FR2764572A1 - AUTOMATIC CENTER PAD HITCH FOR RAIL VEHICLES - Google Patents

Abstract

The invention relates to an automatic coupling with a central buffer of the WILLISON type for rail vehicles with a coupling head (1) having on its front face two coupling claws (2, 3) and a coupling pocket (4). located between said coupling claws, a lock (5, 5 ') being provided, the latter being able to be introduced into the coupling pocket (4) by means of a lock gear (6) and then resting on the latch of the respective other coupling head when the coupling heads are coupled together while maintaining the coupling claw of the respective other coupling head in the coupling pocket. In order to allow simultaneous uncoupling and unloading of the lock by a simple actuation of the latch gear (6) there is provided a release lever (15) actuated by the latch gear for the release of the latch, said lever engaging the latch. respective other coupling head (1 '), moving the latter against its own coupling head (1) when actuating the lock gear (6) and releasing it after actuation of the locks (5, 5') ).

Description

Automatic coupling with central buffer for rail vehicles

  The invention relates to an automatic coupling with central buffer type WILLI-

  SOUND for rail vehicles with a coupling head presenting on its face

  before two coupling claws and a coupling pocket located between said grif-

  coupling bolts, a lock being provided, which can be introduced into the coupling pocket by means of a lock gear and then resting on the

  lock of the other respective coupling head when the coupling heads are

  intermeshed while maintaining the coupling claw of the other respective coupling head in the coupling pocket and a release device of the bolt for the

uncoupling is also provided.

  When a central buffer coupling is coupled to a similar central coupling, relatively large forces are applied between the latches of the two coupling heads, which depend inter alia on the tensile force between the two coupling heads coupling and / or spring forces at air couplings and the like. These forces jam the locks against each other and in the coupling pockets and make it difficult or prevent the withdrawal of the lock

during uncoupling.

  These drawbacks can be avoided thanks to an execution in accordance with the genre (DE 195 44 606 A1) with an expansion lever supported on the coupling head and having an expansion nose which, during a spacing movement acts so that on the coupling claw of the other respective coupling head located in the coupling pocket that the two coupling heads are spaced substantially orthogonal to the bearing surfaces of the corresponding locks and that the latches are released from the clamping loads acting on them. One thing which bothers in this context is the fact that, to uncouple the two coupling heads, it is first necessary to actuate the lever

  support and lock gear next.

  The objective of the invention is to allow uncoupling with a simulated discharge.

  of the lock by simply actuating the lock gear in the

  case of a central buffer coupling of the kind described at the beginning.

  This problem is solved by providing for the discharge of the lock a discharge lever actuated by the lock gear acting respectively on the other coupling head and moving the latter during the actuation of the lock gear against the own coupling head and releasing it after actuation of the latches. The invention is based on the fact that it is known that with current lock gears there occurs first an idle stroke between the actuation of the lock gear and the movement of the locks, this is for design or tolerance reasons. The invention takes advantage of this idle stroke by first moving the discharge lever at the start of actuation of the bolt, the latches being thus relieved of their tightening forces and being able to be uncoupled without constraint when one continues to operate the lock gear. Since the discharge lever continues to be moved when the lock gear is continued to operate, it can release the other respective coupling head again after the discharge operation.

  so that the distance between the two coupling heads cannot be hindered.

  In terms of design, this can be achieved in a particularly simple manner when the discharge lever acts on a guide horn of the other respective coupling head, the horn generally having only a restricted wall thickness. It is appropriate that the discharge lever acts on a control cam of the other coupling head. The control cam may preferably have a ridge-shaped profile for guiding the discharge lever. It is advisable to drive the discharge lever above

  of the control cam by means of a roller.

  In a preferred embodiment of the invention, the discharge lever is a pivoting lever with two arms housed in the coupling head, one arm acting on the other coupling head and the other arm being connected to the gear lock. In the case of a lock gear with a rotary lock axis, a cam or a drive spindle can be connected to the lock axis

  to drive the discharge lever.

  Below is described an exemplary embodiment of the invention shown in the drawing, Figure 1 showing schematically and partly the plan view of a hitch with central buffer, partially cut, Figure 2 showing an enlarged detail of the object according to FIG. 1, FIG. 3 representing a section in the direction 111-111 through the following object

Figure 2.

  The WILLISON type automatic central buffer coupling shown in the drawing is intended for railway vehicles. The coupling head 1 is coupled to

  a complementary coupling head 1 '. The two coupling heads are identified

  ques. The coupling head 1 has a large claw on the front face

  coupling 2 and a small coupling claw 3 as well as a coupling pocket 4 if-

  killed between said coupling heads. In the coupling pocket 4 is inserted a

  latch 5 which can be moved in the coupling pocket 4 by means of a

  bolt peening 6 and which then rests on the bolt 5 'of the other coupling head 1' when the coupling heads 1, 1 'are coupled to each other, maintaining the

  small coupling claw of the other coupling head 1 'in the coupling pocket 4.

  The buffers 7 of the rail vehicle are also sketched.

  A lock pin 8 belonging to the lock gear 6 and passing through the head

  coupling 1 is pivotally mounted to the coupling head 1. The axis of ver-

  rou 8 can be turned by means of a rod 10 fixed to the wagon body 9 while being detachable. It then raises the corresponding lock 5 of the coupling pocket 4 or pulls it out of the coupling pocket by pivoting it. At the lower end of the lock pin 8 shown in Figures 1 and 2 is pivotally connected a drive pin 11 which acts in a corresponding opening 12 of an arm 13 of a pivoting lever 15 to two arm housed at 14 on the side of the coupling head 1 opposite the wagon body 9. The other arm 16 of the pivoting lever 15, which is bent in the example

  shown, carries a roller 17 which, during a pivoting movement

  ment of the pivoting lever 15, moves above a control cam 18 along a guide horn 19 at the level of the large coupling claw of the other coupling head 1 '. In the example of execution shown, the cam

  control 18 has a ridge-shaped profile.

  The central buffer coupling shown works in the following manner during uncoupling: during the rotation of the rod 10, the latch pin 8 is first turned by about 45 in an idle stroke before the gear lock 6 does

  moves the corresponding locks. During this empty run, the axis of ver-

  rou 8 pivots the pivoting lever 15 by means of the drive pin 12, the roller 17 of the pivoting lever then acting on the control cam 18 of the guide horn 19 of the other coupling head 1 'and pressing the guide horn 19 with the other coupling head 1 'against the input coupling head 1 during the continuation of the pivoting movement. The latches 5, 5 'are thus released from the clamping forces 4 so that during the subsequent rotational movement of the lock pin 8, the latches 5, 5' can be pulled or pivoted in the corresponding coupling heads and the pivoting movement of the pivoting lever continues at the same time so that the roller 17 leaves the attack zone with the guide horn 19. The two coupling heads 1,1 '

  can then be separated from each other.

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Claims (7)

Claims   1. Automatic coupling with central buffer type WILLISON for ferro- vehicles   viaires with a coupling head having two coupling claws on the front face and a coupling pocket located between said coupling claws, a lock being provided, this being able to be introduced into the coupling pocket by means a lock gear and then resting on the bolt of the other respective coupling head when the coupling heads are coupled together while maintaining the coupling claw of the other respective coupling head in the coupling pocket and a device for relaxing the lock during uncoupling being further provided, characterized in that a discharge lever (15) actuated by the lock gear (6) is provided for discharging the lock , the lever attacking the other coupling head (1 '), moving the latter against the own coupling head (1) when   the lock gear (6) is actuated and releasing it after actuation of the ver- rous (5, 5 ').   2. Coupling central buffer according to claim 1, characterized in that the discharge lever (15) acts on a guide horn (19) of the other head coupling (1 ').   3. Coupling central buffer according to claim 1 or 2, characterized in that the discharge lever (15) drives a control cam (18) on the other coupling head (1 ').   4. Coupling central buffer according to one of claims 1 to 3, characterized in   that the control cam (18) has a ridge-shaped profile.   5. Coupling central buffer according to one of claims 1 to 4, characterized in   that the discharge lever (15) is guided above the control cam (18) by means of a roller (17). --7--   6. central buffer coupling according to one of claims 1 to 5, characterized in that the discharge lever is a pivoting lever (15) with two arms mounted on the   coupling head (1), one arm (16) of which attacks the other coupling head (1 ') and the other arm (13) is connected to the latch gear (6).   7. Central buffer coupling according to one of claims 1 to 6 with a lock gear (6) having a rotary lock pin (8), characterized in that   that a cam or a drive spindle (11) are connected to the lock pin (8) for driving the discharge lever (15).