EP0283692B1 - Traction coupling for railway vehicles - Google Patents

Traction coupling for railway vehicles Download PDF

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Publication number
EP0283692B1
EP0283692B1 EP88101897A EP88101897A EP0283692B1 EP 0283692 B1 EP0283692 B1 EP 0283692B1 EP 88101897 A EP88101897 A EP 88101897A EP 88101897 A EP88101897 A EP 88101897A EP 0283692 B1 EP0283692 B1 EP 0283692B1
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EP
European Patent Office
Prior art keywords
coupler
head
arm
coupler head
traction
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.)
Expired - Lifetime
Application number
EP88101897A
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German (de)
French (fr)
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EP0283692A2 (en
EP0283692A3 (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.)
Unicupler GmbH
Knorr Bremse AG
Original Assignee
Unicupler GmbH
Knorr Bremse AG
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.)
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Publication date
Application filed by Unicupler GmbH, Knorr Bremse AG filed Critical Unicupler GmbH
Priority to AT88101897T priority Critical patent/ATE52975T1/en
Publication of EP0283692A2 publication Critical patent/EP0283692A2/en
Publication of EP0283692A3 publication Critical patent/EP0283692A3/en
Application granted granted Critical
Publication of EP0283692B1 publication Critical patent/EP0283692B1/en
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Expired - Lifetime legal-status Critical Current

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    • 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
    • B61G3/02—Couplings comprising mating parts of similar shape or form which can be coupled without the use of any additional element or elements with interengaging movably-mounted hooks or links guided into alignment by a gathering device, e.g. "Dowty" type

Definitions

  • the invention relates to a train coupling according to the preamble of claim 1.
  • the object of the invention is to design a train coupling of the type in question so that coupling in the curve of the track is possible without the side buffers having to be pressed in, nevertheless it should be ensured that there are no excessive longitudinal impact forces on the straight track occur that normal dome spacing can be maintained.
  • the coupling shown in the drawing in partial section according to the invention has a coupling arm 1, which is preferably articulated by means of an elongated hole 3 on a joint 5.
  • the coupling arm 1 is assigned a coupling head 7 which is longitudinally displaceable in it and on which an angle lever 9 is pivotably arranged.
  • the coupling arm is arranged on the end face of a rail vehicle, the coupling head being able to be coupled to the counter-coupling head of a further rail vehicle.
  • tension elements such as e.g. Towing hooks are provided, which are able to come into engagement with the corresponding counterparts of the counter-coupling head (not shown). It is a pure train coupling.
  • the angle lever 9 is articulated on a so-called button 11, which extends in the longitudinal direction through a bore 13 of the coupling head 7, with the front, i.e. According to the drawing on the left-hand end of the button 11, a button head 15 is formed, against which a spring 17 acts, the spring 17, which is supported on an inside shoulder of the coupling head 7, having the tendency to move the button axially outward.
  • the coupling head 7 has in the interior of the coupling arm a radially projecting stop 19 which, in the manner described below, can come into contact with an inwardly projecting stop 21 of the coupling arm 1.
  • the stop 21 can also cooperate with a stop 23 projecting outside the coupling arm 1 from the coupling head, as a result of which a movement of the coupling head 7 toward the right can be limited.
  • a spring 25, which is supported on a stationary abutment 27 of the rail vehicle, acts against an extension 29 which projects outwards from the coupling head 7, so that the coupling head is directed to the left in the manner also described below by the force of the spring 25 as shown in the drawing is movable.
  • the angle lever 9 is rotatable by actuation by the button around the center of the bearing 31 and acts against a stop 33 which projects laterally from a pawl 34, with the result that the pawl can be pivoted about its bearing 35 when the angle lever 9 is rotated and can disengage from the engagement in a recess or in a slot 37 of the coupling head 7.
  • the coupled position is shown, in which the button 11 is shifted into the position shown by the mating coupling head (not shown), the spring 17 being tensioned accordingly.
  • the button 11 becomes free in that it can move axially outward from the coupled position shown in the drawing.
  • the angle lever 9 connected to the button 11 rotates accordingly around the center of the bearing 31, so that the leg 39 of the angle lever acts on the stop 33 and lifts it out together with the pawl 34 from the slot 37 as shown in the drawing.
  • the coupling head 7, which is under the action of the spring 25, is shown after unlocking, ie after lifting the pawl 34 shifted to the left, ie traversed the probe head 15 by a corresponding, predeterminable amount.
  • the coupling head 7 thus assumes an advanced position in which it is in the coupling position; this position is of particular advantage when coupling in the track curve, ie when the distances between the rail vehicles to be coupled are greater in the area of their center line.
  • the button head 15 When coupling, the button head 15 is first pressed in by the corresponding mating coupling head or its button, whereby the pawl 34 has the possibility of falling back into the slot 37 as soon as the coupling head 7 is pushed back as far as the train is pushed further in a straight track so that its front contour 45 comes to lie at the level of the level 47 of the side buffers. In such a position, the coupling is automatically shortened in the aforementioned manner in order to be automatically extended to the required size after a subsequent disconnection.
  • pawl 34 and the angle lever 9 there are also other pawls, e.g. in the manner of a Willison clutch, can be used.
  • the coupling is preferably mounted in the elongated hole 3, the stop 23 coming into contact with the stop 21 if necessary, or a stop at the end 49 of the coupling head 7 acting against the coupling arm 1 is, while at the same time there must be a correspondingly large game in the recess or in the slot 37.
  • the pawl 34 can optionally be reinforced by additional springs.
  • An additional device for example a handle 51 shown in the drawing, which is connected to the pawl 34, enables the pawl to be disengaged by pulling this handle and, if necessary, by fixing it (e.g. by a pawl, not shown) to bring the coupling head 7. In this way, the coupling could be brought into the long position in the case of coupled vehicles which are standing in a curve, in order subsequently to facilitate unlocking.
  • the surfaces 41 and 43 press against one another under a correspondingly high load, it may be expedient to interpose a corresponding lever ratio between the pawl 34 and the handle 51 or even to provide a detachable auxiliary drive for this.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Seats For Vehicles (AREA)
  • Mechanical Operated Clutches (AREA)
  • Hydraulic Control Valves For Brake Systems (AREA)
  • Lubricants (AREA)
  • Railway Tracks (AREA)

Abstract

1. Traction coupler for rail vehicles, especially for facilitated coupling of rail vehicles standing in a curve, with a coupler head being arranged within a coupler arm serving for engagement with coupling effect in a matching coupler head, wherein the coupler head (7) is guided in a longitudinally moveable way within the coupler arm (1) and can be locked in coupled condition in a predetermined axial position for which purpose the coupler head (7) is traversed by a bore (13) in axial direction, in which a sensor lever (11) extends in a longitudinally moveable way, said sensor lever being able to extend by the action of a spring from the front opening of the bore (13) and to retract into the bore under the action of the matching coupler head as soon as the latter is being applied and wherein the sensor lever acts on a latch-type locking gear (34) serving for locking the coupler head within the coupler arm (1).

Description

Die Erfindung betrifft eine Zugkupplung nach dem Gattungsbegriff des Patentanspruches 1.The invention relates to a train coupling according to the preamble of claim 1.

Zugkupplungen von Schienenfahrzeugen übertragen nur Längskräfte in Zugrichtung, nicht aber in Druckrichtung, für letzteres sind Seitenpuffer erforderlich. Bei Verwendung von Zugkupplungen müssen beim Kuppeln im Gleisbogen die Seitenpuffer entsprechend weit eingedrückt werden, um trotz der Winkelstellung die Kupplungen in Eingriff gelangen zu lassen.Train couplings of rail vehicles only transmit longitudinal forces in the direction of pull, but not in the direction of pressure, side buffers are required for the latter. When using train couplings, the side buffers must be pressed in sufficiently when coupling in the track arch in order to allow the couplings to engage despite the angular position.

Eine Abhilfe hierfür wäre durch eine Anordnung der Kupplungen gegeben, bei welcher das Kupplungszentrum entsprechend weit vor der Ebene der Seitenpufferteller zu liegen kommt. Dies hat jedoch den Nachteil, daß im geraden Gleis entsprechende Längsspiele auftreten, die zu hohen Stoßkräften in Längsrichtung führen können.A remedy for this would be provided by an arrangement of the couplings in which the coupling center comes to lie correspondingly far in front of the side buffer plate level. However, this has the disadvantage that corresponding longitudinal play occurs in the straight track, which can lead to high impact forces in the longitudinal direction.

Davon ausgehend besteht die Aufgabe der Erfindung darin, eine Zugkupplung der in Rede stehenden Art so auszugestalten, daß das Kuppeln im Gleisbogen möglich ist, ohne daß die Seitenpuffer eingedrückt werden müssen, trotzdem soll sichergestellt sein, daß im geraden Gleis keine zu hohen Stoßkräfte in Längsrichtung auftreten, daß also normaler Kuppelabstand gehalten werden kann.Proceeding from this, the object of the invention is to design a train coupling of the type in question so that coupling in the curve of the track is possible without the side buffers having to be pressed in, nevertheless it should be ensured that there are no excessive longitudinal impact forces on the straight track occur that normal dome spacing can be maintained.

Zur Lösung dieser Aufgabe dienen die Merkmale nach dem Kennzeichnungsteil des Patentanspruches 1.The features according to the characterizing part of claim 1 serve to solve this problem.

Durch die Verschiebbarkeit des Kupplungskopfes relativ zum ihn tragenden Kupplungsarm ist es in einfacher Weise möglich, die Kupplungsebene im Bereich des Gleisbogens so weit vor die Ebene der Seitenpufferteller zu legen, daß beim Kuppeln die Seitenpuffer nicht eingedrückt werden müssen. Trotzdem ist durch das nachfolgende Sperren bei eingefahrener Lage des Kupplungskopfes sichergestellt, daß die herkömmliche Relativlage des Kupplungskopfes bzw. der Kupplungsköpfe bezüglich der Seitenpuffer existiert. Durch manuelle Einwirkung auf das den Kupplungskopf im Kupplungsarm arretierende Gesperre ist es sogar möglich, ein Entkuppeln im Gleisbogen derart vorzunehmen, daß zunächst der Kupplungskopf aus dem Kupplungsarm ausfahren kann. Im geraden Gleis ist es ohnehin nicht nötig, das Gesperre zu entriegeln, da hierbei normale Kuppelbedingungen vorliegen.Due to the displaceability of the coupling head relative to the coupling arm carrying it, it is possible in a simple manner to place the coupling level in the area of the track curve so far in front of the level of the side buffer plate that the side buffers do not have to be pressed in when coupling. Nevertheless, the subsequent locking when the coupling head is in the retracted position ensures that the conventional relative position of the coupling head or coupling heads with respect to the side buffers exists. By manual action on the locking mechanism which locks the coupling head in the coupling arm, it is even possible to uncouple it on the track curve in such a way that the coupling head can first extend out of the coupling arm. In any case, it is not necessary to unlock the locking mechanism on a straight track, as this is normal coupling conditions.

Vorteilhafte Ausgestaltungen und Weiterbildungen sind in den weiteren Patentansprüchen aufgeführt.Advantageous refinements and developments are listed in the further claims.

Die Erfindung ist nachfolgend anhand einer vereinfachten Teil-Schnittansicht der Zugkupplung erläutert.The invention is explained below on the basis of a simplified partial sectional view of the tow coupling.

Die in der Zeichnung im Teilschnitt wiedergegebene Kupplung gemäß der Erfindung weist einen Kupplungsarm 1 auf, welcher vorzugsweise mittels eines Langloches 3 an einem Gelenk 5 angelenkt ist. Dem Kupplungsarm 1 ist ein in ihm längsverschieblicher Kupplungskopf 7 zugeordnet, an welchem ein Winkelhebel 9 schwenkbar angeordnet ist. Der Kupplungsarm ist stirnseitig an einem Schienenfahrzeug angeordnet, wobei der Kupplungskopf mit dem Gegen-Kupplungskopf eines weiteren Schienenfahrzeuges kuppelbar ist. Hierzu sind am Kupplungskopf (in der Zeichnung nicht dargestellte) Zugelemente wie z.B. Zughaken vorgesehen, welche mit den entsprechenden Gegenstücken des (nicht dargestellten) Gegen-Kupplungskopfes kuppelnd in Eingriff zu gelangen vermögen. Es handelt sich hierbei um eine reine Zugkupplung. Der Winkelhebel 9 ist an einem sogenannten Taster 11 angelenkt, welcher sich in Längsrichtung durch eine Bohrung 13 des Kupplungskopfes 7 erstreckt, wobei am vorderen, d.h. gemäß Zeichnung linksseitigen Ende des Tasters 11 ein Tasterkopf 15 ausgebildet ist, gegenüber welchem eine Feder 17 wirkt, wobei die sich an einer innenseitigen Schulter des Kupplungskopfes 7 abstützende Feder 17 die Neigung besitzt, den Taster axial nach außen gerichtet zu verschieben.The coupling shown in the drawing in partial section according to the invention has a coupling arm 1, which is preferably articulated by means of an elongated hole 3 on a joint 5. The coupling arm 1 is assigned a coupling head 7 which is longitudinally displaceable in it and on which an angle lever 9 is pivotably arranged. The coupling arm is arranged on the end face of a rail vehicle, the coupling head being able to be coupled to the counter-coupling head of a further rail vehicle. For this purpose, tension elements such as e.g. Towing hooks are provided, which are able to come into engagement with the corresponding counterparts of the counter-coupling head (not shown). It is a pure train coupling. The angle lever 9 is articulated on a so-called button 11, which extends in the longitudinal direction through a bore 13 of the coupling head 7, with the front, i.e. According to the drawing on the left-hand end of the button 11, a button head 15 is formed, against which a spring 17 acts, the spring 17, which is supported on an inside shoulder of the coupling head 7, having the tendency to move the button axially outward.

Der Kupplungskopf 7 weist im Inneren des Kupplungsarmes radial vorstehend einen Anschlag 19 auf, welcher in nachfolgend beschriebener Weise mit einem nach innen kragenden Anschlag 21 des Kupplungsarmes 1 in Anlage zu gelangen vermag. Der Anschlag 21 kann außerdem mit einem außerhalb des Kupplungsarms 1 vom Kupplungskopf auskragenden Anschlag 23 zusammenwirken, wodurch eine nach rechts gerichtete Bewegung des Kupplungskopfes 7 begrenzbar ist. Eine Feder 25, welche sich an einem ortsfesten Widerlager 27 des Schienenfahrzeuges abstützt, wirkt gegenüber einem Fortsatz 29, welcher vom Kupplungskopf 7 nach außen gerichtet auskragt, so daß der Kupplungskopf in gleichfalls nachfolgend beschriebener Weise durch die Kraft der Feder 25 gemäß Zeichnung nach links gerichtet verschiebbar ist.The coupling head 7 has in the interior of the coupling arm a radially projecting stop 19 which, in the manner described below, can come into contact with an inwardly projecting stop 21 of the coupling arm 1. The stop 21 can also cooperate with a stop 23 projecting outside the coupling arm 1 from the coupling head, as a result of which a movement of the coupling head 7 toward the right can be limited. A spring 25, which is supported on a stationary abutment 27 of the rail vehicle, acts against an extension 29 which projects outwards from the coupling head 7, so that the coupling head is directed to the left in the manner also described below by the force of the spring 25 as shown in the drawing is movable.

Der Winkelhebel 9 ist durch Betätigung durch den Taster um den Mittelpunkt des Lagers 31 drehbar und wirkt gegenüber einem Anschlag 33, welcher von einer Klinke 34 seitlich auskragt, mit der Folge, daß die Klinke bei Verdrehung des Winkelshebels 9 um ihr Lager 35 verschwenkbar ist und sich hierbei aus dem Eingriff in einer Ausnehmung bzw. in einem Schlitz 37 des Kupplungskopfes 7 zu lösen vermag.The angle lever 9 is rotatable by actuation by the button around the center of the bearing 31 and acts against a stop 33 which projects laterally from a pawl 34, with the result that the pawl can be pivoted about its bearing 35 when the angle lever 9 is rotated and can disengage from the engagement in a recess or in a slot 37 of the coupling head 7.

Die Wirkungsweise der vorstehend hinsichtlich ihrer Bauteile erläuterten Zugkupplung nach der Erfindung ist wie folgt :The mode of operation of the train coupling according to the invention explained above with regard to its components is as follows:

In der Zeichnung ist die gekuppelte Lage dargestellt, in welcher der Taster 11 durch den Gegenkupplungskopf (nicht dargestellt) in die dargestellte Lage verschoben ist, wobei die Feder 17 entsprechend verspannnt ist. Nach dem im einzelnen nicht zu erläuternden Trennen der Kupplungen der beiden Schienenfahrzeuge wird der Taster 11 frei, dahingehend, daß er sich aus der in der Zeichnung dargestellten gekuppelten Lage axial nach außen gerichtet verschieben kann. Dies geschieht dadurch, daß die Feder 17 auf den Tasterkopf 15 einwirkt und somit den Taster 11 nach außen gerichtet schiebt. Der mit dem Taster 11 verbundene Winkelhebel 9 dreht sich entsprechend um den Mittelpunkt des Lagers 31, so daß der Schenkel 39 des Winkelhebels auf den Anschlag 33 einwirkt und diesen zusammen mit der Klinke 34 gemäß Zeichnung nach oben gerichtet aus dem Schlitz 37 heraushebt. Der Kupplungskopf 7, welcher unter der Enwirkung der Feder 25 steht, wird nach dem Entriegeln, d.h. nach dem Herausheben der Klinke 34, gemäß Darstellung nach links gerichtet verschoben, d.h. dem Tasterkopf 15 um ein entsprechendes, vorherbestimmbares Maß nachgefahren. Der Kupplungskopf 7 nimmt also eine vorgeschobene Stellung ein, in welcher er sich in Kupplungsbereitstellung befindet; diese Lage ist von besonderem Vorteil beim Kuppeln im Gleisbogen, d.h. dann, wenn die Abstände zwischen den zu kuppelnden Schienenfahrzeugen im Bereich ihrer Mittellinie größer sind. Bei dem vorgenannten Ausklinken der Klinke 34 unter Einwirkung der Kraft der Feder 17 ist dafür Sorge zu tragen, daß die Kraft dieser Feder so dimensioniert ist, daß sie über die Hebelübersetzung des Winkelhebels 9 in der Lage ist, die Klinke 34 gegen die Reibkraft aufzulösen, die an den Flächen 41 und 43 des Kuplungskopfes 7 dadurch entsteht, daß diese Flächen durch die Wirkung der Feder 25 aufeinander gedrückt werden.In the drawing, the coupled position is shown, in which the button 11 is shifted into the position shown by the mating coupling head (not shown), the spring 17 being tensioned accordingly. After the detachment of the couplings of the two rail vehicles, which is not to be explained in detail, the button 11 becomes free in that it can move axially outward from the coupled position shown in the drawing. This is done in that the spring 17 acts on the button head 15 and thus pushes the button 11 directed outwards. The angle lever 9 connected to the button 11 rotates accordingly around the center of the bearing 31, so that the leg 39 of the angle lever acts on the stop 33 and lifts it out together with the pawl 34 from the slot 37 as shown in the drawing. The coupling head 7, which is under the action of the spring 25, is shown after unlocking, ie after lifting the pawl 34 shifted to the left, ie traversed the probe head 15 by a corresponding, predeterminable amount. The coupling head 7 thus assumes an advanced position in which it is in the coupling position; this position is of particular advantage when coupling in the track curve, ie when the distances between the rail vehicles to be coupled are greater in the area of their center line. When releasing the pawl 34 under the action of the force of the spring 17, care must be taken that the force of this spring is dimensioned such that it is able, via the lever transmission of the angle lever 9, to release the pawl 34 against the frictional force, which arises on the surfaces 41 and 43 of the coupling head 7 in that these surfaces are pressed against one another by the action of the spring 25.

Beim Kuppeln wird zunächst der Tasterkopf 15 durch den entsprechenden Gegenkupplungskopf bzw. dessen Taster eingedrückt, wodurch die Klinke 34 die Möglichkeit hat, in den Schlitz 37 wieder einzufallen, sobald bei einem weiteren Zusammenschieben des Zuges im geraden Gleis der Kupplungskopf 7 soweit zurückgedrückt wird, daß seine vordere Kontur 45 in der Höhe der Ebene 47 der Seitenpuffer zu liegen kommt. In einer derartigen Position verkürzt sich also die Kupplung auf die vorgenannte Weise selbsttätig, um sich nach einem anschließenden Trennen wieder selbsttätig auf das erforderliche Maß zu verlängern.When coupling, the button head 15 is first pressed in by the corresponding mating coupling head or its button, whereby the pawl 34 has the possibility of falling back into the slot 37 as soon as the coupling head 7 is pushed back as far as the train is pushed further in a straight track so that its front contour 45 comes to lie at the level of the level 47 of the side buffers. In such a position, the coupling is automatically shortened in the aforementioned manner in order to be automatically extended to the required size after a subsequent disconnection.

Anstelle der Klinke 34 und des Winkelhebels 9 sind auch andere Klinkengesperre, z.B. nach der Art einer Willison-KLupplung, verwendbar.Instead of the pawl 34 and the angle lever 9 there are also other pawls, e.g. in the manner of a Willison clutch, can be used.

Um zu ermöglichen, daß sich die Seitenpuffer eindrücken können, wird die Kupplung vorzugsweise in dem Langloch 3 gelagert, wobei bei Bedarf der Anschlag 23 mit dem Anschlag 21 zur Anlage kommt bzw. ein Anschlag am Ende 49 des Kupplungskopfes 7 gegenüber dem Kupplungsarm 1 wirkend vorgesehen ist, während gleichzeitig in der Aussparung bzw. im Schlitz 37 ein entsprechend großes Spiel bestehen muß.In order to enable the side buffers to be able to press in, the coupling is preferably mounted in the elongated hole 3, the stop 23 coming into contact with the stop 21 if necessary, or a stop at the end 49 of the coupling head 7 acting against the coupling arm 1 is, while at the same time there must be a correspondingly large game in the recess or in the slot 37.

Die Klinke 34 kann gegebenenfalls durch zusätzliche Federn verstärkt werden. Eine zusätzliche Einrichtung, beispielsweise ein in der Zeichnung wiedergegebener Handgriff 51, welcher mit der Klinke 34 verbunden ist, ermöglicht es, durch Ziehen dieses Handgriffes und gegebenenfalls durch dessen Festlegung (z. B. durch eine nicht dargestellte Klinke), die Klinke aus dem Eingriff des Kupplungskopfes 7 zu bringen. Auf diese Weise könnte bei im Bogen stehenden, gekuppelten Fahrzeugen die Kupplung in die lange Position gebracht werden, um das Entriegeln nachfolgend zu erleichtern. Da in diesem Fall die Flächen 41 und 43 unter entsprechend hoher Belastung aufeinander drücken ist es u.U. zweckmäßig, zwischen die Klinke 34 und den Handgriff 51 eine entsprechende Hebelübersetzung zwischenzuschalten oder sogar einen lösbaren Hilfsantrieb hierfür vorzusehen.The pawl 34 can optionally be reinforced by additional springs. An additional device, for example a handle 51 shown in the drawing, which is connected to the pawl 34, enables the pawl to be disengaged by pulling this handle and, if necessary, by fixing it (e.g. by a pawl, not shown) to bring the coupling head 7. In this way, the coupling could be brought into the long position in the case of coupled vehicles which are standing in a curve, in order subsequently to facilitate unlocking. In this case, since the surfaces 41 and 43 press against one another under a correspondingly high load, it may be expedient to interpose a corresponding lever ratio between the pawl 34 and the handle 51 or even to provide a detachable auxiliary drive for this.

  • BezugszeichenlisteReference symbol list
  • 1 Kupplungsarm1 clutch arm
  • 3 Langloch3 slot
  • 5 Gelenk5 joint
  • 7 Kupplungskopf7 coupling head
  • 9 Winkelhebel9 angle levers
  • 11 Taster11 buttons
  • 13 Bohrung13 hole
  • 15 Tasterkopf15 button head
  • 17 Feder17 spring
  • 19 Anschlag19 stop
  • 21 Anschlag21 stop
  • 23 Anschlag23 stop
  • 25 Feder25 spring
  • 7 Widerlager7 abutments
  • 29 Fortsatz29 continuation
  • 31 Lager31 bearings
  • 33 Anschlag33 stop
  • 34 Klinke34 jack
  • 35 Lager35 bearings
  • 37 Schlitz37 slot
  • 39 Schenkel39 legs
  • 41 Fläche41 area
  • 43 Fläche43 area
  • 45 Kontur45 contour
  • 47 Ebene47 level
  • 49 Ende49 end
  • 1 Handgriff1 handle

Claims (8)

1. Traction coupler for rail vehicles, especially for facilitated coupling of rail vehicles standing in a curve, with a coupler head being arranged within a coupler arm serving for engagement with coupling effect in a matching coupler head, wherein the coupler head (7) is guided in a longitudinally moveable way within the coupler arm (1) and can be locked in coupled condition in a predetermined axial position for which purpose the coupler head (7) is traversed by a bore (13) in axial direction, in which a sensor lever (11) extends in a longitudinally moveable way, said sensor lever being able to extend by the action of a spring from the front opening of the bore (13) and to retract into the bore under the action of the matching coupler head as soon as the latter is being applied and wherein the sensor lever acts on a latch-type locking gear (34) serving for locking the coupler head within the coupler arm (1).
2. Traction coupler according to Claim 1, wherein the sensor lever (11) is linked at its rear end within the coupler arm (1) to an angular lever (9) that can be rotated by the sensor lever in case of longitudinal displacement and that is articulated on the coupler head (7) and wherein in the area of the rear end of the coupler head (7) a latch (34) is articulated on the coupler arm that is able to engage with locking effect in the slot (37) at the rear end of the coupler head (7) such that said latch (34) is located within the slot (37) in the rotating angle of the angular lever (9) and can be lifted by the latter out of the slot (37) as said sensor lever performs an axial movement.
3. Traction coupler according to Claim 1 or 2, wherein the coupler head (7) is axially braced by a spring arrangement bearing on the rail vehicle in direction of the matching coupler head.
4. Traction coupler according to Claim 3, wherein a spring (25) extending backwards and bearing on an abutment (27) of the rail vehicle acts on an extension piece (29) projecting laterally from the coupler head.
5. Traction coupler according to one of the aforementioned claims, wherein a release device that can be manually operated is connected to the latch (34).
6. Traction coupler according to Claim 5, wherein the latch (34) is linked to a handle (51) serving for manual operation by pulling action and extending from the bore (13) through the wall of the coupler arm (1).
7. Traction coupler according to one of the aforementioned claims, wherein the latch-type locking gear (35, 37) is designed in the mode of a Willison coupler.
8. Traction coupler according to one of the aforementioned claims, wherein the axial movement of the coupler head in relation to the coupler arm can be limited by the stops (19, 21, 23) provided on both the coupler head and the coupler arm.
EP88101897A 1987-03-27 1988-02-10 Traction coupling for railway vehicles Expired - Lifetime EP0283692B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT88101897T ATE52975T1 (en) 1987-03-27 1988-02-10 TRAIN COUPLING FOR RAIL VEHICLES.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19873710030 DE3710030A1 (en) 1987-03-27 1987-03-27 TRAIN CLUTCH FOR RAIL VEHICLES
DE3710030 1987-03-27

Publications (3)

Publication Number Publication Date
EP0283692A2 EP0283692A2 (en) 1988-09-28
EP0283692A3 EP0283692A3 (en) 1988-11-02
EP0283692B1 true EP0283692B1 (en) 1990-05-23

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ID=6324074

Family Applications (1)

Application Number Title Priority Date Filing Date
EP88101897A Expired - Lifetime EP0283692B1 (en) 1987-03-27 1988-02-10 Traction coupling for railway vehicles

Country Status (4)

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EP (1) EP0283692B1 (en)
AT (1) ATE52975T1 (en)
DD (1) DD280941A5 (en)
DE (2) DE3710030A1 (en)

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Publication number Priority date Publication date Assignee Title
DE19757621B4 (en) * 1997-12-23 2005-02-10 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Automatic traction coupling
DE19815350A1 (en) * 1998-04-06 1999-10-07 Axel Schelle Automatic coupling for use with railroad vehicles

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB103248A (en) * 1916-06-03 1917-01-18 Thomas George Higgins Improvements in or connected with Draw-bar Couplings of Railway Vehicles and the like.
DE385948C (en) * 1922-11-14 1923-11-30 Arthur Fritzsche Coupling for railway vehicles
DE813098C (en) * 1950-03-09 1951-09-06 Franz Kaehler Hitching device for motor vehicle trailers
AT245612B (en) * 1963-01-29 1966-03-10 Stabeg Appbau Gmbh Spring-loaded swivel bearing for a central buffer coupling
DE1944944A1 (en) * 1969-09-04 1971-03-18 Jeffes Robert Henry Francis Telescopic drawbar
DE3042160A1 (en) * 1980-11-08 1982-06-16 Dr.Ing.H.C. F. Porsche Ag, 7000 Stuttgart VEHICLE, IN PARTICULAR MOTOR-DRIVEN COMMERCIAL VEHICLE

Also Published As

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ATE52975T1 (en) 1990-06-15
DD280941A5 (en) 1990-07-25
DE3710030A1 (en) 1988-10-13
EP0283692A2 (en) 1988-09-28
DE3860164D1 (en) 1990-06-28
EP0283692A3 (en) 1988-11-02

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