FR2764573A1 - TRANSITION HITCH FOR RAIL VEHICLES - Google Patents

Abstract

The invention relates to a transition coupling (2) for rail vehicles with an automatic central buffer coupling of the Willison type comprising a coupling head with two coupling claws (7/8) on the front face and a pocket for coupling (9) located between the latter two, a lock (10) which can be entered into the coupling pocket (9) by means of a lock gear (11) with a connecting rod (15) suspended from the coupling to central buffer being pivotable about a horizontal axis and carrying a bracket (18) intended to be hooked into the traction hook (6) of a vehicle fitted with the latter. The transition hitch (2) is housed at the level of the coupling head, being compact and undetachable and allowing the simple adjustment of the "long" and "short" positions of the caliper (18) characterized in that the The latch gear (11) has a latch pin (12) with an eccentric (13) which is placed in a recess (14) connected to the hitch pocket (9) and which the connecting rod (15) is suspended with the bracket (18) to the eccentric.

Description

- 1 - Transition coupling for railway vehicles The invention

  relates to a transition coupling for railway vehicles with an automatic central buffer coupling of the Willison type comprising a coupling head with two coupling claws on the front face and a coupling pocket located between said coupling claws, a lock that can be entered into the

  coupling pocket by means of a lock gear, and with a connecting rod

  hung from the central buffer hitch by being pivotable about a horizontal axis

  zontal and carrying a stirrup intended to be hung in the traction hook

  of a vehicle equipped with a so-called traction hook.

  Such transitional couplings are known (eg by DD 71 284). In the embodiment thus known, the connecting rod is suspended from a shaped part which is located in the coupling pocket from which it can be detached. When the central buffer coupling is to be coupled to a similar coupling, the shaped part must be removed. It must be housed separately at the level of the wagon body of the rail vehicle and replaced in the coupling pocket to couple a vehicle fitted with a traction hook. This requires extensive work between the vehicle side buffers. Of

  even, the loss of the part shaped with the connecting rod and the stirrup cannot be ex-

  clue. In the case of transitional couplings with a connecting rod which is pivotably mounted there, the stirrup which is hooked in the traction hook must also be able to be placed at different distances from the pivot axis. , namely to take a "short" position for a small distance between the buffers of the railway vehicles coupled between them and a position -2-

  "long" for a large distance of the railway vehicles harnessed together.

  The adjustment can be carried out in the traditional way by means of screw pins or, as in the embodiment presented at the beginning, by means of a connecting rod having at least two hooking elements spaced from one another and intended when hooking the stirrup, maneuvers being necessary between

the pads.

  The objective of this invention is to present a transition hitch mounted to

  the coupling head being compact and indetachable and allowing re-

  simple setting of the "long" and "short" positions of the caliper from outside the

lateral buffer.

  This problem is solved by equipping the lock gear with a lock pin with an eccentric placed in a recess connected to the coupling pocket, and by suspending the rod from the eccentric with the stirrup. The connecting rod and the stirrup are thus mounted to the coupling head while being undetachable and compact. When operating with only a central buffer coupling, the connecting rod and

  the caliper are released down and do not interfere with coupling operations.

  To couple a railway vehicle equipped with a traction hook, it suffices only

  Lely pivot the connecting rod and the bracket to bring them into a position largely

  horizontal so that the bracket can be hung in the pull hook.

  It's the only work to do between the pads. The adjustment of the stirrup to bring it to the "long" or "short" position can be carried out outside the buffers by means of an operating system generally arranged outside on the wagon body and displacing the lock pin and thus the eccentric. Since the eccentric is housed in a recess connected to the coupling pocket, the transmission of force between the central buffer coupling and a coupled traction hook is also essentially centered. It is a good idea to accommodate the lock pin on both sides of the eccentric in

  the lock gear and / or in the coupling head.

-3-

  So that the lock operating system and the corresponding components

  dants are not subjected to the considerable forces that occur when

  that a railway vehicle coupled and provided with a traction hook is in the operating or translating service, a preferred embodiment of the invention is characterized in that a stop is provided at the head

  coupling for the eccentric located in the rear part of the hollow. The bu-

  tee must be arranged in such a way that the eccentric adhering to the stop is

  between the stop and its neutral point in relation to the tensile force acting

  health on the connecting rod. The eccentric is thus kept at the same time in the "short" position while being self-locking. In addition, a stop defining the "long" position can also be provided at the coupling head for the eccentric which

  is in the front part of the hollow.

  So that when operating only with the central buffer coupling, the

  connecting rod and stirrup that hang from the coupling head do not move

  uncontrolled, it is a good idea to place a fixing device for the connecting rod released downwards in the stopped position under the hollow of the coupling head. The fixing device may consist of a bearing for the connecting rod and a latch mounted to the coupling head while being pivotable and having an attack slope so that the connecting rod falls against the abutment when the stirrup has been removed of

  traction hook and that the latch takes in an opening of the connecting rod.

  The following is an example of an embodiment of the invention shown in the drawing, FIG. 1 being a plan view schematically showing a transition coupling in the "short" position of a railway vehicle coupled to a railway vehicle equipped with a traction hook, FIG. 2 being a side view of the object according to FIG. 1, FIG. 3 representing the object according to FIG. 1 in the "long" position, FIG. 4 being a side view of the the object according to FIG. 3, FIG. 5 being a side view of two couplings with central buffer coupled to one another, the connecting rods and stirrups being in the stopped position,

  FIG. 6 being a section in the VINI direction through the object according to the figure

gure 5.

  In Figure 1 is sketched the wagon body 1 of a rail vehicle equipped with a translation hitch 2 and two side pads 3 as well as the wagon body 4 of a rail vehicle equipped with two side pads 5

  and a traction hook 6. The transition hitch 2 is constituted by an att-

  Willison type central buffer telage with a large coupling dog 7, a small coupling dog 8 and a coupling pocket 9 located between said

  coupling claws as well as other groups and devices found to be

  on the buffers with central buffer. In the coupling pocket 9 is inserted a lock 10 which can be entered into the coupling pocket 9 and be

  released by a lock gear 11.

  The lock gear 11 is constituted by a lock pin 12 with an ex-

  centric 13 which is located in a recess 14 connected to the coupling pocket 9.

  The lock pin 12 is housed at least on both sides of the recess 14 in the lock gear 11 and / or in the coupling head of the central buffer coupling. Hanging on the eccentric 13 is a U-shaped connecting rod 15 whose U-shaped wings 16 are connected to the open end of the connecting rod 15 by means of a pin 17. A U-shaped bracket 18 hooked in the traction hook 6 is

mounted on axis 17.

  In the rear part of the recess 14, a stop 19 is installed for the eccentric 25 on the coupling head. This stop 19 is arranged in such a way that the eccentric 13 adhering to the stop 19 is located between the stop 19 and its neutral point with respect to the tensile force acting on the connecting rod 15. The eccentric 13 -5- is thus maintained in the "short" position by being self-locking. In the front part of the hollow 14 is another stop 20 defining the "long" position

for eccentric 13.

  The latch pin 12 is taken out of the coupling head with a lower end 21 shown in FIG. 1 and connected with this end 21 via a sliding pin 22 to a device for actuating the current latch 23 which can

  be ordered from outside the side cover 5.

  To couple the railway vehicle equipped with the transition coupling 2 to a vehicle

  railway cule equipped with the traction hook 6, the two railway vehicles are moved one against the other until their lateral buffers 3, 5 touch. The latch pin 12 is rotated using the latch actuator 23 so that their eccentric 13 is in the front part of the recess 14 as shown in Figure 3. The bracket 18 can then be suspended by means of the traction hook 6. The stirrup 18 is then in the "long" position. To move the stirrup 18 to the "short" position, the latch pin 12 is pivoted by more than 120 until the eccentric 13 adheres by blocking itself in the rear part of the recess 14 after having overcome its dead center at the stop 19. It is also possible to leave the stirrup 18 in its "long" position. The situation is then as shown in the

Figures 3 and 4.

  In Figures 5 and 6 are shown two couplings with central buffer reaching

  one to the other. The rods 15 suspended from the eccentrics hang down. So that the connecting rods 15 and their stirrups 18 do not make uncontrolled movements, a fixing device for the fishplates 15 released in the stopped position is arranged under the hollow 14 of each coupling head. In the case of the embodiment shown, the fixing devices each consist of a abutment 24 for the connecting rod 14 and a latch 25 having an attack slope 26 and

  being mounted to the coupling head while being pivotable. The connecting rod 15 always falls

  -6- days in this fixing device with the bracket 18 when the bracket 18 is detached

the traction hook 6.

-7-

Claims (7)

Claims   1. Transition coupling for railway vehicles with an automatic central buffer coupling of the Willison type comprising a coupling head with two coupling claws on the front face and a coupling pocket located between said coupling claws, a lock which can be entered into the coupling pocket by means of a lock gear, and with a connecting rod suspended from the coupling with central buffer by being pivotable about a horizontal axis and carrying a stirrup intended to be hung in the traction hook of a vehicle equipped with a said traction hook, characterized in that the lock gear (11) has a lock pin (12) with an eccentric (13) which is located in a recess (14 ) connected to the coupling pocket (9) and that the connecting rod (15) is suspended the eccentric (13) with the stirrup.   2. Transition coupling according to claim 1, characterized in that the latch pin (12) is housed on either side of the eccentric (13) in the gear of   lock (11) and / or in the coupling head.   3. Transition coupling according to claim 1 or 2, characterized in that a stop (19) is provided at the coupling head for the eccentric (13) is   located in the rear part of the hollow (14).   4. Transition coupling according to claim 3, characterized by an arrangement of the stop (19) which is such that the eccentric (13) which adheres to the stop (19) is located between the stop 819) and its dead bridge by pressure force acting on the connecting rod (15).   5. Transition coupling according to one of Claims 1 to 4, characterized in that   that a stop (20) is provided at the level of the coupling head for the eccentric   (13) located in the front part of the hollow (14). -8-   6. Transition coupling according to one of claims 1 to 5 characterized in that   that a fixing device for the connecting rod (15) released in the stopped position is installed below the recess (14).   7. Transition coupling according to claim 5 characterized in that the fixing device consists of a abutment (24) for the connecting rod (15) and a latch (25) with an attack slope (26) housed at level of the coupling head while being pivotable.