Automatic train coupler
By installing a lubrication device and lubricant channel inside the automatic train coupler head, the problem of inconvenient manual lubrication at the lubrication location in the prior art is solved, realizing convenient internal lubrication and maintenance operations.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- VOITH PATENT GMBH
- Filing Date
- 2024-11-06
- Publication Date
- 2026-06-05
AI Technical Summary
The existing automatic train couplers have a lubrication point at the coupler head that is difficult to lubricate manually. Maintenance personnel need to go from under the track bed or separate the train to perform full lubrication, which makes operation inconvenient.
A lubrication device is provided inside the coupler head, which delivers lubricant to internal lubrication positions through lubricant channels in the core, including the junction of the connecting hook pin and the core and the support position of the kingpin, providing convenient lubrication channels and positions.
It enables convenient lubrication within the coupler head, reduces the need for external piping, and improves the convenience of maintenance and the accessibility of lubrication, especially in the coupled state.
Smart Images
Figure CN122161746A_ABST
Abstract
Description
[0001] The present invention relates to an automatic train coupler, and more particularly to an automatic train coupler for freight cars of rail vehicles as described in the preamble of claim 1.
[0002] In practice, automatic train couplers of this type are known, having a coupler head with a coupler housing and a coupling interlock with a locking device. The coupling interlock is designed as a rotary lock with a connecting hook and a core, wherein the core is rotatable about a main axis between a coupling ready position, a coupling position, and a decoupling position, and the connecting hook is rotatably connected to the core via a first end about a connecting hook axis, and the connecting hook has a second free end. The core has an opening for receiving the corresponding second end of the connecting hook of the mating coupler head.
[0003] The core component is equipped with a spring accumulator. The core component can rotate from the coupled position to the decoupled position against the force of the spring accumulator, and rotate from the decoupled position to the coupling ready position and from the coupling ready position to the coupled position by means of the force of the spring accumulator.
[0004] Preferably, the locking device holds the coupling in its respective suitable position or is correspondingly released by rotating the core to transition to another position. The locking device has a plunger that can move against spring force in the coupling direction of the train coupler and a claw rod that can move laterally or obliquely in the coupling direction. The claw rod is hinged to the core and can move from the core to the locked position when the core rotates from the coupled position to the decoupled position. In the locked position, the claw rod prevents the core from rotating in the reverse direction, i.e., prevents rotation from the decoupled position to the coupling direction. The plunger can move between a first position and a second position. In the first position, the plunger moves against spring force to lock the claw rod in the locked position, and in the second position, the plunger is pushed from the first position by spring force and releases the claw rod to disengage it from the locked position.
[0005] The function of the automatic train coupler of the type according to the invention is as follows: the mating coupler heads on two vehicles to be coupled are locked together such that the second end of each connecting hook is inserted into the opening of the core of the mating coupler head and held therein by rotating the core in a shape-fitting manner. Thus, the two vehicles are mechanically coupled. The two couplers bear only tensile force, which is evenly distributed on the two connecting hooks within a parallelogram frame formed by the connecting hooks and the core. Pressure, on the other hand, is transmitted through a special profile on the front of the coupler head housing, which, as is advantageous in this invention, typically comprises a cone and a flared opening and is surrounded by a broad, particularly flat, end face. This profile can be formed from a separate end plate fixed to the front end of the coupler head housing. The profile, through the cone and flared opening, forms sliding and centering surfaces, and particularly defines the gripping range in terms of lateral, vertical, and angular offsets. When the coupler heads come into contact with each other, they self-center and slide into each other.
[0006] When two rail vehicles approach each other, their coupling interlocks or core components are in a coupling-ready position, for example, held by a locking claw lever. During coupling, each cone inserts into the flared end of the coupler head housing profile. At this point, the cones press against and push back the plunger, causing the plunger to release the claw lever and disengage from the locking position. This releases the coupling interlocks, which rotate under the force of their respective spring accumulators until the core component abuts against a preset stop, typically the coupler head housing. During this process, the connecting hook, guided into the flared end, engages the core component opening, and the two coupling interlocks hook together, reaching the coupling position. Accidental disengagement of the coupling interlocks is impossible. Normal wear does not affect the safety of the coupling interlocks.
[0007] To disengage the coupling head, the decoupling device interlocks the two coupling elements, causing them to rotate against the force of the spring accumulator until the connecting hook slides out of the opening in the element. The rotating element should, in particular, push the pawl lever a sufficient distance so that it is brought into its locked position via the pawl lever when the vehicle is separated, preventing the element from rotating backward from the decoupling position past the coupling ready position.
[0008] Because the two coupler heads always work together during coupling and decoupling, the train coupler is designed so that the coupler heads or coupling interlocks can operate on each other. For example, when the coupling interlock is unlocked by a manual or automatic decoupling device, its core rotates against the force of the spring accumulator. This rotational motion is transmitted to the mating core through the connecting hook hinged to the core and the opening of the mating core. Correspondingly, the mating core transmits its rotational motion to its own claw lever in such a way that it enters the locked position.
[0009] Automatic train couplers of the aforementioned type are disclosed, for example, in document DE 10 2019 102 455 A1. All components disclosed herein, especially those described above and their functions, can be employed in advantageous embodiments of the present invention.
[0010] Document DE 10 2019 114 237 A1 describes another automatic train coupler of the aforementioned type. The train coupler described herein includes at least one lubrication device for the contact and moving parts of the coupler components, particularly the coupler rod, coupler head, and bearing housing. This lubrication device comprises at least one lubricant source and one or more lubricant lines connected to the lubricant source in a conductive manner. These lubricant lines may include, for example, passages and / or channels in components, and / or flexible hoses, and / or rigid lines fixed to and / or between components. A lubricant distributor can distribute lubricant from the lubricant source to the different contact and moving parts. According to one embodiment, a lubricant channel is integrated in the kingpin, which supplies lubricant through the lubricant lines.
[0011] Although lubrication devices capable of automatically delivering lubricant from a common lubricant source to different lubrication points are known in the aforementioned types of train couplers, this design requires relatively laborious lubrication distribution via pipes, typically external hoses or rigid conduits. For automatic train couplers requiring manual lubrication maintenance, one or more lubrication points with lubrication nozzles are usually located in the area of the coupler head, through which lubricant can be injected into the coupler head. However, these lubrication nozzles are difficult for maintenance personnel to access, as the lubrication points are usually only accessible from below the coupler head, i.e., below the track bed, and may even require detaching and separating the two train couplers for complete lubrication.
[0012] Therefore, the technical problem to be solved by the present invention is to improve the aforementioned type of automatic train coupler so as to lubricate at least one lubrication point within the coupler head. In particular, convenient access should be provided to maintenance personnel for manual lubrication of one or more lubrication points, for example, via lubrication nozzles.
[0013] The aforementioned technical problem is solved by an automatic train coupler having the features of claim 1. Advantageous and particularly suitable designs of the train coupler according to the invention are provided in the dependent claims.
[0014] According to the present invention, an automatic train coupler, particularly for freight cars of rail vehicles, has a coupler head comprising a coupler head housing and a coupling interlock with a locking device. The coupling interlock is designed as a rotary lock having a connecting hook and a core member, wherein the core member is rotatable about a main axis between a coupling preparation position, a coupling position, and a decoupling position. In principle, the decoupling position may coincide with the coupling preparation position, or, from the perspective of the coupling position, the decoupling position may be located on a side beyond the coupling preparation position in the direction of rotational movement of the core member.
[0015] The connecting hook is rotatably connected to the core via a first end about the axis of the connecting hook, and the connecting hook also has a second free end. This second free end specifically forms a transverse latch to achieve the annular shape of the connecting hook.
[0016] The core has an opening arranged to receive the second end of the connecting hook of the mating coupler head, and the core is capable of rotating from the coupled position to the decoupled position against the force of the spring accumulator, and is also capable of rotating from the decoupled position to the coupled position by the force of the spring accumulator, especially when the decoupled position does not coincide with the coupled ready position, rotating from the decoupled position to the coupled ready position by the force of the spring accumulator, and then rotating from the coupled ready position to the coupled position. The transverse latch of the connecting hook is inserted into the opening.
[0017] Preferably, the locking device of the coupling has a plunger that can move in the coupling direction against the spring force, and a pawl rod that can move laterally or obliquely in the coupling direction. The pawl rod is preferably hinged to the core and is moved to a locked position by the core when the core rotates from the coupled position to the decoupled position, in which the pawl rod prevents the core from rotating from the decoupled position to the coupled position.
[0018] The plunger locks the pawl lever in the locked position when it moves against the spring force in the first position, and releases the pawl lever from the locked position when it is in the second position pushed by the spring force.
[0019] According to the present invention, the automatic train coupler has a lubrication device that enables lubricant to be delivered to at least one lubrication location within the coupler head, wherein the lubrication device has one or more lubricant channels within the coupler head.
[0020] According to the invention, at least one lubricant channel extends through the core.
[0021] Using this invention, lubricant can be introduced into the interior of the coupler head from the outside in a particularly easy manner. Because the core is disc-shaped and extends radially relative to the kingpin, a lubrication point for introducing lubricant can be arranged radially outward through at least one lubricant channel extending inside the core, such that the lubrication point can be easily contacted from the outside of the coupler head, especially located on one side of the coupler head, and from this lubrication point, the lubricant in the core can be guided radially inward to at least one lubrication point, for example, on the kingpin.
[0022] Therefore, preferably, at least one lubricant channel in the core extends in a radial plane perpendicular to the main axis.
[0023] According to an advantageous embodiment of the invention, the connecting hook has a connecting hook pin rotatably supported in the core about a connecting hook axis, wherein at least one lubricant channel in the core communicates with the junction between the connecting hook pin and the core. Thus, the junction can be lubricated using lubricant from the lubricant channel, wherein sliding motion occurs at the junction due to the relative rotation between the core and the connecting hook pin, thereby reducing wear through lubrication of the junction.
[0024] For example, in the junction between the connecting hook pin and the core, the core has an annular channel that opens toward the connecting hook pin, and at least one lubricant channel communicates with the annular channel.
[0025] Alternatively or additionally, a radially outwardly opening circumferential channel may be provided in the junction between the connecting hook pin and the core, and at least one lubricant channel in the core may be introduced into the circumferential channel.
[0026] Both of these measures create a lubricant cavity around the connecting hook pin in the circumferential direction to accommodate lubricant from the lubricant channel, thereby reliably distributing the lubricant across the entire outer periphery of the connecting hook pin.
[0027] Preferably, at least one lubricant channel in the core is connected to a lubrication location on the radial outer periphery of the core, for introducing lubricant into the lubricant channel in the core.
[0028] Typically, the coupler head extends along a longitudinal axis. With this invention, the lubrication position is preferably located laterally on the coupler head during the coupling position of the core element.
[0029] Preferably, a lubrication nozzle is provided at the lubrication position, so that maintenance personnel can press the lubricant into the lubricant channel provided in the core through the lubrication nozzle.
[0030] Particularly preferred is that the core is torsionally supported on a kingpin extending along the main axis, and at least one lubricant channel in the core communicates with the kingpin. Therefore, it is unnecessary to inject lubricant into the kingpin from the lower track bed via a lubrication point.
[0031] For example, the kingpin has a lubricant distribution channel that extends at least substantially along or parallel to the main axis and communicates with one or more support locations of the kingpin through one or more radial holes, wherein the kingpin, together with the core, is rotatably supported about the main axis at the one or more support locations. At least one lubricant channel in the core communicates with the lubricant distribution channel.
[0032] If both the connecting hook pin and the kingpin are supplied with lubricant by at least one lubricant channel provided within the core, then the lubricant may first be directed to the kingpin and then to the connecting hook pin, or first to the connecting hook pin and then to the kingpin, or flow in parallel to the connecting hook pin and the kingpin through a distribution part.
[0033] According to one embodiment of the invention, lubricant may be supplied only to the main pin or only to the connecting hook pin from a lubricant channel provided within the core, while the other pin may be supplied with lubricant separately through an additional lubrication point.
[0034] For example, if the connecting hook pin is supplied with lubricant through at least one lubricant channel provided within the core, while the main pin is supplied with lubricant separately, i.e., the support of the main pin is supplied with lubricant separately, then, for example, a lubrication nozzle can be provided below and / or above the main pin, and / or, in the corresponding embodiment of the train coupler, lubricant can be supplied through the flared end in the decoupled state.
[0035] According to one embodiment of the invention, in order to supply lubricant to at least one support location of the kingpin and the support location of the connecting hook pin, i.e., the junction between the core and the connecting hook pin, two independent lubrication locations with separate lubrication pathways are provided on the core for injecting lubricant into each pin. Each lubrication location may, for example, have a lubrication nozzle. According to an alternative embodiment, at least one common lubrication location is provided for injecting lubricant into both pins, preferably via a lubrication nozzle.
[0036] This invention enables access to one or more lubrication locations, even when the coupler is in a coupled state. Furthermore, by providing at least one lubricant channel within the core, it reduces or eliminates the need for external lubricant lines or, for example, lubricant channels within the coupler head housing.
[0037] Preferably, the coupler head has a manual decoupling device. This manual decoupling device may include, for example, a cable or another transmission mechanism having at least one chain, link, or lever system. In particular, the decoupling motion is transmitted via the cable to a decoupling rod, which causes rotation of the corresponding core element. The manual decoupling device preferably acts on the kingpin to rotate it.
[0038] The automatic train coupler according to the invention can be installed, for example, in a rail vehicle, which in particular comprises multiple carriages, such as motor cars and / or passenger cars / freight cars, connected by their respective automatic train couplers according to the invention, wherein each automatic train coupler has two corresponding coupler heads, wherein one (passively operated) coupling core is indirectly achieved by the rotation of the other (actively operated) coupling core, in such a way that the rotation is transmitted through a connecting hook.
[0039] The present invention will now be described by way of example with reference to embodiments and accompanying drawings.
[0040] In the attached diagram:
[0041] Figure 1 A cross-sectional view of the automatic train coupler according to the present invention is shown;
[0042] Figure 2 A schematic diagram of a train coupler having two mutually coupled coupler heads according to the present invention is shown;
[0043] Figure 3A rear oblique view and a front oblique view of the coupler head of the train coupler according to the present invention are shown;
[0044] Figure 4 A schematic diagram showing the two coupler heads of the automatic train coupler in the coupled position;
[0045] Figure 5 Show Figure 4 A schematic diagram of the coupler head in the decoupling position;
[0046] Figure 6 This diagram illustrates the process of two coupler heads transmitting rotational motion from the actively operated coupling element to the passively operated coupling element.
[0047] Figure 7 The possible positions of the passively operated interlocking chuck levers during the decoupling process are shown;
[0048] Figure 8 This illustrates the relative position of the passively operated interlocking chuck lever during decoupling. Figure 7 A more advantageous position;
[0049] Figure 9 An embodiment of the train coupler according to the invention is shown, having a lubricant channel within the core for lubricating the connecting hook pin;
[0050] Figure 10 This illustration shows a lubricant channel within a core element for lubricating a support position connecting the hook pin and the kingpin;
[0051] Figure 11 Show Figure 10 A sectional view along the kingpin axis of the embodiment shown;
[0052] Figure 12 The lubrication location according to the invention is shown, located radially outside the core, on the side of the coupler head.
[0053] exist Figure 1 The diagram schematically illustrates an embodiment of the automatic train coupler according to the invention in the coupling preparation position of the coupling chain 3 or its core 6. Specifically, the automatic train coupler has a coupler head 1, which includes a coupler head housing 2 and a coupling chain 3. The coupling chain 3 is designed as a rotary lock and has a core 6 on which a connecting hook 5 is rotatably connected about a connecting hook axis 8. The core 6 is also rotatable about a main axis 7. For this purpose, the core 6 is supported on and torsionally connected to a kingpin 19.
[0054] like Figures 1 to 3As shown, on the one hand, the manual decoupling device 4 can be applied to the main pin 19 to manually disengage the coupling interlock 3. On the other hand, the actuator 20 of the valve of the compressed air line (not shown in detail), especially the brake air line HL, can be controlled by the main pin 19, so that the valve is opened when the coupling interlock 3 is rotated to the coupling position, and closed when the coupling interlock 3 is rotated to the decoupling position or the coupling preparation position.
[0055] The connecting hook 5 has a first end 5.1 through which the core 6 is rotatably connected, and an opposing second end 5.2, which can be clamped into the opening 9 of the core 6 of the mating coupler head 1, thereby mechanically interlocking the two coupler heads 1. Figure 2 and Figure 4 As shown. Accordingly, the connecting hook 5 has a transverse latch at its second end 5.2, which is not shown in detail here.
[0056] The core 6 of each coupler head 1 can overcome, for example, a structure consisting of one or more tension springs, see Figure 2 and Figure 6 The force of the spring energy storage device 10, from the decoupled position ( Figure 5 Rotate to the coupling position. Figure 4 ) or coupling preparation position ( Figure 1 ).
[0057] Each coupler head 1 has a plunger 11 movable along the coupling direction, i.e., in the direction of the longitudinal axis of the coupler head 1. This plunger can move linearly between a first position and a second position within the guide device 15. The plunger 11 works in conjunction with a claw rod 12, which is hinged at one axial end to the core member 6, and as... Figure 8 As shown, the plunger 11 passes through a hole 13. Furthermore, the pawl lever 12 has a locking protrusion 16 in the region of the hole 13, which engages with a locking protrusion 17 to prevent the pawl lever 12 from moving from its second end toward its first end connected to the core 6, thereby preventing the corresponding rotation of the core 6. In the illustrated embodiment, the locking protrusion 17 is provided on a guide device 15, which forms a mating support 14 capable of establishing a locking connection with the pawl lever 12.
[0058] The elastic spring element 18 acts on the pawl rod 12, and its function is to push the two locking protrusions 16 and 17 into the engagement state. When the plunger 11 moves from the first position to the second position, it overcomes the force of the spring element 18 to release the locking connection between the pawl rod 12 and the mating support member 14.
[0059] Therefore, in the second position of the plunger 11, the core 6 can rotate by the force of the spring accumulator 10, while in the locked position of the pawl lever 12, this rotation is prevented.
[0060] Each coupler head 1 has a profile on its free end face, the profile having a cone 21 and a flare 22. The cone 21 and the flare 22 are surrounded by a flat end face 23. In the illustrated embodiment, the profile or end face 23 is formed of an end plate 24, which may be integrally formed with the coupler head housing 2 or attached thereto as a separate component.
[0061] Figure 1 The diagram shows the coupling preparation position of the coupler head 1 or the coupler chain 3. When the two coupler heads 1 approach each other in this state, the cone 21 inserts into the flared mouth 22 and presses against the plunger 11, thereby moving the plunger 11 from its first position to its second position and releasing the locking connection between the pawl rod 12 and the mating support 14. The second end 5.2 of the connecting hook 5 is pushed into the opening 9 of the core 6, and the core 6, no longer blocked by the pawl rod 12, is released from the force of the spring accumulator 10. Figure 1 The coupling preparation position shown is rotated to Figure 4 The coupling position shown indicates that the core 6 rests against the coupler head housing 2. At this time, the connecting hook 8, which is guided into the horn opening 22, engages with the core opening 9, and the two couplings 3 are hooked together.
[0062] The coupling 3 only bears tensile force, while the compressive force is transmitted through the end face 23.
[0063] To disengage the coupling head 1, the automatic or manual decoupling device 4 causes the core 6 of the actively operated coupling 3 to rotate against the force of the spring accumulator 10. During this process, the connecting hook 5 of the actively operated coupling 3 transmits the rotational motion of the core 6 to the core 6 of the passively operated coupling 3 through the opening 9, causing the latter to also rotate against the force of the spring accumulator 10. Alternatively or additionally, the core 6 of the actively operated coupling 3 can transmit its rotational motion to the connecting hook 5 of the passively operated coupling 3, thereby subsequently causing the core 6 of the passively operated coupling 3 to rotate as well.
[0064] When the core component is 6-way Figure 5 When the rotation at the decoupling position is sufficiently complete, the connecting hook 5 slides on the opening 9 of the core 6, and the pawl rod 12 is brought into its locking position. When the coupler heads 1 separate from each other and the plunger 11 moves back to its first position, a locking connection can be established between the pawl rod 12 and the mating support 14, that is, the two locking protrusions 16 and 17 hook each other in a matching shape.
[0065] exist Figure 7In the illustrated embodiment, the locking position is selected such that if the core 6 of the passively operated coupling 3 has not fully rotated to the decoupling position, the pawl rod 12 of the passively operated coupling has not yet reached the locking position. This ensures that the core 6 rotates back towards the coupling position before the locking connection between the pawl rod 12 and the mating support 14, or between the two locking protrusions 16, 17, is established. In a preferred solution, for example... Figure 8 As shown, the locking position of the pawl lever 12 is reached before the core member 6 has rotated to its maximum possible angle in the direction of the decoupling position. Therefore, even if the core member 6 does not have the maximum rotational movement from the coupling position to the decoupling position, the pawl lever 12 can reliably engage with the mating support member 14.
[0066] Because the locking position of the chuck lever 12 is reliably reached, Figure 1 The coupling preparation position shown can always be reliably maintained.
[0067] Figure 6 The diagram again illustrates how the core 6 of the actively operated coupling 3 transmits its rotational motion to the core 6 of the passively operated coupling 3 via the connecting hook 5 of the passively operated coupling 3. It also shows that the rotations of the two cores 6 are not necessarily perfectly synchronized; the rotation of the core 6 of the passively operated coupling 3 may lag slightly behind that of the core 6 of the actively operated coupling 3. Correspondingly, the claw lever 12 of the actively operated coupling 3 ( Figure 6 (As shown on the right) is also better than the passively operated coupling 3's pawl lever 12 ( Figure 6 (As shown on the left) It shifts further, and its locking protrusion 16 moves beyond the locking protrusion 17.
[0068] However, this relatively reduced rotation of the core 6 of the passively operated coupling 3 may be sufficient to move the pawl lever 12 of the passively operated coupling 3 into its locked position.
[0069] Figure 1 The lubrication position 29 of the lubrication nozzle 31 having the lubrication device 25 according to the invention is schematically shown, which will be described in detail below.
[0070] Figure 9A possible embodiment of the invention is shown, having a lubrication device 25 through which lubricant is delivered via a lubricant channel 26.1 to a lubrication position within the coupler head 1, specifically the junction between the core 6 and the connecting hook pin 27. The lubricant channel 26.1, extending within the core 6, has one end connected to a lubrication position 29 for introducing lubricant into the channel, where, for example, a lubrication nozzle 31 is arranged. The other end of the lubricant channel 26.1 connects to the junction between the connecting hook pin 27 and the core 6, specifically to an annular channel 28 in the core 6 that opens toward the connecting hook pin 27. Alternatively or additionally, as illustrated only in the figures, a radially outwardly opening circumferential channel 32 may also be provided within the connecting hook pin 27 to distribute the lubricant from the lubricant channel 26.1 around the circumference of the connecting hook pin 27. Therefore, according to… Figure 9 In the embodiment shown, only the connecting hook pin 27 is lubricated through the lubrication position 29 and the lubricant channel 26.1.
[0071] Figure 10 An improved embodiment of the invention is shown, wherein an additional lubricant channel 26.2 is provided within the core, extending from the junction between the connecting hook pin 27 or the first end 5.1 of the connecting hook 5 and the core 6, and this additional lubricant channel leads to the main pin 19. For example... Figure 11 As shown, another lubricant channel 26.2 enters the lubricant distribution channel 33 within the main pin 19. This lubricant distribution channel extends along or parallel to the main axis 7 and here enters through the radial hole 34 into the two support positions 35 of the main pin 19 in the coupler head housing 2.
[0072] exist Figure 12 As shown again, when the core 6 is in the coupled position, the lubrication position 29 with the lubrication nozzle 31 is laterally positioned on the coupler head 1 extending along the longitudinal axis 30, as shown in the previously described figures.
[0073] List of reference numerals
[0074] 1 Coupler head
[0075] 2 Coupler head housing
[0076] 3. Coupling
[0077] 4. Manual decoupling device
[0078] 5. Connect the hook and loop
[0079] 5.1 First end
[0080] 5.2 Second end
[0081] 6-core component
[0082] 7 Main Axis
[0083] 8. Connect the hook and loop axis
[0084] 9 Opening
[0085] 10 Spring Storage
[0086] 11. Plunger
[0087] 12 Claw Bars
[0088] 13 holes
[0089] 14. Fitting support components
[0090] 15. Guiding device
[0091] 16 Locking protrusions
[0092] 17 Locking protrusion
[0093] 18. Elastic spring element
[0094] 19 Main Sales
[0095] 20 Actuators
[0096] 21 Cones
[0097] 22. Trumpet-shaped opening
[0098] 23 End face
[0099] 24 end plate
[0100] 25. Lubrication device
[0101] 26.1 Lubricant Channel
[0102] 26.2 Lubricant Channels
[0103] 27 Connecting hook and loop pin
[0104] 28. Circular Channel
[0105] 29 Lubrication points
[0106] 30 Longitudinal axis
[0107] 31 Lubrication nozzle
[0108] 32 Circumferential Channels
[0109] 33 Lubricant distribution channel
[0110] 34 radial holes
[0111] 35 Support position
Claims
1. An automatic train coupler, particularly for freight cars of rail vehicles, the automatic train coupler having a coupler head (1), the coupler head comprising a coupler head housing (2) and a coupling interlock (3) having a locking device, wherein, The coupling chain (3) is designed as a rotary lock with a connecting hook (5) and a core (6), wherein the core (6) is rotatable about a main axis (7) between a coupling preparation position, a coupling position, and a decoupling position, the connecting hook (5) is rotatably connected to the core (6) about a connecting hook axis (8) via a first end (5.1), and the connecting hook also has a second free end (5.2); and The core (6) has an opening (9) arranged to receive the second end (5.2) of the connecting hook (5) of the mating coupler head (1), and the core (6) is able to rotate from the coupled position to the decoupled position against the force of the spring energy storage (10), and is able to rotate from the decoupled position to the coupled position by the force of the spring energy storage (10). The automatic train coupler has a lubrication device (25) through which lubricant can be delivered to at least one lubrication position in the coupler head (1), wherein the lubrication device (25) has one or more lubricant channels (26.1, 26.2) in the coupler head (1). The feature is that at least one lubricant channel (26.1, 26.2) extends through the core (6).
2. The automatic train coupler according to claim 1, characterized in that, At least one lubricant channel (26.1, 26.2) extends in the core (6) in a radial plane perpendicular to the main axis (7).
3. The automatic train coupler according to claim 1 or 2, characterized in that, The connecting hook (5) has a connecting hook pin (27) which is rotatably supported in the core about the connecting hook axis (8), wherein at least one lubricant channel (26.1, 26.2) in the core (6) communicates with the junction between the connecting hook pin (27) and the core (6).
4. The automatic train coupler according to claim 3, characterized in that, In the junction between the connecting hook pin (27) and the core (6), the core (6) has an annular channel (28) that opens toward the connecting hook pin (27), and at least one lubricant channel (26.1, 26.2) communicates with the annular channel (28).
5. The automatic train coupler according to claim 3 or 4, characterized in that, In the junction between the connecting hook pin (27) and the core (6), a radially outwardly open circumferential channel (32) is provided in the connecting hook pin (27), and at least one lubricant channel (26.1, 26.2) in the core (6) enters the circumferential channel (32).
6. The automatic train coupler according to any one of claims 1 to 5, characterized in that, At least one lubricant channel (26.1) in the core (6) communicates with a lubrication position (29) on the radial outer periphery of the core (6) for introducing lubricant into the lubricant channel (26.1) in the core (6).
7. The automatic train coupler according to claim 6, characterized in that, The coupler head (1) extends along the longitudinal axis (30), and the lubrication position (29) is laterally positioned on the coupler head (1) in the coupling position of the core (6).
8. The automatic train coupler according to any one of claims 1 to 7, characterized in that, A lubrication nozzle (31) is provided in the lubrication position (29).
9. The automatic train coupler according to any one of claims 1 to 8, characterized in that, The core (6) is torsionally supported on a master pin (19) extending along the main axis (7), and at least one lubricant channel (26.2) in the core (6) communicates with the master pin (19).
10. The automatic train coupler according to claim 9, characterized in that, The master pin (19) is provided with a lubricant distribution channel (33) that extends at least substantially along or parallel to the main axis (7) and communicates with one or more support positions (35) of the master pin (19) through one or more radial holes (34). The master pin (19) together with the core (6) is rotatably supported about the main axis (7) through these support positions (35), and at least one lubricant channel (26.2) in the core (6) communicates with the lubricant distribution channel (33).