FI85250C - Leash for liner driving - Google Patents

Abstract

The invention relates to a coupling for scheduled services, with which a locomotive is coupled, either for shunting work or else for scheduled work, to a carriage equipped either with a coupling hook or a central buffer, release of the coupling from the coupling hook being prevented during scheduled work or shunting work by means of a working cylinder and a locking bolt. Coupling can also be carried out with a carriage which has a structure above the carriage coupling hook which prevents coupling from above. According to the invention (Fig. 1), the lever (3) and the bar (5) are pressed continuously downwards into position (a) against the coupling hook (1) with the aid of the working cylinder (8) and of the locking bolt (10) when the coupling is coupled, the bar (5) being tensioned in such a way that despite the alternating load states, it remains securely on the coupling hook. If a central buffer (2) is to be coupled to a central buffer of a carriage, the bar (5) and the lever (3) are located in a position (e) below the abovementioned position. <IMAGE>

Description

85250 i

LINE-travel switch

By shift work switch is meant here a switch by which the locomotive driver connects the locomotive and the wagon together from the cab, i.e. the locomotive is connected to and disconnected from the train frame quickly and easily when performing shift work 5.

By bus travel switch is meant here a switch that is similar to the previous one, but is also suitable for bus travel.

Today, in Finland and the countries belonging to the UIC, a tow-lo hook and a so-called traction hook are used as a coupling between wagons and as a coupling between a locomotive and wagons. Screw the switch. In this case, the wagons and locomotives have been stolen with side buffers.

Another coupling element used in the USA and the Soviet Union, for example, between wagons and a locomotive and between different wagons is the so-called a center bumper that automatically engages whenever the carriages are pressed together. Wagons stolen with Center-15 buffers do not have side buffers.

Wagons with a towbar and a central bumper cannot be easily connected to each other.

The structure of the changeover clutch according to patent no. 78031 is an improvement on the structure according to patent no. 41039, in which e.g. the travel bridges of passenger-20 carriages prevented the coupling of the drawbar to the towbar from above.

The present invention relates to the above-mentioned shift switches, so-called The addition of VAPOT switches to a line switch that can also be used to tow high-speed trains. Patent no. The structure according to 78031 or 41039 25 is best suited for shift work only and cannot be used unreservedly when towing passenger or freight trains on a bus, as it has been considered possible for the bracket to become detached from the hook due to rapid jerks or inertia. The improvement according to the invention ensures that, for example when pulling a high-speed train, rapid jerks and inertial forces do not cause the coupling bracket to be detached from the traction hook of the carriage.

The features of the invention are set out in the characterizing part of claims 1 and 2.

The invention will now be described in more detail with the aid of the drawings, in which Fig. 1 shows the operating positions of the line travel switch and Fig. 2 explains the operation of the locking latch of the switch according to the invention.

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Figure 1 shows the driving position of the lifting arm 3, b the switching position, c the release position and d the locking position.

When coupling the locomotive to the carriage with the shift switch according to patent 78031, the driver drives the locomotive buffers against the carriage buffers 5, the lifting arm 3 and the bracket 5 being approximately horizontal, position b, and the bracket guides over the towbar The driver then allows the lifting arm 3 to lower with its own weight to the driving position a on the working cylinder 8. In this case, the joint point 4 ίο formed by the lifting arm 3 and the handle 5 bends down. The locomotive is detached from the carriage so that the driver in the cabin with the pneumatic valve by means of the working cylinder 8 raises the lifting arm 3 to position c, whereby the front part of the bracket 5 rises from the towbar and the locomotive can be driven backwards from the carriage.

Coupling to the towbar is ensured when using the line 15 coupling according to the present invention by resiliently squeezing the bracket 5 onto the towbar so that when the train-locomotive distance suddenly decreases or the train and locomotive jump, e.g.

The operation according to the invention thus requires a flexible operation of the handle 5 and the lifting arm 3 20, so that they can be straightened when the locomotive is pulled and immediately retract when the traction is reduced to tighten the coupling.

Such an operation can be achieved, for example, by a spring, hydraulics with pressure accumulators or by using a compressed air cylinder as the working cylinder of the lifting arm 3, whereby it is possible to carry out the operation required by the invention by means of compressed air elasticity. The force required, based on the weights of the coupling parts 3 and 5, to cancel the jerk and inertia forces is about 7 kN. In the following, the invention is presented precisely implemented by means of a compressed air cylinder. In this case, the lifting arm 3 is pressed in the driving position by means of the working cylinder 8 by means of the locking latch 10 on the towing hook 30.

In Fig. 2, the locking latch 10 is shown in a larger size than in Fig. 1 for the sake of clarity. In Fig. 2, the piston rod 11 of the working cylinder 8 is connected to the lifting arm 3 by means of a lifting lever 12.

A locking latch 10 is articulated to the lifting lever by means of a bolt 17. The lower position of the lifting arm 3 35 relative to the lifting lever is adjusted by a screw 13. There is a small movement space between the locking latch cam 16 and the adjusting screw 13. In the driving position (a), the cam 16 presses the arm 3 downwards, whereby the bracket 5 remains pressed onto the towbar 1.

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When it is desired to raise the lifting arm 3 to a vertical position, e.g. when connecting the locomotive to a carriage equipped with a central buffer for a long time, the locking latch 10 is turned to the open position, whereby the locking latch cam 16 turns out of the lifting arm path. The locking latch may have a tubular projection 18 into which 5 a locking pin can be placed, e.g. in the vertical position d of the lifting arm, which keeps the locking latch in the open position when the lifting arm 3 is manually lifted into the locking fork 9.

When the locomotive is connected to a wagon with a towing hook, the solution according to the invention ensures that, for example, when pulling a high-speed train, rapid ίο jerks and inertia forces do not cause the bracket 5 to be detached from the wagon's towing hook. In addition to ensuring that the handle remains on the towbar, the invention contributes to reducing jerks and bumps between the locomotive and the carriage and thus also to reducing the propagation of movement to other carriages.

The coupling according to the invention makes it possible to connect the locomotive to a carriage with a towbar, but also to a carriage with a central buffer, because the lifting hook to be connected to the towbar is mounted on the central buffer of the locomotive.

When coupling the locomotive to a carriage equipped with a central buffer, the lifting arm 3 is raised to the vertical locking position d or the bracket is lowered to the lower position e, 20 whereby it is not in the way of coupling. The central buffer lock is opened by a diaphragm cylinder 19 located at the bottom of the clutch.

The devices of these switches include an electric control system with control pushbutton housings located in the cab of the locomotive.

Although the invention has been described in connection with a Vapiti switch, it can of course also be applied in other contexts within the scope of the claims.

Claims (5)

A coupling method for coupling a locomotive to either a towbar or a central buffer trolley, in which a lift arm (3) is stored in the central buffer of the locomotive, where a hanger (5) mounted on the towbar is mounted and the lift arm is raised and lowered with by means of a working cylinder (8) characterized in that to secure the coupling, the shackle (5) is pressed against the towbar (1) by continuous resilient pressing. A leash used in the method of claim 1, wherein a lifting arm (3) for a shackle (5) which is connected to the towbar during gear work is stored in the central buffer of the locks, characterized in that the resilient pressing is effected by the working cylinder (8). continuous pressing or through a spring. 3. In the method according to claim 1 or 2 useful torque leash, in the case of a procedure in the central buffer of the locomotive, a for the shackle (5) is stored which in connection with gear work is coupled to the towbar (3), which is raised and lowered by a working cylinder (8) with by means of a lever (12), characterized in that the lever (12) comprises a locking rule (10) which can be rotated on its shaft (17) so that the lifting arm (3) can be raised in a reading position and that the lifting arm (3) is lowered from the reading position (d), the locking rule is automatically connected to the lifting arm (3). 4. A torque-driving torque according to patent 3, characterized in that the locking rule (10) stored in the lifting arm (12) comprises a weight part (15) and on the side of the lifting arm a cam (16) which, when the lifting arm (3) is pivoted down from in its reading position (d), the side is swung through the weight of the lifting arm and automatically rises to the locking position above the lifting arm. Lines for liner driving according to claim 4, characterized in that the locking rule (10) has a tubular projection (18) for holding the locking rule from the reading position where the lifting arm (3) is raised.