DE467688C - Self-discharger - Google Patents

Description

GERMAN EMPIRE

ISSUED ON OCTOBER 31, 1928

REIC HS PATE NT OFFICE

PATENT LETTERING

CLASS 20c GROUP

Fried. Krupp Akt-Ges. in Essen, Ruhr *)

Self-discharger Patented in the German Empire on December 2nd, 1927

The invention relates to such self-dischargers with both a means Compressed air as well as manually operated unloading gear are provided. The invention consists primarily in the fact that a securing the loading position of the self-unloader Stop of one of the compressed air gear and the gear to be moved by hand common transmission part is so inevitably controlled ίο that the unlocking and locking of the unloading gear takes place automatically. An exemplary embodiment is shown in the drawing of the subject matter of the invention, namely shows

Fig. Ι a partially sectioned front view of the self-unloader in the loading position,

Fig. 2 a part of a left side view of Fig. I,

Fig. 3 a part of a section according to 3-3 of Fig. 1,

Fig. 4 a section according to 4-4 of Fig. 3, seen from the left,

Fig. 5 shows a representation corresponding to Fig. 1 at the beginning of the unloading movement,

Fig. 6 a part of a left side view of Fig. S,

Fig. 7 the same gear as Fig. 5 in the unloading position,

Fig. 8 the gearbox returning to the loading position,

Fig. 9 shows the parts of the unloading gear to be moved by hand in the same representation as Fig. 1 at the beginning of the unlocking movement,

Fig. 10 a part of a left side view of Fig. 9,

Fig. 11 one of the Fig. 3 corresponding Cut when the parts are in a different position,

Fig. 12 a section after 12-12 of the Fig. 11, seen from the left,

Fig. 13 the same gear as Fig. 9 at the beginning of the unloading movement,

Fig. 14 the gearbox in the unloading position and

Fig. 15 the gearbox at the beginning of the return to the loading position.

The car body A is tiltably mounted on the car frame B by means of pin b ^1. A shaft b is also rotatably arranged in the underframe, to which cranks b ^{s are} rigidly connected. The cranks b ^s , one of which has an extension b ⁷ , are connected to the car body A by means of links α ¹ . A compressed air cylinder C is attached to the underframe, the piston rod of which carries a toothed rack c ^{1 guided on rollers & 4.} The rack c ¹ is constantly in engagement with a spur gear D, which is seated on a bush B mounted loosely on the shaft i> ^{2 so} that it can rotate. One end of this rifle has an opening

*) The patent holder has indicated as the inventor:

Karl Jatissen and Gerhard Immand in Essen.

Savings e ¹ , in which, in the position of the parts according to Fig. 1 to 8, a coupling tooth f ^{1 of} a coupling sleeve F rigidly connected to the shaft b ² by means of a sleeve F engages. The tooth f ¹ has "a smaller width than the recess e ¹ , so that the sleeve E can rotate by a certain angular amount relative to the sleeve F. On the sleeve E a sleeve G ίο is also loosely rotatably mounted, in which a hand lever H is displaceable. on the bush e sits a cam e ² (s. especially Fig. 3) is provided for in the Nabeg ¹ of the sleeve g g a corresponding detent ² (see fig. 4). at the sleeve g is a double pawl / pivotably mounted, which is intended to come into engagement with a ratchet b ″ which is rigidly connected to the shaft b ² and forms one piece with one of the cranks b ^3. A stop g ^s is seated on the sleeve G , against which a pin a ^{2 fastened to the connecting rod a 1} , which is directly adjacent to it, is supported in the position of the parts according to FIGS. 1 and 2. The sleeve G finally also carries an extension g · ⁴ , which is directly opposite ^a support b a fastened to the side of the underframe B. A compression spring K with bias is pushed onto the sleeve E between the gear D and the sleeve G.

In the loading position, the parts assume the position shown in Fig. 1 to 4. The crank mechanisms b ″, a ¹ are in the vicinity of a dead position and are prevented from moving in the sense of discharge by the pin a ² , in whose path the stop g ^{3 of} the sleeve G is. The cam e ^{2 of} the sleeve E is in engagement with the detent g ^{2 of} the hub g ^{1 of} the sleeve G; the clutch e ¹ , f ¹ , F is engaged.

If the carriage is to be unloaded by means of compressed air, compressed air is let into the cylinder C. The rack then moves to the left in Fig. 1 and initially only rotates the sleeve E, since its section e ¹ initially slides along the coupling tooth f ^1. This rotation of the sleeve £ has the consequence that its cam e ² rotates relative to the sleeve G, so that the cam e ² emerges from its detent g ² and the sleeve in Fig. 2 and 3 against the action of the spring K after pushes to the right, with its stop g ^s releases the pin ar of the handlebar a ^1. Towards the end of this movement, a wall of the cutout e ^{1 of} the sleeve E comes to rest against the coupling tooth f ¹ , whereby the sleeve E is coupled to the shaft b ² (Figs. 5 and 6). As the rack e ^{1 continues} to move, the crank drives b ³ , αλ are then swung out, whereupon the car body A begins its unloading movement and then either continues its movement automatically or is raised to the unloading position by the gearbox (Fig. 7). A penetration of the crank mechanisms b ^s , a ¹ is prevented in this position by the extension b ⁷ , which lies against the associated link a ^1. If the carriage is to be returned to the loading position, the cylinder C is reversed, so that the rack c ¹ now moves to the right in Fig. 7. After a short turn of the sleeve E, the clutch e ¹ , f ¹ comes into effect again and swings the crank mechanism together with the car body back again. (Fig. 8). At the end of this movement, the cam e ^{2 of} the bushing jumps under the action of the spring / C back into the detent g ^{2 of} the sleeve G, whereupon this shifts to the left under the action of the spring K in Fig. 3 and its stop g ³ occurs in front of the pin a ^{2 of} the handlebar ah . The transmission is then locked again.

If unloading is to be carried out by hand, the hand lever Ji is pulled out of the sleeve G and swung downwards (see Fig. 9). Here, the stop g ^{z of} the sleeve G emerges from the path of the pin a ² , but the extension g * of the sleeve is still opposite ^{the support 6 6.} With this rotation of the lever H , the detent g ^{2 of} the sleeve G urges the cam c ^{2 of} the sleeve E against the action of the spring K in Fig. 11 to the left, since the. Support & ^θ does not allow a shift of the sleeve G to the right. As a result, the recess e ^{1 of} the sleeve E releases the coupling tooth f ^1. The rack c ¹ is then switched off from the transmission. Now the pawl / is inserted into the ratchet wheel b ⁵ that the sleeve G is coupled to the shaft b ^z in Fig. 13 in the clockwise direction of rotation. By lifting the lever H , the car body A is tilted until it has reached its unloading position (Fig. 14). If the car body is to be returned to the loading position, the latch / is thrown and the lever H is swung downwards (Fig. 1-5). Towards the end of this movement, the cam e ^z jumps back into iiq the detent g ² , the sleeve G moves to the left in Fig. 11 under the action of the spring K , the clutch e ¹ , f ¹ is engaged, and the stop g ^{s of} the sleeve G lies down again in front of the pin « ² . "

Claims (5)

Patent claims: i. Self-loading with an iao both by means of compressed air and by hand driving unloading gear, characterized in that the loading position of the Self-unloader-securing stop (g ^s ) is inevitably controlled by a gear part (e ² , g ² ') common to the compressed air gear and the gear to be moved by hand in such a way that the gear is unlocked and locked automatically. 2. Self-unloader according to claim i, characterized in that the gear part (V ² , g ² ) common to the compressed air transmission and the gear to be moved by hand is arranged so that when the self-unloader is unloaded by hand, the compressed-air transmission (C, c ¹ ) is automatically decoupled from the unloading gearbox. 3. Self-unloader according to claim 1, characterized in that the gear (H, G, g ", J) intended for unloading by hand is mounted loosely rotatable on a part (E) of the unloading gear and is connected to this part by a gear (V ² , g ² ) is connected, which controls the stop (g ^s ) and at the same time is able to couple the compressed air transmission (C, c ¹ ) with said part (E). 4. Self-unloader according to claim 1 to 3, characterized in that the stop (g ³ ) is provided on a part (G) of the gear intended for manual unloading. 5. Self-unloader according to claim 3, characterized in that the gear (H, G, g ² , J) intended for unloading by hand is under the action of a spring (K) which tries to control the stop (g ³ ) Gear (e ² , g ² ) returned to its position causing the locking of the unloading gear. For this purpose 2 sheets of drawings