EP0230263A2 - Attelage automatique pour véhicules ferroviaires - Google Patents

Attelage automatique pour véhicules ferroviaires Download PDF

Info

Publication number
EP0230263A2
EP0230263A2 EP87100407A EP87100407A EP0230263A2 EP 0230263 A2 EP0230263 A2 EP 0230263A2 EP 87100407 A EP87100407 A EP 87100407A EP 87100407 A EP87100407 A EP 87100407A EP 0230263 A2 EP0230263 A2 EP 0230263A2
Authority
EP
European Patent Office
Prior art keywords
bolt
coupling
intermediate lever
lock
pull rod
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP87100407A
Other languages
German (de)
English (en)
Other versions
EP0230263B1 (fr
EP0230263A3 (en
Inventor
Axel Dr. Schelle
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Knorr Bremse AG
Original Assignee
Unicupler GmbH
Knorr Bremse AG
Knorr Bremse KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Unicupler GmbH, Knorr Bremse AG, Knorr Bremse KG filed Critical Unicupler GmbH
Priority to AT87100407T priority Critical patent/ATE50949T1/de
Publication of EP0230263A2 publication Critical patent/EP0230263A2/fr
Publication of EP0230263A3 publication Critical patent/EP0230263A3/de
Application granted granted Critical
Publication of EP0230263B1 publication Critical patent/EP0230263B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G3/00—Couplings comprising mating parts of similar shape or form which can be coupled without the use of any additional element or elements
    • B61G3/10—Couplings comprising mating parts of similar shape or form which can be coupled without the use of any additional element or elements with coupling heads in the form of hook-like interengaging rigid jaws, e.g. "Willison" type

Definitions

  • the invention relates to an automatic clutch for rail vehicles, with a coupling head of the Willison principle, in which a coupling mouth is bordered laterally by coupling claws, with a locking gear arranged in a cavity of the coupling head, which comprises a locking bar, a button, an intermediate lever and a pull rod, all of which are essentially movable only in horizontal planes, -
  • the bar and the button are loaded by springs in the direction of movement to the front, -
  • the intermediate lever and the button are separately rotatably mounted on a common vertical bolt on the side of the bolt, the intermediate lever can engage with the bolt and the button and can be brought out of engagement with the bolt by the pull rod, is loaded by a spring in the direction of engagement with the bolt and can be intercepted in the effective direction of the spring by a stop to the button, the intermediate lever with an existing counter coupling head corresponding position of the button in a front coupling position of the bolt behind a first and in a rear uncoupling position of the bolt in front
  • the coupling is particularly advantageous for attaching a hand or transition coupling, as can be seen from claim 5.
  • a bolt 5 is essentially in a recess 4 according to FIGS horizontally displaceable in the longitudinal direction of the coupling head.
  • the bolt 5 has a front head piece 5a, which serves the usual locking function of two coupled coupling heads of the Willison type.
  • a shaft part 5b adjoins the head piece 5a to the rear. Near the rear end, the shaft part 5b is provided with a first recess 6, which has a relatively large length and which after is limited at the front by a stop surface 7 and backwards by a stop surface 8.
  • the bolt 5 has a second, front recess 9 with a shorter longitudinal extension, which is delimited rearward by a stop surface 9a.
  • a compression spring 10 which is supported on the other hand against the coupling head and which loads the bolt 5 in the feed direction.
  • a portion 11 of a leg 12 of an angle lever 13 extending approximately at right angles to the direction of movement of the bolt 5 engages in the recess 6, the width of the portion 11 being significantly smaller than the length of the recess is 6; the section 11 is located near the stop surface 7.
  • the angle lever l3 is rotatably supported in its apex region on a vertical bolt l4 of the coupling head, the second leg l5 of the angle lever l3 extends obliquely backwards at an acute angle to the leg l2 from bolt 5 away.
  • a button l6 is also rotatably mounted on the bolt l4.
  • the pushbutton l6 has a pressure plate l6b on a lever part l6a projecting forwardly through an opening l7 of the coupling head, which pressure plate is pressed by the counter-coupling (not shown) against the end face l8 of the coupling mouth.
  • the rear end of the lever part l6a has an offset l6c, which ends with a stop surface in front of the rear boundary of the leg l5 and forms a stop l9 together with this.
  • a spring 20 clamped between the coupling head and the rear of the offset 16c loads the pushbutton 16 in the feed direction.
  • a lever section l6d projects laterally from the lever part l6a in the direction of the bolt 5, the end of which is mounted on the bolt l4.
  • a torsion spring 2l is clamped, which loads the intermediate lever l3 in the latching direction of the section ll into the recess 6.
  • the rear section of the shaft part 5b adjoining the stop surface 8 has an opening which is displaceably penetrated by a pull rod 22.
  • the pull rod 22 extends through the spring 10 and is coupled at its rear end, not shown, to an actuating device, also not shown, which enables the pull rod 22 to be pulled back approximately in the longitudinal direction of the coupling.
  • the pull rod 22 has, at a distance in front of the stop surface 8, an upward bend 22a, the rear surface of which forms a stop surface 23 which is spaced apart from the stop surface 8.
  • the pull rod 22 ends with a jaw piece 22b which has a jaw opening 24 which is open laterally towards section II and surrounds a vertical extension 11a of section II.
  • the front boundary wall 25 of the mouth opening 24 extends obliquely from the base of the mouth to the front-to the outside; it is opposite the front of the end of the section 11 with a maximum distance.
  • the bolt 5 is prevented from advancing further.
  • the distance measured in the longitudinal direction of the coupling from the contact point of section 11 on the boundary wall 25 to its outer, front end, denoted by a in FIG. 1, is smaller than the distance c between the stop faces 8 and 23, and this distance c is again smaller than the distance b between the lateral end edge of the jaw piece 22b located on the side of the intermediate lever l3 and the rear boundary of the section ll.
  • the side wall 26 of the bolt 5 located next to the intermediate lever l3 and between the two recesses 6 and 9 is flat.
  • the bolt 5, the intermediate lever l3, the button l6 and the pull rod 22 assume the positions shown in FIGS. 1 and 2 and described above.
  • the latch 5 is thereby by applying its stop surface 7 to the Section ll of the intermediate lever l3 prevented from moving back so that an unwanted decoupling is excluded.
  • the spring 20 pushes the button l6 forward by rotating the bolt l4, the intermediate lever l3 also being rotated by the closed stop l9 until its section 11 emerges from the recess 6.
  • the bolt 5 can therefore move backwards against the force of the spring l0 and be pushed back into the position shown to complete the coupling process, with the push button l6 against the force of the spring 20 being used to complete the coupling is pressed again and the torsion spring 2l engages the section ll of the intermediate lever l3 again in the recess 6; the stop l9 remains closed.
  • the pull rod 22 is to be withdrawn in the direction of arrow 27.
  • the boundary wall 25 presses the section 11 while turning the intermediate lever l3 to the side until the section ll emerges from the recess 6, the stop l9 to the button l6 remaining at rest opens.
  • the stop surface 23 comes to rest against the stop surface 8, so that when the pull rod 27 is moved further, it pulls the bolt 5 against the force of the spring 10.
  • the extension 11a comes out of engagement with the pull rod 22 and the section 11 slides with its end boundary onto the side wall 26 of the bolt 5 and along this side wall 26.
  • the recess 9 comes into the region of the section 11, so that the latter engages under the force of the torsion spring 2l in the recess 9 and thus in front of the stop surface 9a and thus locks the bolt 5 in its rearward position, whereby the bolt 5 even when the pull rod 22 is released, its release position has now been reached maintains.
  • the pull rod 22 can now be moved forward until its front end face lies against the section 11 or its extension 11a. If the counter-coupling is now removed, the spring 20 pushes the button l6 forward in the manner already described, the section 11 being rotated by the closed stop l9 until it emerges from the recess 9.
  • the compression spring 10 now pushes the bolt 5 into the coupling position shown, the section 11 sliding back on the side wall 26 into the region of the recess 6.
  • the pull rod 11 is completely moved back into its front position shown, for example under the force of the spring, not shown, already mentioned.
  • the coupling is now ready for coupling, it assumes its position already described above and a subsequent coupling process can take place in the manner also described above.
  • stop surfaces 7, 8 and 9a in a different way than through the recesses 6 and 8, for example these stop surfaces can be formed on shoulders or projections which can run horizontally or vertically, wherein the stop surface 8 can also be arranged transversely offset to the other stop surfaces 7 and 8.
  • the push button takes the intermediate lever with it during its back and forth movements via the bolt; the latter is not rotated out of the recesses 6 and 9 by the stop 19, but rather by running against the front boundary walls of the recesses 6 and 9. Otherwise, the mode of operation largely corresponds to the previously described embodiment.
  • the locking gear is composed of simple, robust parts and can be made very flat.
  • the flat design allows, as shown in Figure 3, the coupling mouth 3 above the bolt 5 to be provided with an opening 28 into which a coupling hook 29 attached to the coupling head of a conventional manual coupling projects as a transition coupling.
  • the coupling chain of the vehicle having the manual coupling can thus be suspended in the coupling hook 29.
  • the horizontal center plane 30 of the coupling hook 29 is expediently somewhat higher than the horizontal center plane 3l of the coupling head.
  • the dome chain can also be designed as a resiliently displaceable rod, intercepted in the pull-out direction forward by a stop, with a dome eyelet at the front end.
  • the automatic clutch of the Willison type for rail vehicles has a bolt mechanism with parts that can move in horizontal planes, namely a bolt 5, an intermediate lever l3, a button l6 and a pull rod 22.
  • the intermediate lever l3 is designed as an angle lever, one leg l2 of which can engage with a section ll under the force of a torsion spring 2l in two recesses 6 and 9 of the coupling bolt 5, which are offset in the longitudinal direction of the coupling; the intermediate lever l3 and the button l6 are rotatably mounted on a bolt l4 and braced by a spring 2l; a spring 20 loaded the button l6 in the feed direction.
  • section ll is underneath with a Stop l9 causes the intermediate lever l3 to disengage from the recesses 6 and 9. Even when the pull rod 22 is pulled back, it can disengage the section 11 from the rear recess 6 by means of a jaw piece 22b.
  • the latched section II secures the bolt 5 in its coupling or decoupling position.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Mechanical Operated Clutches (AREA)
  • Lock And Its Accessories (AREA)
  • Quick-Acting Or Multi-Walled Pipe Joints (AREA)
EP87100407A 1986-01-14 1987-01-14 Attelage automatique pour véhicules ferroviaires Expired - Lifetime EP0230263B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT87100407T ATE50949T1 (de) 1986-01-14 1987-01-14 Selbsttaetige kupplung fuer schienenfahrzeuge.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19863600848 DE3600848A1 (de) 1986-01-14 1986-01-14 Selbsttaetige kupplung fuer schienenfahrzeuge
DE3600848 1986-01-14

Publications (3)

Publication Number Publication Date
EP0230263A2 true EP0230263A2 (fr) 1987-07-29
EP0230263A3 EP0230263A3 (en) 1988-03-23
EP0230263B1 EP0230263B1 (fr) 1990-03-14

Family

ID=6291813

Family Applications (1)

Application Number Title Priority Date Filing Date
EP87100407A Expired - Lifetime EP0230263B1 (fr) 1986-01-14 1987-01-14 Attelage automatique pour véhicules ferroviaires

Country Status (4)

Country Link
EP (1) EP0230263B1 (fr)
AT (1) ATE50949T1 (fr)
DD (1) DD254710A5 (fr)
DE (2) DE3600848A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0364978A1 (fr) * 1988-10-21 1990-04-25 Knorr-Bremse Ag Attelage de transition pour véhicules ferroviaires
CN108050148A (zh) * 2018-01-26 2018-05-18 常熟虞通光电科技有限公司 一种用于车厢连接的可拆挂钩机构

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19947829A1 (de) * 1999-07-20 2001-02-01 Knorr Bremse Systeme Automatische Kupplung für Schienenfahrzeuge, insbesondere automatische Zugkupplung

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE648193C (de) * 1934-10-27 1937-07-24 Fried Krupp Akt Ges Selbsttaetige Kupplung, insbesondere Mittelpufferkupplung fuer Eisenbahnfahrzeuge
DE3428454A1 (de) * 1984-07-17 1986-01-30 Knorr-Bremse, 1000 Berlin und 8000 München Selbsttaetige kupplung fuer schienenfahrzeuge

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE648193C (de) * 1934-10-27 1937-07-24 Fried Krupp Akt Ges Selbsttaetige Kupplung, insbesondere Mittelpufferkupplung fuer Eisenbahnfahrzeuge
DE3428454A1 (de) * 1984-07-17 1986-01-30 Knorr-Bremse, 1000 Berlin und 8000 München Selbsttaetige kupplung fuer schienenfahrzeuge

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0364978A1 (fr) * 1988-10-21 1990-04-25 Knorr-Bremse Ag Attelage de transition pour véhicules ferroviaires
CN108050148A (zh) * 2018-01-26 2018-05-18 常熟虞通光电科技有限公司 一种用于车厢连接的可拆挂钩机构
CN108050148B (zh) * 2018-01-26 2019-09-10 宋局 一种用于车厢连接的可拆挂钩机构

Also Published As

Publication number Publication date
DE3600848A1 (de) 1987-07-16
EP0230263B1 (fr) 1990-03-14
ATE50949T1 (de) 1990-03-15
EP0230263A3 (en) 1988-03-23
DE3761888D1 (de) 1990-04-19
DD254710A5 (de) 1988-03-09

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