Coupling for a railway vehicle with a coupling and locking mechanism

Abstract

A coupling (10) for a rail vehicle with a coupling and locking mechanism, arranged in a housing (11) of a coupling head (20), comprises a locking element (35) pivotable therein and a coupling rod (31) movable by the locking element for locking and unlocking with a coupling of a rail vehicle to be coupled. The locking element (35) is pivotably held by an axle shaft (15) arranged in the housing (11) and is articulated to the coupling rod (31) by an axle, each forming a bearing (22, 23). A lubrication system (25) is integrated into the coupling and locking mechanism (30) for operational maintenance. It has at least one connection means (26) accessible from the outside on the underside (11') of the housing (11) for supplying lubricant through conduit bores (16) at least in the axle shaft (15), through which the respective bearing (22, 23) can preferably be lubricated manually.This allows the durability of the coupling to be significantly increased with each such coupling and locking mechanism, which is known per se.

Description

[0001] The invention relates to a coupling for a rail vehicle with a coupling and locking mechanism according to the preamble of claim 1.

[0002] In publication CH 719 152 A2, a device for locking and unlocking a coupling of a rail vehicle is disclosed, which is arranged in a coupling head housing. This device comprises a locking element rotatable therein about a pivot axis, a coupling rod movable in or out of the housing by the locking element for coupling with a coupling head to be coupled, a control lever articulated to the locking element, and a guide element interacting with it. This control lever and the guide element form a locking device, which is designed such that, except in the coupled position, it causes the control lever to lock against the guide element and thus the coupling head assembly in every uncoupled position. It has been found that the bearings of the locking element and the coupling rod articulated to it are subject to considerable wear, thus limiting their service life.

[0003] The invention is based on the objective of creating a coupling for a rail vehicle with a coupling and locking mechanism that results in less wear on the heavily stressed components and thus increases the durability of the coupling.

[0004] This problem is solved according to the invention by the features of claim 1.

[0005] A lubrication system is integrated into the coupling and locking mechanism, which has at least one connection point accessible from the outside on the underside of the housing for a lubricant supply through line bores at least in the axle shaft, through which the respective bearing can preferably be lubricated manually.

[0006] With this lubrication system according to the invention, bearings in the coupling and locking mechanism, which are subject to heavy loads, can be lubricated, preferably manually, at selectable intervals from the underside of the coupling with simple handling.

[0007] This demonstrably confirms that the durability of the couplings can be significantly increased by using such a known coupling and locking mechanism.

[0008] A key advantage of the axle shaft holding the locking element is the presence of a central conduit bore connected to the externally accessible connection point, with transverse bores extending from this bore at various height positions along the axle shaft. This allows for a very simple lubrication supply to these bearings subjected to high loads.

[0009] At least one transverse bore in the axle shaft is positioned such that it leads into an extending auxiliary bore in the locking element and subsequently into the bearing of the axle, which is rotatably mounted in the locking element and held by the coupling rod. This provides complete lubrication for the coupling.

[0010] Advantageously, the axle shaft extends within the housing almost to the lower housing wall, and the externally accessible connection is attached to the underside at the central cable bore of the axle shaft. This results in an extremely simple arrangement with the connection readily accessible on the underside.

[0011] The invention provides that the connection means accessible from the outside on the underside of the housing is designed as a closing valve, preferably a grease nipple, to which a lubricant, such as oil or grease, can be periodically supplied by manual actuation using a conventional dispensing device.

[0012] The invention could also include a lubricant dispenser that would enable an automatically controlled lubricant supply or one by pushing a button, preferably with a metered quantity at predetermined time intervals.

[0013] The invention and further advantages thereof are explained in more detail below with reference to exemplary embodiments and the drawing. It shows: Fig. 1 shows a vertical longitudinal section through a coupling with a coupling and locking mechanism mounted in a housing and with a lubrication system according to the invention; Fig. 2 shows a vertical section through the coupling according to Fig. 1 along lines II - II according to Fig. 3 , wherein the axle shaft and the axle are shown in view and in the right half of the coupling head only the housing and the locking element are partially shown; and Fig. 3 shows a horizontal section of the coupling with the coupling and locking mechanism mounted in the housing with the lubrication system.

[0014] Fig. 1 bis Fig. 3 Figure 1 shows a coupling 10 with a coupling head 20 for a rail vehicle in the uncoupled state. Such a coupling 10 is used for the detachable connection of preferably freight cars, passenger cars, locomotives, or other types of wagons as rail vehicles. It is hinged to the end of the rail vehicle in or on a vehicle body or the like.

[0015] According to Fig. 3 The coupling 10 is composed of a coupling head 20, a housing 11 with a front flange wall 12, two through-openings 43, 53 arranged side by side in this flange wall, a dome 45, and a coupling and locking mechanism 30 integrated in the housing 11. The front flange wall 12 has a mating surface 13 for contact with a mating surface of a coupling head to be coupled, which is not shown in detail. Furthermore, a projecting guide element 14 for pre-centering the coupling heads during coupling is indicated on the mating surface 13.

[0016] The housing 11 of the coupling head 20 incorporates a locking and unlocking mechanism 30, which is described in detail in publication CH 719 152 A2. Reference is made to this mechanism, and therefore not all details are explained again below.

[0017] This locking and unlocking mechanism 30 is composed of an axle shaft 15 mounted in the housing 11 with a locking element 35 rotatable about a pivot axis A, a coupling rod 31 movable in or out of the housing 11 by the locking element 35, a control lever 47 articulated to the locking element 35, and a corresponding guide part 48. This locking element 35 has a recess 39 on the side opposite the axis 34 of the coupling rod 31, in which a slider 37 of the coupling rod of the other coupling head can be received, while the slider 37 of the coupling rod 31 engages in a corresponding recess 39 of the locking element 35 in the other coupling head during coupling.

[0018] This axis 34 of the coupling rod 31 and the opposite recess 39 are arranged relative to the pivot axis A of the locking element 35 such that the latter remains clamped in the locked position by the toggle lever principle as long as it is not rotated and unlocked by a drive. The respective locking element 35 is provided with a projecting cam 33 which, in the coupled state, rests against a stop (not shown) in the housing 11.

[0019] According to the invention, a lubrication system 25 is integrated into the coupling and locking mechanism 30 for operational maintenance, which has at least one connection means 26 accessible from the outside on the underside 11' of the housing 11 for supplying lubricant through conduit bores 16, 17, 18 at least in the axle shaft 15. Advantageously, a central conduit bore 16 connected to the externally accessible connection means 26 and transverse bores 17, 18, 19 extending from it at different height positions on the axle shaft 15 are provided. The transverse bores 17, 18, 19 extending from the central conduit bore 16 are guided in the axle shaft 15 into the bearings 22, 23 in the housing 11. The height positions of the transverse bores 17, 18, which lead to bearing bushings, for example as bearings, are arranged in the axle shaft 15 approximately in the middle of the bearing bushings.However, they could also be placed off-center in the upper or lower area of ​​the respective bearing bushing.

[0020] A transverse bore 19 in the axle shaft 15 is positioned such that it leads into an extending auxiliary bore 19' in the locking element 35 and subsequently into the bearing 24 of the axle 34, which is rotatably mounted in the locking element 35 and held by the coupling rod 31. The auxiliary bore 19' extends continuously to the outer edge of the locking element so that it can be produced by drilling, and is sealed tightly on the outside by a closing element 21.

[0021] The vertically oriented axle shaft 15 in the housing 11 extends almost to the underside 11' of the housing wall, and the externally accessible connection means 26 is connected to the underside at the central conduit bore 16 of the axle shaft 15. The axle shaft 15 extends to the housing 11 on its upper side and is pivotably connected there to a drive (not shown) to allow the coupling to be released.

[0022] With this lubrication system 25 according to the invention, these bearings 22, 23, 24, which are subject to heavy loads, can be easily lubricated from the underside of the coupling, preferably manually, at intervals of several weeks or months. It has thus been shown that the service life of a coupling with such a known coupling and locking mechanism can be significantly increased, even though this can be achieved with very little effort.

[0023] In addition, there is the added advantage that with this placement of the connecting means 26 on the underside 11' of the housing 11, access from both sides of the vehicle is possible, even when the vehicles are coupled to form a train composition.

[0024] These bearing bushings, which form the bearing of the axle shaft 15 in the housing 11, are arranged one above and one below the locking element 35, which extends transversely to the pivot axis A. The latter is plate-shaped and provided on both sides with a hub 36, each encompassing the axle shaft 15, as reinforcement. The hubs 36 abut the bearings 22, 23 at their end faces, thus positioning the locking element 35 away from the lubricated bearing bushings, which in Fig. 1 as is evident.

[0025] The connection element 26, accessible from the outside on the underside 11' of the housing 11, is designed as a shut-off valve, preferably a grease nipple, to which a lubricant, such as oil or grease, can be periodically supplied by manual actuation using a conventional dispensing device. In principle, more than one connection element 26 and more than one conduit bore could also be provided.

[0026] A more user-friendly design could also include a lubricant dispenser, enabling automatically controlled lubricant supply or manual dispensing at predetermined intervals, preferably with a metered quantity at the push of a button. This lubricant dispenser would allow for automatic lubrication of the bearing.

[0027] According to Fig. 3 On the coupling rod 31, the coupling and locking mechanism 30 is equipped with a lateral cam 49, which is operatively connected to a spring element 44 supported in the housing 11. This spring element exerts a constant compressive force on the coupling rod 31 and ensures the pre-tensioned state when the coupling head is coupled or uncoupled. During coupling, the locking and unlocking mechanism 30 is automatically brought into the pre-tensioned state.

[0028] Furthermore, a sliding release element 41 is positioned in the housing wall 11" such that it protrudes from the housing 11 at one end and rests against the locked control lever 47 in the uncoupled state. During coupling, this release element 41 is advanced by the guide element of the other coupling head immediately before the respective locking element 35 needs to be rotated, thereby releasing the locked control lever 47, which is then moved back into the housing 11 to a position not shown.

[0029] This control lever 47 is pivotally connected at one end 47' to the locking element 35 in the housing 11 at the rear and extends outwards through an opening 59 in the housing wall 11". It is pressed against the guide part 48 by a pressure element 55 located in the housing wall 11", preferably a compression spring. This could also be achieved by a tension spring or the like. The control lever 47 and the guide part 48 form a locking element at their contact surfaces, which is always locked except in the coupled position.

[0030] The locking means formed by the control lever 47 and the guide part 48 is designed such that, except in the coupled position, it causes the control lever 47 to lock against the guide part 48 of the respective coupling 20 in every released position.

[0031] Whether there is a tensile or compressive force or no force between the coupled coupling heads, which depends on the conditions when driving the vehicles, it is ensured that the mechanisms 30 are blocked by these locking means after uncoupling and the departure of the sliders 37 of the coupling rods 31 from the recesses 39 of the locking element 35.

[0032] The control lever 47 can be engaged in a first or a second locking position in the guide part 48. Advantageously, the control lever 47 is associated with a lug 48' at the contact surface with the guide part 48, which can be engaged in a shoulder 48', 48" at the contact surface of the guide part 48, respectively, forming the first or second locking position.

[0033] When, during uncoupling, one locking element 35 is pivoted by an external drive and moved to the drive's end position, the control lever 47 is moved through the opening 59 to the locking position and engaged there by the spring force of the pressure element 55. The other locking element of the unactuated coupling head, however, is only moved with its nose to the first locking position, particularly when a tensile force is present, and engaged there.

[0034] Furthermore, a guide 52 is provided on the control lever 47, which, when the control lever is released and moved back, comes into contact with the release element 41 at its end face and causes the control lever 47 to lift off, so that it releases itself when coupling and moves through the opening 59 into the interior of the housing.

[0035] The components of the coupling and locking mechanism 30, which can be inserted through the through-holes 43 during assembly, primarily consist of the plate-shaped locking element 35 with the control lever 47 pre-mounted on it. After inserting both, the control lever 47 is inserted into the opening 59 of the housing wall 11" and the locking element 35 is mounted from outside the housing 11 through the axle shaft 15, which is pre-machined with the guide bore 16 and the transverse bores 17, 18, and pivotably mounted therein. Such an assembly is suitable for a one-piece housing 11.

[0036] There are also in Fig. 1 Air couplings 38, 51, 57 projecting in the flange wall 12 and to the butt surfaces 13 are illustrated, which serve for the connection of a main air line, a main tank air line, etc., which sometimes allow manual or automatic uncoupling.

[0037] The invention is sufficiently demonstrated by the exemplary embodiments described above. However, it could be further explained by other variations. For example, the coupling and locking mechanism could be designed differently than shown, in a known manner.

[0038] Instead of the central bore in the axle shaft, a longitudinal groove could also be provided on the outside of the axle shaft, with or without a separate line, which could likewise be connected to the lubrication system's connection point. A connection point could also include several shut-off valves.

[0039] Alternatively, only one bearing for the locking element could be provided in the housing, with a bearing bushing being mountable as a separate component in the housing.

Claims

1. Coupling for a rail vehicle with a coupling and locking mechanism arranged in a housing (11) of a coupling head (20) and comprising a locking element (35) pivotable therein and a coupling rod (31) movable by the locking element for locking and unlocking with a coupling of a rail vehicle to be coupled, wherein the locking element (35) is pivotably held by an axle shaft (15) arranged in the housing (11) and is pivotally connected to the coupling rod (31) by an axle (34), bearings (22, 23) at the axle shaft (15) and a bearing (24) at the axle (34) are formed by the axle shaft (15) and the axle shaft (34). characterized by the fact thata lubrication system (25) is integrated in the coupling and locking mechanism (30) for operational maintenance, which has at least one connection means (26) accessible from the outside on the underside (11') of the housing (11) for supplying lubricant through a conduit bore (16) in the axle shaft (15), wherein transverse bores (17, 18, 19) extending from this conduit bore (16) are led into the bearing (24) of the axle (34) rotatably mounted in the locking element (35) and into these bearings (22, 23) at the axle shaft (15) in the housing (11).

2. Coupling according to claim 1, characterized by the fact that in the axle shaft (15) the central conduit bore (16) connected to the externally accessible connection means (26) and the transverse bores (17, 18, 19) extending from it are arranged in different height positions of the axle shaft (15).

3. Coupling according to claim 2, characterized by the fact thatat least one transverse bore (19) in the axle shaft (15) is positioned such that it leads into an extending additional bore (19') in the locking element (35) and subsequently into the bearing (24) of the axle (34) rotatably mounted in the locking element (35), which is held by the coupling rod (31).

4. Coupling according to claim 2 or 3, characterized by the fact that the transverse bores (17, 18, 19) extending from the central conduit bore (16) in the axle shaft (15) are guided into the bearing bushings in the housing (11) forming this bearing (22, 23, 24).

5. Coupling according to one of claims 1 to 4, characterized by the fact that the axle shaft (15) extends in the housing (11) to approximately the lower housing wall (11') and the externally accessible connection means (26) is connected on the underside at the central conduit bore (16) of the axle shaft (15).

6. Coupling according to one of claims 1 to 5, characterized by the fact thatThese bearing bushings forming the bearings (22, 23, 24) in the housing (11) are arranged one above and one below the locking element (35) extending transversely to the axis (34), wherein the locking element (35) has a plate-shaped extension and is provided on both sides with a hub (36) surrounding the axle shaft (15) as reinforcement, wherein the hubs (36) and thus the locking element (35) are positioned at their end faces away from the bearings.

7. Coupling according to one of claims 1 to 6, characterized by the fact that the height positions of the transverse bores in the axle shaft (15), which lead to the bearings (22, 23, 24), are each arranged approximately in their center.

8. Coupling according to one of claims 1 to 7, characterized by the fact thatThe connection means (26) accessible from the outside on the underside (11') of the housing (11) is designed as a closing valve, for example a grease nipple, to which a lubricant, such as oil or grease, can be supplied by manual operation using a conventional dispensing device.

9. Coupling according to one of claims 1 to 8, characterized by the fact that the connecting means (26) can be connected to a lubricant dispenser which enables an automatically controlled supply of lubricant, preferably at predetermined time intervals in a metered quantity of lubricant, so that automatic lubrication in the bearings is ensured.

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