FI78031B - RANGERINGSKOPPLING. - Google Patents

Description

78031

VAIHTOTYÖKYTKIN

Shift switch means a switch by which the locomotive driver, from his position in the cab, connects the locomotive and the wagon together, ie the locomotive is connected to and disconnected from the train frame quickly and easily during the shift work.

Today, in Finland and the countries belonging to the UIC, the so-called switch between wagons and the so-called switch between locomotive and wagons are used. Screw the switch. In this case, the wagons and locomotives are equipped with side buffers and a towbar.

Another coupling member used in the USA and the Soviet Union, for example, between wagons and a locomotive and between different wagons is the so-called an automatic switch that automatically engages whenever the carriages are pressed together. Wagons with automatic clutches do not have side buffers.

Wagons equipped with a towbar and an automatic coupling cannot be automatically connected to each other.

If the locomotive is equipped with Finnish patent no. 41039, the locomotive driver can connect the locomotive to both a Russian wagon equipped with center buffers and a Finnish wagon equipped with a towbar.

This Finnish patent no. 41039. The "νΑΡΙΉ" switch is used in Finland and northern Sweden for the exchange of freight wagons.

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However, coupling to wagons with structures above the towing hook which prevent coupling from above cannot be performed by said coupling. For example, the access bridge of a passenger carriage prevents the drawbar from being connected to the towbar from above.

The structure according to the invention eliminates this disadvantage.

The features characteristic of the invention are set out in the characterizing part of the main claim.

The invention will be explained in the following description by means of drawings, in which Figures 1 and 2 show patent no. 41039 and Figures 3 to 6 illustrate the structure according to the invention.

Figure 1 shows a side view of a switch according to patent 41039.

Figure 2 shows what has prevented the locomotive from being connected to a passenger car, for example.

Figure 3 shows the invention seen from the side before coupling to a Finnish passenger car.

Figure 4 shows the same as Figure 3 when the connection is completed.

Figure 5 shows a side view of a coupling according to the invention before coupling to a Russian central buffer car.

Figure 6 shows the previous top view shortly before connection.

In the case according to Fig. 1, the carriage has a towbar 1 and the locomotive has a center bus 2 and a lifting arm 3 articulated to it, and a bracket 5 articulated to the upper end by a pin 4. When the locomotive driver lowers the lifting arm 3 by the pneumatic cylinder.

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If, on the other hand, the driver wants to connect his locomotive to a carriage equipped with a central buffer, he lifts the lifting arm 3 and the handle 5 by means of a pneumatic cylinder 10 and drives his locomotive to the central bumper of the carriage, which automatically engages. The central buffers are removed by the pneumatic cylinder 11.

The lifting arm 3 and the bracket 5 of the shift working switch according to the present invention are shown in Fig. 3 in their uppermost position. The lifting arm 3 and the bracket 5 are thus articulated to each other by a pin 4 so that the bracket remains supported by the lifting arm in the direction of the lifting arm 3, but when the bracket 5 is supported by the towbar and the lifting arm is lowered, the joint also depresses, Fig. 4.

Thus, when a locomotive equipped with a changeover clutch according to the invention approaches a passenger car equipped with a Finnish towbar, Fig. 3, the bracket 5 goes under the aisle 6. The locomotive and wagon buffers (not shown) are attached to each other at the moment shown in Figure 3.

The bracket 5 is provided with lugs 9 on both sides below the front part 8, which guide the towbar in the middle of the bracket 5.

When the locomotive driver lowers the lifting arm 3 with the working cylinder 10, the front part 8 descends into the hook of the towing hook 1, Fig. 4. At the same time, the joint formed by the lifting arm 3 and the handle 5 bends down at the pin 4. The wagon is now connected to the locomotive. It can be pulled by means of the clutch handle 8 or pushed by the locomotive buffers.

The locomotive is detached from the carriage so that the driver in the cabin with the compressed air valve by means of the working cylinder 10 raises the lifting arm 3 to the upper position, whereby the front part 8 of the handle rises from the towbar to the position shown in Fig. 3. The driver then drives the locomotive back out of the wagon.

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Coupling to the wagon towbar can also be done in another way as follows:

The bracket 5 is adjusted lower than the position shown in Fig. 3 so that when the locomotive approaches the carriage, the front part 8 of the bracket rises along the oblique upper edge 12 of the towbar. After passing over the tip of the towbar, the bracket falls on the towbar and the locomotive is thus semi-automatically connected to the towbar of the carriage. Namely, when the locomotive is pulled, the front part 8 of the handle does not rise from the towbar but, on the contrary, presses downwards. When the driver now lowers the arm 3 on the working cylinder 10, the shift switch is engaged, the joint 4 is down.

The driver removes the locomotive from the carriage by means of a working cylinder 10 in the cabin, raising the handle 5 to the position shown in Fig. 3, whereby the bracket comes back over the tip of the towbar.

When the driver of a locomotive couples his locomotive to a Russian freight or passenger wagon, he first lowers the lifting arm 3 to the position shown in Figure 5, i.e. with the bracket down. He then drives the center bumper of the locomotive onto the center bumper of the wagon, whereupon they automatically engage together, Figure 6.

The central buffers are unlocked by the driver with a pneumatic cylinder 11 in the locomotive clutch, Fig. 1.

Thus, by means of the present invention, it has been made possible to connect a locomotive to a passenger car or freight car with a towbar and to a center buffer car.

The structure is simple and reliable.

Claims (4)

5,78031 A method of switching work, for coupling a locomotive to a wagon equipped with either a towing hook or a central buffer, in particular one in which there are structures above the towing hook which prevent coupling from above, the central bumper having a lifting arm (3) and a hinged bracket (5) when the lifting arm is also raised the frame also rises approximately parallel to the lifting arm and that the lifting arm is raised and lowered by means of a pressure cylinder (10), characterized in that when the locomotive is connected to the towbar, the lifting arm (3) and the freely pivoting bracket (5) (6) or the like and the towbar (1) as the locomotive approaches the carriage to the moment of coupling, whereby the bracket (5) falls on the carriage towbar and that when coupling the locomotive to the carriage with the center buffer Method according to claim 1, characterized in that the clutch lifting arm (3) is adjusted so that the rod (8) of the handle (5) is slightly lower than the tip of the towbar (1), the slip sliding along the hook surface until the locomotive falls into the towbar. when driving to coupling. Method according to Claim 1, characterized in that the rod (8) of the handle (5) which engages the towbar (1) in the uppermost position of the lifting arm (3) is slightly above the upper surface of the towbar (1) and is lowered from this position to the towbar (1). . 78031 6 Shift switch for carrying out the method according to claim 1, 2 or 3, wherein the lifting arm (3) of the shackle (5) coupled to the towbar during shifting is mounted on the central buffer of the locomotive, characterized by the upper position of the lifting arm adjusted to that height , where the bracket (5) is slightly below or at the height of the towbar (1), where the bracket (5) is between the hook tip and the carriage bridge or the like and the lower position of the lifting arm is below the center bumper (2) where it does not prevent coupling with the center buffers . 7 78031