the usual screw coupling, but also in such a way that its coupling halves serve as a central buffer.



   The accompanying drawing illustrates the coupling in exemplary embodiments. It shows :
Fig. 1 is a horizontal section in the train rod axis,
Fig. 2 is a vertical section in the train rod axis,
3 shows a vertical section of a coupling half in the abutment surface,
4 shows a top view,
Fig. 5 is a side view, and
6 shows a diagrammatic representation of a first exemplary embodiment,
7 shows an opened coupling half in the transition period,
Fig.

   8 the coupling half, which is firmly connected to the tie rod, of a second exemplary embodiment for independent train formations, such as trains in shuttle traffic, tramways, etc.



   The shown in Fig. 1-6, for the transition time specific coupling consists of two equal, around the bolt B of the tie rods rotatable upward halves.



  Such consists of the housing a, the Z- # similar levers b with the tension springs c and the bolt d.



   The housing a, which can be moved slightly horizontally in the indicated joint R in FIG. 1, is designed in such a way that it acts as a catching device by means of the fork g and the horn la and as a buffer through the shoulder e serves. The connection between the housing and the drawbar is made by bolt B of the visual coupling in the draw hook, around which the coupling holder can be opened upwards.

   The housing is held in a horizontal position by the locking piece being supported in the recess in the tie rod hook. For independent train formations the train beacon bolt is omitted as a pivot point (see Fig. 8). The lever b is around the bolt d, which is in the center line of the coupling

Claims

drel @ bar and. stored horizontally. Its gripping point is perpendicular to the line of tensile action and its lever arms around the pivot point are very different in length, in that the pivot point is as close as possible to the gripping surface, so that the release force acting on the other end of the lever. ft is multiplied and is sufficient to release the lever even in the cocked state. as is often desired when maneuvering.

The levers b are pressed against position I by tension springs c and are kept in their closed position; but they allow movement against position 2T when the rounded cops i of the shorter lever arms serving as coupling hooks, in order to snap back into the closed position i when colliding surfaces. The catch parts fork g and horn lz-sirml are designed so

because the outward expansion makes the capture area as large as possible. In addition, the forks and horns are provided at their roots with guide surfaces at right angles to the joint surfaces, with an extension of J to 2 y in the direction of the housing axes, which cause guide surfaces that # the center lines of the housings of the coupling halves coincide when the coupling halves meet.

The springs c only have the task. to press the lever b after closing; They are not used to transfer the pulling effect from coupling half to coupling half, as the gripping surfaces of the coupling hooks are perpendicular to the connecting line of the lever pivot pins. From the end of the trigger part of the lever, a three-part pull rope goes to the front of the vehicle and from there is distributed over rollers to the longitudinal sides of the vehicle and to the brakeman's position.

By pulling on any rope strand, a lever b is rotated to position II, which means that when the clutch is in the tensioned state, the grips of the clutch hooks are at an angle to the line of tension and slide away from each other.

Since double security is desired, the outer equally acting levers bl are provided, but they only take over the pull when the inner levers are open and the spacing becomes x = 0.

If the clutch is not to work, as is desired in various maneuvers, any rope strand is hung backwards, which keeps a lever in the released position.

The contact surfaces of the coupling halves are expediently a few centimeters behind the alignment of the lateral buffers, which means that the coupling is self-tensioning.

After the present coupling has been fully inserted, the side buffers can be omitted, since the coupling then serves as a central buffer according to FIG.

In order to provide the coupling with sufficient resistance against excessive kickback when the vehicles collide, in the example according to FIG. 8 the buffer spring p on the adjusting ring 1b of the tie rod is provided at the end of the tie rod under the vehicle. The arrangement of such a buffer spring is also recommended in the first embodiment.

In the exemplary embodiment according to FIG. 8, the tie rod with the coupling can be pivoted laterally, namely by so much that the coupling comes to rest approximately in the axis of the track even when driving on the minimum curve.

Tension springs m mounted horizontally and transversely to the drawbar strive to push the drawbar into the axle of the car when the coupling is released.

The illustrated couplings also allow the convenient arrangement of heating lines and brake lines with a device for automatic connection of the same when the coupling is closed. Such a line is indicated in FIG. 8.

PATENT CLAIM: An automatic coupling for railroad vehicles, characterized by two identical coupling halves, each of which has a housing that is provided with a fork and horn for mutual catching of the coupling halves when the vehicles collide and in which housing a Z-like one Lever is pivoted about a vertical axis, one of which is shorter arm serves as a coupling hook and is always held in the closed position under the action of a spring, while the longer arm is used to release the clutch and is operated by means of a branched release mechanism from the car side and from the car can also be characterized by the fact that the named

The cherry arms of the Z-like levers, which serve as coupling hooks, are designed in such a way and have so much freedom of movement for pivoting around their pivot point that they initially evade each other when the vehicles collide, and then snap into each other, and that when the clutch is closed Acting gripping surfaces of the hooks do not tend to slide from one another under the pulling action in the coupling, but allow the coupling to be released in the tensioned state of the same, and zvvar by actuating a single Z-like lever.

SUBClaims: 1. Automatic clutch according to patent claim, characterized in that the pivot pins of the Z-like levers are as close as possible to the abutment surfaces of the housing, and so the shorter arms of the entire lever are as short as possible are held to achieve a large translation between the coupling arms and the Auslosarmen these levers.

2. Automatic coupling according to claim and dependent claim 1, characterized in that the coupling halves are designed as central buffers.