EP0167753B1 - Supporting and centering device for automatic railway train couplings - Google Patents

Supporting and centering device for automatic railway train couplings Download PDF

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Publication number
EP0167753B1
EP0167753B1 EP85105886A EP85105886A EP0167753B1 EP 0167753 B1 EP0167753 B1 EP 0167753B1 EP 85105886 A EP85105886 A EP 85105886A EP 85105886 A EP85105886 A EP 85105886A EP 0167753 B1 EP0167753 B1 EP 0167753B1
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EP
European Patent Office
Prior art keywords
coupling head
supporting
spring
centering device
buffer
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Expired
Application number
EP85105886A
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German (de)
French (fr)
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EP0167753A1 (en
Inventor
Axel Dr. Schelle
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Knorr Bremse AG
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Knorr Bremse AG
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Application filed by Knorr Bremse AG filed Critical Knorr Bremse AG
Priority to AT85105886T priority Critical patent/ATE28833T1/en
Publication of EP0167753A1 publication Critical patent/EP0167753A1/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G7/00—Details or accessories
    • B61G7/10—Mounting of the couplings on the vehicle
    • B61G7/12—Adjustable coupling bars, e.g. for centralisation purposes

Definitions

  • the invention relates to a support and centering device for automatic train couplings of rail vehicles, which have a pivoting screed in front of the side buffer buffer, optionally articulated on a laterally deflectable draw hook of a manual coupling, articulated train coupling head.
  • Such a support and centering device is known, for example, from DE-B-1 141 666, in which two helical springs acting via complex lever arrangements are provided for resilient support and centering.
  • resilient support and centering devices for automatic central buffer couplings are known, in which the stability of a vertical and / or horizontal central position is achieved in that at least one spring-loaded bearing point of the support and / or centering device is divided into two thrust bearings, which are located at a certain distance from each other.
  • the central buffer coupling head is deflected from the central position, one of these two thrust bearings is lifted against the resilient load, which results in an elastic restoring force.
  • the invention has for its object to provide a support and centering device of the type mentioned, which is very simple in construction, which is easy to assemble and which can therefore also be used in particular when converting a rail vehicle from a hook-type hand coupling to an automatic pull coupling is.
  • a form spring located below the coupling head and in front of the buffer beam, the ends of which are supported near the shock buffer from the front against the buffer beam and the central region, which is optionally bulged forward, presses against a pressure surface of the coupling head from the rear , which is located below a horizontal plane that can be placed through the articulation points of the coupling head.
  • a buffer screed 1 of a rail vehicle (not otherwise shown) is shown, which bears the usual shock buffers 2 on the side.
  • the screed 1 is surmounted by a pulling hook 3 of a manual coupling, which is connected to the frame of the rail vehicle via a conventional pulling device, not shown, and which can thus be held somewhat deflectable to the side in the usual way.
  • an automatic pull coupling head 5 is articulated on the pulling hook by means of a cross bolt 4. Below a horizontal plane that can be laid by the articulation of the coupling head 5, that is to say the cross bolt 4, the coupling head 5 has a vertical pressure surface 6 facing the buffer beam 1.
  • the buffer beam 1 carries between the two shock buffers 2 and these very close to two bearing blocks 7, which have vertical, forward-facing and transverse to the rail vehicle abutment surfaces 8.
  • a form spring 9 is clamped with such a pretension that it holds the coupling head 5 in its vertical desired position. It is expedient to hold the form spring 9 laterally immovably on the pressure surface 6; this holder can be realized, for example, by a nose engaging in a recess in one part on the other part or also by a bolt or clamp connection.
  • the shaped spring 9 located below the coupling head 5 has a curved shape that bulges out toward the center, and its ends, which are formed towards the front, rest on the abutment surfaces 8.
  • the shaped spring 9 is preferably designed as a leaf spring with a vertical leaf surface, but it can also have a different design - for example as a bar spring.
  • the coupling head 5 If the coupling head 5 is pressed downward while rotating about the cross bolt 4, the lower end of the pressure surface 6 approaches the buffer beam 1 and deforms the shaped spring 9 with increased preload. If the coupling head 5 is released again, the molded spring 9 presses the coupling head 5 back to its vertical target position shown in FIG. 2. When the traction coupling head 5 is raised, the distance between the pressure surface 6 and the buffer beam 1 increases with partial relaxation of the form spring 9, so when the traction coupling head 5 is released, it returns its own weight back to its vertical target position.
  • the bias of the form spring 9 is to be dimensioned such that coupling operations with a mating coupling head can be carried out without pushing back the coupling head 5.
  • the drawbar coupling head 5 can also be articulated directly to a drawbar belonging to the drawbar device (not shown) of the rail vehicle or to a special bearing block that is rigidly or resiliently connected to the buffer screed 1 or other parts of the vehicle underframe, with the drawbar 3 not being used. Furthermore, it is possible that the two ends of the form spring 9 are held immovably on the buffer beam when the draw coupling head 5 is deflected from its central position, then there are much stronger changes in the preload in the form spring 9 and thus increased restoring forces for the draw coupling head 5.
  • the contact of the molded spring 9 on the pressure surface 6 can be designed such that the molded portion 9 rests on the pressure surface 6 with its central portion at at least two laterally and / or vertically offset points.
  • the coupling head 5 is deflected out of its central position, at least one of the contact points is relieved or lifted off, which results in an increased restoring force in the particularly stable and precisely adjusting central or target position of the coupling head 5.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
  • Springs (AREA)
  • Replacement Of Web Rolls (AREA)
  • Mechanical Operated Clutches (AREA)

Abstract

1. Supporting and centering device for automatic traction couplings of rail vehicles, comprising an automatic traction coupling head (5) arranged to pivot in front of the buffer-supporting board (1) laterally bearing disk buffers (2), said coupling head being articulated, if necessary, at a traction hook (3) of a manual coupling, which is supported for lateral deflection, characterized by a spring (9) located underneath said traction coupling head (5) and in front of said buffer-supporting board (1), the ends of said spring being supported against the face of said buffer-supporting board (1) near said disk buffers (2) while its central area, which is of a design convex to the front if necessary, bears against the rear side of a pressure or bearing-surface area (6) of said traction coupling head which is located below a horizontal plane that can be placed through the points of articulation (4) of said traction coupling head (5).

Description

Die Erfindung betrifft eine Abstütz- und Zentriervorrichtung für selbsttätige Zugkupplungen von Schienenfahrzeugen, die einen vor der seitlich Stoßpuffer tragenden Pufferbohle schwenkbar, gegebenenfalls an einem seitlich auslenkbar gehaltenen Zughaken einer Handkupplung angelenkten, selbsttätigen Zugkupplungskopf aufweisen.The invention relates to a support and centering device for automatic train couplings of rail vehicles, which have a pivoting screed in front of the side buffer buffer, optionally articulated on a laterally deflectable draw hook of a manual coupling, articulated train coupling head.

Eine derartige Abstütz- und Zentriervorrichtung ist beispielsweise aus der DE-B- 1 141 666 bekannt, bei welcher zur federnden Abstützung und Zentrierung zwei über aufwendige Hebelanordnungen wirkende Schraubenfedern vorgesehen sind.Such a support and centering device is known, for example, from DE-B-1 141 666, in which two helical springs acting via complex lever arrangements are provided for resilient support and centering.

Aus der DE-B- 1 044 137 ist eine Zugkupplung bekannt, bei welcher der Zugkupplungskopf an einem besonderen Lagerbock des Fahrzeuguntergestelles, offensichtlich der Pufferbohle, angelenkt ist. Abstütz- und Zentriervorrichtungen für den Zugkupplungskopf sind hierbei jedoch nicht offenbart.From DE-B-1 044 137 a train coupling is known, in which the train coupling head is articulated on a special bearing block of the vehicle underframe, obviously the buffer beam. However, support and centering devices for the coupling head are not disclosed here.

Aus den DE-C- 582 115 und DE-C- 560 476 sind federnde Abstütz- und Zentriervorrichtungen für selbsttätige Mittelpufferkupplungen bekannt, bei welchen die Stabilität einer vertikalen und/oder horizontalen Mittelstellung dadurch erreicht wird, daß wenigstens eine federnd belastete Lagerstelle der Abstütz- und/oder Zentriervorrichtung in zwei Drucklager aufgeteilt ist, welche sich in einem gewissen Abstand zueinander befinden. Beim Auslenken des Mittelpufferkupplungskopfes aus der Mittelstellung wird jeweils eines dieser beiden Drucklager entgegen der federnden Belastung ausgehoben, wodurch sich eine elastische Rückstellkraft ergibt.From DE-C-582 115 and DE-C- 560 476 resilient support and centering devices for automatic central buffer couplings are known, in which the stability of a vertical and / or horizontal central position is achieved in that at least one spring-loaded bearing point of the support and / or centering device is divided into two thrust bearings, which are located at a certain distance from each other. When the central buffer coupling head is deflected from the central position, one of these two thrust bearings is lifted against the resilient load, which results in an elastic restoring force.

Der Erfindung liegt die Aufgabe zugrunde, eine Abstütz- und Zentriervorrichtung der eingangs genannten Art zu schaffen, welche in ihrem Aufbau sehr einfach ist, welche einfach montierbar ist und welche somit auch insbesondere bei Umrüstung eines Schienenfahrzeuges von einer Haken-Handkupplung auf eine selbsttätige Zugkupplung verwendbar ist.The invention has for its object to provide a support and centering device of the type mentioned, which is very simple in construction, which is easy to assemble and which can therefore also be used in particular when converting a rail vehicle from a hook-type hand coupling to an automatic pull coupling is.

Diese Aufgabe wird nach der Erfindung gelöst durch eine sich unterhalb des Zugkupplungskopfes und vor der Pufferbohle befindende Formfeder, deren Enden sich nahe der Stoßpuffer von vorne gegen die Pufferbohle abstützen und deren mittlerer, gegebenenfalls nach vorne ausgewölbt ausgebildeter Bereich von rückwärts gegen eine Druckfläche des Zugkupplungskopfes drückt, die sich unterhalb einer durch die Anlenkstellen des Zugkupplungskopfes legbaren Horizontalebene befindet.This object is achieved according to the invention by a form spring located below the coupling head and in front of the buffer beam, the ends of which are supported near the shock buffer from the front against the buffer beam and the central region, which is optionally bulged forward, presses against a pressure surface of the coupling head from the rear , which is located below a horizontal plane that can be placed through the articulation points of the coupling head.

Nach der weiteren Erfindung vorteilhafte Ausbildungsmöglichkeiten für eine derartige Abstütz- und Zentriervorrichtung sind den Merkmalen der Unteransprüche zu entnehmen.According to the further invention, advantageous training options for such a support and centering device can be found in the features of the subclaims.

In der Zeichnung ist ein Ausführungsbeispiel einer nach der Erfindung ausgebilteten Abstütz-und Zentriervorrichtung schematisch dargestellt, und zwar zeigt

  • Figur 1 eine Aufsicht,
  • Figur 2 eine Seitenansicht, wobei zur Verdeutlichung die Seitenpuffer weggelassen sind, und
  • Figur 3 eine Einzelheit.
In the drawing, an exemplary embodiment of a support and centering device embossed according to the invention is shown schematically, namely shows
  • FIG. 1 shows a supervision,
  • Figure 2 is a side view, with the page buffers omitted for clarity, and
  • Figure 3 shows a detail.

In Fig. 1 und 2 ist eine Pufferbohle 1 eines im übrigen nicht dargestellten Schienenfahrzeuges ersichtlich, welche seitlich übliche Stoßpuffer 2 trägt. Mittig ist die Pufferbohle 1 von einem Zughaken 3 einer Handkupplung überragt, welcher über eine übliche, nicht dargestellte Zugeinrichtung mit dem Rahmen des Schienenfahrzeuges verbunden ist und welcher somit in üblicher Weise etwas zur Seite auslenkbar gehalten sein kann. Anstelle der bei Handkupplungen üblichen Spannschloß-Kuppelkette ist am Zughaken mittels eines Querbolzens 4 ein selbsttätiger Zugkupplungskopf 5 angelenkt. Unterhalb einer durch die Anlenkung des Zugkupplungskopfes 5, also den Querbolzen 4, legbaren Horizontalebene weist der Zugkupplungskopf 5 eine der Pufferbohle 1 zugewandte, vertikale Druckfläche 6 auf. Die Pufferbohle 1 trägt zwischen den beiden Stoßpuffern 2 und diesen sehr nahe zwei Lagerböcke 7, welche vertikale, nach vorne gerichtete und quer zum Schienenfahrzeug verlaufende Widerlagerflächen 8 aufweisen. Zwischen die Druckfläche 6 und die beiden Widerlagerflächen 8 ist eine Formfeder 9 mit derartiger Vorspannung eingespannt, daß sie den Zugkupplungskopf 5 in seiner vertikalen Sollage hält. Es ist zweckmäßig, die Formfeder 9 seitlich unverschieblich an der Druckfläche 6 zu haltern; diese Halterung kann beispielsweise durch eine in eine Vertiefung des einen Teils eingreifende Nase am anderen Teil oder auch durch eine Bolzen- oder Klemmverbindung verwirklicht werden.1 and 2, a buffer screed 1 of a rail vehicle (not otherwise shown) is shown, which bears the usual shock buffers 2 on the side. In the middle, the screed 1 is surmounted by a pulling hook 3 of a manual coupling, which is connected to the frame of the rail vehicle via a conventional pulling device, not shown, and which can thus be held somewhat deflectable to the side in the usual way. Instead of the turnbuckle dome chain common with hand couplings, an automatic pull coupling head 5 is articulated on the pulling hook by means of a cross bolt 4. Below a horizontal plane that can be laid by the articulation of the coupling head 5, that is to say the cross bolt 4, the coupling head 5 has a vertical pressure surface 6 facing the buffer beam 1. The buffer beam 1 carries between the two shock buffers 2 and these very close to two bearing blocks 7, which have vertical, forward-facing and transverse to the rail vehicle abutment surfaces 8. Between the pressure surface 6 and the two abutment surfaces 8, a form spring 9 is clamped with such a pretension that it holds the coupling head 5 in its vertical desired position. It is expedient to hold the form spring 9 laterally immovably on the pressure surface 6; this holder can be realized, for example, by a nose engaging in a recess in one part on the other part or also by a bolt or clamp connection.

Die sich unterhalb des Zugkupplungskopfes 5 befindende Formfeder 9 weist eine geschwungene, mittig nach vorne ausgewölbte Gestalt auf, ihre nach vorne geschwungen ausgebildeten Enden liegen auf den Widerlagerflächen 8 auf. Die Formfeder 9 ist vorzugsweise als Blattfeder mit vertikaler Blattfläche ausgebildet, sie kann jedoch auch eine andersartige Ausbildung - beispielsweise als Stabfederaufweisen.The shaped spring 9 located below the coupling head 5 has a curved shape that bulges out toward the center, and its ends, which are formed towards the front, rest on the abutment surfaces 8. The shaped spring 9 is preferably designed as a leaf spring with a vertical leaf surface, but it can also have a different design - for example as a bar spring.

Wird der Zugkupplungskopf 5 unter Drehung um den Querbolzen 4 abwärts gedrückt, so nähert sich insbesondere das untere Ende der Druckfläche 6 der Pufferbohle 1 an und verformt unter Vorspannungsvergrößerung die Formfeder 9. Wird der Zugkupplungskopf 5 wieder freigegeben, so drückt die Formfeder 9 den Zugkupplungskopf 5 wieder in seine in Fig. 2 dargestellte, vertikale Sollage zurück. Beim Anheben des Zugkupplungskopfes 5 vergrößert sich unter teilweiser Entspannung der Formfeder 9 der Abstand zwischen der Druckfläche 6 und der Pufferbohle 1, beim Freigeben des Zugkupplungskopfes 5 kehrt er daher unter seinem Eigengewicht in seine vertikale Sollage zurück. Beim horizontalen, seitlichen Auslenken des Zugkupplungskopfes 5, was unter Mitnahme des Zughakens 3 oder bei ortsfest verbleibenden Zughaken 3 unter Ausnützung von am Querbolzen 4 vorgesehenen Spielen erfolgen kann, wird der in Auslenkrichtung liegende Ast der Formfeder 9 unter Vorspannungsvergrößerung verformt, während sich der andersseitige Ast der Formfeder 9 teilweise entspannt; bei Freigabe des Zugkupplungskopfes 5 drückt somit die Formfeder 9 unter Rückkehr in ihre aus Fig. 1 ersichtliche Normallage in Zugkupplungskopf 5 in eine horizontale Sollage zurück.If the coupling head 5 is pressed downward while rotating about the cross bolt 4, the lower end of the pressure surface 6 approaches the buffer beam 1 and deforms the shaped spring 9 with increased preload. If the coupling head 5 is released again, the molded spring 9 presses the coupling head 5 back to its vertical target position shown in FIG. 2. When the traction coupling head 5 is raised, the distance between the pressure surface 6 and the buffer beam 1 increases with partial relaxation of the form spring 9, so when the traction coupling head 5 is released, it returns its own weight back to its vertical target position. In the horizontal, lateral deflection of the coupling head 5, which can take place with the pulling hook 3 or with the pulling hook 3 remaining stationary using the games provided on the cross bolt 4, the branch of the form spring 9 lying in the deflection direction is deformed with an increase in preload, while the branch on the other side is deformed the form spring 9 partially relaxed; When the pull coupling head 5 is released, the form spring 9 thus presses back into a horizontal desired position, returning to the normal position shown in FIG. 1 in the pull coupling head 5.

Die Vorspannung der Formfeder 9 ist derart zu bemessen, daß Kupplungsvorgänge mit einem Gegenkupplungskopf ohne Zurückdrücken des Zugkupplungskopfes 5 erfolgen können.The bias of the form spring 9 is to be dimensioned such that coupling operations with a mating coupling head can be carried out without pushing back the coupling head 5.

In Abänderung zu vorstehend beschriebenem Ausführungsbeispiel kann der Zugkupplungskopf 5 unter Entfall des Zughakens 3 auch unmittelbar an einer der nicht dargestellten Zugeinrichtung des Schienenfahrzeuges zugehörenden Zugstange oder auch an einem besonderen, mit der Pufferbohle 1 oder sonstigen Teilen des Fahrzeuguntergestelles starr oder federnd verbundenen Lagerbock angelenkt sein. Weiterhin ist es möglich, daß die beiden Enden der Formfeder 9 unverschieblich an der Pufferbohle gehalten sind beim Auslenken des Zugkupplungskopfes 5 aus seiner Mittellage ergeben sich dann wesentlich stärkere Vorspannungsänderungen in der Formfeder 9 und damit verstärkte Rückstellkräfte für den Zugkupplungskopf 5. Insbesondere falls für den Zugkupplungskopf 5 große Auslenkwinkel möglich sind, kann es zweckmäßig sein, in die beiden Äste der Formfeder 9 zwischen dem Zugkupplungskopf 5 und in Widerlagerflächen 8 je eine oder mehrere, wenigstens annähernd horizontale Schleifen 10 einzuformen, wie es aus Fig. 3 ersichtlich ist. Diese Schleifen 10 sind insbesondere bei mit ihren Enden unverschieblich an der Pufferbohle 1 gehaltener Formfeder 9 zweckmäßig.In a modification of the exemplary embodiment described above, the drawbar coupling head 5 can also be articulated directly to a drawbar belonging to the drawbar device (not shown) of the rail vehicle or to a special bearing block that is rigidly or resiliently connected to the buffer screed 1 or other parts of the vehicle underframe, with the drawbar 3 not being used. Furthermore, it is possible that the two ends of the form spring 9 are held immovably on the buffer beam when the draw coupling head 5 is deflected from its central position, then there are much stronger changes in the preload in the form spring 9 and thus increased restoring forces for the draw coupling head 5. In particular if the draw coupling head is used 5 large deflection angles are possible, it may be appropriate to form one or more, at least approximately horizontal, loops 10 into the two branches of the form spring 9 between the coupling head 5 and into abutment surfaces 8, as can be seen in FIG. 3. These loops 10 are particularly useful with their ends immovably held on the buffer beam 1 shaped spring 9.

In weiterer Abänderung kann die Anlage der Formfeder 9 an der Druckfläche 6 derart ausgestaltet werden, daß die Formfeder 9 mit ihrem Mittelabschnitt an wenigstens zwei seitlich und/oder vertikal zueinander versetzten Stellen an der Druckfläche 6 anliegt. Beim Auslenken des Zugkupplungskopfes 5 aus seiner Mittellage wird dabei wenigstens eine der Anlagestellen entlastet oder abgehoben, wodurch sich eine verstärkte Rückstellkraft in die sich besonders stabil und genau einstellende Mittel- bzw. Sollage des Zugkupplungskopfes 5 ergibt.In a further modification, the contact of the molded spring 9 on the pressure surface 6 can be designed such that the molded portion 9 rests on the pressure surface 6 with its central portion at at least two laterally and / or vertically offset points. When the coupling head 5 is deflected out of its central position, at least one of the contact points is relieved or lifted off, which results in an increased restoring force in the particularly stable and precisely adjusting central or target position of the coupling head 5.

Claims (7)

1. Supporting and centering device for automatic traction couplings of rail vehicles, comprising an automatic traction coupling head (5) arranged to pivot in front of the buffer-supporting board (1) laterally bearing disk buffers (2), said coupling head being articulated, if necessary, at a traction hook (3) of a manual coupling, which is supported for lateral deflection, characterized by a spring (9) located underneath said traction coupling head (5) and in front of said buffer-supporting board (1), the ends of said spring being supported against the face of said buffer-supporting board (1) near said disk buffers (2) while its central area, which is of a design convex to the front if necessary, bears against the rear side of a pressure or bearing-surface area (6) of said traction coupling head which is located below a horizontal plane that can be placed through the points of articulation (4) of said traction coupling head (5).
2. Supporting and centering device according to Claim 1, characterized in that said spring (9) is designed as an arcuate flat leaf-type spring having a vertical leaf area.
3. Supporting and centering device according to Claims 1 or 2, characterized in that said spring (9) is centrically attached at said pressure or bearing-surface area (6) of said traction coupling head (5).
4. Supporting and centering device according to Claims 1 or 2, characterized in that said spring (9) butts centrically against the pressure or bearing-surface area (6) of said traction coupling head (5) at least at two points which are laterally and/or vertically offset with respect to each other.
5. Supporting and centering device according to Claims 3 or 4, characterized in that the ends on both sides of said spring (9) rest upon vertical abutment surfaces (8) of said buffer-supporting board (1) at least for vertical displacement, said abutment surfaces extending transversely with respect to the rail vehicle.
6. Supporting and centering device according to Claims 3 or 4, characterized in that said spring (9) is maintained through its ends on both sides at said buffer-supporting board (9) in a non- displaceable manner.
7. Supporting and centering device according to any or several of the preceding Claims, characterized in that said spring (9) is provided with at least approximately horizontal loops on both sides of said traction coupling head (5).
EP85105886A 1984-06-08 1985-05-13 Supporting and centering device for automatic railway train couplings Expired EP0167753B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT85105886T ATE28833T1 (en) 1984-06-08 1985-05-13 SUPPORTING AND CENTERING DEVICE FOR AUTOMATIC TRAIN COUPLINGS OF RAIL VEHICLES.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19843421456 DE3421456A1 (en) 1984-06-08 1984-06-08 SUPPORT AND CENTERING DEVICE FOR AUTOMATIC TRAIN CLUTCHES OF RAIL VEHICLES
DE3421456 1984-06-08

Publications (2)

Publication Number Publication Date
EP0167753A1 EP0167753A1 (en) 1986-01-15
EP0167753B1 true EP0167753B1 (en) 1987-08-12

Family

ID=6237980

Family Applications (1)

Application Number Title Priority Date Filing Date
EP85105886A Expired EP0167753B1 (en) 1984-06-08 1985-05-13 Supporting and centering device for automatic railway train couplings

Country Status (3)

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EP (1) EP0167753B1 (en)
AT (1) ATE28833T1 (en)
DE (2) DE3421456A1 (en)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0243758B1 (en) * 1986-05-02 1990-08-29 Knorr-Bremse Ag Automatic coupling device for railway vehicles
DE19921510B4 (en) * 1999-05-10 2009-07-23 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Support device for an automatic traction coupling
DE19947829A1 (en) * 1999-07-20 2001-02-01 Knorr Bremse Systeme Automatic coupling for rail vehicles, especially automatic train coupling

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE560476C (en) * 1929-04-30 1932-10-03 Laszlo Kuertoessy Dipl Ing Device for suspending automatic railway couplings from the vehicle
DE582115C (en) * 1929-08-27 1933-08-10 Hahnsche Werke Akt Ges Device for suspending automatic couplings, especially for railway vehicles
DE1044137B (en) * 1956-10-13 1958-11-20 Bergische Stahlindustrie Central coupling with pivoting auxiliary device on the coupling head for coupling with tow hook
DE1141666B (en) * 1959-04-27 1962-12-27 Bergische Stahlindustrie Foldable central coupling with central adjustment, especially for rail vehicles
CH354480A (en) * 1960-10-19 1961-05-31 Technica Anstalt Device for the subsequent attachment of a central buffer coupling to railway vehicles with side buffers
BE625340A (en) * 1961-12-02
DE1294277C2 (en) * 1962-11-26 1973-03-08 Ernst Max Storage of a coupling half at the vehicle end of toy and model railroad vehicles

Also Published As

Publication number Publication date
EP0167753A1 (en) 1986-01-15
ATE28833T1 (en) 1987-08-15
DE3421456A1 (en) 1985-12-12
DE3560436D1 (en) 1987-09-17

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