Model railway coupling with high operational reliability

Abstract

Coupling head with described properties, characterized in that it has a high operational reliability through backlash-free power transmission in the longitudinal and transverse axes by means of a hook-shaped connection in combination with a tongue and groove connection (3+4) in the longitudinal axis.

Description

[0001] Coupling for model railways, characterized by particularly high operational reliability without compromising the comfort of operating a model railway: Conventional coupling heads typically feature remote-controlled, electrical, or mechanical uncoupling via a complex, movable mechanism comprised of several components made of different materials. This feature, and the necessary flexibility, inevitably results in a rather loose connection capable of transmitting primarily tensile forces.

[0002] Stable lateral guidance, even force transmission to the coupling mechanisms of the wagons, or reliable push-pull operation cannot therefore be reliably achieved. Especially with longer, heavier trains, possibly in combination with less-than-careful track laying, the reliability of the connection decreases and leads to derailments.

[0003] Current simple hook coupling heads without remote uncoupling capability transmit the resulting forces more effectively, but still exhibit considerable lateral play under load due to their open hook design. Furthermore, they lack the ability to compensate for gradients regularly encountered in track layouts, as the hook does not permit vertical rotation along its longitudinal axis.

[0004] While rigid coupling drawbars currently on the market ensure safe operation, they cannot be easily separated between two cars in a train consist and must be removed from the coupling mechanisms of the cars. Furthermore, they also lack the ability to compensate for gradients regularly encountered on the track, as the drawbar does not allow vertical rotation along its longitudinal axis.

[0005] The invention specified in claims 1-4 is based on the objective of developing a coupling head which: - reliably transmits both tensile and, in particular, thrust forces - has a stable connection in order to distribute the resulting forces as evenly as possible across the respective coupling mechanisms of the vehicles in the interest of operational safety - has a suitable design to compensate for gradient transitions or differences in height by the possibility of rotational movement in the longitudinal axis - provides sufficient power transmission even for long, heavy trains - It is possible to couple and uncouple trains without having to detach them from the coupling points of the vehicles by removing the vehicle models from the layout.

[0006] This problem is solved with the features listed in claim 1-4.

[0007] The coupling head (1) in the application foregoes a remotely controlled uncoupling mechanism and the necessary moving parts in order to improve operational safety. A standardized, dovetail-shaped attachment (2) according to NEM (Standards of European Model Railways) 362, “Receptacle for interchangeable coupling heads”, serves for connection to the vehicles.

[0008] A key improvement is an additional force transmission in the extension of the open hook construction by means of a central spring (4) in continuation of the hook, which fits into a corresponding groove (3) in the 2nd coupling head.

[0009] This extension achieves a long-range, backlash-free power transmission from coupling point to coupling point, similar to a rigid drawbar (5). Unlike a rigid drawbar, however, the coupling head – like the hook coupling – can be easily separated within the train (6) to allow for easy removal or addition of vehicle models.

[0010] Unlike a drawbar or a simple hook coupling, the coupling head, with its multiple angled sections (7) within the design, also allows for the compensation of gradients and height differences on model tracks without loss of stability or power transmission (8), thanks to a pivot point created along the longitudinal axis. In summary, the developed coupling head offers a high degree of operational reliability for longer, heavier model trains, despite its ease of coupling and uncoupling. Currently, there is no equivalent alternative in terms of operational reliability and ease of use, particularly for pushed trains (e.g., modern passenger trains with control cars, multiple units). Reference symbol list (1) Coupling head ( Fig. ) (2) intake according to NEM ( Fig. ) (3) Feather ( Fig. ) (4) Nut ( Fig. ) (5) Operating principle: Stability, connection ( Fig. ) (6) decoupling option ( Fig. ) (7) Slopes for inclination compensation ( Fig. ) (8) Operating principle of rotation axis tilt compensation ( Fig. )

Claims

Coupling head with described properties, characterized in that it has a high operational reliability through backlash-free power transmission in the longitudinal and transverse axes by means of a hook-shaped connection in combination with a tongue and groove connection (3+4) in the longitudinal axis. Coupling head according to claim 1, characterized in that the overall length including the projection according to NEM is a minimum of 19 mm and a maximum of 24 mm standard length. Coupling head according to the preceding claims, characterized in that by means of corresponding inclined surfaces (7) in the construction a pivot point (8) in the direction of the longitudinal axis in order to compensate for forces occurring during changes in gradient. Coupling head according to the preceding claims, characterized in that, by appropriate design, despite the stability of the connection, locomotives and wagons within the train consist can be easily separated or inserted (6) without having to remove the model vehicles from the system.

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