DE10009069A1 - Locking device for an electrical cable coupling - Google Patents

Abstract

The unit has a two-part longitudinal guide arranged under the mechanical coupling having two parallel guide rods (2a,b). The two parts of the guide are assigned to two middle buffer couplings (6a,b) of the train carriages to be connected. The cable coupling has a compact electric box (1), which is fixed at the top to two parallel sliding bodies (4), which are connected to the guide rods. A locking shaft that can rotate through 180 degrees connects the sliding bodies and is supported in the sliding bodies in a bore arranged at right angles to the longitudinal guide. The locking shaft is connected to the guide rods.

Description

The invention relates to a locking device for an electrical cable coupling development for rail vehicles that run along a mechanical central buffer coupling is held displaceably.

Such a cable coupling is e.g. B. known from DE 29 22 439 A1. The Ka Belkupplung is on a carrier below the close coupling on a guide arranged axially longitudinally. On the carrier, which consists of two perpendicular to the Dome axis arranged support plates, the left and right of the dome rod arranged and connected by two tie rods are in the support flat bearing bores for longitudinally displaceable mounting of guide rods intended. The cable coupling assigned to each close coupling is in the uncoupling state by springs in their behind the face of the mechanical coupling held horizontal position and for coupling forward into the coupling position pushable.

A similar cable coupling is known from DE 41 34 327 A1. The cables Coupling is mounted to move longitudinally and can be between two end stops be moved. At least at one end, the end stop must also be damped the means formed separately so that the forward or backward movement of the Cable coupling is gently braked and shakes the against each other braced two halves of the cable coupling can be avoided.

For both known cable couplings, the previous effort seems to be full for two permanent, longitudinally displaceable cable coupling halves not justified if at only manually operated close couplings the advantage of saving  Personnel and time compared to the operation of fully automatic middle buffers couplings, is not given here. In addition, the springs are subject to End stops in rough railway operations due to high loads in the coupled Condition of wear and tear, as the springs are fed with each uncoupling process must be tensioned for the cable coupling. Soiling and icing have a negative impact.

A cable coupling for rail vehicles is known from DE 196 21 083 A1, in the direction of impact on the mechanical center buffer coupling on a guide sled is attached. The guide carriage is on the coupling head over a longitudinal Guide with two guide rods arranged next to each other can be moved longitudinally Supported and guided in the direction of pull and push as well as with a lever drive connected to a pestle. The plunger is longitudinally displaceable in the front plate of the Coupling head of the Miltelpufferkupplung and is in the coupled Zu stood by the face plate of the mechanical counter coupling around the given NEN stroke moved backwards. Through this stroke the articulated Lever drive and the articulated guide slide with the attached one Cable coupling shifted forward in coupling position. The rear end position of the guide carriage is held by a spring which by the stroke of the Guide carriage is stretched when advancing to the front end position. The Cable coupling itself is on the guide carriage in the longitudinal and butting direction held by a compression spring slidably.

With this solution, too, the effort for two complete, longitudinally shifting seems Bare cable coupling halves not justified. In addition, the structure of the Ver sliding device very complicated. If the plunger and the face plate wear Counter coupling the functionality of the guide device is questioned.

The invention has for its object a locking device for lengthways Slidable cable couplings for rail vehicles to improve such that secure positioning of the cable coupling during driving and  Maneuvering is possible.

This object is achieved by the locking device characterized in claim 1. Appropriate further developments are given in the claims 2 to 7 at under.

The advantage of the locking device according to the invention over the state The technology is that only a compact cable coupling in the area the coupling separation point can be safely positioned during operation. Moreover becomes a locking device to secure the sliding position when maneuvering the slide nenfahrzeuges allows without the cable coupling unintentionally from the longitudinal leadership can slide. The new locking device enables the optional The seat of the E-box on one of the rail vehicles to be coupled when running greed as well as when loading. The wear of locking elements was minimized by this solution.

The invention is based on an exemplary embodiment with reference to the drawings explained in more detail. Show it

Fig. 1 is a side view,

Fig. 2 is a bottom view coupling to an associated mechanical central buffer,

Fig. 3 is a section AA of Fig. 2,

Fig. 4 is a sectional view BB of FIG. 2.

A cable coupling for rail vehicles shown in more detail in FIGS . 1 to 4 is held longitudinally displaceably below a mechanical central buffer coupling 6 a, 6 b, in particular a so-called short coupling, and essentially has a compact, longitudinally displaceable electrical box 1 and a locking device 3 on. For this purpose, two parallel guide rods 2 are arranged as a guide below the mechanical coupling in the longitudinal direction of the rail vehicle, which have recesses 10 on their underside, into which a locking shaft 7 , which will be described in more detail, can engage. These recesses 10 are positioned on the guide rods 2 so that the electrical box 1 can be placed both on the side of the central buffer coupling 6 a and on the side of the central buffer coupling 66 and the electrical box 1 is positioned symmetrically to the coupling disconnection point during driving. The first part 2 a of the guide rod 2 is the first central buffer coupling 6 a and the second part 2 b of the guide rod 2 is assigned to the second central buffer coupling 6 b of the bar vehicles to be coupled and fastened to it by means of a carrier 5 . With this design, both an optional, axial longitudinal displacement of the E-box 1 on both sides of the coupling disconnection point as well as an arrangement in the cup plane, in particular below the coupling disconnection point of the central buffer coupling 6 a, 6 b, are possible.

The two parts 2 a and 2 b of the guide rods 2 are set back slightly from the vertical plane at the coupling disconnection point and form a gap in the coupled position of the central buffer coupling 6 a, 6 b, so that damage to the guide rods 2 upon axial impact of the central buffer coupling 6 a, 6 b is avoided.

The E-box 1 is attached at the top to two parallel sliding bodies 4 , which are mounted on the respective guide rod 2 so as to be longitudinally displaceable. The sliding body 4 are connected at one end to the vehicle center in the longitudinal direction by a locking device 3 with each other. The locking device 3 is essentially formed by a locking shaft 7 , an on both sides of the arranged actuating lever 8 which is firmly connected via suitable elements to the locking shaft 7 and resilient pressure pieces 13 which lock the locking shaft 7 in two end positions. For this purpose, the locking shaft 7 is mounted in the sliding body 4 in a bore 11 arranged at right angles to the longitudinal guide. As can be seen from FIGS. 2 and 4, the locking shaft 7 is designed with the actuation lever 8 connected to it so that it can be actuated well outside the guide rods 2 . In the area of each guide rod 2 , the locking shaft 7 has a groove 9 , which in the open state, ie the actuation lever 8 is in the left position, see Fig. 1, causes the locking shaft 7 and the guide rods 2 are disengaged and so that the electrical box 1 can be moved in the longitudinal direction. In the area of the recesses 10 by turning the locking shaft 7 by means of the actuating lever 8 through 180 °, the actuating lever 8 is on the right, see FIG. 1, the groove 9 is brought from its upper horizontal position into a lower horizontal position and thus a positive connection between Locking shaft 7 and guide rods 2 made. The E-box 1 has now been locked.

The E-box 1 can be locked in three positions when coupled. Positions I and III are starting positions, while position II is for driving. In this position II, the arrangement of the electrical box 1 is preferably symmetrical to the coupling disconnection point. The three positions of the E-box 1 are made noticeable by means of resilient pressure pieces 12 , which interact with the parts 2 a, 2 b of the guide rod 2 (rest). If necessary, the electrical box 1 can be completely removed from the guide rods 2 towards the coupling disconnection point.

The coupling process is carried out by manually connecting the middle buffer coupling 6 a, bb. In the case of the coupling type described in the exemplary embodiment and also specified in the prior art, the connection takes place by means of a sound sleeve 14 .

In the exemplary embodiment, for the sake of clarity, the representation of the arrangement of the plug connections on both sides of the electrical box 1 was dispensed with.

Reference list

1

E-box

2

Guide rod

2

a first part of the guide rod

2

b second part of the guide rod

3rd

Locking device

4

Sliding body

5

carrier

6

a first central buffer coupling

6

b second central buffer coupling

7

Locking shaft

8th

Operating lever

9

Groove

10th

Recess

11

drilling

12th

Pressure piece

13

Pressure piece

14

Shell sleeve

Claims (7)

1.Locking device for an electrical cable coupling for rail vehicles, which is held longitudinally displaceably on a mechanical central buffer coupling, the longitudinal displaceability by a two-part, two parallel guide rods having and arranged below the mechanical coupling, the longitudinal guide, the first part of a first central buffer coupling and the second Part of a second central buffer coupling is assigned to the rail vehicles to be coupled, is effected and the cable coupling has a compact electrical box which is fastened at the top to two parallel sliding bodies which are effectively connected to the guide rods, characterized in that a 180 ° rotatable Locking shaft ( 7 ) the sliding body ( 4 ) connecting to each other in the sliding bodies ( 4 ) in a perpendicular to the longitudinal guide Boh tion ( 11 ) is mounted, which is in operative connection with the guide rods ( 2 ). 2. Locking device according to claim 1, characterized in that the locking shaft ( 7 ) in the region of each guide rod ( 2 ) has a transverse to the longitudinal axis of the locking shaft ( 7 ) groove ( 9 ) which assumes an upper position in the open state. 3. Locking device according to claim 1, characterized in that the guide rods ( 2 ) on their underside recesses ( 10 ) have zen into which the locking shaft ( 7 ) in the locked state positively engages. 4. Locking device according to claim 1 and 3, characterized in that the positions of the recesses ( 10 ) on the guide rod ( 2 ) represent the starting position and the position in the driving operation of the E-box ( 1 ). 5. Locking device according to claim 1, 3 and 4, characterized in that resilient pressure pieces (12) with the parts (2 a, 2 b) interaction of the guide rod (2), are arranged in the sliding body (4). 6. Locking device according to claim 1 to 3, characterized in that resilient pressure pieces ( 13 ) are arranged in the region of the bore ( 11 ) for fixing the locking shaft ( 7 ) in the two end positions. 7. Locking device according to claim 1, 2, 3 and 6, characterized in that at both ends of the locking shaft ( 7 ) a respective actuation lever ( 8 ) is arranged.