DE2201709A1 - Decoupling device for rail vehicles with automatic central buffer couplings - Google Patents

Description

Ministry of Yerkish Culture represented by the MiEistfer uud general director of the German Reichsbahn

Decoupling device for rail vehicles with automatic Central buffer couplings

The invention relates to 'a decoupling device for Rail vehicles with automatic central buffer couplings, which are arranged as a stationary system next to the tracks is and engaging in the profile of the rail vehicles with the actuating device for unlocking of the coupling lock cooperates.

It is known (WD-OS 1 530 226), arranged next to the tracks and to arrange longitudinally displaceable devices in the direction of travel of the rail vehicles, which are located during the decoupling process of the speed of the rail vehicles adjust·

The return of these uncoupling devices takes place ' by spring force.

The disadvantages of these known uncoupling devices consist in the fact that such a device can only be used to a limited extent, since the. geometric relationships on the forehead support of the rail vehicle taking into account the required amount of rotation for the actuation shaft for unlocking the coupling lock · not a reliable one Allow working method and that at higher maneuvering speeds the occurring Bescaleuniggpilgsenergies on a longitudinally displaceable uncoupling device only are more mastered with a high level of technical effort. Furthermore, decoupling devices of this type have a great equipment-technical effort, which is among the rough Operating conditions during shunting operations are unnecessary sources of interference has Mw, a constant · maintenance and control ' • requestf

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INSPECTED

The purpose of the invention is to create a suitable decoupling device for rail vehicles with central buffer couplings which avoids the disadvantages of the known devices.

The invention is based on the object of equipping the rail vehicles with expensive additional devices by means of controlled catch levers with a low net weight, which To carry out actuation of the coupling bolt, whereby the working energy of the rail vehicles running in front is used, without the range of the hangover speeds to restrict, the decoupling device regardless of the height of the actuating shaft of the rail vehicles to be decoupled in the loaded and / and unloaded Condition and safe functioning guaranteed in the event of soiling and / or icing.

In accordance with the invention, the object is achieved in that a indirectly via information or control devices known per se as well as manually operable, double-armed ones Catch lever that gave tine at the ends ·! has and in a pivot located next to the track and underneath the track is arranged pivotably and via a crank mechanism with a centered through parallel-connected compression springs held, mounted in a sliding guide piston is articulated.

Furthermore, the fork of the catch lever points in the direction dtr central axis running «« »upper fork end and a horizontal dts_Schienenfahrzeuges, lower fork end HaI ^ -P *

According to the invention, the crank mechanism is with one on the Catch lever fixedly arranged small crank arm that is articulated connected to the large crank arm, articulated to the piston *

2 '. In order to dampen the load it is from the rear At the end of the sliding guide, a bore is arranged on which mechanical, pneumatic or hydraulic damping devices can be connected,

T) Ie invention poll below in an exemplary embodiment £ -pj «: to be explained.

Ir, the accompanying drawing show:

Ig functional position

TI ε extended position

ITIj dead center

IVi locking position

The uncoupling device is below and parallel to the track 3 and outside the profile of the rail vehicle 1 arranged. The uncoupling device exists from a double-armed catch lever that can be pivoted about the pivot point 5 »

At both ends of the catch lever 5 is a widening in the form of a fork 6 ν rhnden. The upper fork end 7 runs in the direction of the central axis of the catch lever 5, the lower fork end 8 runs horizontally to the rail vehicle 1 arranged. As a result, a capture range is detected, which is the difference in altitude between the loaded and the unloaded Rail vehicle 1 arises, but can be caused by rail vehicle 1 in terms of construction.

The catch lever 5 engages in the area of the actuating shaft of the rail vehicle 1:

At the pivot point 4, the small crank arm 10 is connected to the bearing of the catch lever 5 and connects to the large crank arm 11 via the joint. The crank mechanism 9 is formed from the crank arms 10; 11 with the piston 12. The piston 5 is mounted parallel to track 3 in the sliding guide cxA is in its central position by two parallel-

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switched compression springs 13 held. To dampen the load when uncoupling, the rear wall of the sliding guide 14 arranged a bore 15 through which a suitable damping medium can flow in.

The rest position of the uncoupling device is in the dot-dash position IV, the locking division shown. The pan lever 5 is operated by a well-known, Lock not shown held. By means of known information or control devices and also manually by releasing or lifting, supported by the force of the compression spring 13, the locking position IV, the pan lever 5 in the position I - ready for operation Position - brought.

This is done at the desired uncoupling or Separation point of the automatic central buffer coupling of two passing rail vehicles.

The lever of the actuating shaft 2 of the rail vehicle engages 1 in the fork 6 of the catch lever 5. From the passing rail vehicle 1 this inevitable Connection of the pan lever 5 pivoted about the pivot point 4. This continues until the required decoupling force has been applied by the crank mechanism 9, whereby the actuating shaft 2 has been rotated. At this Turning the pan lever 5 assumes position II - uncoupling position. It is not shown in detail Coupling lock has been unlocked.

Via the crank mechanism 9, the piston is brought into the rear position from position I to position II, wherein the compressed air escapes through the bore 9 with simultaneous damping.

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On the moving rail vehicle 1, the gear lever 5 due to position II by actuating shaft 2 into the Position III - dead center - brought.

fell this pivoting of the catch lever 5, the lever can itatätiguhgswelle 2 out of the fork 6. At this moment the uncoupling process is complete.

Öer crank mechanism 9 has almost reached the dead center position, By balancing the forces of the differently loaded compression springs 13, the clutch device is inserted into the Functional position I or in the locking division IV brought.

The invention can be changed in any embodiment.

209838/0630

Claims (3)

Patent claims: 1. Erit coupling device for rail vehicles with automobile \ ^ __ n) atic central buffer couplings, which are used as stationary System is arranged next to the track and engaging in the profile of the rail vehicle with the lever of Actuating shaft for unlocking the coupling lock interacts and the speed of the rail vehicles is designed to adapt, characterized in that an indirect known per se Information or control devices as well as manually operable, double-armed pan lever (5) »of the Has ends a fork 6 and arranged in one, next to the track (3) and below the track (3) Pivot point (4) is arranged to be pivotable and via a crank mechanism (9) with a parallel-connected Compression springs (13) held in the center and mounted in a sliding guide (14) piston (12) is articulated. 2. Decoupling device according to claim 1, characterized in that that the fork (6) of the catch lever (5) extends from one in the direction of the central axis of the catch lever (5), upper fork end (7) and from a horizontally to the rail vehicle (1) extending, lower fork end (8). 3. Entkupplungseinriehtung according to claim 1, that the crank mechanism (9) one with the pan lever (5) firmly connected has a small crank arm (10) which is articulated with the large crank arm (11), which in turn is articulated is connected to the piston (12). 4. Decoupling device according to claim 1, characterized in that that for the purpose of damping the load on the rear End of the sliding guide (14) a hole (15) is arranged. 209838/0630