CS197416B1 - Unilateral mechanism for the control of the closure of the automatic coupler of the railway vehicles e.g.for the passenger cars - Google Patents

Abstract

1501257 Operating automatic central buffer couplings GERMANY MINISTRY OF TRANSPORT 8 May 1975 [8 July 1974] 19457/75 Heading B7T Apparatus for operating the lock of an automatic central buffer coupling head 4 comprises a telescopic shaft 2 having one end connected through a universal joint 3 with the lock, and the other end rotatably mounted on a bracket 5 and provided with an operating lever 6, the apparatus further comprising a locking lever 7 pivotally mounted by a bearing 12 on the bracket 5, the operating lever 6 and the locking lever 7 being movable to positions (shown by full lines in Fig. 2) in which the lock is held ready for coupling and in which a portion 13 of the locking lever engages in a recess 10 of the shaft 2, the locking lever 7 being movable to a further position (shown by dot-dash lines in Fig. 2) to allow the shaft 2 to be turned to release the lock, and the locking lever 7 being movable to a still further position (not shown) in which it rests against a stop surface 11 of the bracket 5 and, by engagement of a flat surface 8 of the locking lever with a lug 9 of the shaft 2, holds the shaft in a position in which the lock is inoperative, for use in, e.g., shunting operations.

Description

BACKGROUND OF THE INVENTION The present invention relates to a one-sided device for controlling the shutter of an automatic central coupling of rail vehicles, for example for passenger cars.

It is already known to control the conclusion of the automatic central coupling of rail vehicles. This control device is formed by a control shaft which is arranged as a through shaft and is mounted on the front of the car in two end bearings and a middle bearing. The control shaft is connected to the shut-off shaft by means of a cantilever bearing * and a telescopic shaft connected to it. At its outer ends, the control shaft is provided with curved handles that extend over the end bearings. To ensure rotational movement of the control shaft, the end bearings have bearing bores, while the control shaft is provided with flat edges in the region of the end bearings. A groove retaining stop is formed under the bearing bores in the end bearings into which they engage the flat edges of the control shaft in a certain operating position. When uncoupling, the control shaft must be raised up to the point where the flat-edged control shaft can be pivoted in the bearing bores. To adjust the displacement position or the pusher position, the actuator shaft is first pivoted and then axially displaced until the bent actuator shaft handles abut the abutment surface provided on the end bearings.

The main disadvantage of these known solutions is that they cannot be used in automatic central couplers of passenger cars because they place too much space.

If known control devices are used, it would not be possible to provide free spaces between

197 416

197 416 by individual vehicles as required · A further disadvantage is that said actuators deform in one-sided configuration due to the selected type of locking when the automatic coupling coupler head is deflected from its normal position in the region of the tapered roller bearings, the function of this device.

2nám ^{and RE width} measurement ^EZ also not enable us jetaosteanného at ^p ORAD ^ck settings after the ^{hy l} to move the position of pusher or axial displacement due to deflection of the head of the central automatic couplers.

* The purpose of the invention is the elimination ^of n ^greater than ^d and axis ^t with ^{p TKU} ojených the prior art ·

SUMMARY OF THE INVENTION It is an object of the present invention to provide a one-sided device for actuating the automatic coupler coupler which can also be used in automobile coupler couplings and which satisfies the requirements of rough rail operation even in simple construction. the shaft is directly connected to the locking shaft of the automatic central coupler, and a locking lever is provided on the end bearing, to which one or more recesses in the split shaft are associated and the locking lever is designed to engage automatically in the recesses of the split control shaft, stop for adjusting to shifting or ram position. BRIEF DESCRIPTION OF THE DRAWINGS The invention is explained in more detail below with reference to the accompanying drawings, in which: FIG. a front side of a vehicle that is formed in accordance with the invention; FIG. 2 is a view of the end bearing of the one-sided slide control device in the direction of arrow A-A of FIG.

and FIG. 3 shows a view of the end bearing of a one-sided device for controlling the load. in the direction of arrow AA of FIG. 1, wherein the actuating shaft and the locking lever are in the displacement position or in the pusher position. The bolt control device 2 mounted on the rail 1 of the rail vehicle consists of a split actuating shaft 2 which is connected via a universal joint 2 with a slide arranged on the head 6 of the automatic. central coupler ·

In the region of the end bearing 2, the actuating shaft 2 is bent substantially rectangularly into the shape of the handle 6 · <

The end bearing 2 consists essentially of a base plate 14, which is arranged on the base. The blocking lever J is mounted movably in the bearing 12 on the base plate 14. On the blocking lever 2 there is an extension 6 which cooperates with the tooth 2 of the split control lever. Shafts 2 ·

In the two end bearing J® divided control shaft 2 is provided with the recesses 10 · ^s Ústrcj for fanning the end impresses thereon tearing ^P · 2 shown in FIG Nou ^{of C O R} E práohu in ^kt er ^e is ^{even then} okovac ^bl and J ^d upon hundred horizontal and ^you '.in are exercised at ^{the running in} the R ^and VA metal ^{and no. d} r ^{1 and} HA 3 to split the recess 10 of the control shaft 2 ·

By separating the bearing 12 from the center of gravity of the locking lever J, this lever is applied in the direction of the force. reliably maintains the weight in the initial position · The accelerating forces generated do not cause the hand lever to swivel, thus retaining the acting locking effect ·

197 416 In order to divide the rolling stock provided with an automatic central coupler, the locking lever 8 first pivots in the direction of the arrow B of FIG. 2 until the locking lever 8 is moved. assumes the position shown čerohovaně · divided then pivoted operating shaft 2 the handle 6 in the direction ^of interference. £ ^arrow of FIG. ^2, so ^^^ ^{to Ez} also interesting. Čerchovan ^of ztázornfoou ^after position the seat. J ^and K ^- \ pleasantly drops on handle £ antagonistic force fed by its own mass and knows from the armored closure system formed on the locking shaft and torques acting locking lever and divided £ £ actuating shaft again back into their basic position.

Once the couplings have been disconnected, the couplings are immediately ready for coupling again.

If the automatic couplings are to be moved to the shift position or to the impact position to reflect the wagons, the locking lever 8 swivels in dotted direction in the direction of the arrow 6 in the direction shown in Fig. 2, until it reaches the stop 11. it simultaneously moves the shaft to the end position. The resulting reciprocating movement against the direction of the arrow C in FIG. 2 results in the toothing of the tooth 6 on the extension 8, whereby the reciprocating movement is interrupted and the displacement or impact position is secured. If the set position for shifting or the stop position is to be canceled after the shifting is complete, it is sufficient for the locking lever 6 to be brought to its home position. The split control shaft 2 automatically returns to its initial position after the blocking effect of the extension 6 has been removed in cooperation with the tooth 6. .

The proposed mechanism for controlling conclusion is simple in construction and is suitable for use in passenger cars ^»STA in a ^row en ^{í é} oncov ^to him. Õ obtain £ ^{l p} o e VYN ^{AL dl} cut ensures that ztatane ZAO ^h Ovan funkfoí ability unilateral mechanism for controlling the end of all the coupling head bias arising from operating positions and they are not limited by the spaces between. vehicles whose maintenance is required.

Claims (1)

SUBJECT OF THE INVENTION Unilateral mechanism for controlling the end of automatic central coupling of rail vehicles, such as passenger cars for which it is tied and bearing on the headstock · 'axial bearing ovtádacím shaft us ^p of the ^Council on curved a handle, ^c h en ^s that the handle ( 6) is inclined downwards at an angle ^of 30 ° ^to vodorovtá s ^tr e n ^{e d} axis and the ^thickness vztálenostá ou ^šlky. zákltóní plate (W from rutojetá ⁽⁶⁾ has a barb ^{(9), kt} era is opatáen sei ^ kmením is arranged ^order Erasing ^with central horizontal ^T's Publications ^{an I} axis and OV ^Lád AC ^{and Hrid} e ^{l (2)} has a recess ^{(w) to} ter ^e is at ^{P RA} n ^o in point ^P u parallelepiped ^{EZ some} respect to a ^d trued ^e ST ^{LECTURES s} axis s ^Lád AC ^{and Hrid} el ⁽²⁾ is ru ^to about ^a three (6) rotatably ^No NY in an angle of 135 ° from the b ^d n ^s position and ^from the stop ^{(11) for} panicle ^and the plate ^y (W and ^Z ev bearing (12) is pivotally mounted locking lever (7) whose width a bearing (12) is divided approximately in ^P om ^of a 1: 3 ^- Uotavací lever ⁽⁷⁾ has nástáveo ^{(8), to} it ^from the ^{conn d} ojuje the inwardly curved end surface, whose radius of curvature is greater than the radius of the control 197 41В shaft (2) and locking lever (7) has an outwardly curved cam track (13), corresponding to the recess (10) of the control shaft (2) in the home position ·