Method for uncoupling a coupling head of a coupling of a rail vehicle, and device for carrying out the method

Abstract

A method for uncoupling a coupling head of a rail vehicle coupling is provided, in which at least one cable (23) is connected at one end to a coupling and locking mechanism on the coupling head (11) and at the other end to an actuable mechanical adjusting device (20) on the rail vehicle (15). A manual or automated longitudinal movement of the cable (23) uncoups the coupling head (11) from that of an adjacent rail vehicle. The mechanical adjusting device (20) of the cable (23) is provided with an adjusting element (31, 32) on each side of the rail vehicle (15), which can be connected to and actuated by the cable. Each adjusting element (31, 32) effects at least one uncoupling or at least one uncoupling and a buffer position of the coupling head (11), in which the coupling head is not capable of coupling.This method allows uncoupling to be carried out very safely and easily by a shunting worker standing next to the rail vehicle or next to the track.

Description

[0001] The invention relates to a method for uncoupling a coupling head of a coupling of a rail vehicle, and to a device for carrying out the method according to the preamble of claim 1 or claim 5.

[0002] In rail transport, particularly with non-automated vehicles, tasks such as coupling, brake adjustment, and establishing and disconnecting pneumatic, mechanical, and electrical connections are performed manually. For example, in marshalling yards, trains are pushed or driven over a hump yard with a gradient. During this process, the coupled vehicles must be uncoupled while traveling at walking speed so that they can be guided, individually or in groups, to their respective tracks and, if necessary, re-coupled. For this purpose, manual controls, preferably with handles, are positioned along the sides of the cars so that they can be easily pulled or swung by an operator standing next to the track or beside a passing vehicle.

[0003] In a known device for uncoupling a coupling head, a cable is connected at one end to a coupling and locking mechanism on the coupling head and at the other end to an actuable mechanical adjusting element on the rail vehicle. In particular, a manual movement in the longitudinal direction of the cable causes the coupling head to be uncoupled from that of an adjacent rail vehicle.

[0004] The invention is based on the objective of improving a method for uncoupling a coupling of a rail vehicle, or of creating a device for carrying out the method, such that uncoupling can be performed very safely and easily by a shunting worker standing next to the rail vehicle or the track, and that the device is designed to be user-friendly and can be mounted on an existing rail vehicle. Furthermore, it is intended to enable automated uncoupling instead of this task being performed by a shunting worker, or that at least one manipulator can be used to assist in the manually performed uncoupling work.

[0005] This problem is solved according to the invention by the features of claim 1 or claim 5.

[0006] According to the invention, the mechanical adjusting device of the cable pull is provided with an adjusting element on both sides of the rail vehicle, which can be connected to and actuated by the cable pull, by means of which at least one uncoupling or one uncoupling and a buffer position of the coupling head is effected, wherein in this buffer position the coupling head cannot be coupled.

[0007] It is very advantageous that the first adjusting element is used to uncouple the coupling, while the second adjusting element on the other side of the rail vehicle is used to uncouple the coupling head and create a buffer position, either manually or automatically. In this buffer position, the cable tension is held back, preventing the coupling head from being coupled. This allows uncoupling to be performed from both sides of the vehicle and also enables the selection of this buffer position.

[0008] The invention provides that the adjusting elements attached laterally to the rail vehicle can each be connected to an operating device and, via the mechanical adjusting device, preferably move the cable pull by pulling, thereby causing uncoupling or uncoupling and the buffer position of the coupling head.

[0009] Advantageously, this mechanical adjustment device features a rail guide and a carriage that can be moved within it. It includes two disc rollers, each rotatably mounted on either side of the rail guide and the carriage, with a longitudinal element wound around its outer circumference for rotation. The rail guide also incorporates longitudinally guided sliding elements that are rotatably connected to the disc rollers.

[0010] These sliding elements, preferably designed as racks, are rotaryally connected to a gear of the disc rollers for their linear adjustability and are designed to interact with at least one pivoting element on a guide ramp. On this guide ramp, at least one height-adjustable guide element of the slide is guided from the coupled to the uncoupled end position of the cable pull and can be locked in this end position, in which the buffer position of the coupling head is formed. This allows shunting in such a way that, with this locking mechanism of the cable pull, the coupling head functions as a buffer, preventing it from coupling to the coupling head of the next vehicle even when one rail vehicle moves against another.

[0011] Advantageously, the mechanical adjustment device is arranged in a housing box that can be mounted on the rail vehicle next to the coupling head, so that it can be easily mounted on the front of the vehicle and is thus well protected, since it is located between two vehicles when coupled.

[0012] The invention and further advantages thereof are explained in more detail below with reference to exemplary embodiments and the drawing. It shows: Fig. 1 a schematic view of a rail vehicle equipped with a coupling head with a section of the adjusting device according to the invention; Fig. 2 a section of the adjusting device of the device for uncoupling the coupling head according to Fig. 1 Fig. 3 shows a partial view of the adjustment device with a pivoting element with a guide ramp and a slide with a height-adjustable guide element, the path of which when the slide is moved on this guide ramp is illustrated by an arrow; Fig. 4 shows a view of the adjustment device as shown in Figure 1. Fig. 3 , however with the pivot element raised, through which the guide element's path is determined when the slide moves below the pivot element, as illustrated by arrows; Fig. 5 a view of the adjusting device with an actuable auxiliary element with an extension of the guide ramp of the pivot element to create a buffer position for the coupling head despite the raised pivot element; Fig. 6 a partial perspective view of the adjusting device with the slide, the rack-type sliding elements, and the piston of the piston / cylinder unit in the front area. Fig. 7 a partial perspective view of the adjusting device with the slide, the rack-type sliding elements, and the piston of the piston / cylinder unit in the front area; Fig.8 a partial view of the coupling head with a lever linkage for the cable pull in the coupled state as well as the swivel joint with a coupling and locking mechanism not visible; and Fig. 9 the partial view of the coupling head according to . Fig. 8 with the linkage in the uncoupled state.

[0013] From the principle in Fig. 1 The partially shown rail vehicle 15 is a suggested wagon with wheels 13 and, at one end 15', a coupling head 11 hinged in the middle for coupling and uncoupling with or from a coupling head of an adjacent rail vehicle. The latter is identical to the coupling head 11 shown, but can be mounted laterally, rotated 180° horizontally, and in reverse on the vehicle to be coupled. The coupling head 11's funnel-shaped housing 16 with a front end plate 17, a guide element 19, and a dome 18 with a guide element 14 are shown. The end plate 17 has two through-openings 12 arranged side by side.

[0014] The primary rail vehicles suitable are freight wagons. However, passenger cars, locomotives, or other types of wagons can also be used. The method according to the invention is particularly suitable for freight wagons, preferably in marshalling yards, where, for example, a hump yard with a gradient is provided. Individual or coupled vehicles can be shunted during the journey, which is usually at walking speed, so that they can be guided individually or in groups to their respective direction track and, if necessary, coupled there with other wagons or units.

[0015] Fig. 8 und Fig. 9 The figures show the coupling head 11, of which its funnel-shaped housing 16 with the front end plate 17, the guide element 19, and the dome 18 with a mechanical coupling connection are visible. In addition, a coupling and locking mechanism is integrated into the housing 20, but not shown in detail. The front end plate 17 has a contact surface 17' for a bearing surface of a coupling head to be coupled, which is not shown.

[0016] Such a coupling head is described in detail in publication CH-A-01486 / 2022, to which explicit reference is made. This publication describes a coupling and locking mechanism that can be coupled and locked via this guide element 14, while for uncoupling, this cable pull 23 is provided, which is rotatably connected to an axle shaft 26 of the coupling and locking mechanism by means of a lever linkage 25 on the housing 16. The cable pull 23 is mounted at one end on a pivot lever 24 of the lever linkage 25, and the pivot lever 24 is in turn mounted on this axle shaft 26, which is rotatably connected to the coupling and locking mechanism.

[0017] Fig. 8 shows the cable pull 23 with the lever linkage 25 in coupled position, while Fig. 9 The cable pull 23 in the uncoupled state is illustrated, in which the pivot lever 24 is pivoted away from the end plate 17 at an angle of approximately 70° from it from an almost parallel orientation and the cable pull 23 is retracted in its longitudinal direction. A sensor can be arranged on the lever linkage 25 by means of which the uncoupling can be detected and a corresponding signal can be transmitted to a central location, for example in a locomotive.

[0018] Fig. 1 bis Fig. 7 show the mechanical adjustment device 20 of the device 10 according to the invention, which is arranged in a housing box 21 mounted on the front face 15' of the rail vehicle 15 by fastening elements 22.

[0019] According to the invention, the mechanical adjusting device 20 of the cable pull 23 is provided with an adjusting element 31, 32 on each side of the rail vehicle 15, which can be connected to and actuated by the cable pull 23. This causes the coupling head 11 to uncouple with the first adjusting element 31 or to uncouple and be placed in a buffer position with the second adjusting element 32, whereby in this buffer position the coupling head 11 cannot be coupled because the cable pull 23 is in the Fig. 9 the position shown is held back, and thus the coupling head 11 acts like a buffer, which, when the rail vehicle moves against another, does not couple with the coupling head of the next vehicle that comes into contact, but buffers.

[0020] These adjusting elements 31, 32, preferably attached externally to the front face 15' of the rail vehicle 15, can each be connected to an operating device and, via the mechanical adjusting device 20, move the cable pull 23 by pulling, thereby causing this uncoupling and buffer position of the coupling head 11. Such an adjusting device 20 of the device 10 is also installed on the opposite front face of the vehicle, which is not shown.

[0021] This mechanical adjusting device 20 has a rail guide 27 in the form of a U-shaped profile and a slide 30 that can be moved therein. This slide 30, together with the cable pull 23 attached to it, can be moved in the rail guide 27 from the coupled to the uncoupled position and back again, with the same stroke as that of the cable pull 23 from one position to the other. Fig. 8 und Fig. 9 is adjusted.

[0022] Furthermore, the adjusting device 20 comprises two disc rollers 33, 34 rotatably mounted on either side of the rail guide 27 and the carriage 30, each with a longitudinal element 35, 36 wound around its outer circumference for rotating the rollers. These longitudinal elements 35, 36 correspond to the adjusting elements 31, 32 and can be coupled to and pulled by the operating device. The two disc rollers 33, 34 are each actuated by a spring element (not shown) such that they rotate back to their initial position, thereby retracting the longitudinal elements 35, 36. The cable 23 and the longitudinal elements 35, 36, which are preferably made of wires or strands, are guided longitudinally between the housing box 21 and the coupling head 11 or the adjusting elements 31, 32 by tubes held by these elements.

[0023] Furthermore, longitudinally movable sliding elements 37, 38 are assigned to the rail guide 27, wherein the sliding elements 37, 38 are rotatably connected to the disc rollers 33, 34 for linear adjustability and cooperate with a pivoting element 40 with preferably two guide ramps 41 arranged on both sides of the carriage 30.

[0024] These longitudinally movable sliding elements 37, 38 in the rail guide 27 are preferably designed as racks, into which a gear of the rotatably mounted disc roller 33, 34 engages, so that when one or the other longitudinal element 35, 36 is pulled, the respective disc roller 33, 34 rotates and consequently the associated rack is moved. As the rack 37 moves, the pivoting element 40 is pivoted upwards by a longitudinal cam 46 on the underside of the rack 37 at the front near the guide ramp 41, while when the other rack 38 is moved, this guide ramp 41 remains unchanged. The two disc rollers 33, 34, each actuated by this spring element, are rotated back to their starting position, thereby pulling the longitudinal elements 35, 36 back and pushing the racks back, as shown in Fig. 7 to the rack 38 is illustrated.

[0025] These guide ramps 41, 43 each extend to a support 42 which rotatably mounts the pivoting element 40 and the respective disc roller 33, 34. A locking opening 44 and a lower step 44' are formed below this extended guide ramp 43 at the support 42.

[0026] On these guide ramps 41, 43, a guide element 39, which is height-adjustable in the carriage 30, is guided from the coupled to the uncoupled end position of the cable pull 23 and can be fixed in this locking opening 44 in the support 42, which forms this buffer position of the coupling head, because the carriage 30 with the guide element 39 is held in this end position.

[0027] The slide 30 and with it this guide element 39 are carried along by the respective sliding element 37, 38 when the latter is moved by the respective disc roller 33, 34. For this purpose, a cam 48 projects laterally on both sides of the slide 30, each engaging in a longitudinal groove 47 in one or the other sliding element 37. The guide element 39 is held in a height-adjustable position by a sliding bolt 39' or similar element running vertically on the slide 30, with preferably a compression spring (not shown) pressing the guide element 39 downwards.

[0028] Furthermore, a piston / cylinder unit 50 with supply connections 51 is arranged parallel to the rail guide 27. This unit allows the carriage 30, and thus the cable pull 23, to be moved by a control center, thereby enabling the coupling head 11 to be uncoupled. The carriage 30 can be moved independently of the sliding elements 37, 38 by the piston / cylinder unit 50. Conversely, these sliding elements, acting as racks, each individually move the carriage 30 together with the cable pull 23, thus effecting the uncoupling. The piston / cylinder unit 50 is equipped with the piston rod 52, which is extended in its starting position, and a driver 53. When the driver is retracted for uncoupling, the driver engages the carriage 30, as shown in [reference missing]. Fig. 6 as is evident.

[0029] It is thus provided within the scope of the invention that, during a linear movement, one rack 37 leaves the pivoting element 40 with the guide ramp 41 in the starting position, so that the height-adjustable guide element 39 of the slide 30 is guided and lockable on this guide ramp from the coupled to the uncoupled end position of the cable pull 23 in the coupling head 11, while when the other rack 38 is actuated, the at least one pivoting element 40 is raised at the front, and thereby this height-adjustable guide element 39 of the slide 30 can be adjusted without guidance below the pivoting element 40 and the slide 30 can be moved back and forth without a locking mechanism.

[0030] From the housing box 21 of the adjusting device 20, which is mounted on the rail vehicle 15 next to the coupling head 11, the longitudinal elements 35, 36, preferably designed as wires or strands, are led to the respective adjusting elements 31, 32. The latter are preferably located on the outside near the front face 15' of the rail vehicle 15 for quick access by operators standing next to the rail vehicle or the tracks. The longitudinal elements 35, 36 can then be pulled out of the adjusting elements 31, 32 as needed by means of connectable rods, for example, hook-on rods with a handle at the end, which serve as operating devices.

[0031] Fig. 5As a variant, an additional element 55 with a guide ramp 55' and a bumper 56 is shown, which is arranged such that it can be pivoted from a neutral position by the bumper 56 into a position that is positioned as an extension of the guide ramp 41 of the pivoting element 40, and thus the guide element 39 with the slide 30 is moved via these guide ramps 55', 41 into the downward-extending locking opening 44 in the support 42 of the rack 37. This allows the first adjusting element 31 to be adjusted even when the pivoting element 40 is raised, so that a buffer position of the coupling head can be achieved.

[0032] The invention is sufficiently demonstrated by the exemplary embodiments described above. However, it could be further explained by other variants. In particular, the longitudinal elements 35, 36 of the adjusting elements 31, 32 could also be automatically actuated by appropriately arranged manipulators or robot cells next to the tracks.

[0033] For rail vehicles moving at a relatively fast walking pace, it may be necessary for the shunting workers to be able to hold onto support bars or railings in order to safely operate the longitudinal elements 35, 36 of the adjusting elements 31, 32 with the operating devices preferably designed as rods.

Claims

1. A method for uncoupling a coupling head of a coupling of a rail vehicle, in which at least one cable pull (23) is connected at one end to a coupling and locking mechanism on the coupling head (11) and at the other end to an actuatable mechanical adjusting device (20) on the rail vehicle (15), wherein a manual or automated movement in the longitudinal direction of the cable pull (23) causes the coupling head (11) to be uncoupled from that of an adjacent rail vehicle, characterized in that the mechanical adjustment device (20) of the cable pull (23) is provided with an adjustment element (31, 32) on each side of the rail vehicle (15) which can be connected to and actuated by the cable pull and by means of which at least one uncoupling or one uncoupling and a buffer position of the coupling head (11) are effected, wherein in this buffer position the coupling head cannot be coupled.

2. Method according to claim 1, characterized in that with the first adjusting element (31) a decoupling and with the second adjusting element (32) on the other side of the rail vehicle a decoupling and a buffer position of the coupling head (11) can be effected manually or automatically, wherein in this buffer position the cable pull (23) is held back so that the coupling head cannot be coupled.

3. Method according to claim 1 or 2, characterized in that the first adjusting element (31) is provided with a manually or automatically operable additional element (55) only for uncoupling and can be adjusted in such a way that a buffer position of the coupling head (11) can also be effected.

4. Method according to one of claims 1 to 3, characterized in thatthe adjusting elements (31, 32) attached to the side of the rail vehicle (15) can each be connected to an operating device and move the cable pull (23) via the mechanical adjusting device (20), preferably by pulling, and thus bring about uncoupling or uncoupling and this buffer position of the coupling head (11).

5. Device for uncoupling a coupling head of a coupling of a rail vehicle for carrying out the method according to one of claims 1 to 4, characterized in thatthe mechanical adjusting device (20) is provided with an adjusting element (31, 32) on each side of the rail vehicle (15) which can be connected to and actuated by the cable pull (23), by means of which an uncoupling or an uncoupling and a buffer positioning of the coupling head is effected, wherein the cable pull (23) causes a uncoupling of the coupling and locking mechanism in the coupling housing (16) and thus of the coupling head (11) which is coupled to a coupling head of the adjacent rail vehicle by a movement in its longitudinal direction.

6. Device according to claim 5, characterized in that the mechanical adjusting device (20) has a rail guide (27) and a slide (30) which can be moved therein, wherein the slide (30) together with the cable pull (23) fastened to it can be moved in the rail guide (27) from the coupled to the uncoupled position and back again.

7. Device according to claim 5 or 6, characterized in that the mechanical adjusting device (20) has two disk rollers (33, 34) which are rotatably mounted on both sides of the rail guide (27) and the carriage (30), each having a longitudinal element (35, 36) wound on its outer circumference for rotating the same, wherein these longitudinal elements (35, 36) are guided to the adjusting elements (31, 32) and can be coupled to the operating device and preferably pulled by it.

8. Device according to claim 7, characterized in thatLongitudinally guided sliding elements (37, 38) are provided in the rail guide (27), wherein the sliding elements (37, 38) are rotationally connected to the disc rollers (33, 34) for their linear adjustability and interact with at least one pivoting element (40) with at least one guide ramp (41), wherein on this guide ramp (41) at least one height-adjustable guide element (39) of the carriage (30) is guided from the coupled to the uncoupled end position of the cable pull (23) and can be locked in this end position, in which this buffer position of the coupling head (11) is formed.

9. Device according to claim 8, characterized in thatthe one sliding element (38) leaves the at least one pivoting element (40) with the guide ramp (41) in the starting position during a linear movement, so that the height-adjustable guide element (39) of the carriage (30) can be guided and locked on this guide ramp (41) from the coupled to the uncoupled end position of the cable pull (23), while the at least one pivoting element (40) is raised into a position by the other sliding element (37) when actuated, and as a result this height-adjustable guide element (39) of the carriage (30) can be adjusted without guidance and the carriage can be moved back and forth without being locked.

10. Device according to claim 9, characterized in thatthe longitudinally guided sliding elements (37, 38) are designed as toothed racks, with each of which a gear wheel of the rotatably mounted disc roller (33, 34) engages, so that when one or the other longitudinal element (35, 36) is adjusted, the respective disc roller (33, 34) rotates and consequently the toothed rack is displaced.

11. Device according to one of claims 5 to 10, characterized in that the mechanical adjusting device (20) is arranged in a housing box (21) which can be mounted on the rail vehicle (15) next to the coupling head (11), and the longitudinal elements (35, 36), which are preferably designed as wires or strands, are guided on the end face of the housing box (21) to the respective adjusting element (31, 32) which is also attached to the rail vehicle (15), which are preferably placed outside on the end face (15') of the rail vehicle (15) next to the rail vehicle for quick access by operators.

12. Device according to one of claims 5 to 11, characterized in that a piston / cylinder unit (50) is arranged parallel to the rail guide (27), by means of which the carriage (30) and thus the cable pull (23) can be displaced in a controlled manner from a central location and decoupling is made possible.

13. Device according to claim 12, characterized in that the slide (30) of the piston / cylinder unit (50) is displaceable independently of the sliding elements (37, 38) and vice versa, that the sliding elements (37, 38) can each be individually coupled to the slide (30) and carry it along.

14. Device according to one of claims 5 to 13, characterized in thatthe at least one cable pull (23) is connected at one end to a pivoting lever (24) of a lever linkage (25) on the coupling housing (16) and the pivoting lever (24) is in turn connected to an axle shaft (26) which is rotatably connected to the coupling and locking mechanism, wherein a sensor is arranged on the lever linkage (25), by means of which the uncoupling can be detected and a corresponding signal can be transmitted to a central location, for example in a locomotive.

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