EP0313819B1 - Transitional coupling for railway vehicles - Google Patents

Transitional coupling for railway vehicles Download PDF

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Publication number
EP0313819B1
EP0313819B1 EP88115630A EP88115630A EP0313819B1 EP 0313819 B1 EP0313819 B1 EP 0313819B1 EP 88115630 A EP88115630 A EP 88115630A EP 88115630 A EP88115630 A EP 88115630A EP 0313819 B1 EP0313819 B1 EP 0313819B1
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EP
European Patent Office
Prior art keywords
coupling
hook
willison
coupler
cam
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
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EP88115630A
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German (de)
French (fr)
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EP0313819A1 (en
Inventor
Hans Friedrichs
Axel Dr. Schelle
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KNORR-BREMSE GMBH
Unicupler GmbH
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Unicupler GmbH
Knorr Bremse AG
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Publication of EP0313819A1 publication Critical patent/EP0313819A1/en
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Publication of EP0313819B1 publication Critical patent/EP0313819B1/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G5/00—Couplings for special purposes not otherwise provided for
    • B61G5/04—Couplings for special purposes not otherwise provided for for matching couplings of different types, i.e. transitional couplings

Definitions

  • the invention relates to a transition coupling for coupling a rail vehicle having a drawbar coupling to a rail vehicle having an automatic coupling, in particular a Willison coupling, the automatic coupling being a coupling gear which can be set into a coupling and a decoupling position and on one of its longitudinal sides or on its top one cantilevered hook for hanging a dome chain.
  • a transition coupling of the type mentioned above in connection with a Willison coupling is known for example from DE-A-1 455 210, FIGS. 3 and 4. It has also already been proposed to arrange the hook projecting upwards on the top of the Willison coupling.
  • a transition coupling of this type causes difficulties when uncoupling moving vehicles, as is necessary in particular in shunting mode and when dismantling a train by means of a run-off hill, as will be explained below for the train dismantling by means of a run-off hill:
  • the dome chains of rail vehicles equipped with drawbar couplings must be loosened by extending their turnbuckle, but must not be removed for safety reasons against unwanted train separations.
  • the loosened dome chains are only unhooked from the side of the wagon by means of a rod from the respective pull hook on the outflow hill itself.
  • the dome chain is only one Accessible from the vehicle side, the Willison coupling hides the hook from the other side of the vehicle, so that it is not possible to unhook it from this side using a rod. If the hook is located on the top, a very short dome chain must be used, which is difficult to eject using a rod.
  • a coupling chain is articulated on a side wall of the Willison coupling and can be hooked into the drawing hook of a drawing hook coupling.
  • a special, additional dome chain is required, which increases the construction effort.
  • the Willison coupling is relatively close to the hook of the draw hook coupling in the coupled state and thereby prevents the coupling chain from being detached by means of a rod.
  • a similar defect has a transition coupling according to DE-PS 1 050 361, according to which a separate coupling chain which is adjustable in length by means of a screw gear is provided on a central buffer coupling head.
  • this transition coupling still has the defect that the dome chain is relatively short, which makes it even more difficult to unhook it from the hook of the draw hook coupling by means of a rod.
  • Decoupling processes of moving vehicles that are otherwise required are also associated with corresponding difficulties or shortcomings.
  • an ejector assigned to the hook which can be moved with the clutch transmission when it is switched from the clutch to the uncoupling position in order to eject a coupling chain suspended in the hook.
  • transition coupling designed in this way, it is thus possible, after loosening the coupling chain by extending its turnbuckle, to bring the locking mechanism of the automatic coupling into the release position, the ejector ejecting the coupling chain from the hook and uncoupling the two rail vehicles.
  • the release position of the locking gear mechanism can be adjusted in a simple and safe manner from both sides of the vehicle by means of a conventional actuation system, which is usually designed as an actuation linkage.
  • actuation system or actuation linkage must always be operated in the same way in all uncoupling processes in which an automatic clutch is involved; this reduces the risk of incorrect operation.
  • the Willison coupling 1 shown here only in its essential parts with the omission of sectional hatching, has on its front end face a fixed pushing claw 3 which limits its coupling mouth 2 to one side and which merges backwards into a side wall 4 of the Willison coupling 1.
  • a recess 5 adjoins the side wall 4 within the Willison coupling 1 and serves to receive a locking gear 6:
  • the locking gear 6 essentially has a latch 7, which is adjustable in a front, shown clutch and a rear, withdrawn from the coupling mouth 2 decoupling position. Furthermore, the locking gear 6 has a locking cam 7 ', an only indicated button 8 and a lock 9 also indicated only for the bolt 7.
  • the locking cam 7 ' is manually adjustable by means of an actuation system or actuating linkage, not shown, its coupling with the bolt 7 has an empty play.
  • a laterally projecting hook 10 on the side wall 4 in which a dome chain 11 can be hung.
  • the dome chain 11 can preferably belong to a conventional tow hook coupling, not shown in the following, but it can also be a separate coupling chain which can be hooked into the hook of the tow hook coupling, not shown, with its second end, not shown.
  • transition coupling corresponds to the usual, known designs.
  • a cam 12 projecting to the side, the front surface 13 of which extends obliquely to the side and backwards.
  • the side wall 4 is provided with a slot 14 which is displaceably penetrated by a shoulder 15.
  • the approach 15 is located on the locking cam 7 'and projects from this to the side, it is movable with the locking cam 7'.
  • the slot 14 can run below or above the hook 10, but it is particularly expedient if it runs in the plane of the hook 10 and the cam 12 and divides both into an upper and a lower section.
  • the approach 15 may be sufficient to displace the dome chain 11 from the hook 10; in this case the cam 12 can be omitted.
  • extension 15 on a part other than the locking cam 7 'of the locking mechanism 6, it only being necessary to ensure that when the locking mechanism 6 is adjusted into the release position of the extension 15 a section 18 from the hook 10 displacing movement. It is thus possible in particular to arrange the extension 15 on the bolt 7 of the Willison coupling (1); however, the aforementioned empty play between the coupling cam 7 'and the bolt 7 must be taken into account, which is then effective between the actuation system and the approach 15.
  • the hook 10, the extension 15 and possibly the cam 12 may not be arranged horizontally to the side according to the exemplary embodiment, but rather projecting vertically upwards on the top of the Willison coupling.
  • Automatic couplings which deviate from the principle of the Willison coupling can also be equipped with a part corresponding to the projection 15 for ejecting suspended coupling chains according to the invention; the part mentioned is to be assigned to a hook of the automatic clutch in a manner similar to that described above and to be coupled accordingly to the actuating system of this clutch.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)
  • Fittings On The Vehicle Exterior For Carrying Loads, And Devices For Holding Or Mounting Articles (AREA)
  • Mechanical Operated Clutches (AREA)

Description

Die Erfindung betrifft eine Übergangskupplung zum Kuppeln eines eine Zughakenkupplung aufweisenden Schienenfahrzeuges mit einem eine selbsttätige Kupplung, insbesondere eine Willison-Kupplung aufweisenden Schienenfahrzeug, wobei die selbsttätige Kupplung ein in eine Kupplungs- und eine Entkupplungsstellung einstellbares Kupplungsgetriebe sowie an einer ihrer Längsseiten oder an ihrer Oberseite einen auskragenden Haken zum Einhängen einer Kuppelkette aufweist.The invention relates to a transition coupling for coupling a rail vehicle having a drawbar coupling to a rail vehicle having an automatic coupling, in particular a Willison coupling, the automatic coupling being a coupling gear which can be set into a coupling and a decoupling position and on one of its longitudinal sides or on its top one cantilevered hook for hanging a dome chain.

Eine Übergangskupplung der vorstehend genannten Art in Verbindung mit einer Willisonkupplung ist beispielweise aus der DE-A-1 455 210, Fig. 3 und 4, bekannt. Es ist auch bereits vorgeschlagen worden, den Haken nach oben auskragend an der Oberseite der Willisonkupplung anzuordnen. Eine derartige Übergangskupplung bereitet jedoch beim Entkuppeln bewegter Fahrzeuge, wie es insbesondere im Rangierbetrieb und beim Zerlegen eines Zuges vermittels eines Ablaufberges erforderlich ist, Schwierigkeiten, wie nachfolgend für das Zugzerlegen mittels eines Ablaufberges erläutert wird:A transition coupling of the type mentioned above in connection with a Willison coupling is known for example from DE-A-1 455 210, FIGS. 3 and 4. It has also already been proposed to arrange the hook projecting upwards on the top of the Willison coupling. However, a transition coupling of this type causes difficulties when uncoupling moving vehicles, as is necessary in particular in shunting mode and when dismantling a train by means of a run-off hill, as will be explained below for the train dismantling by means of a run-off hill:

Vor Überfahren des Ablaufberges sind die Kuppelketten von mit Zughakenkupplungen ausgerüsteten Schienenfahrzeugen durch Verlängern ihres Spannschlosses zu lockern, dürfen jedoch aus Sicherheitsgründen gegen ungewollte Zugtrennungen noch nicht ausgehängt werden. Erst am Ablaufberg selbst werden die gelockerten Kuppelketten von der Wagenseite aus mittels einer Stange aus dem jeweiligen Zughaken ausgehängt. Bei der Übergangskupplung nach der erwähnten DE-A- ist die Kuppelkette jedoch nur von einer Fahrzeugseite aus zugänglich, von der anderen Fahrzeugseite aus verdeckt die Willison-Kupplung den Haken, so daß von dieser Seite aus kein Aushängen mittels einer Stange möglich ist. Bei an der Oberseite angeordnetem Haken muß eine sehr kurze Kuppelkette verwendet werden, deren Auswerfen mittels einer Stange schwierig ist.Before crossing the drainage hill, the dome chains of rail vehicles equipped with drawbar couplings must be loosened by extending their turnbuckle, but must not be removed for safety reasons against unwanted train separations. The loosened dome chains are only unhooked from the side of the wagon by means of a rod from the respective pull hook on the outflow hill itself. In the transition coupling according to the DE-A- mentioned, however, the dome chain is only one Accessible from the vehicle side, the Willison coupling hides the hook from the other side of the vehicle, so that it is not possible to unhook it from this side using a rod. If the hook is located on the top, a very short dome chain must be used, which is difficult to eject using a rod.

Bei einer Übergangskupplung nach Fig.1 und 2 der erwähnten DE-A-1 455 210 ist an einer Seitenwand der Willisonkupplung eine Kuppelkette angelenkt, welche in den Zughaken einer Zughakenkupplung einhängbar ist. Hier ist also eine besondere, zusätzliche Kuppelkette erforderlich, wodurch der Bauaufwand erhöht wird. Außerdem befindet sich im gekuppelten Zustand die Willisonkupplung relativ nahe des Hakens der Zughakenkupplung und behindert hierdurch ein Aushängen der Kuppelkette mittels einer Stange. Einen ähnlichen Mangel weist eine übergangskupplung nach der DE-PS 1 050 361 auf, nach welcher an einem Mittelpufferkupplungskopf eine vermittels eines Schraubgetriebes in ihrer Länge verstellbare, gesonderte Kuppelkette vorgesehen ist. Zusätzlich weist diese Übergangskupplung noch den Mangel auf, daß die Kuppelkette relativ kurz ist, wodurch das Aushängen aus dem Haken der Zughakenkupplung vermittels einer Stange zusätzlich erschwert wird. Mit entsprechenden Schwierigkeiten bzw. Mängeln sind auch anderweitig erforderliche Entkupplungsvorgänge bewegter Fahrzeuge behaftet.In the case of a transition coupling according to FIGS. 1 and 2 of the mentioned DE-A-1 455 210, a coupling chain is articulated on a side wall of the Willison coupling and can be hooked into the drawing hook of a drawing hook coupling. Here, a special, additional dome chain is required, which increases the construction effort. In addition, the Willison coupling is relatively close to the hook of the draw hook coupling in the coupled state and thereby prevents the coupling chain from being detached by means of a rod. A similar defect has a transition coupling according to DE-PS 1 050 361, according to which a separate coupling chain which is adjustable in length by means of a screw gear is provided on a central buffer coupling head. In addition, this transition coupling still has the defect that the dome chain is relatively short, which makes it even more difficult to unhook it from the hook of the draw hook coupling by means of a rod. Decoupling processes of moving vehicles that are otherwise required are also associated with corresponding difficulties or shortcomings.

Es ist demgemäß Aufgabe der Erfindung, eine Übergangskupplung der eingangs genannten Art derart auszubilden, daß nach dem Lockern der Kuppelkette ein einfaches und sicheres Entkuppeln ohne Gefährdung des Bedienungspersonals möglich ist.It is accordingly an object of the invention to design a transition coupling of the type mentioned in such a way that, after loosening the coupling chain, a simple and safe uncoupling is possible without endangering the operating personnel.

Diese Aufgabe wird nach der Erfindung gelöst durch einen dem Haken zugeordneten Auswerfer, der mit dem Kupplungsgetriebe bei dessen Umstellung von der Kupplungs- in die Entkupplungsstellung zum Auswerfen einer in den Haken eingehängten Kuppelkette bewegbar ist.This object is achieved according to the invention by an ejector assigned to the hook, which can be moved with the clutch transmission when it is switched from the clutch to the uncoupling position in order to eject a coupling chain suspended in the hook.

Bei einer derart ausgebildeten Übergangskupplung ist es somit möglich, nach dem Lockern der Kuppelkette durch Verlängern ihres Spannschlosses das Riegelgetriebe der selbsttätigen Kupplung in die Lösestellung zu bringen, wobei der Auswerfer die Kuppelkette aus dem Haken auswirft und die beiden Schienenfahrzeuge entkuppelt. Das Einstellen der Lösestellung des Riegelgetriebes ist allgemein von beiden Fahrzeugseiten mittels eines üblichen Betätigungssystems, das zumeist als ein Betätigungsgestänge ausgebildet ist, in einfacher und gefahrloser Weise möglich. Ein weiterer, wesentlicher Vorteil ist darin zu sehen, daß bei allen Entkupplungsvorgängen, an denen eine selbsttätige Kupplung beteiligt ist, stets das Betätigungssystem bzw. Betätigungsgestänge in gleicher Weise zu bedienen ist; hierdurch wird die Gefahr von Fehlbedienungen gemindert.With a transition coupling designed in this way, it is thus possible, after loosening the coupling chain by extending its turnbuckle, to bring the locking mechanism of the automatic coupling into the release position, the ejector ejecting the coupling chain from the hook and uncoupling the two rail vehicles. The release position of the locking gear mechanism can be adjusted in a simple and safe manner from both sides of the vehicle by means of a conventional actuation system, which is usually designed as an actuation linkage. Another significant advantage is the fact that the actuation system or actuation linkage must always be operated in the same way in all uncoupling processes in which an automatic clutch is involved; this reduces the risk of incorrect operation.

Nach der weiteren Erfindung vorteilhafte Ausbildungsmöglichkeiten der Übergangskupplung in Verbindung mit einer Willisonkupplung sind den Unteransprüchen entnehmbar.According to the invention, advantageous training options for the transition coupling in conjunction with a Willison coupling can be found in the subclaims.

In der Zeichnung ist ein Ausführungsbeispiel für eine nach der Erfindung ausgebildete Übergangskupplung in Aufsicht schematisch dargestellt.In the drawing, an embodiment of a transition coupling designed according to the invention is shown schematically in supervision.

Besonders flach ausgebildete Riegelgetriebe für Willisonkupplungen sind bekannt. Im Ausführungsbeispiel wird vom Prinzip eines derartigen Riegelgetriebes ausgegangen, wie sich aus der nachfolgenden Beschreibung ergibt. Es ist jedoch selbstverständlich möglich, auch andersartige Riegelgetriebe gemäß der Erfindung auszubilden.Bolt gears for Willison clutches, which are particularly flat, are known. In the exemplary embodiment, the principle of such a locking gear mechanism is assumed, as is evident from the description below. However, it is of course possible to design other types of locking gear according to the invention.

Die nur in ihren hier wesentlichen Teilen unter Weglassen von Schnittschraffuren dargestellte Willisonkupplung 1 weist an ihrer vorderen Stirnseite eine ihr Kupplungsmaul 2 zur einen Seite begrenzende, feste Stoßklaue 3 auf, welche nach rückwärts in eine Seitenwandung 4 der Willisonkupplung 1 übergeht. An die Seitenwandung 4 grenzt innerhalb der Willisonkupplung 1 eine Ausnehmung 5 an, welche der Aufnahme eines Riegelgetriebes 6 dient: Das Riegelgetriebe 6 weist im wesentlichen einen Riegel 7 auf, der in eine vordere, dargestellte Kupplungs- und eine rückwärtige, aus dem Kupplungsmaul 2 zurückgezogene Entkupplungsstellung einstellbar ist. Weiterhin weist das Riegelgetriebe 6 einen Riegelnocken 7′, einen nur angedeuteten Taster 8 sowie eine ebenfalls nur angedeutete Sperre 9 für den Riegel 7 auf. Der Riegelnocken 7′ ist mittels eines nicht dargestellten Betätigungssystems bzw. Betätigungsgestänges manuell verstellbar, seine Kopplung mit dem Riegel 7 weist ein Leerspiel auf. Zur Stoßklaue 3 zurückversetzt befindet sich an der Seitenwandung 4 ein seitlich auskragender Haken 10, in welchen eine Kuppelkette 11 einhängbar ist. Die Kuppelkette 11 kann vorzugsweise einer üblichen, im weiteren nicht dargestellten Zughakenkupplung zugehören, sie kann jedoch auch eine gesonderte Kuppelkette sein, welche mit ihrem zweiten, nicht dargestellten Ende in den Haken der nicht dargestellten Zughakenkupplung einhängbar ist.The Willison coupling 1, shown here only in its essential parts with the omission of sectional hatching, has on its front end face a fixed pushing claw 3 which limits its coupling mouth 2 to one side and which merges backwards into a side wall 4 of the Willison coupling 1. A recess 5 adjoins the side wall 4 within the Willison coupling 1 and serves to receive a locking gear 6: The locking gear 6 essentially has a latch 7, which is adjustable in a front, shown clutch and a rear, withdrawn from the coupling mouth 2 decoupling position. Furthermore, the locking gear 6 has a locking cam 7 ', an only indicated button 8 and a lock 9 also indicated only for the bolt 7. The locking cam 7 'is manually adjustable by means of an actuation system or actuating linkage, not shown, its coupling with the bolt 7 has an empty play. Set back to the pawl 3 there is a laterally projecting hook 10 on the side wall 4, in which a dome chain 11 can be hung. The dome chain 11 can preferably belong to a conventional tow hook coupling, not shown in the following, but it can also be a separate coupling chain which can be hooked into the hook of the tow hook coupling, not shown, with its second end, not shown.

Insoweit entspricht die Übergangskupplung üblichen, bekannten Ausführungen.In this respect, the transition coupling corresponds to the usual, known designs.

An der Seitenwandung 4 befindet sich zum Haken 10 zurückversetzt ein zur Seite auskragender Nocken 12, dessen Vorderfläche 13 sich schräg zur Seite und nach rückwärts erstreckt. Etwa im Bereich des Hakens 10 und nach rückwärts bis in den Bereich des Nockens 12 ist die Seitenwandung 4 mit einem Schlitz 14 versehen, welcher verschieblich von einem Ansatz 15 durchragt ist. Der Ansatz 15 befindet sich am Riegelnocken 7′ und kragt von diesem zur Seite aus, er ist mit dem Riegelnocken 7′ beweglich. In der Kupplungsstellung des Riegels 7 und des Riegelnockens 7′ befindet sich der Ansatz 15 mit seiner schräg zur Seite und nach vorne geneigt verlaufenden Rückfläche 16 vor der Öffnung 17 des Hakens 10; beim Rückbewegen des Riegelnockens 7′ in dessen Entkupplungsstellung bewegt sich der Ansatz 15 ebenfalls nach rückwärts, wobei er zumindest zeitweise in eine mit der Öffnung 17 vertikal fluchtende Lage gelangt, also die Öffnung 17 abdeckt. Bei dieser Rückverschiebung des Ansatzes 15 gelangt ein in den Haken 10 eingehängter Abschnitt 18 der Kuppelkette 11 zur Anlage an die Rückfläche 16 und bei deren Rückverschiebung an der Vorderfläche 13, wodurch der Abschnitt 18 von der Seitenwandung 4 seitlich weg bis zum Aushängen aus dem Haken 10 verschoben wird; die Kuppelkette 11 wird somit aus dem Haken 10 ausgeklinkt und fällt von der Willisonkupplung 1 ab. Dabei ist natürlich Voraussetzung, daß die Kuppelkette 11 zuvor beispielsweise durch Ausschrauben eines üblichen Spannschlosses verlängert und somit gelockert wurde. Das Verstellen des Riegelnockens 7′ aus seiner Kupplungs- in seine Entkupplungsstellung ist vermittels des erwähnten, nicht dargestellten, üblichen, von beiden Fahrzeugseiten aus bedienbaren Betätigungssystems bzw. Betätigungsgestänges für die Willisonkupplung 1 in gefahrloser und einfacher Weise möglich.On the side wall 4 is set back to the hook 10 a cam 12 projecting to the side, the front surface 13 of which extends obliquely to the side and backwards. Approximately in the area of the hook 10 and backwards into the area of the cam 12, the side wall 4 is provided with a slot 14 which is displaceably penetrated by a shoulder 15. The approach 15 is located on the locking cam 7 'and projects from this to the side, it is movable with the locking cam 7'. In the coupling position of the bolt 7 and the locking cam 7 'is the approach 15 with its inclined to the side and forward inclined rear surface 16 in front of the opening 17 of the hook 10; when moving the locking cam 7 'in its decoupling position, the projection 15 also moves backwards, at least temporarily reaching a position which is vertically aligned with the opening 17, that is to say covers the opening 17. During this backward displacement of the extension 15, a section 18 of the dome chain 11 suspended in the hook 10 comes to rest against the rear surface 16 and during its backward displacement on the Front surface 13, whereby the section 18 is moved laterally away from the side wall 4 until it is detached from the hook 10; the dome chain 11 is thus released from the hook 10 and falls off the Willison coupling 1. It is of course a prerequisite that the coupling chain 11 has previously been extended, for example by unscrewing a conventional turnbuckle, and thus loosened. The adjustment of the locking cam 7 'from its coupling into its decoupling position is possible in a safe and simple manner by means of the above-mentioned, not-shown, usual, from both sides of the vehicle-operated actuation system or actuation linkage for the Willison coupling 1.

Es ergibt sich somit, daß zum Entkuppeln bewegter Fahrzeuge, insbesondere zum Zerlegen eines Zuges mittels eines Ablaufberges, falls hierbei die durch die Übergangskupplung gekuppelten Schienenfahrzeuge getrennt werden sollen, die Kuppelkette 11 vor Überfahren des Ablaufberges durch Verlängerung zu lockern, aber noch nicht aus dem Haken 10 auszuhängen ist; eine vorzeitige ungewollte Zugtrennung ist damit ausgeschlossen. Erst unmittelbar zum Entkupplungsvorgang selbst, also beispielsweise unmittelbar am Ablaufberg, ist das Riegelgetriebe 6 in seine Lösestellung zu verstellen, wobei durch den Ansatz 15 die Kuppelkette 11 aus dem Haken 10 ausgeworfen wird und die beiden Schienenfahrzeuge somit entkuppelt werden. Die Bedienung erfolgt dabei in der für Willisonkupplungen üblichen Weise, so daß die Gefahr von Fehlbedienungen gering ist.It thus follows that for uncoupling moving vehicles, in particular for dismantling a train by means of a run-off mountain, if the rail vehicles coupled by the transition coupling are to be separated here, the coupling chain 11 must be loosened by extension before passing over the run-off mountain, but not yet off the hook 10 is to be posted; An early unintentional train separation is excluded. The locking mechanism 6 is only to be adjusted to its release position immediately for the uncoupling process itself, that is to say, for example, directly on the discharge hill, the coupling chain 11 being ejected from the hook 10 by the attachment 15, and the two rail vehicles are thus uncoupled. The operation is carried out in the usual way for Willison couplings, so that the risk of incorrect operation is low.

Der Schlitz 14 kann unterhalb oder oberhalb des Hakens 10 verlaufen, es ist jedoch besonders zweckmäßig, wenn er in der Ebene des Hakens 10 und des Nockens 12 verläuft und beide in einen oberen und einen unteren Abschnitt teilt.The slot 14 can run below or above the hook 10, but it is particularly expedient if it runs in the plane of the hook 10 and the cam 12 and divides both into an upper and a lower section.

In Abänderung vom dargestellten Ausführungsbeispiel genügt gegebenenfalls der Ansatz 15 allein zum Verdrängen der Kuppelkette 11 aus dem Haken 10; in diesem Fall kann der Nocken 12 entfallen.In a modification of the illustrated embodiment, the approach 15 may be sufficient to displace the dome chain 11 from the hook 10; in this case the cam 12 can be omitted.

In weiterer Abänderung ist es auch möglich, den Ansatz 15 an einem anderen Teil als den Riegelnocken 7′ des Riegelgetriebes 6 anzuordnen, wobei lediglich sicherzustellen ist, daß beim Verstellen des Riegelgetriebes 6 in die Lösestellung der Ansatz 15 eine den Abschnitt 18 aus dem Haken 10 verdrängende Bewegung ausführt. So ist es insbesondere möglich, den Ansatz 15 am Riegel 7 der Willisonkupplung (1) anzuordnen; dabei ist jedoch das erwähnte Leerspiel zwischen dem Kupplungsnocken 7′ und dem Riegel 7 zu berücksichtigen, welches dann zwischen dem Betätigungssystem und dem Ansatz 15 wirksam ist.In a further modification, it is also possible to arrange the extension 15 on a part other than the locking cam 7 'of the locking mechanism 6, it only being necessary to ensure that when the locking mechanism 6 is adjusted into the release position of the extension 15 a section 18 from the hook 10 displacing movement. It is thus possible in particular to arrange the extension 15 on the bolt 7 of the Willison coupling (1); however, the aforementioned empty play between the coupling cam 7 'and the bolt 7 must be taken into account, which is then effective between the actuation system and the approach 15.

In weitere Abänderung können der Haken 10, der Ansatz 15 und gegebenenfalls der Nocken 12 nicht gemäß dem Ausführungsbeispiel horizontal zur Seite, sondern vertikal nach oben auskragend an der Oberseite der Willisonkupplung angeordnet sein.In a further modification, the hook 10, the extension 15 and possibly the cam 12 may not be arranged horizontally to the side according to the exemplary embodiment, but rather projecting vertically upwards on the top of the Willison coupling.

Auch von dem Prinzip der Willisonkupplung abweichende, selbsttätige Kupplungen sind mit einem dem Ansatz 15 entsprechenden Teil zum Auswerfen eingehängter Kuppelketten gemäß der Erfindung ausrüstbar; das erwähnte Teil ist hierbei ähnlich wie vorstehend beschrieben einem Haken der selbsttätigen Kupplung zuzuordnen und mit dem Betätigungssystem dieser Kupplung entsprechend zu koppeln.Automatic couplings which deviate from the principle of the Willison coupling can also be equipped with a part corresponding to the projection 15 for ejecting suspended coupling chains according to the invention; the part mentioned is to be assigned to a hook of the automatic clutch in a manner similar to that described above and to be coupled accordingly to the actuating system of this clutch.

BezugszeichenlisteReference symbol list

  • 1  Willisonkupplung1 Willison clutch
  • 2  Kupplungsmaul2 coupling jaws
  • 3  Stoßklaue3 push claw
  • 4  Seitenwandung4 side walls
  • 5  Ausnehmung5 recess
  • 6  Riegelgetriebe6 locking gears
  • 7  Riegel7 bars
  • 7′ Riegelnocken7 ′ locking cams
  • 8  Taster8 buttons
  • 9  Sperre9 lock
  • 10 Haken10 hooks
  • 11 Kuppelkette11 dome chain
  • 12 Nocken12 cams
  • 13 Vorderfläche13 front surface
  • 14 Schlitz14 slot
  • 15 Ansatz15 approach
  • 16 Rückfläche16 back surface
  • 17 Öffnung17 opening
  • 18 Abschnitt18 section

Claims (6)

1. A transition coupling for coupling a railway vehicle provided with a draw-hook coupling and a railway vehicle provided with an automatic coupler, preferably a Willison coupler (1), said automatic coupler (1) being provided with a coupling mechanism (6) adapted to be set to a coupling position and to an uncoupling position, and one of the side faces (side wall 4) or the top side of said automatic coupler (1) being provided with a projecting hook (10) for hooking in a coupling chain (11), characterized in that an ejector (15) is associated with said hook (10), which ejector (15) is moveable with said coupling mechanism (6) when said coupling mechanism (6) is shifted from the coupling position to the uncoupling position, for ejection of a coupling chain (11) hooked up in said hook (10).
2. A transition coupling as claimed in claim 1, for a Willison coupler (1), characterized in that said ejector (15) is kinematically connected with the locking cam (7′) of said locking mechanism (6).
3. A transition coupling as claimed in claim 1, for a Willison coupler (1), characterized in that said ejector (15) is kinematically connected with the bolt (7) of said locking mechanism (6).
4. A transition coupling as claimed in claim 2 or 3, characterized in that said locking cam (7′), or said bolt (7), respectively, as an ejector, comprises a lug (15) provided with a back face (16) extending in a sloping manner to the outside, or at the top and to the front, respectively, said lug (15) projecting sidewards or upwards, respectively, and extending through said side or top wall, respectively (4) of said Willison coupler (1), which wall (4) carries said hook (10), and being capable of displacement in longitudinal coupling direction, said lug (15) being situated in front of the opening (17) of said hook (10) when the mechanism is in the coupling position and moving into a position covering said opening (17) at least temporarily when said bolt (7) moves back to its uncoupling position.
5. A transition coupling as claimed in claim 4, characterized in that a cam (12) projecting sidewards or upwards, respectively, and having a front face (13) extending in a sloping manner to the outside, or at the top and to the rear, respectively, is provided on said side or top wall, respectively (4) of said Willison coupler (1), said cam (12) being set back relative to said opening (17) of said hook (10).
6. A transition coupling as claimed in claim 5, characterized in that said hook (10), said lug (15) and said cam (12) are arranged in such manner as to project approximately horizontally sidewards.
EP88115630A 1987-10-27 1988-09-23 Transitional coupling for railway vehicles Expired - Lifetime EP0313819B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19873736358 DE3736358A1 (en) 1987-10-27 1987-10-27 TRANSITION COUPLING FOR RAIL VEHICLES
DE3736358 1987-10-27

Publications (2)

Publication Number Publication Date
EP0313819A1 EP0313819A1 (en) 1989-05-03
EP0313819B1 true EP0313819B1 (en) 1991-05-29

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP88115630A Expired - Lifetime EP0313819B1 (en) 1987-10-27 1988-09-23 Transitional coupling for railway vehicles

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EP (1) EP0313819B1 (en)
DD (1) DD283356A5 (en)
DE (2) DE3736358A1 (en)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102092251B (en) * 2010-08-30 2013-01-09 芜湖新铭丰机械装备有限公司 Automatic hooking and unhooking device of steam curing vehicle
CN112429031B (en) * 2020-11-12 2022-05-31 泰安万川电器设备有限公司 Method for hooking and unhooking mine car

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2959299A (en) * 1957-10-28 1960-11-08 Nat Malleable & Steel Castings Coupling mechanism for railway vehicles
DE3600861A1 (en) * 1986-01-14 1987-07-16 Knorr Bremse Gmbh Transitional coupling for rail vehicles with an automatic coupling

Also Published As

Publication number Publication date
DE3736358A1 (en) 1989-05-11
DE3863052D1 (en) 1991-07-04
DD283356A5 (en) 1990-10-10
EP0313819A1 (en) 1989-05-03

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