FI78031C - Marshalling Coupling - 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.

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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)

A method of gear-shifting coupling for coupling a locomotive to either a towbar or a central buffered carriage, especially to such a carriage, where above the towbar there are structures which prevent coupling from above, a lifting arm (3) being stored at the central buffer and a brace (5) is guided at the lifting arm in such a way that when the lifting arm is lifted, the bracket also rises approximately in the direction of the lifting arm and that the lifting arm is lifted and lowered by means of a pressure cylinder (10), characterized in that when the locomotive is coupled to the towbar of the trolley (3) and the freely mounted swivel bracket (5) stored therein almost in their own direction to a space between a passenger car platform (6) or the corresponding and the towbar (1) as the locomotive approaches the carriage all the way to the coupling occasion, wherein the bracket (5) falls on the clutch hook and the lifting arm (3) when coupling the locomotive to the trolley with central buffers is swung to the lower position below the central buffer peas (2). Method according to claim 1, characterized in that the lifting arm (3) of the coupler is set such that the shaft (8) of the bracket (5) is slightly lower than the tip of the towbar (1), the bracket sliding along the surface of the hook until it falls on the coupling occasion. the hook when the locomotive is driven to the clutch. Method according to claim 1, characterized in that the shaft (8) of the shackle (5) which is connected to the towbar (1) in the upper position of the lifting arm (3) is slightly higher than the towbar (1) upper surface and is lowered from this position to "coupling position". "on the towbar (1).