GB2414220A

GB2414220A - Central buffer coupling for rail vehicles pivotable between an operative and inoperative position

Info

Publication number: GB2414220A
Application number: GB0411132A
Authority: GB
Inventors: Soonhee Kang; Helmut Poiss; Christian Boechzelt; Josef Poisinger
Original assignee: Bombardier Transportation GmbH
Current assignee: Alstom Transportation Germany GmbH
Priority date: 2004-05-19
Filing date: 2004-05-19
Publication date: 2005-11-23
Also published as: ATE416114T1; EP1776265B1; PL1776265T3; WO2005110832A1; DE602005011449D1; GB0411132D0; ES2317203T3; PT1776265E; EP1776265A1

Abstract

A central buffer coupling for rail vehicles has a coupling arm formed by a front coupling arm part (1) carrying a coupling head and by a rear coupling arm part (3) which is connected to the front coupling arm part via a buckling joint. The coupling arm is provided with a locking device comprising a locking bolt (12) and an associated recess (13) for locking the front coupling arm part and the rear coupling arm part in an operative position. The locking bolt (12) can be displaced in the longitudinal direction of the coupling arm by means of an articulated arm mechanism comprising a first articulated arm (15) whose one end is pivotally connected to the locking bolt and whose other end is pivotally connected to one end of a second articulated arm (16), wherein the second articulated arm (16) is pivotally connected to an axis of rotation (17) disposed in a fixed position on one of the coupling arm parts and can be pivoted around the axis of rotation by means of an operating element (18). The locking bolt is guided in a slide guidance (14) disposed on the coupling arm part carrying the articulated arm mechanism and can be inserted in the associated recess (13) disposed in the other coupling arm part by operating the operating element (18).

Description

CENTRAL BUFFER COUPLING FOR RAIL VEHICLES PIVOTABLE

BETWEEN AN OPERATIVE AND INOPERATIVE POSITION

FIELD OF THE INVENTION

This invention relates to a central buffer coupling for rail vehicles comprising a two-part coupling arm formed by a front coupling arm part carrying a coupling head of the central buffer coupling and by a rear coupling arm part whose one end is connected to the front coupling arm part via a buckling joint having a vertical connecting pin and whose other end is horizontally pivotally connectable to the chassis of the rail vehicle.

BACKGROUND OF THE INVENTION

In conventional central buffer couplings, the coupling head projects beyond the vehicle profile on the front side. Central buffer couplings, whose coupling head can be pivoted into the vehicle profile when not in use, are used in particular with rail vehicles which do not travel on lines of their own, e.g. streetcars, in order to avoid a hazard for other road users due to a coupling head projecting beyond the rail vehicle on the front side.

DE 43 28 811 C1 discloses a central buffer coupling of the type mentioned above. This known central buffer coupling has a locking device for locking the front e e. e e.* - 2 . coupling arm part and the rear coupling arm part in an operative position in which position the coupling head extends beyond the front profile of the rail vehicle. The locking device comprises a locking bar which is displaceable in the longitudinal direction to a limit extent in the two-part coupling arm. The locking bar can be displaced, in the mutually extended position of the two coupling arm parts by the force of a spring, into a locked position, in which the locking bar associated with one of the coupling arm parts engages a vertical groove associated with the other coupling arm part to make the coupling arm rigid. In order to be able to release the locking of the two coupling arm parts against the action of the spring additional means are necessary.

SUMMARY OF THE INVENTION

The primary object of the present invention is to provide a central buffer coupling of the type mentioned in the introduction which is more simple in terms of the design of the locking device at a high level of functional reliability.

According to the invention, a central buffer coupling for rail vehicles is provided having a two-part coupling arm formed by a front coupling arm part carrying a coupling head of the central buffer coupling and by a rear coupling arm part whose one end is connected to the front coupling arm part via a buckling joint having a vertical connecting pin and whose other end is horizontally pivotally connectable to the chassis of the rail vehicle.

The central buffer coupling according to the invention has a locking device comprising a locking bolt, which is A. c: A- ..: . ë - . ...

3 e e e ee.

displaceable in the longitudinal direction of the coupling arm, and a recess for locking the front coupling arm part and the rear coupling arm part in an operative position in which position the coupling head extends beyond the front profile of the rail vehicle and releasing the front coupling arm part for pivoting the front coupling arm part into an inoperative position in which the coupling head is located within the front profile of the rail vehicle. According to the invention, the locking bolt can be displaced in the longitudinal direction of the coupling arm by means of an articulated arm mechanism comprising a first articulated arm whose one end is pivotally connected to the locking bolt and whose other end is pivotally connected to one end of a second articulated arm, while the second articulated arm is pivotally connected to an axis of rotation disposed in a fixed position on one of the coupling arm parts and can be pivoted around the axis of rotation by means of an operating element. The locking bolt is guided in a slide guidance disposed on the coupling arm part carrying the articulated arm mechanism and can be inserted in the associated recess of the locking device disposed in the other coupling arm part by operating the operating element.

The design of the locking device of the central buffer coupling according to the invention is very simple and exhibits at that a high level of functional reliability.

In a preferred embodiment of the central buffer coupling according to the invention the first and the second articulated arms of the articulated arm mechanism can be pivoted beyond their extended position in which the locking bolt has reached a stop in the recess of the . e. r e ee. e e ece 4 - locking device so that the locking bolt when inserted in the associated recess of the locking device is locked by means of the articulated arm mechanism. Thus, the locking bolt can be locked in its locked position by means of the articulated arm mechanism without the use of additional elements.

Further preferred and advantageous embodiments of the central buffer coupling according to the invention are defined in the subclaims.

BRIEF DESCRIPTION OF THE DRAWINGS

For a better understanding of the present invention and to show how the same may be carried our reference will now be made, by way of example, to the accompanying drawings, in which: Fig. 1 is a sectional top view of the connection area of the two coupling arm parts of a central buffer coupling according to the invention, wherein the locking bolt is in its locked position; Fig. 2 is a sectional side view of the connection area of the two coupling arm parts according to Fig. 1, wherein the locking bolt is in its locked position; Fig. 3 is a view corresponding to Fig. 1, however, the locking device is here in its released position; and . - 5 - .. . . Fig. 4 is a top view of the central buffer coupling according to Fig. 1 in the extended position of the two coupling arm parts in which position the - coupling head extends beyond the front profile of the rail vehicle, as well as the pivoted position (dash-dotted line) in which the coupling head is located within the front profile of the rail vehicle.

DETAIL DESCRIPTION OF A PREFERRED EMBODIMENT

The coupling arm of the central buffer coupling comprises a front coupling arm part 1 carrying the coupling head 2 and a rear coupling arm part 3 whose one end is connected to the front coupling arm part 1 via a buckling joint 4 and whose other end is horizontally pivotally connectable to the chassis of the rail vehicle, e.g. a streetcar.

The coupling head 2 is pivotal in the horizontal plane between an operative position in which the coupling head 2 extends beyond the front profile of the rail vehicle, this position being indicated by means of solid lines in Fig. 4, and an inoperative position in which the coupling head 2 is located within the front profile of the rail vehicle. The front profile of the rail vehicle is intimated, in Fig. 4, by means of dash-dot line 5.

As shown in Fig. 2, the front coupling arm part 1 is designed at its one end as a fork head with upper and lower fork legs 6, 7, wherein the fork legs accommodate the rear coupling arm part 3 between them. The coupling arm parts 1, 3 are connected to one another by means of a vertical connecting pin 8 through the fork head and the .- # - 6 - ; : : . . rear coupling arm part 3 such that the front coupling arm part 1 is horizontally pivotable in relation to the rear coupling arm part 3.

The front side of the rear coupling arm part 3 facing the front coupling arm part 1 has a convex circular arc profile 9, wherein the centre of the convex circular arc profile 9 coincides with the axis of rotation defined by the buckling joint 4 with the vertical connecting pin 8.

The front coupling arm part 1 has a surface section with a concave circular arc profile 10 associated to the convex circular arc profile 9 of the front side of the rear coupling arm part 3. Accordingly, a small circular arc-shaped gap 11 is defined between the convex circular arc profile 9 and the concave circular arc profile 10 (see Figures 1 and 2).

The two-part coupling arm is provided with a locking device comprising a locking bolt 12 and an associated recess 13. The locking bolt 12 is comparatively long and has essentially a cylindrical or rectangular crosssection. Its longitudinal axis runs essentially parallel with respect to the longitudinal axis of the coupling arm. The locking bolt 12 is guided in a slide guidance 14 disposed in the front coupling arm part 1.

The recess 13 associated to the locking bolt 12 is disposed in the rear coupling arm part 3. It consists of a blind drill hole whose longitudinal axis runs parallel to the longitudinal axis of the coupling arm. The locking bolt 12 has at least on its end facing the associated recess a sloping edge. In the shown embodiment both ends of the locking bolt 12 have a sloping edge. Moreover, the recess 13 may have on its opening a sloping edge in order c .e 7 _ c a,. : : : : to facilitate the insertion of the locking bolt 12 into the recess 13.

The locking bolt 12 can be displaced in the longitudinal direction of the coupling arm by means of an articulated arm mechanism. The articulated arm mechanism comprises a first articulated arm 15 whose one end is pivotally connected to the locking bolt 12 and whose other end is pivotally connected to one end of a second articulated arm 16. The second articulated arm 16 is pivotally connected to an axis of rotation 17 disposed in a fixed position on the front coupling arm part and can be pivoted around the axis of rotation 17 by means of an operating element 18. In this embodiment the operating element 18 consists of a lever which is rigidly connected, e.g. welded, to the second articulated arm 16.

The lever 18 has a hole so that it can be pivoted around the axis of rotation 17. The axis of rotation 17 is defined by a bolt 19 screwed in a threaded bore of the front coupling arm part 1.

The lever 18 preferably consists of an angle lever having a short lever section, which is connected to the second articulated arm 16, and a long lever section.

As can be best seen in Fig. 1, the first articulated arm and the second articulated arm 16 can be pivoted beyond their extended position in which the locking bolt 12 has reached a stop 23 in the recess 13 of the locking device so that the locking bolt 12 when inserted in the associated recess 13 can be locked by means of the articulated arm mechanism. Thus, in the locking position the articulated arms 15, 16 are pivoted beyond a socalled dead point, in which the locking bolt 12 can not e e e e 8 e a e e e e be moved deeper into the recess 13, and define an obtuse angle.

In this embodiment the rear coupling arm part 3 comprises in addition to the first recess 13 a second recess 20 for locking the front coupling arm part 1 and the rear coupling arm part 3 in the inoperative position in which the coupling head 2 is located within the front profile of the rail vehicle (see Figure 4). The second recess 20 is provided in a section 21 of the rear coupling arm part 3 projecting in the horizontal plane in which the front coupling arm part 1 can be pivoted with respect to the rear coupling arm part 3. The section 21 of the rear coupling arm part 3 including the second recess 20 has a convex circular arc-shaped side face 22 lying on the same circular arc as the circular arc-shaped side face associated to the first recess 13. The second recess 20 corresponds to the first recess 13, i.e. both are blind holes and each has a stop for the locking bolt 12. The pivot angle of the front coupling arm part 1 with respect to the rear coupling arm part 3 defined by the longitudinal axes of the recesses 13, 20 may be about 130 .

While a specific embodiment of the invention has been shown and described in detail to illustrate the application of the central buffer coupling according to the invention, it will be understood that the invention may be embodied otherwise without departing from the invention as defined in the accompanying claims.

Claims

:e:. .. .e :e.e

C L A I M S

Central buffer coupling for rail vehicles, with a two-part coupling arm formed by a front coupling arm part (l) carrying a coupling head (2) of the central buffer coupling and by a rear coupling arm part (3) whose one end is connected to the front coupling arm part via a buckling joint (4) having a vertical connecting pin (8) and whose other end is horizon- tally pivotally connectable to the chassis of the rail vehicle, and with a locking device comprising a locking bolt (12), which is displaceable in the longitudinal direction of the coupling arm, and a recess (13) for locking the front coupling arm part (1) and the rear coupling arm part (3) in an operative position in which position the coupling head (2) extends beyond the front profile of the rail vehicle and releasing the front coupling arm part (1) for pivoting the front coupling arm part into an inoperative position in which the coupling head (2) is located within the front profile of the rail vehicle, characterized in that the locking bolt (12) is displaceable in the longitudinal direction of the coupling arm by means of an articulated arm mechanism comprising a first articulated arm (15) whose one end is pivotally connected to the locking bolt (12) and whose other end is pivotally connected to one end of a second articulated arm (16), wherein the second articulated arm (16) is pivotally connected to an axis of rotation (17) disposed in a . . . 1 e- . .2: . c.

fixed position on one of the coupling arm parts and can be pivoted around the axis of rotation by means (17) of an operating element (18), and wherein the locking bolt is guided in a slide guidance (14) disposed on the coupling arm part carrying the articulated arm mechanism and can be inserted in the associated recess (13) of the locking device disposed in the other coupling arm part by operating the operating element (18).
2. A central buffer coupling according to claim 1, characterized in that the first articulated arm (15) and the second articulated arm (16) can be pivoted beyond their extended position in which the locking bolt (12) has reached a stop (23) in the recess (13, 20) of the locking device so that the locking bolt (12) when inserted in the associated recess (13, 20) of the locking device is locked by means of the articulated arm mechanism.
3. A central buffer coupling according to claim 1 or 2, characterized in that the articulated arm mechanism (15, 16) and the slide guidance (14) are disposed on the front coupling arm part (1).
4. A central buffer coupling according to any of the preceding claims 1 to 3, characterized in that the locking bolt (12) has at least on its end facing the associated recess a sloping edge.
5. A central buffer coupling according to any of the preceding claims 1 to 4, characterized in that the recess (13, 20) consists of a blind drill hole.

ea A. e e -
6. A central buffer coupling according to any of the preceding claims 1 to 5, characterized in that the recess (13, 20) has on its opening a sloping edge.
A central buffer coupling according to any of the preceding claims 1 to 6, characterized in that the locking device comprises a second recess (20) in which the locking bolt (12) can be inserted for locking the front coupling arm part (1) and the rear coupling arm part (3) in the inoperative position in which the coupling head (2) is located within the front profile of the rail vehicle.
8. A central buffer coupling according to any of the preceding claims 1 to 7, characterized in that the front side of the rear coupling arm part (3) facing the front coupling arm part (1) has a convex circular arc profile (9), wherein the centre of the convex circular arc profile (9) coincides with the axis of rotation defined by the buckling joint (4) of the two-part coupling arm.
9. A central buffer coupling according to claim 8, characterized in that the front coupling arm part (1) has a surface section having a concave circular arc profile (10) associated to the convex circular arc profile (9) of the front side of the rear coupling arm (3), a gap (11) being formed between the convex circular arc profile (9) and the concave circular arc profile (10).

ace. :- ee. e.. :e ee.
10. A central buffer coupling according to any of the preceding claims 1 to 9, characterized in that the operating element (18) consists of a lever.
11. A central buffer coupling according to claim 10, characterized in that the lever (18) consists of an angle lever.