EP0364978B1 - Transition coupling for rail vehicles - Google Patents

Transition coupling for rail vehicles Download PDF

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Publication number
EP0364978B1
EP0364978B1 EP89119317A EP89119317A EP0364978B1 EP 0364978 B1 EP0364978 B1 EP 0364978B1 EP 89119317 A EP89119317 A EP 89119317A EP 89119317 A EP89119317 A EP 89119317A EP 0364978 B1 EP0364978 B1 EP 0364978B1
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EP
European Patent Office
Prior art keywords
coupling
coupling head
head
lever
latch
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
EP89119317A
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German (de)
French (fr)
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EP0364978A1 (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
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Publication date
Application filed by Unicupler GmbH, Knorr Bremse AG filed Critical Unicupler GmbH
Priority to AT89119317T priority Critical patent/ATE71589T1/en
Publication of EP0364978A1 publication Critical patent/EP0364978A1/en
Application granted granted Critical
Publication of EP0364978B1 publication Critical patent/EP0364978B1/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G7/00—Details or accessories
    • B61G7/02—Hand tools for coupling or uncoupling

Definitions

  • the invention relates to a transition train coupling for rail vehicles for coupling both with an automatic mating coupling head and with a manual hook coupling, with an automatic coupling head which is longitudinally displaceable relative to a coupling arm and which, from a front position which can be set automatically in the absence of a mating coupling head, by means of pressure load when starting at a mating coupling head a rear position is displaceable, with a first, effective between the coupling arm and the coupling head locking mechanism, which engages automatically when the rear position of the coupling head is reached and holds the coupling head in this position and which is provided with a manually operated release device for disengaging, with one Relative to the coupling head, slidably mounted, hook or eye-like coupling element for coupling with a hook coupling, and with a second, between the coupling head and the dome rgan effective locking mechanism, which automatically engages after the coupling element has been moved back from its front into its rear position and holds the coupling element in the rear position and which is also provided
  • the locking mechanism also has a manual release device, by means of which it can be adjusted by hand from its latching position to the disengaging position, so that the coupling head can also reach its front position when a mating coupling head is present, which makes it easier to uncouple the coupling heads, for example, by creating a longitudinal coupling play becomes.
  • this tension penetrates the locking mechanism, and frictional forces can occur in it, which can make manual disengagement of the locking mechanism considerably more difficult.
  • a transition coupling for rail vehicles is also known, in which a rod-like coupling element, which carries a coupling eye or a coupling hook at its front end, is mounted in a limited longitudinally displaceable manner in an automatic coupling head.
  • the coupling element can be pulled out manually against the spring force from the coupling head to its front position, in which it can easily be coupled to a hook coupling of an opposing vehicle; in the event of a lack of tensile load due to the hook coupling coupled with it, the coupling element is drawn into the coupling head by the spring force mentioned and reaches its rearward position in which it is locked by means of an automatically engaging locking mechanism.
  • the locking bar is equipped with a manually operated release device provided by which it can be triggered.
  • the coupling element can then be pulled into its front position while forming a longitudinal coupling play, the longitudinal coupling play facilitates manual uncoupling. Since the locking mechanism is traversed by tensile forces which are exerted on the coupling element by the hook coupling, the actuation of the release device and thus the triggering of the locking mechanism can be severely hampered by frictional forces in the locking mechanism when the coupling element is under such tensile stress.
  • This object is achieved according to the invention in that a single, common manual operating device is provided for disengaging for both release devices. With this single, common manual control device, the construction effort required can be kept low.
  • the transition pull coupling is designed according to the features of claim 3 in such a way that the locking mechanism have dead center positions which are immediately before their snap-in positions, at the beginning of manual ones Disengaging the locking engagement points is at least approximately frictionless, if necessary by moving the engaged locking parts together until the dead center position, manual disengagement of the locking is easy and with little effort even with tensile stress on the part of the mating coupling or Side buffer standing transition train coupling possible.
  • a coupling arm 1 has a bearing eye 2 at its rear end, which is shown in FIG. 1 in a position rotated by 90 ° and by means of which it is articulated on a rail vehicle so as to be rotatable about a vertical bolt.
  • the storage can be designed such that the coupling arm 1 can also be deflected up and down by limited distances.
  • the coupling arm 1 extends essentially forward in the vehicle longitudinal direction, at its front end it carries an essentially right-angled cantilever locking part 3 with a rear stop surface 4.
  • an automatic coupling head 7 is mounted longitudinally displaceably by means of indicated guides 5 and 6, the guides 5 and 6 have a vertical play 8.
  • the coupling head 7 is of a type suitable for automatic pulling couplings, for example it corresponds in a manner not shown to the Willison type, each with a pulling and pushing claw and a conventional locking gear.
  • a rod-like coupling element 12 is mounted in a longitudinally displaceable manner by means of guides 9 and 10 with a vertical play 11.
  • the coupling element 12 has at its front end, which can be pulled out of the coupling head 7 against a spring (not shown), an eyelet 13, which is shown rotated by 90 ° in FIG. 1 and which can be suspended in the coupling hook of a manual hook coupling of a vehicle to be coupled.
  • a hook can also be provided, in which the coupling chain of the hook coupling of the vehicle to be coupled can be hung.
  • the coupling element 12 carries a locking part 14 with a forwardly facing stop surface 15; the locking part 14 is in a position set back to the locking part 3, such that the stop surfaces 4 and 15 face each other at a great distance.
  • a horizontal transverse shaft 16 is rotatably mounted in the coupling head 7, on which a two-armed locking lever 17 is fastened such that it can be rotated in the coupling head 7.
  • the pawl surface 20 and the stop surface 15 opposite each other they form the first locking mechanism 15, 20, while the pawl surface 21 is below and in front of the stop surface 4, with which it forms the second locking mechanism 4, 21.
  • the cross shaft 16 carries on both sides of the coupling head 7 a hand lever 22, which run parallel to each other and of which only one is shown in Fig. 1; in the illustrated rotational position of the locking lever 17, the hand lever 22 is inclined backwards-upward, it is in a position II.
  • the hand lever 22 is in a position I pointing approximately horizontally backwards and in the opposite direction of rotation into a rotational position III and further, after exceeding a vertical rotational position, adjustable into a rotational position IV pointing obliquely forward-up; it can be seen that gravity tries to turn the lever 22 from position III to position II and further to position I while keeping it stable in position IV.
  • the pawl 19 has in the lower region of the pawl surface 21 a stop 23 which projects in the extension direction of the pawl 19 and which can cooperate positively with the underside of the locking part 3 in order, as will be described later, to displace the coupling arm 1 while displacing the vertical play 8 from as shown in Fig. 1, the top on the bottom of the coupling arm 1 in the guide 5 and 6, respectively.
  • suspension device 24 Obliquely below and backwards of the coupling head 7 there is a suspension device 24, which is supported at its lower, rear end against a vehicle frame part 25 and, on the other hand, against the coupling head 7 by means of an arm 26 which projects obliquely forward and upward.
  • the suspension device 24 has a spring 28 clamped between a rear spring plate 27 of the arm 26 and the vehicle frame part 25 and an additional spring 30 intercepted by a tie rod 29 in the position according to FIG. 1 at a certain distance in front of the spring plate 27 against the vehicle frame part 25.
  • a lever 31 which belongs to a scanning device for the presence of a mating coupling head, which is not shown in Fig. 1, but can be more precisely removed from Figs. 2 and 3.
  • the upper end of the lever 31, which can be pivoted essentially in a transverse plane, is articulated to a button 32 which, depending on the presence of a mating coupling head from its left-hand position shown in dashed lines in FIG the position shown in solid lines is movable in the absence of a counter coupling head.
  • the button 32 is to be arranged on the coupling head 7 in dependence on its coupling profile in such a way that, in the position shown in FIG.
  • the lever 31 In the absence of a mating coupling head, the lever 31 extends approximately vertically downward, its lower end is rotatably articulated by means of a pin 37 on the upper end of a further lever 38, the lower end of which is articulated by means of a pin 39 on the pawl 19 near its pawl surface 21.
  • the guide surfaces 40 can also be arranged on the pawl 19.
  • the two levers 31 and 38 thus together with the guide surfaces 40 constitute a toggle linkage 41 which, when a counter coupling head is removed by stretching the two levers 31 and 38, the pawl 19 in the lowering direction of its pawl surface 21 turns.
  • the locking part 3 is, as can also be seen from FIG. 2, when the toggle linkage 41 is stretched to the side of the lever 38 and thus above the pawl surface 21, with the counter coupling head present and thus the pawl surface 21 being at the same height as the locking part 3.
  • the coupling head 7 is located on the coupling arm 1 in its front, uncoupled position which is ready for the coupling n with a counter coupling head.
  • the first locking mechanism formed from the stop surface 4 and the pawl surface 21 is disengaged, the pawl surface 21 is located below and in front of the stop surface 4.
  • the spring device 24 holds the coupling head 7 in this position by means of its spring force.
  • the button 32 is in the position shown in solid lines in FIGS. 2 and 3, the toggle linkage 41 is stretched.
  • the coupling element 12 is located in its rearward, retracted position relative to the coupling head 7, the stop surface 15 engages behind the pawl surface 20, the second locking mechanism 15, 20 is thus engaged and precludes advancement of the coupling element 12 relative to the coupling head 7.
  • the hand lever 22 is in the position II, further rotation under the aforementioned gravity or spring action into the position I is excluded by the pawl 19 resting against the lower limit of the locking part 3.
  • the coupling head 7 runs against the coupling head 7 during the coupling process, the coupling head 7 is pushed back relative to the coupling arm 1 to the right against the force of the spring 28 of the suspension device 24 during the coupling process until, in the rear position of the coupling head 7, the pawl surface 21 comes behind the stop surface 4, the pawl 19 thus comes out of engagement with the underside of the locking part 3.
  • the hand lever 22 can now rotate under the action of gravity or spring from the position II to the position I, with the transverse shaft 16 the locking lever 17 is also rotated.
  • the coupling head 7 is thus locked in its rearward position relative to the coupling arm 1, whereby, as described in detail in the aforementioned DE-OS 3710030, the coupling longitudinal play is eliminated after the automatic buffering process is unimpeded by the side buffer.
  • the button 32 is moved from the position shown in solid lines to the position shown in dashed lines, the toggle linkage 41 coming into its knocked-out position by tilting the lever 31 and the aforementioned rotary movement of the hand lever 22 from the position II supports the position I by lifting the front end of the pawl 19.
  • the compression spring 35 moves the push button 32 back from the position shown in broken lines to the position shown in solid lines, the toggle linkage 41 stretching again and the pawl 19 following by turning the locking lever 17 in this way presses below that the pawl surface 21 disengages from the stop surface 4, that is, the first locking mechanism 4, 21 disengages.
  • the hand lever 22 is raised from its position I to the position II.
  • the spring 28 of the suspension device 24 presses the coupling head 7 from its rearward position into the front position shown in FIG. 1, relative to the coupling arm 1, so that the position ready for coupling is automatically obtained.
  • the coupling element 12 remains in its rearward position relative to the coupling head 7.
  • the hand lever 22 is to be raised from the position II to the position III, the pawl surface 20 being pivoted away from the stop surface 15 by turning the pawl 18 upwards and the second locking mechanism 15, 20 is thus disengaged.
  • the first locking mechanism 4, 21 remains disengaged; to enable the downward rotation of the pawl 19 can on the mounting of the pin 37 by the rotational movements of the Lever 31 switchable, in the position with no counter coupling head disengaged driving device can be provided, which uncouples the toggle linkage 41 in such a way that with the button 32 remaining in its height, the latch surface 21 can pivot downward.
  • a Lanloch Entry can be provided on the bolt 37 or 39.
  • the coupling element 12 can be pulled forward against a spring force, not shown, relative to the coupling head 7, which, as described in detail in the aforementioned DE-OS 3600843, can be done manually with the hook coupling of the Opposing vehicle can be coupled.
  • the clutch play between the coupled vehicles after this coupling process is automatically switched off as soon as the vehicles are brought closer to each other until the side buffers come into contact during subsequent driving processes or by a printing process following the coupling process: under its spring load, not shown, or under low pressure loads of rarely the The hook coupling moves the coupling element 12 backwards relative to the coupling head 7 until it reaches the rear position shown in FIG.
  • the hand lever 22 automatically rotates from its position III under the force of gravity or spring to the position II.
  • the pawl 18 reaches with its pawl surface 20 in front of the stop surface 15, as a result of which, by engaging the second locking mechanism 15, 20, the coupling element 12 is locked again in its rearward position relative to the coupling head 7.
  • the hand lever 22 is to be raised again to position III, the locking mechanism 15, 20 being disengaged by turning the pawl 18.
  • the coupling element 12 can then be moved forward relative to the coupling head 7, as a result of which it reaches a position that can be easily uncoupled from the hook coupling.
  • the spring force (not shown) already mentioned pulls the coupling element 12 back into the coupling head 7 into the rear position after it has been reached the hand lever 22 automatically returns from position III to position II under the force of gravity or spring loading and the locking mechanism 15, 20 engages again by pivoting the pawl surface 20 in front of the stop surface 15.
  • the coupling head 7 remains in its front position, shown in FIG. 1, relative to the coupling arm 1.
  • the position II of the hand lever 22 is determined by the toggle linkage 41 or the contact of the pawl 19 on the lower surface of the locking part 3.
  • Fig. 1 it can be seen that when the ratchet 15, 20 is engaged, the coupling element 12 rests on the underside of the guides 9, 10, so that the vertical play 11 is located inside the guides 9 and 10 above the coupling element 12.
  • the pawl 18 is in such a rotational position that the contact center between the pawl surface 20 and the stop surface 15 is located just below a horizontal plane through the axis of the transverse shaft 16; the locked ratchet 15, 20 is thus in a position that has exceeded a dead center position in the direction of latching: in the event of tensile stresses on the coupling element 12, for example by a coupled hook coupling, this causes the engagement center of the ratchet 15, 20, which is lower than the axis of the transverse shaft 16, to engage it in the latching direction Locked torque on the pawl 18, an automatic, unwanted disengagement is excluded.
  • the dead center position of the locking mechanism 15, 20 is initially exceeded at least almost frictionlessly by lifting the center of engagement of this locking mechanism and then the locking mechanism 15, 20 with auxiliary support solved by the force loading the coupling element 12 with little effort.
  • the locking mechanism 4, 21 is designed in a similar manner in such a way that it can also be easily manually disengaged under load: when the locking mechanism is engaged, that is, if the pawl surface 21 is behind the stop surface 4, the stop 23 lies against the locking part 3 from below and lifts the coupling arm 1 relative to the coupling head 7 in such a way that it is located in the guides 5 and 6 in its upper position, in such a way that the vertical play 8 is located below the coupling arm 1, as shown in FIG. 1.
  • the pawl 19 initially conveys its pawl surface 21 to the stop surface 4 and thus the locking part 3 and the coupling arm 1 relative to the coupling head 7 by frictional engagement downwards with, the contact center of the locking mechanism 4, 21 being shifted below the above-mentioned horizontal plane through the axis of the transverse shaft 16 and thus this transgression of the dead center position is in turn almost frictionless and therefore possible with little effort, during this shifting the coupling arm 1 gets into the Lower position shown in the guides 5 and 6, the vertical play 8 is shifted from below to above the coupling arm 1.
  • the tensile force loading of the coupling head 7 in the locking mechanism 4, 21 results in a force component acting in its release direction, which tries to turn the pawl 19 further counterclockwise according to FIG. 1 and thus the rotary movement of the hand lever 22 to position II supported.
  • the friction between the pawl surface 21 and the stop surface 4 can therefore be overcome with only a small amount of force on the hand lever 22, the locking mechanism 4, 21 can thus be easily released altogether manually by turning the hand lever 22 into the position II.
  • transition pull coupling with a very simple construction enables safe and easy coupling and uncoupling with the existing longitudinal coupling play, automatic deactivation of the coupling longitudinal play in the coupled state and auxiliary power-assisted switching on of the coupling longitudinal play even with couplings under tensile force and also a switch-off option for offers the automatic elimination of the longitudinal coupling play.

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  • Mechanical Engineering (AREA)
  • Lock And Its Accessories (AREA)
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Abstract

The transition coupling for rail vehicles has an automatic coupling head 7 which is displaceable relative to a coupling arm 1 and can be locked by a locking mechanism 4, 21 in its rear position, which can be adjusted against the force of a spring device 24. Furthermore, a coupling member 12 is provided which is longitudinally displaceable relative to the coupling head 7 and can be locked in its rear position by a further locking mechanism 15, 20. In the respective front positions, if there is longitudinal coupling play, simple coupling of the coupling head 7 to an automatic matching coupling head or manual coupling of the coupling member 12 to a hook coupling on a matching vehicle is possible. The locking mechanisms 15, 20 and 4, 21 can be operated by turning a hand lever 22; they automatically engage at the appropriate turned position of the lever 22 under the gravitational load of the same as soon as the coupling head 7 or the coupling member 12 are in the respective rear position. During engagement, the locking mechanisms 15, 20 and 4, 21 respectively slightly exceed a dead-centre position. For easy, manual disengagement, the engagement points of the locking mechanisms can be displaced in an at least roughly frictionless manner past the dead-centre position by common movement of the engaging parts of the locking mechanisms. During tensile loading of the coupling head or the coupling member 12, the further disengagement operation is thus effected by auxiliary labour with only a slight expenditure of force. <IMAGE>

Description

Die Erfindung betrifft eine Übergangszugkupplung für Schienenfahrzeuge zum Kuppeln sowohl mit einem selbsttätigen Gegenkupplungskopf wie mit einer manuellen Hakenkupplung, mit einem relativ zu einem Kupplungsarm längsverschieblichen, selbsttätigen Kupplungskopf, der aus einer bei fehlendem Gegenkupplungskopf selbsttätig einstellbaren, vorderen Stellung vermittels Druckbelastung bei Anlaufen an einen Gegenkupplungskopf in eine rückwärtige Stellung verschieblich ist, mit einem ersten, zwischen dem Kupplungsarm und dem Kupplungskopf wirksamen Gesperre, welches bei Erreichen der rückwärtigen Stellung des Kupplungskopfes selbsttätig einrastet und den Kupplungskopf in dieser Stellung hält und welches mit einer manuell betätigbaren Löseeinrichtung zum Ausrasten versehen ist, mit einem relativ zum Kupplungskopf längsverschieblich gelagerten, haken- oder ösenartigen Kuppelorgan zum Kuppeln mit einer Hakenkupplung, und mit einem zweiten, zwischen dem Kupplungskopf und dem Kuppelorgan wirksamen Gesperre, welches nach dem Zurückverschieben des Kupplungsorganes aus dessen vorderer in seine rückwärtige Stellung selbsttätig einrastet und das Kuppelorgan in der rückwärtigen Stellung hält und welches ebenfalls mit einer manuell betätigbaren Löseeinrichtung zum Ausrasten versehen ist.The invention relates to a transition train coupling for rail vehicles for coupling both with an automatic mating coupling head and with a manual hook coupling, with an automatic coupling head which is longitudinally displaceable relative to a coupling arm and which, from a front position which can be set automatically in the absence of a mating coupling head, by means of pressure load when starting at a mating coupling head a rear position is displaceable, with a first, effective between the coupling arm and the coupling head locking mechanism, which engages automatically when the rear position of the coupling head is reached and holds the coupling head in this position and which is provided with a manually operated release device for disengaging, with one Relative to the coupling head, slidably mounted, hook or eye-like coupling element for coupling with a hook coupling, and with a second, between the coupling head and the dome rgan effective locking mechanism, which automatically engages after the coupling element has been moved back from its front into its rear position and holds the coupling element in the rear position and which is also provided with a manually operable release device for disengaging.

Aus der DE-OS 3710030 ist es für eine Zugkupplung bereits bekannt, einen selbsttätig kuppelnden Kupplungskopf längsverschieblich auf einem Kupplungsarm zu lagern, wobei ein selbsttätig einrastendes Gegesperre vorgesehen ist, welches nach dem Zurückdrücken des Kupplungskopfes diesen in seiner rückwärtigen Stellung hält. Hierbei ist des weiteren ein Taster vorgesehen, welcher bei fehlendem Gegenkupplungskopf das Gesperre ausrastet, so daß der Kupplungskopf selbsttätig unter Federkraft aus seiner rückwärtigen in die vordere Stellung verschoben wird, in welcher ein von Seitenpuffern unbehindertes Kuppeln auch in Gleisbogen ermöglicht ist. Das Gesperre weist weiterhin eine manuelle Löseeinrichtung auf, mittels welcher es von Hand aus seiner Einrast- in die Ausraststellung verstellbar ist, so daß auch bei vorhandenem Gegenkupplungskopf der Kupplungskopf in seine vordere Stellung gelangen kann, wodurch beispielsweise durch Schaffen eines Kupplungslängsspiels ein Entkuppeln der Kupplungsköpfe erleichtert wird. Bei unter Zugspannung stehenden Kupplungsköpfen durchsetzt diese Zugspannung das Gesperre, dabei können in diesem Reibungskräfte auftreten, welche das manuelle Ausrasten des Gesperres wesentlich erschweren können.From DE-OS 3710030 it is already known for a train coupling to mount an automatically coupling coupling head in a longitudinally displaceable manner on a coupling arm, an automatically engaging locking device being provided which, after the coupling head has been pushed back, holds it in its rearward position. Here, a button is also provided, which disengages the locking mechanism when there is no mating coupling head, so that the coupling head is automatically moved under spring force from its rearward position to the front position, in which an unimpeded coupling from side buffers is also possible on track bends. The locking mechanism also has a manual release device, by means of which it can be adjusted by hand from its latching position to the disengaging position, so that the coupling head can also reach its front position when a mating coupling head is present, which makes it easier to uncouple the coupling heads, for example, by creating a longitudinal coupling play becomes. With coupling heads under tension, this tension penetrates the locking mechanism, and frictional forces can occur in it, which can make manual disengagement of the locking mechanism considerably more difficult.

Aus der DE-OS 3600843 ist des weiteren eine Übergangskupplung für Schienenfahrzeuge bekannt, bei welcher in einem selbsttätigen Kupplungskopf ein stangenartiges, an seinem Vorderende eine Kuppelöse oder einen Kupplungshaken tragendes Kuppelorgan begrenzt längsverschieblich gelagert ist. Das Kuppelorgan ist manuell entgegen Federkraft aus dem Kupplungskopf nach vorne in seine vordere Stellung ausziehbar, in welcher es leicht mit einer Hakenkupplung eines Gegenfahrzeuges kuppelbar ist; bei mangelnder Zugbelastung durch die mit ihm gekuppelte Hakenkupplung wird das Kuppelorgan durch die erwähnte Federkraft in den Kupplungskopf eingezogen und gelangt in seine rückwärtige Stellung, in welcher es vermittels eines selbsttätig einrastenden Gesperres verriegelt wird. Zum Erleichtern von nachfolgenden Entkupplungsvorgängen ist das Riegelgesperre mit einer manuell betätigbaren Lösevorrichtung versehen, durch welche es auslösbar ist. Das Kuppelorgan kann dann unter Ausbilden eines Kupplungslängsspiels in seine vordere Stellung gezogen werden, das Kupplungslängsspiel erleichtert das manuelle Entkuppeln. Da das Gesperre von Zugkräften, welche von der Hakenkupplung auf das Kuppelorgan ausgeübt werden, durchsetzt wird, kann bei unter derartiger Zugbeanspruchung stehendem Kuppelorgan das Betätigen der Löseeinrichtung und damit Auslösen des Gesperres durch Reibungskräfte im Gesperre stark behindert sein.From DE-OS 3600843 a transition coupling for rail vehicles is also known, in which a rod-like coupling element, which carries a coupling eye or a coupling hook at its front end, is mounted in a limited longitudinally displaceable manner in an automatic coupling head. The coupling element can be pulled out manually against the spring force from the coupling head to its front position, in which it can easily be coupled to a hook coupling of an opposing vehicle; in the event of a lack of tensile load due to the hook coupling coupled with it, the coupling element is drawn into the coupling head by the spring force mentioned and reaches its rearward position in which it is locked by means of an automatically engaging locking mechanism. To facilitate subsequent decoupling operations, the locking bar is equipped with a manually operated release device provided by which it can be triggered. The coupling element can then be pulled into its front position while forming a longitudinal coupling play, the longitudinal coupling play facilitates manual uncoupling. Since the locking mechanism is traversed by tensile forces which are exerted on the coupling element by the hook coupling, the actuation of the release device and thus the triggering of the locking mechanism can be severely hampered by frictional forces in the locking mechanism when the coupling element is under such tensile stress.

Die vorstehend erwähnten Zugkräfte können aus in der rückwärtigen Stellung des Kupplungskopfes bzw. Kupplungsorganes teilkomprimierten Seitenpuffern resultieren.The above-mentioned tensile forces can result from side buffers partially compressed in the rearward position of the coupling head or coupling member.

Es ist Aufgabe der Erfindung, eine Übergangszugkupplung der eingangs genannten Art, welche also eine Kombination der vorstehend erwähnten, bekannten Einrichtungen umfaßt, mit einem möglichst einfachen System zum manuellen Auslösen der Gesperre zu versehen.It is an object of the invention to provide a transition pull coupling of the type mentioned at the outset, which thus comprises a combination of the known devices mentioned above, with the simplest possible system for manual release of the locking mechanism.

Diese Aufgabe wird nach der Erfindung dadurch gelöst, daß für beide Löseeinrichtungen eine einzige, gemeinsame Handbetätigungsvorrichtung zum Ausrasten vorgesehen ist. Durch diese einzige, gemeinsame Handbetätigungsvorrichtung kann der erforderliche Bauaufwand niedrig gehalten werden.This object is achieved according to the invention in that a single, common manual operating device is provided for disengaging for both release devices. With this single, common manual control device, the construction effort required can be kept low.

Nach Patentanspruch 2 ist es gemäß der weiteren Erfindung für eine derartig ausgebildete Übergangszugkupplung zweckmäßig, wenn die Handbetätigungsvorrichtung je einen Handhebel auf jeder Fahrzeugseite aufweist. Durch den nur einen Handhebel auf jeder Fahrzeugseite ist ein einfaches und gegen Verwechslungen sicheres Betätigen der Löseeinrichtungen möglich.According to patent claim 2, it is expedient according to the further invention for a transitional pull coupling designed in this way if the manual operating device has a manual lever on each side of the vehicle. With only one hand lever on each side of the vehicle, the release devices can be actuated easily and securely.

Falls gemäß der weiteren Erfindung die Übergangszugkupplung nach den Merkmalen des Patentanspruches 3 derart ausgebildet wird, daß die Gesperre Totpunktlagen aufweisen, die sich unmittelbar vor deren Einraststellungen befinden, wobei zu Beginn von manuellen Ausrastvorgängen die Gesperre-Eingriffsstellen zumindest annähernd reibungsfrei, gegebenenfalls durch gemeinsames Verlagern der in Eingriff stehenden Gesperre-Teile, bis über die Totpunktlage hinweg verlagerbar sind, ist ein manuelles Ausrasten der Gesperre einfach und mit geringem Kraftaufwand auch bei unter Zugbeanspruchung von seiten der Gegenkupplung bzw. Seitenpuffer stehender Übergangszugkupplung möglich.If, according to the further invention, the transition pull coupling is designed according to the features of claim 3 in such a way that the locking mechanism have dead center positions which are immediately before their snap-in positions, at the beginning of manual ones Disengaging the locking engagement points is at least approximately frictionless, if necessary by moving the engaged locking parts together until the dead center position, manual disengagement of the locking is easy and with little effort even with tensile stress on the part of the mating coupling or Side buffer standing transition train coupling possible.

Die weiteren Patentansprüche zeigen nach der weiteren Erfindung vorteilhafte und zweckmäßige, weitere Ausbildungsmöglichkeiten der Übergangszugkupplung auf.According to the further invention, the further patent claims show advantageous and expedient further training options for the transition pull coupling.

In der Zeichnung ist ein Ausführungsbeispiel für eine nach der Erfindung ausgebildete Übergangszugkupplung dargestellt, und zwar zeigt

Fig. 1
den Aufbau der Übergangszugkupplung in schematischer Seitenansicht,
Fig. 2
die Koppelung des Tasters mit dem ersten Gesperre in schematischer Ansicht von vorne etwa entsprechend der Schnittlinie A-A in Fig. 1 und
Fig. 3
eine Aufsicht auf die wesentlichen Teile des Tasters nach Fig. 2 in dort angedeuteter Blickrichtung B.

In the drawing, an embodiment of a transition pull coupling designed according to the invention is shown, and shows
Fig. 1
the structure of the transition train coupling in a schematic side view,
Fig. 2
the coupling of the button with the first locking mechanism in a schematic view from the front approximately according to the section line AA in Fig. 1 and
Fig. 3
a view of the essential parts of the button of FIG. 2 in the viewing direction B indicated there

Nach Fig. 1 weist ein Kupplungsarm 1 an seinem rückwärtigen Ende ein Lagerauge 2 auf, das in Fig. 1 in um 90° gedrehter Lage dargestellt ist und mittels welchem er um einen Vertikalbolzen drehbar an einem Schienenfahrzeug angelenkt ist. Die Lagerung kann dabei derart ausgebildet sein, daß der Kupplungsarm 1 zusätzlich um begrenzte Wege nach oben und unten auslenkbar ist. Der Kupplungsarm 1 erstreckt sich im wesentlichen in Fahrzeuglängsrichtung nach vorne, an seinem Vorderende trägt er ein im wesentlichen rechtwinklig auskragendes Sperrteil 3 mit einer rückwärtigen Anschlagfläche 4. Auf dem Kupplungsarm 1 ist längsverschieblich vermittels angedeuteter Führungen 5 und 6 ein selbsttätiger Kupplungskopf 7 längsverschieblich gelagert, die Führungen 5 und 6 weisen dabei ein Vertikalspiel 8 auf. Der Kupplungskopf 7 ist von einer für selbsttägige Zugkupplungen geeigneten Bauart, beispielsweise entspricht er in nicht dargestellter Weise der Bauart Willison mit je einer Zug- und Stoßklaue und üblichem Riegelgetriebe. Im Kupplungskopf 7 ist vermittels Führungen 9 und 10 mit einem Vertikalspiel 11 ein stangenartiges Kuppelorgan 12 längsverschieblich gelagert. Das Kuppelorgan 12 weist an seinem vorderen, aus den Kupplungskopf 7 entgegen einer nicht dargestellten Feder herausziehbaren Ende eine Öse 13 auf, welche in Fig. 1 um 90° gedreht dargestellt ist und welche in den Kupplungshaken einer manuellen Hakenkupplung eines zu kuppelnden Fahrzeuges einhängbar ist. Anstelle der Öse 13 kann auch ein Haken vorgesehen sein, in welchen die Kuppelkette der Hakenkupplung des zu kuppelnden Fahrzeuges einhängbar ist. An seinem rückwärtigen Ende trägt das Kuppelorgan 12 ein Sperrteil 14 mit einer nach vorne weisenden Anschlagfläche 15; das Sperrteil 14 befindet sich in einer zum Sperrteil 3 zurückversetzten Lage, derart, daß die Anschlagflächen 4 und 15 einander mit großem Abstand gegenüberstehen. Etwa mittig zwischen den Sperrteilen 3 und 14 ist im Kupplungskopf 7 eine horizontale Querwelle 16 drehbar gelagert, auf welcher ein zweiarmiger Sperrhebel 17 derart befestigt ist, daß er im Kupplungskopf 7 drehbar ist. Die beiden in einem nahezu gestreckten Winkel zueinander stehenden Hebelarme des Sperrhebels 17 bilden Klinken 18 und 19, wobei die in der dargestellten Drehlage etwa horizontal nach rückwärts weisende Klinke 18 an der Hebelarmstirnfläche eine anschlagartige Klinkenfläche 20 und die andere, im wesentlichen nach vorne und nur geringfügig nach abwärts weisende Klinke 19 ebenfalls an der Hebelarmstirnfläche eine Klinkenfläche 21 trägt. In der dargestellten Drehlage des Sperrhebels 17 stehen die Klinkenfläche 20 und die Anschlagfläche 15 einander gegenüber, sie bilden das erste Gesperre 15, 20, während sich die Klinkenfläche 21 unterhalb und vor der Anschlagfläche 4 befindet, mit welcher sie das zweite Gesperre 4, 21 bildet. Die Querwelle 16 trägt beiderseits des Kupplungskopfes 7 je einen Handhebel 22, die zueinander parallel verlaufen und von welchen nur einer in Fig. 1 dargestellt ist; in der dargestellten Drehlage des Sperrhebels 17 weist der Handhebel 22 schräg nach rückwärts-oben, er befindet sich in einer Stellung II. In später zu beschreibender Weise ist der Handhebel 22 in eine etwa horizontal nach rückwärts weisende Stellung I und in entgegengesetzter Drehrichtung in eine Drehstellung III und weiter, nach Überschreiten einer vertikalen Drehlage, in eine schräg nach vorne-oben weisende Drehlage IV einstellbar; es ist ersichtlich, daß die Schwerkraft den Hebel 22 aus der Stellung III in die Stellung II und weiter zur Stellung I zu drehen versucht, während sie ihn in der Stellung IV stabil hält.According to FIG. 1, a coupling arm 1 has a bearing eye 2 at its rear end, which is shown in FIG. 1 in a position rotated by 90 ° and by means of which it is articulated on a rail vehicle so as to be rotatable about a vertical bolt. The storage can be designed such that the coupling arm 1 can also be deflected up and down by limited distances. The coupling arm 1 extends essentially forward in the vehicle longitudinal direction, at its front end it carries an essentially right-angled cantilever locking part 3 with a rear stop surface 4. On the coupling arm 1, an automatic coupling head 7 is mounted longitudinally displaceably by means of indicated guides 5 and 6, the guides 5 and 6 have a vertical play 8. The coupling head 7 is of a type suitable for automatic pulling couplings, for example it corresponds in a manner not shown to the Willison type, each with a pulling and pushing claw and a conventional locking gear. In the coupling head 7, a rod-like coupling element 12 is mounted in a longitudinally displaceable manner by means of guides 9 and 10 with a vertical play 11. The coupling element 12 has at its front end, which can be pulled out of the coupling head 7 against a spring (not shown), an eyelet 13, which is shown rotated by 90 ° in FIG. 1 and which can be suspended in the coupling hook of a manual hook coupling of a vehicle to be coupled. Instead of the eyelet 13, a hook can also be provided, in which the coupling chain of the hook coupling of the vehicle to be coupled can be hung. At its rear end, the coupling element 12 carries a locking part 14 with a forwardly facing stop surface 15; the locking part 14 is in a position set back to the locking part 3, such that the stop surfaces 4 and 15 face each other at a great distance. Approximately centrally between the locking parts 3 and 14, a horizontal transverse shaft 16 is rotatably mounted in the coupling head 7, on which a two-armed locking lever 17 is fastened such that it can be rotated in the coupling head 7. The two lever arms of the locking lever 17, which are at an almost extended angle to one another, form pawls 18 and 19, the pawl 18 pointing in the rotational position approximately horizontally backwards on the end face of the lever arm, one stop-like pawl surface 20 and the other, essentially forwards and only slightly Downward facing pawl 19 also carries a pawl surface 21 on the lever arm end face. In the illustrated rotational position of the locking lever 17, the pawl surface 20 and the stop surface 15 opposite each other, they form the first locking mechanism 15, 20, while the pawl surface 21 is below and in front of the stop surface 4, with which it forms the second locking mechanism 4, 21. The cross shaft 16 carries on both sides of the coupling head 7 a hand lever 22, which run parallel to each other and of which only one is shown in Fig. 1; in the illustrated rotational position of the locking lever 17, the hand lever 22 is inclined backwards-upward, it is in a position II. In a manner to be described later, the hand lever 22 is in a position I pointing approximately horizontally backwards and in the opposite direction of rotation into a rotational position III and further, after exceeding a vertical rotational position, adjustable into a rotational position IV pointing obliquely forward-up; it can be seen that gravity tries to turn the lever 22 from position III to position II and further to position I while keeping it stable in position IV.

Die Klinke 19 weist im unteren Bereich der Klinkenfläche 21 einen in Verlängerungsrichtung der Klinke 19 auskragenden Anschlag 23 auf, der formschlüssig mit der Unterseite des Sperrteiles 3 zusammenwirken kann, um, wie später noch zu beschreiben, den Kupplungsarm 1 unter Verlagerung des Vertikalspieles 8 von, wie in Fig. 1 dargestellt, der Oberseite auf die Unterseite des Kupplungsarmes 1 in der Führung 5 bzw. 6 anzuheben.The pawl 19 has in the lower region of the pawl surface 21 a stop 23 which projects in the extension direction of the pawl 19 and which can cooperate positively with the underside of the locking part 3 in order, as will be described later, to displace the coupling arm 1 while displacing the vertical play 8 from as shown in Fig. 1, the top on the bottom of the coupling arm 1 in the guide 5 and 6, respectively.

Schräg unterhalb und rückwärts des Kupplungskopfes 7 befindet sich eine Federungseinrichtung 24, welche sich an ihrem unteren, rückwärtigen Ende gegen ein Fahrzeugrahmenteil 25 und andererseits mittels eines schräg nach vorne-oben ragenden Armes 26 gegen den Kupplungskopf 7 abstützt. Die Federungseinrichtung 24 weist eine zwischen einem rückwärtigen Federteller 27 des Armes 26 und dem Fahrzeugrahmenteil 25 eingespannte Feder 28 sowie eine durch einen Zuganker 29 in der Stellung nach Fig. 1 mit gewissem Abstand vor dem Federteller 27 gegen das Fahrzeugrahmenteil 25 abgefangene Zusatzfeder 30 auf.Obliquely below and backwards of the coupling head 7 there is a suspension device 24, which is supported at its lower, rear end against a vehicle frame part 25 and, on the other hand, against the coupling head 7 by means of an arm 26 which projects obliquely forward and upward. The suspension device 24 has a spring 28 clamped between a rear spring plate 27 of the arm 26 and the vehicle frame part 25 and an additional spring 30 intercepted by a tie rod 29 in the position according to FIG. 1 at a certain distance in front of the spring plate 27 against the vehicle frame part 25.

In Fig. 1 ist des weiteren ein Hebel 31 angedeutet, welcher einer im weiteren in Fig. 1 nicht dargestellten, aus Fig. 2 und 3 jedoch genauer entnehmbaren Abtastvorrichtung für das Vorhandensein eines Gegenkupplungskopfes zugehört. Gemäß Fig. 2 ist das obere Ende des im wesentlichen in einer Querebene schwenkbaren Hebels 31 an einem Taster 32 angelenkt, welcher in Abhängigkeit vom Vorhandensein eines Gegenkupplungskopfes aus seiner in Fig. 2 gestrichelt dargestellten, linken Lage bei vorhandenem Gegenkupplungskopf horizontal und quer zur Kupplungslängsrichtung in die ausgezogen dargestellte Lage bei fehlendem Gegenkupplungskopf bewegbar ist. Der Taster 32 ist hierzu derart am Kupplungskopf 7 in Abhängigkeit von dessen Kupplungsprofil anzuordnen, daß er in der nach Fig. 2 ausgezogen dargestellten Lage in einen vom Gegenkupplungskopf zu besetzenden Raum im Kupplungsmaul, beispielsweise bei einem Willison-Profil in den Raum hinter der Zugklaue ragt, welcher in gekuppelten Zustand von einem Teil des Gegenkupplungskopfes, im Beispielsfall von dessen Stoßklaue besetzt wird. Zu seiner Führung kann der Taster 32 gemäß Fig. 3 an einem weiteren, im wesentlichen horizontal verlaufenden Hebel 33 angelenkt sein, dessen anderes Ende um einen Vertikalbolzen 34 des Kupplungskopfes 7 drehbar ist. Eine Druckfeder 35 belastet den Taster 32 in Bewegungsrichtung zu seiner in den Fig. 2 und 3 ausgezogen dargestellten Lage bei fehlendem Gegenkupplungskopf; das andere Ende der Druckfeder 35 stützt sich gegen ein Widerlager 36 des Kupplungskopfes 7 ab. Bei fehlendem Gegenkupplungskopf erstreckt sich der Hebel 31 etwa vertikal abwärts, sein unteres Ende ist mittels eines Bolzens 37 drehbar am oberen Ende eines weiteren Hebels 38 angelenkt, dessen unteres Ende vermittels eines Bolzens 39 an der Klinke 19 nahe deren Klinkenfläche 21 angelenkt ist. Seitlich des Hebels 38 befinden sich Führungsflächen 40 des Kupplungskopfes 7, welche dem Hebel 38 nur Vertikalverschiebungen erlauben. Die Führungsflächen 40 können auch an der Klinke 19 angeordnet sein. Die beiden Hebel 31 und 38 stellen somit zusammen mit den Führungsflächen 40 ein Kniehebelgestänge 41 dar, welches bei Entfernen eines Gegenkupplungskopfes durch Strecken der beiden Hebel 31 und 38 die Klinke 19 an Absenkrichtung ihrer Klinkenfläche 21 dreht. Das Sperrteil 3 befindet sich, wie ebenfalls aus Fig. 2 ersichtlich, bei gestrecktem Kniehebelgestänge 41 seitlich des Hebels 38 und somit oberhalb der Klinkenfläche 21, bei vorhandenem Gegenkupplungskopf und damit angehobener Klinkenfläche 21 befindet sich diese in der gleichen Höhenlage wie das Sperrteil 3.In Fig. 1, a lever 31 is also indicated, which belongs to a scanning device for the presence of a mating coupling head, which is not shown in Fig. 1, but can be more precisely removed from Figs. 2 and 3. According to FIG. 2, the upper end of the lever 31, which can be pivoted essentially in a transverse plane, is articulated to a button 32 which, depending on the presence of a mating coupling head from its left-hand position shown in dashed lines in FIG the position shown in solid lines is movable in the absence of a counter coupling head. For this purpose, the button 32 is to be arranged on the coupling head 7 in dependence on its coupling profile in such a way that, in the position shown in FIG. 2, it extends into a space in the coupling mouth to be occupied by the mating coupling head, for example with a Willison profile, into the space behind the pulling claw , which in the coupled state is occupied by part of the mating coupling head, in the example by its impact claw. 3 can be articulated to a further, essentially horizontal lever 33, the other end of which can be rotated about a vertical bolt 34 of the coupling head 7. A compression spring 35 loads the pushbutton 32 in the direction of movement to its position shown in solid lines in FIGS. 2 and 3 in the absence of a counter coupling head; the other end of the compression spring 35 is supported against an abutment 36 of the coupling head 7. In the absence of a mating coupling head, the lever 31 extends approximately vertically downward, its lower end is rotatably articulated by means of a pin 37 on the upper end of a further lever 38, the lower end of which is articulated by means of a pin 39 on the pawl 19 near its pawl surface 21. To the side of the lever 38 there are guide surfaces 40 of the coupling head 7, which only permit vertical displacements of the lever 38. The guide surfaces 40 can also be arranged on the pawl 19. The two levers 31 and 38 thus together with the guide surfaces 40 constitute a toggle linkage 41 which, when a counter coupling head is removed by stretching the two levers 31 and 38, the pawl 19 in the lowering direction of its pawl surface 21 turns. The locking part 3 is, as can also be seen from FIG. 2, when the toggle linkage 41 is stretched to the side of the lever 38 and thus above the pawl surface 21, with the counter coupling head present and thus the pawl surface 21 being at the same height as the locking part 3.

In der Darstellung nach Fig. 1 befindet sich der Kupplungskopf 7 auf dem Kupplungsarm 1 in seiner vorderen, ungekuppelten und zum Kuppel n mit einem Gegenkupplungskopf bereiten Lage. Das aus der Anschlagfläche 4 und der Klinkenfläche 21 gebildete, erste Gesperre ist ausgerastet, die Klinkenfläche 21 befindet sich unterhalb und vor der Anschlagfläche 4. Die Federungseinrichtung 24 hält den Kupplungskopf 7 vermittels ihrer Federkraft in dieser Lage. Der Taster 32 befindet sich dabei, wie bereits erwähnt, in der in Fig. 2 und 3 ausgezogen dargestellten Lage, das Kniehebelgestänge 41 ist gestreckt. Das Kuppelorgan 12 befindet sich relativ zum Kupplungskopf 7 in seiner rückwärtigen, eingezogenen Lage, die Anschlagfläche 15 hintergreift die Klinkenfläche 20, das zweite Gesperre 15, 20 ist somit eingerastet und schließt ein Vorschieben des Kuppelorganes 12 relativ zum Kupplungskopf 7 aus. Der Handhebel 22 befindet sich dabei in der Stellung II, ein Weiterdrehen unter bereits erwähnter Schwerkraft- oder Federwirkung in die Stellung I wird durch Anlage der Klinke 19 an der unteren Begrenzung des Sperrteiles 3 ausgeschlossen.In the illustration according to FIG. 1, the coupling head 7 is located on the coupling arm 1 in its front, uncoupled position which is ready for the coupling n with a counter coupling head. The first locking mechanism formed from the stop surface 4 and the pawl surface 21 is disengaged, the pawl surface 21 is located below and in front of the stop surface 4. The spring device 24 holds the coupling head 7 in this position by means of its spring force. As already mentioned, the button 32 is in the position shown in solid lines in FIGS. 2 and 3, the toggle linkage 41 is stretched. The coupling element 12 is located in its rearward, retracted position relative to the coupling head 7, the stop surface 15 engages behind the pawl surface 20, the second locking mechanism 15, 20 is thus engaged and precludes advancement of the coupling element 12 relative to the coupling head 7. The hand lever 22 is in the position II, further rotation under the aforementioned gravity or spring action into the position I is excluded by the pawl 19 resting against the lower limit of the locking part 3.

Läuft während eines Kupplungsvorganges ein nicht dargestellter Gegenkupplungskopf von vorne, gemäß Fig. 1 also von links, an den Kupplungskopf 7 an, so wird unter Ablauf des Kupplungsvorganges der Kupplungskopf 7 relativ zum Kupplungsarm 1 nach rechts entgegen der Kraft der Feder 28 der Federungseinrichtung 24 zurückgedrückt, bis in der rückwärtigen Stellung des Kupplungskopfes 7 die Klinkenfläche 21 hinter die Anschlagfläche 4 gelangt, die Klinke 19 somit außer Eingriff zur Unterseite des Sperrteiles 3 kommt. Der Handhebel 22 kann nun unter Schwerkraft- oder Federeinwirkuing sich aus der Stellung II in die Stellung I drehen, wobei über die Querwelle 16 der Sperrhebel 17 mitgedreht wird. Bei dieser Drehung verbleibt die Klinkenfläche 20 vor der Anschlagfläche 15, das zweite Gesperre 15, 20 verbleibt also in Eingriff, während durch die Drehung der Klinke 19 die Klinkenfläche 21 hinter die Anschlagfläche 4 gedreht wird, das erste Gesperre 4, 21 somit einrastet und in seine Sperrstellung gelangt. Durch das erste Gesperre 4, 21 wird der Kupplungskopf 7 somit in seiner rückwärtigen Stellung relativ zum Kupplungsarm 1 verriegelt, wodurch, wie in der eingangs erwähnten DE-OS 3710030 ausführlich beschrieben, nach durch die Seitenpuffer unbehindertem, selbsttätigem Kupplungsvorgang die Kupplungslängsspiele beseitigt sind.1 runs against the coupling head 7 during the coupling process, the coupling head 7 is pushed back relative to the coupling arm 1 to the right against the force of the spring 28 of the suspension device 24 during the coupling process until, in the rear position of the coupling head 7, the pawl surface 21 comes behind the stop surface 4, the pawl 19 thus comes out of engagement with the underside of the locking part 3. The hand lever 22 can now rotate under the action of gravity or spring from the position II to the position I, with the transverse shaft 16 the locking lever 17 is also rotated. During this rotation, the pawl surface 20 remains in front of the stop surface 15, the second locking mechanism 15, 20 thus remains in engagement, while the pawl surface 21 is rotated behind the stop surface 4 by the rotation of the pawl 19, the first locking mechanism 4, 21 thus engages and in reaches its blocking position. By the first locking mechanism 4, 21, the coupling head 7 is thus locked in its rearward position relative to the coupling arm 1, whereby, as described in detail in the aforementioned DE-OS 3710030, the coupling longitudinal play is eliminated after the automatic buffering process is unimpeded by the side buffer.

Wird der Kupplungskopf 7 relativ zum Kupplungsarm 1 über die erwähnte, rückwärtige Stellung bei gerade eingerastetem, ersten Gesperre 4, 21 weiter zurückgedrückt, so gelangt zu Beginn dieser weiteren Rückbewegung in der Federungseinrichtung 24 der Federteller 27 zur Anlage am Vorderende der Zusatzfeder 30 bzw. deren Zugankers 29, so daß bei der weiteren Rückbewegung des Kupplungskopfes 7 zusätzlich zur Feder 28 die Zusatzfeder 30 komprimiert werden muß und sich somit ein erhöhter Widerstand gegen dieses weitere Zurückbewegen des Kupplungskopfes 7 ergibt. Dieser weitere, erhöhte Widerstand bewirkt, daß ein gleichartig ausgebildeter Gegenkupplungskopf jedenfalls bis zu dessen rückwärtiger Stellung auf dessen Kupplungsarm 1 gegen einen nicht erhöhten Widerstand zurückgedrückt wird, so daß dessen erstes Gesperre einrasten kann. Nur falls zwischen den gekuppelten Fahrzeugen deren Seitenpuffer komprimierende Druckkräfte auftreten, weicht der Kupplungskopf 7 aus seiner rückwärtigen Stellung relativ zum Kupplungsarm 1 entgegen der summierten und somit gesteigerten Kraft der Feder 28 und sowie der Zusatzfeder 30 weiter nach rückwärts aus. Nach Abklingen der erwähnten Druckkraft schieben die Federn 28 und 30 der Federungseinrichtung 24 den Kupplungskopf 7 bis zum Anschlagen der Klinkenfläche 21 an der Anschlagfläche 4 vor.If the coupling head 7 is pushed back relative to the coupling arm 1 via the mentioned rear position with the first locking mechanism 4, 21 just engaged, then at the beginning of this further return movement in the suspension device 24 the spring plate 27 comes to rest against the front end of the additional spring 30 or its Tie rod 29, so that in the further return movement of the coupling head 7, the additional spring 30 must be compressed in addition to the spring 28 and thus there is an increased resistance to this further moving back of the coupling head 7. This further, increased resistance causes a counter coupling head of the same design to be pushed back up to its rear position on its coupling arm 1 against a non-increased resistance, so that its first locking mechanism can engage. Only if the side buffers compressive pressure forces occur between the coupled vehicles, does the coupling head 7 move out of its rearward position relative to the coupling arm 1 against the summed and thus increased force of the spring 28 and the additional spring 30 further backwards. After the pressure force mentioned has subsided, the springs 28 and 30 of the suspension device 24 advance the coupling head 7 until the pawl surface 21 strikes the stop surface 4.

Während des Anlaufens des Gegenkupplungskopfes wird der Taster 32 gemäß Fig. 2 aus der ausgezogen dargestellten Lage in die gestrichelt dargestellte Lage bewegt, wobei das Kniehebelgestänge 41 durch Schrägstellen des Hebels 31 in seine ausgeknickte Lage gelangt und hierbei die vorerwähnte Drehbewegung des Handhebels 22 aus der Stellung II die Stellung I durch Anheben des Vorderendes der Klinke 19 unterstützt.2, the button 32 is moved from the position shown in solid lines to the position shown in dashed lines, the toggle linkage 41 coming into its knocked-out position by tilting the lever 31 and the aforementioned rotary movement of the hand lever 22 from the position II supports the position I by lifting the front end of the pawl 19.

Wird bei einem nachfolgenden Entkupplungsvorgang der Gegenkupplungskopf vom Kupplungskopf 7 entfernt, so verschiebt die Druckfeder 35 den Taster 32 aus der gestrichelt dargestellten in die ausgezogen dargestellte Lage zurück, wobei sich das Kniehebelgestänge 41 wieder streckt und dabei die Klinke 19 unter Drehen des Sperrhebels 17 derart nach unten drückt, daß die Klinkenfläche 21 außer Eingriff zur Anschlagfläche 4 gelangt, das erste Gesperre 4, 21 also ausrastet. Bei der Drehung des Sperrhebels 17 wird der Handhebel 22 aus seiner Stellung I in die Stellung II angehoben. Nach Ausrasten des Gesperres 4, 21 drückt die Feder 28 der Federungseinrichtung 24 den Kupplungskopf 7 aus seiner rückwärtigen Stellung in die in Fig. 1 dargestellte, vordere Stellung relativ zum Kupplungsarm 1 vor, so daß sich selbsttätig die kuppelbereite Stellung ergibt.If the mating coupling head is removed from the coupling head 7 in a subsequent decoupling process, the compression spring 35 moves the push button 32 back from the position shown in broken lines to the position shown in solid lines, the toggle linkage 41 stretching again and the pawl 19 following by turning the locking lever 17 in this way presses below that the pawl surface 21 disengages from the stop surface 4, that is, the first locking mechanism 4, 21 disengages. When the locking lever 17 rotates, the hand lever 22 is raised from its position I to the position II. After disengaging the locking mechanism 4, 21, the spring 28 of the suspension device 24 presses the coupling head 7 from its rearward position into the front position shown in FIG. 1, relative to the coupling arm 1, so that the position ready for coupling is automatically obtained.

Während der vorstehend geschilderten Vorgänge verbleibt das Kuppelorgan 12 ständig in seiner rückwärtigen Stellung relativ zum Kupplungskopf 7.During the processes described above, the coupling element 12 remains in its rearward position relative to the coupling head 7.

Soll, ausgehend von der in Fig. 1 dargestellten Fahrzeug, mit einem eine Hakenkupplung aufweisenden Fahrzeug gekuppelt werden, so ist der Handhebel 22 aus der Stellung II in die Stellung III anzuheben, wobei die Klinkenfläche 20 durch Aufwärtsdrehen der Klinke 18 von der Anschlagfläche 15 weggeschwenkt und das zweite Gesperre 15, 20 somit ausgerastet wird. Das erste Gesperre 4, 21 verbleibt dabei ausgerastet; zum Ermöglichen der Abwärtsdrehung der Klinke 19 kann an der Lagerung des Bolzens 37 eine durch die Drehbewegungen des Hebels 31 schaltbare, in der Stellung bei fehlendem Gegenkupplungskopf ausgerastete Mitnahmevorrichtung vorgesehen sein, welche das Kniehebelgestänge 41 derart entkuppelt, daß bei in seiner Höhenlage verbleibendem Taster 32 die Klinkenfläche 21 abwärts schwenken kann. Stattdessen kann am Bolzen 37 oder 39 auch eine Lanlochführung vorgesehen sein. Nach dem Ausrasten des Gesperres 15, 20 kann das Kuppelorgan 12 entgegen einer nicht dargestellten Federkraft relativ zum Kupplungskopf 7 nach vorne gezogen werden, wodurch es, wie in der bereits eingangs erwähnten DE-OS 3600843 ausführlich beschrieben, in einfacher Weise manuell mit der Hakenkupplung des Gegenfahrzeuges kuppelbar ist. Das nach diesem Kupplungsvorgang zwischen den gekuppelten Fahrzeugen bestehende Kupplungsspiel wird selbsttätig ausgeschaltet, sobald während nachfolgender Fahrvorgänge oder durch einen an den Kupplungsvorgang anschließenden Druckvorgang die Fahrzeuge bis zum Anliegen der Seitenpuffer einander angenähert werden: Unter seiner nicht dargestellten Federbelastung bzw. unter geringer Druckbelastung von selten der Hakenkupplung verschiebt sich dabei das Kuppelorgan 12 relativ zum Kupplungskopf 7 nach rückwärts, bis es in die in Fig. 1 dargestellte, rückwärtige Lage gelangt und der Handhebel 22 aus seiner Stellung III unter der Schwerkraft- bzw. Federbelastung sich selbsttätig in die Stellung II dreht. Bei der Drehung des Handhebels 22 gelangt die Klinke 18 mit ihrer Klinkenfläche 20 vor die Anschlagfläche 15, wodurch durch Einrasten des zweiten Gesperres 15, 20 das Kuppelorgan 12 wieder in seiner rückwärtigen Stellung relativ zum Kupplungskopf 7 verriegelt wird.If, starting from the vehicle shown in FIG. 1, is to be coupled with a vehicle having a hook coupling, the hand lever 22 is to be raised from the position II to the position III, the pawl surface 20 being pivoted away from the stop surface 15 by turning the pawl 18 upwards and the second locking mechanism 15, 20 is thus disengaged. The first locking mechanism 4, 21 remains disengaged; to enable the downward rotation of the pawl 19 can on the mounting of the pin 37 by the rotational movements of the Lever 31 switchable, in the position with no counter coupling head disengaged driving device can be provided, which uncouples the toggle linkage 41 in such a way that with the button 32 remaining in its height, the latch surface 21 can pivot downward. Instead, a Lanlochführung can be provided on the bolt 37 or 39. After disengaging the locking mechanism 15, 20, the coupling element 12 can be pulled forward against a spring force, not shown, relative to the coupling head 7, which, as described in detail in the aforementioned DE-OS 3600843, can be done manually with the hook coupling of the Opposing vehicle can be coupled. The clutch play between the coupled vehicles after this coupling process is automatically switched off as soon as the vehicles are brought closer to each other until the side buffers come into contact during subsequent driving processes or by a printing process following the coupling process: under its spring load, not shown, or under low pressure loads of rarely the The hook coupling moves the coupling element 12 backwards relative to the coupling head 7 until it reaches the rear position shown in FIG. 1 and the hand lever 22 automatically rotates from its position III under the force of gravity or spring to the position II. When the hand lever 22 is rotated, the pawl 18 reaches with its pawl surface 20 in front of the stop surface 15, as a result of which, by engaging the second locking mechanism 15, 20, the coupling element 12 is locked again in its rearward position relative to the coupling head 7.

Zum nachfolgenden Entkuppeln ist der Handhebel 22 wieder in die Stellung III anzuheben, wobei durch Drehen der Klinke 18 das Gesperre 15, 20 ausgerastet wird. Das Kuppelorgan 12 ist sodann relativ zum Kupplungskopf 7 nach vorne bewegbar, wodurch es in eine von der Hakenkupplung leicht entkuppelbare Lage gelangt. Nach Freigabe des Kuppelorganes 12 zieht die bereits erwähnte, nicht dargestellte Federkraft das Kuppelorgan 12 wieder in den Kupplungskopf 7 in die rückwärtige Lage zurück, nach deren Erreichen der Handhebel 22 unter der Schwerkraft bzw. Federbelastung wieder selbsttätig aus der Stellung III in die Stellung II gelangt und das Gesperre 15, 20 wieder durch Einschwenken der Klinkenfläche 20 vor die Anschlagfläche 15 einrastet.For the subsequent uncoupling, the hand lever 22 is to be raised again to position III, the locking mechanism 15, 20 being disengaged by turning the pawl 18. The coupling element 12 can then be moved forward relative to the coupling head 7, as a result of which it reaches a position that can be easily uncoupled from the hook coupling. After release of the coupling element 12, the spring force (not shown) already mentioned pulls the coupling element 12 back into the coupling head 7 into the rear position after it has been reached the hand lever 22 automatically returns from position III to position II under the force of gravity or spring loading and the locking mechanism 15, 20 engages again by pivoting the pawl surface 20 in front of the stop surface 15.

Während der geschilderten Kupplungsvorgänge vermittels des Kuppelorganes 12 verbleibt der Kupplungskopf 7 relativ zum Kupplungsarm 1 in seiner vorderen, in Fig. 1 dargestellten Lage. Die Stellung II des Handhebels 22 ist dabei durch das Kniehebelgestänge 41 bzw. Anlage der Klinke 19 an der Unterfläche des Sperrteiles 3 bestimmt.During the coupling processes described by means of the coupling element 12, the coupling head 7 remains in its front position, shown in FIG. 1, relative to the coupling arm 1. The position II of the hand lever 22 is determined by the toggle linkage 41 or the contact of the pawl 19 on the lower surface of the locking part 3.

Aus Fig. 1 ist ersichtlich, daß bei eingerastetem Gesperre 15, 20 das Kuppelorgan 12 innerhalb der Führungen 9, 10 auf deren Unterseite aufliegt, so daß sich das Vertikalspiel 11 innerhalb der Führungen 9 und 10 oberhalb des Kuppelorganes 12 befindet. Die Klinke 18 befindet sich dabei in einer derartigen Drehlage, daß sich das Anlagezentrum zwischen Klinkenfläche 20 und Anschlagfläche 15 dicht unterhalb einer durch die Achse der Querwelle 16 gelegten Horizontalebene befindet; das eingerastete Gesperre 15, 20 befindet sich damit in einer eine Totpunktlage in Richtung Einrasten überschrittenen Lage: Bei Zugbeanspruchungen des Kuppelorganes 12, beispielsweise durch eine gekuppelte Hakenkupplung, bewirkt das gegenüber der Achse der Querwelle 16 tieferliegende Eingriffszentrum des Gesperres 15, 20 ein in Einrastrichtung dieses Gesperres wirkendes Drehmoment auf die Klinke 18, ein selbsttätiges, ungewolltes Ausrasten ist damit ausgeschlossen. Soll unter der erwähnten Zubeanspruchung manuell durch Drehen des Handhebels 22 in die Stellung III das Gesperre 15, 20 ausgerastet werden, so wäre dies ohne die besondere Ausgestaltung der Führungen 9, 10 mit dem Vertikalspiel 11 nur durch Überwindung der hohen Reibung zwischen den aufeinander gepreßten Anschlagfläche 15 und Klinkenfläche 20, also unter hohem Kraftaufwand möglich und somit sehr erschwert. Infolge der besonderen Ausbildung der Führungen 9 und 10 mit Vertikalspiel 11 ergibt sich jedoch beim manuellen Anheben des Handhebels 22 aus der Stellung II in Richtung zur Stellung III unter dem Reibschluß der Klinkenfläche 20 zur Anschlagfläche 15 ein Anheben zumindest des rückwärtigen Teiles des Kuppelorganes 12 im Rahmen des Vertikalspieles 11, wobei das Anlegezentrum zwischen der Klinkenfläche 20 und der Anschlagfläche 15 über die Horizontalebene durch die Achse der Querwelle 16 angehoben wird; bei diesem Anhebevorgang sind höchstens geringe Reibkräfte in den Führungen 9 und 10, aber keine hohen Reibkräfte im Gesperre 15, 20 zu überwinden. Bei diesem Anhebevorgang wird die Totpunktlage des Gesperres 15, 20 in Richtung dessen Lösens überschritten, die Zugbeanspruchung des Kuppelorganes 12 bewirkt über die Anschlagfläche 15 an der Klinkenfläche 20 eine in deren Anheberichtung wirkende Kraftkomponente, welche das Hochdrehen der Klinke 18 und damit die Schwenkbewegung des Handhebels 22 in Richtung zur Stellung III unterstützt und somit die Reibungskräfte zwischen den in Eingriff stehenden Klinkenfläche 20 und Anschlagfläche 15 mit geringem Kraftaufwand zu überwinden ermöglicht. Zusammenfassend gesagt wird also beim Anheben des Handhebels 22 aus der Stellung II in die Stellung III bei unter Zugspannung stehendem Kuppelorgan 12 anfänglich zumindest nahezu reibungsfrei die Totpunktlage des Gesperres 15, 20 durch Anheben des Eingriffszentrums dieses Gesperres überschritten und anschließend das Gesperre 15, 20 mit Hilfskraftunterstützung durch die das Kuppelorgan 12 belastende Zukraft mit nur geringem Kraftaufwand gelöst.From Fig. 1 it can be seen that when the ratchet 15, 20 is engaged, the coupling element 12 rests on the underside of the guides 9, 10, so that the vertical play 11 is located inside the guides 9 and 10 above the coupling element 12. The pawl 18 is in such a rotational position that the contact center between the pawl surface 20 and the stop surface 15 is located just below a horizontal plane through the axis of the transverse shaft 16; the locked ratchet 15, 20 is thus in a position that has exceeded a dead center position in the direction of latching: in the event of tensile stresses on the coupling element 12, for example by a coupled hook coupling, this causes the engagement center of the ratchet 15, 20, which is lower than the axis of the transverse shaft 16, to engage it in the latching direction Locked torque on the pawl 18, an automatic, unwanted disengagement is excluded. If the locking mechanism 15, 20 is to be disengaged manually by turning the hand lever 22 into the position III under the mentioned stress, this would be without the special design of the guides 9, 10 with the vertical play 11 only by overcoming the high friction between the abutting surface pressed against one another 15 and pawl surface 20, so possible with great effort and thus very difficult. Due to the special design of the guides 9 and 10 with vertical play 11, however, the manual lifting of Hand lever 22 from position II in the direction of position III under the frictional engagement of the pawl surface 20 with the stop surface 15 lifting at least the rear part of the coupling element 12 in the context of the vertical play 11, the center of engagement between the ratchet surface 20 and the stop surface 15 through the horizontal plane the axis of the cross shaft 16 is raised; in this lifting process, at most low frictional forces in the guides 9 and 10, but no high frictional forces in the locking mechanism 15, 20 are to be overcome. During this lifting process, the dead center position of the locking mechanism 15, 20 in the direction of its release is exceeded, the tensile stress of the coupling element 12 causes, via the stop surface 15 on the pawl surface 20, a force component acting in its lifting direction, which causes the pawl 18 to be turned up and thus the pivoting movement of the hand lever 22 supported in the direction of position III and thus enables the frictional forces between the engaging pawl surface 20 and stop surface 15 to be overcome with little effort. In summary, when the hand lever 22 is raised from position II to position III when the coupling element 12 is under tension, the dead center position of the locking mechanism 15, 20 is initially exceeded at least almost frictionlessly by lifting the center of engagement of this locking mechanism and then the locking mechanism 15, 20 with auxiliary support solved by the force loading the coupling element 12 with little effort.

Das Gesperre 4, 21 ist in ähnlicher Weise derart ausgebildet, daß es ebenfalls unter Belastung leicht manuell ausrastbar ist: Bei eingerastetem Gesperre, wenn sich also die Klinkenfläche 21 hinter der Anschlagfläche 4 befindet, liegt der Anschlag 23 von unten am Sperrteil 3 an und hebt den Kupplungsarm 1 relativ zum Kupplungskopf 7 derart an, daß er sich in den Führungen 5 und 6 in seiner oberen Lage befindet, derart, daß sich das Vertikalspiel 8 abweichend zur Darstellung in Fig. 1 unterhalb des Kupplungsarmes 1 befindet. Bei Zugbeanspruchungen des Kupplungskopfes 7 durch einen Gegenkupplungskopf und dementsprechend aufeinandergepreßten Klinkenfläche 21 und Anschlagfläche 4 befindet sich deren Anlagezentrum dicht oberhalb der Horizontalebene durch die Achse der Querwelle 16, also in einer die Totpunktlage des Gesperres 4, 21 in Einrastrichtung überschrittenen Lage. Die Zugbelastung des Kupplungskopfes 7 ergibt dabei hinsichtlich der Klinke 19 eine in deren Drehrichtung zum Einrasten des Gesperres 4, 21 wirkende Kraftkomponente, so daß das Gesperre 4, 21 nicht ungewollt ausrasten kann. Der Handhebel 22 befindet sich dabei, wie bereits vorstehend erwähnt, in seiner Stellung I und belastet das Gesperre 4, 21 durch seine Schwer- bzw. Federbelastung ebenfalls in Einrastrichtung.The locking mechanism 4, 21 is designed in a similar manner in such a way that it can also be easily manually disengaged under load: when the locking mechanism is engaged, that is, if the pawl surface 21 is behind the stop surface 4, the stop 23 lies against the locking part 3 from below and lifts the coupling arm 1 relative to the coupling head 7 in such a way that it is located in the guides 5 and 6 in its upper position, in such a way that the vertical play 8 is located below the coupling arm 1, as shown in FIG. 1. With tensile stresses of the coupling head 7 by a Counter coupling head and correspondingly pressed pawl surface 21 and stop surface 4 is their contact center just above the horizontal plane through the axis of the transverse shaft 16, that is in a position beyond the dead center position of the locking mechanism 4, 21 in the latching direction. The tensile load on the coupling head 7 results with respect to the pawl 19 a force component acting in its direction of rotation for engaging the locking mechanism 4, 21, so that the locking mechanism 4, 21 cannot unintentionally disengage. The hand lever 22 is, as already mentioned above, in its position I and also loads the locking mechanism 4, 21 due to its heavy or spring loading in the latching direction.

Wird zum Ausrasten des Gesperres 4, 21 der Handhebel 22 aus seiner Stellung I in Richtung zur Stellung II bewegt, so nimmt die Klinke 19 vermittelt ihrer Klinkenfläche 21 durch Reibschluß anfänglich die Anschlagfläche 4 und damit das Sperrteil 3 sowie den Kupplungsarm 1 relativ zum Kupplungskopf 7 nach abwärts mit, wobei das Anlagezentrum des Gesperres 4, 21 unter die erwähnte Horizontalebene durch die Achse der Querwelle 16 verlagert wird und somit diese Überschreitung der Totpunktlage ist wiederum nahezu reibungsfrei und daher unter geringem Kraftaufwand möglich, während dieser Verlagerung gelangt der Kupplungsarm 1 in die dargestellte, untere Lage in den Führungen 5 und 6, das Vertikalspiel 8 wird dabei von unterhalb nach oberhalb des Kupplungsarmes 1 verlagert. Nach dem so bewirkten Überschreiten der Totpunktlage ergibt die Zugkraftbelastung des Kupplungskopfes 7 im Gesperre 4, 21 eine in dessen Löserichtung wirkende Kraftkomponente, welche die Klinke 19 weiter entgegen dem Uhrzeigersinn gemäß Fig. 1 zu drehen sucht und somit die Drehbewegung des Handhebels 22 zur Stellung II unterstützt. Die Reibung zwischen der Klinkenfläche 21 und der Anschlagfläche 4 ist daher mit nur geringem Kraftaufwand am Handhebel 22 überwindbar, das Gesperre 4, 21 ist somit insgesamt manuell durch Drehen des Handhebels 22 in die Stellung II leicht lösbar.If the hand lever 22 is moved from its position I in the direction of the position II to disengage the locking mechanism 4, 21, the pawl 19 initially conveys its pawl surface 21 to the stop surface 4 and thus the locking part 3 and the coupling arm 1 relative to the coupling head 7 by frictional engagement downwards with, the contact center of the locking mechanism 4, 21 being shifted below the above-mentioned horizontal plane through the axis of the transverse shaft 16 and thus this transgression of the dead center position is in turn almost frictionless and therefore possible with little effort, during this shifting the coupling arm 1 gets into the Lower position shown in the guides 5 and 6, the vertical play 8 is shifted from below to above the coupling arm 1. After the dead center position has been exceeded in this way, the tensile force loading of the coupling head 7 in the locking mechanism 4, 21 results in a force component acting in its release direction, which tries to turn the pawl 19 further counterclockwise according to FIG. 1 and thus the rotary movement of the hand lever 22 to position II supported. The friction between the pawl surface 21 and the stop surface 4 can therefore be overcome with only a small amount of force on the hand lever 22, the locking mechanism 4, 21 can thus be easily released altogether manually by turning the hand lever 22 into the position II.

In Abänderung zur beschriebenen Ausführung reicht es gegebenenfalls aus, wenn nur die jeweils gesperrenähere Führung 5 bzw. 10 ein Vertikalspiel 8 bzw. 11 aufweist und die andere Führung 6 bzw. 9 eine geringere Drehung ermöglicht.In a modification of the described embodiment, it may be sufficient if only the guide 5 or 10 closer to the lock has a vertical play 8 or 11 and the other guide 6 or 9 enables less rotation.

In Abänderung zum vorstehend beschriebenen Ausführungsbeispiel ist es möglich, am Kniehebelgestänge 41 den Hebel 38 unter Entfall des Bolzens 39 und dessen gegebenenfalls vorgesehener Langlochführung bzw. der Kupplungsvorrichtung am Bolzen 37 durch eine einfache Anschlagkupplung mit dem Vorderende der Klinke 19 zu kuppeln. Unter Inkaufnahme eines Entfalls der Unterstützung der Drehbewegung der Klinker 19 zum Einrasten des Gesperres 4, 15 bei der Rückbewegung des Tasters 32 während Kupplungsvorgängen mit einem Gegenkupplungskopf wird hierdurch sichergestellt, daß der Handhebel 22 unter Absenken der Klinke 19 vom Hebel 38 ohne Beeinflussen des Kniehebelgestänges 41 in die ausgerasteten Gesperren 4, 21 und 15, 20 entsprechende Drehstellung III einstellbar ist.In a modification of the exemplary embodiment described above, it is possible to couple the lever 38 on the toggle linkage 41 with the omission of the bolt 39 and its optionally provided elongated hole guide or the coupling device on the bolt 37 by means of a simple stop coupling to the front end of the pawl 19. Taking into account the elimination of the support for the rotary movement of the clinker 19 for engaging the locking mechanism 4, 15 during the return movement of the button 32 during coupling operations with a mating coupling head, this ensures that the hand lever 22 while the pawl 19 is lowered from the lever 38 without influencing the toggle linkage 41 in the disengaged ratchets 4, 21 and 15, 20 corresponding rotary position III is adjustable.

Für Rangiervorgänge kann es zweckmäßig sein, wenn weder der Kupplungskopf 7 relativ zum Kupplungsarm 1 noch das Kuppelorgan 12 relativ zum Kupplungskopf 7 in der jeweiligen rückwärtigen Stellung verriegelt wird. Eine derartige Funktion ist durch Einstellen des Handhebels 22 in die Stellung IV einstellbar: In dieser Stellung des Handehebels 22 sind beide Gesperre 4, 21 und 15, 20, ausgerastet und der Handhebel 22 mitsamt dem Sperrhebel 17 und damit den Klinken 18 und 19 wird durch Schwerkraft oder Federkraft in der Stellung IV gehalten. Unabhängig von Vor- oder Rückbewegungen des Kupplungskopfes 7 und/oder des Kuppelorganes 12 bleiben die Gesperre 4, 21 und 15, 20 ausgerastet, das Kupplungslängsspiel bleibt also sowohl beim Kuppeln mit einem Gegenkupplungskopf wie mit einer Hakenkupplung erhalten. Durch Rückbewegen des Handhebels 22 in die Stellung III und, bei entsprechenden Lagen des Kupplungskopfes 7 bzw. des Kuppelorganes 12 in die Stellungen II oder weiter I, sind die Gesperre 15, 20 und 4, 21 in ihren einrastfähigen oder eingerasteten Zustand rückschaltbar.For maneuvering, it can be useful if neither the coupling head 7 is locked relative to the coupling arm 1 nor the coupling member 12 relative to the coupling head 7 in the respective rear position. Such a function can be adjusted by setting the hand lever 22 to the IV position: in this position of the hand lever 22, both locking mechanisms 4, 21 and 15, 20 are disengaged and the hand lever 22 together with the locking lever 17 and thus the pawls 18 and 19 is released Gravity or spring force held in position IV. Regardless of forward or backward movements of the coupling head 7 and / or the coupling element 12, the locking mechanism 4, 21 and 15, 20 remain disengaged, so the longitudinal coupling play is retained both when coupling with a mating coupling head and with a hook coupling. By moving the hand lever 22 back into position III and, in the corresponding positions of the coupling head 7 or the coupling element 12 into positions II or further I, the locking mechanisms 15, 20 and 4, 21 can be switched back into their latchable or locked state.

Aus vorstehender Beschreibung ist ersichtlich, daß die Übergangszugkupplung bei sehr einfachem Aufbau ein sicheres und leichtes Kuppeln sowie Entkuppeln bei vorhandenem Kupplungslängsspiel, ein selbsttätiges Ausschalten des Kupplungslängsspieles im gekuppelten Zustand sowie ein hilfskraftunterstütztes Wiedereinschalten des Kupplungslängsspieles auch bei unter Zugkraft stehenden Kupplungen ermöglicht und zudem eine Abschaltmöglichkeit für die selbsttätige Beseitigung des Kupplungslängsspieles bietet.From the above description it can be seen that the transition pull coupling with a very simple construction enables safe and easy coupling and uncoupling with the existing longitudinal coupling play, automatic deactivation of the coupling longitudinal play in the coupled state and auxiliary power-assisted switching on of the coupling longitudinal play even with couplings under tensile force and also a switch-off option for offers the automatic elimination of the longitudinal coupling play.

Selbstverständlich ist es möglich, abweichend zu vorstehend beschriebenen Ausführungsbeispielen die Bewegungs- und Schwenkrichtungen einzelner oder aller Teile der Übergangszugkupplung in um die Kuplungslängsrichtung gedrehter Lage, beispielsweise in um 90° in Horizontalebenen gedrehter Lage vorzusehen.Of course, it is possible to deviate from the exemplary embodiments described above by providing the directions of movement and pivoting of individual or all parts of the transition pull coupling in a position rotated about the longitudinal direction of the coupling, for example in a position rotated by 90 ° in the horizontal planes.

BezugszeichenlisteReference symbol list

11
KupplungsarmClutch arm
22nd
LageraugeBearing eye
33rd
SperrteilBlocking part
44th
AnschlagflächeAbutment surface
55
Führungguide
66
Führungguide
77
KupplungskopfCoupling head
88th
VertikalspielVertical play
99
Führungguide
1010th
Führungguide
1111
VertikalspielVertical play
1212
KuppelorganDome organ
1313
Öseeyelet
1414
SperrteilBlocking part
1515
AnschlagflächeAbutment surface
1616
QuerwelleCross shaft
1717th
SperrhebelLocking lever
1818th
Klinkepawl
1919th
Klinkepawl
2020th
KlinkenflächeJack surface
2121
KlinkenflächeJack surface
2222
HandhebelHand lever
2323
Anschlagattack
2424th
FederungseinrichtungSuspension device
2525th
FahrzeugrahmenteilVehicle frame part
2626
Armpoor
2727th
FedertellerSpring plate
2828
Federfeather
2929
ZugankerTie rod
3030th
ZusatzfederAdditional spring
3131
Hebellever
3232
TasterButton
3333
Hebellever
3434
VertikalbolzenVertical bolt
3535
DruckfederCompression spring
3636
WiderlagerAbutment
3737
Bolzenbolt
3838
Hebellever
3939
Bolzenbolt
4040
FührungsflächeLeadership area
4141
KniehebelgestängeToggle linkage

Claims (12)

1. Transition coupler for railway vehicles for coupling both to an automatic counter-coupling head and to a manual hook coupling, comprising an automatic coupling head (7) movable lengthwise relative to a coupling arm (1), which coupling head (7) can be moved by pressure from a front position, which can be automatically adjusted in the absence of a counter-coupling head, to a rear position upon contacting a counter-coupling head, comprising a first catch (4, 21) which is effective between the coupling arm (1) and the coupling head (7) and which, when the rear position of the coupling head (7) is reached, engages automatically and holds the coupling head (7) in this position and which is equipped with a manually operable release device for disengagement, comprising a hook- or eye-like coupling member (12) which is longitudinally movable relative to the coupling head (7) for coupling to the hook coupling, and comprising a second catch (15, 20) which is effective between the coupling head (7) and the coupling member (12) and which, when the coupling member (12) is pushed back from its front position to its rear one, engages automatically and holds the coupling member (12) at the rear position and which is similarly equipped with a manually operable release device for disengagement, wherein a single, common hand operating device (22, 16, 17) is provided for disengagement for both release devices.
2. Transition coupler as defined in Claim 1, wherein the hand operating device (22, 16, 17) has a hand lever (22) at each side of the vehicle.
3. Transition coupler as defined in Claim 1 or 2, wherein the catches (15, 20; 4, 21) have dead centre positions located directly before their engagement positions, the catch engagement positions being relocatable at least approximately free from friction at the start of manual disengagement beyond the dead centre position, if necessary by means of joint relocation of the engaged catch parts (14, 18; 3, 19).
4. Transition coupler as defined in Claim 3, wherein the catch engagement positions of both catches can be relocated independently of one another.
5. Transition coupler as defined in Claim 3 or 4, the catch being designed as a latch catch (15, 20; 4, 21) having a manually movable latch (18, 19) and being capable of unlatching essentially at right-angles to the tensile strain of the coupling head (7) or coupling member (12), wherein a latch catch locking part (14; 4), which interacts with the latch (18, 19), can be deflected for disengagement against an elastic force from a normal position to beyond the dead centre position in the direction of movement of the latch (18, 19).
6. Transition coupler as defined in Claim 5, wherein the hand operating device exhibits a hand lever (22) capable of being rotated by means of a transverse shaft (16) in the coupling head (7), the said hand lever (22) being joined to a two-arm locking lever (17) whose arms, which can be adjusted in, or opposite to, the direction of tensile strain, form latches (18; 19) having stop-like latch faces (20; 21) on the lever arm ends, a stop face (15) on a locking part (14) of the coupling member (12) being placeable opposite a rear latch face (20) and a stop face (4) on a locking part (3) of the coupling arm (1) being placeable opposite a front latch face (21), wherein the hand lever (22) can be set to a first rotary position (I to IV) corresponding to two engaged catches (4, 21 and 15, 20), to a second rotary position corresponding to one engaged catch (15, 20) for the coupling member (12) alone, to a third rotary position corresponding to two disengaged catches (4, 21 and 15, 20) and to a fourth rotary position corresponding to disengaged catches (4, 21 and 15, 20), and wherein the hand lever (22) is held with the locking lever (17) by spring force or gravity in the first rotary position (I), is loaded in the second and third rotary positions (II and III) in the direction of rotation relative to the first rotary position (I) and is self-holding in the fourth rotary position (IV).
7. Transition coupler as defined in Claim 6, wherein the coupling member (12) and the coupling arm (1) are so mounted as to be transversely movable on the coupling head (1), at least in the region of their locking parts (3; 14), the said coupling member (12) and coupling arm (1) being loaded by gravity or spring force in the opposite direction to movement for the disengagement of the latch faces (20, 21) interacting with them.
8. Transition coupler as defined in Claim 6 or 7, wherein a stop (23), which at the engaged position holds the locking part (3) positively in its normal location, is provided on at least one latch face (21).
9. Transition coupler as defined in Claim 6, comprising a feeler (32) which is mounted on the coupling head (7) and which, when a counter-coupling head is removed, moves forwards from a rear position to a forward one and thereby releases the first catch (4, 21), wherein, as the feeler (32) moves forwards, it turns the locking lever (17) away from the stop face (4) of the coupling arm (1) in the direction of disengagement of its front latch face (21).
10. Transition coupler as defined in Claim 9, wherein a toggle lever linkage (41) is provided which couples the feeler (32) to a position on the locking lever (17) close to the front latch face (21) and which extends by means of a sliding guide (40) at its knuckle (37) as the feeler (32) moves forwards.
11. Transition coupler as defined in one or more of the preceding claims, the coupling head (1) being movable backwards against an elastic force, characterized by a force threshold which is located immediately aft of its rear position and which increases the elastic force.
12. Transition coupler as defined in Claim 11, the coupling head (7) being movable backwards against a spring (28), wherein the force threshold is defined by the coupling head (7) striking a supported auxiliary spring (30).
EP89119317A 1988-10-21 1989-10-18 Transition coupling for rail vehicles Expired - Lifetime EP0364978B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT89119317T ATE71589T1 (en) 1988-10-21 1989-10-18 TRANSITION COUPLING FOR RAIL VEHICLES.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3836001A DE3836001A1 (en) 1988-10-21 1988-10-21 TRANSITION TRAIN COUPLING FOR RAIL VEHICLES
DE3836001 1988-10-21

Publications (2)

Publication Number Publication Date
EP0364978A1 EP0364978A1 (en) 1990-04-25
EP0364978B1 true EP0364978B1 (en) 1992-01-15

Family

ID=6365680

Family Applications (1)

Application Number Title Priority Date Filing Date
EP89119317A Expired - Lifetime EP0364978B1 (en) 1988-10-21 1989-10-18 Transition coupling for rail vehicles

Country Status (4)

Country Link
EP (1) EP0364978B1 (en)
AT (1) ATE71589T1 (en)
DD (1) DD284849A5 (en)
DE (2) DE3836001A1 (en)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10162515B4 (en) * 2001-12-19 2011-04-14 Schelle, Axel, Dr. Automatic train coupling for rail vehicles
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
DE648193C (en) * 1934-10-27 1937-07-24 Fried Krupp Akt Ges Automatic coupling, in particular central buffer coupling for railway vehicles
DE3600848A1 (en) * 1986-01-14 1987-07-16 Knorr Bremse Gmbh AUTOMATIC CLUTCH FOR RAIL VEHICLES

Also Published As

Publication number Publication date
ATE71589T1 (en) 1992-02-15
DE58900735D1 (en) 1992-02-27
DD284849A5 (en) 1990-11-28
EP0364978A1 (en) 1990-04-25
DE3836001A1 (en) 1990-04-26

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