EP0225354B1 - Dispositif de connexion de modeles reduits de wagons de chemin de fer - Google Patents

Dispositif de connexion de modeles reduits de wagons de chemin de fer Download PDF

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Publication number
EP0225354B1
EP0225354B1 EP86903370A EP86903370A EP0225354B1 EP 0225354 B1 EP0225354 B1 EP 0225354B1 EP 86903370 A EP86903370 A EP 86903370A EP 86903370 A EP86903370 A EP 86903370A EP 0225354 B1 EP0225354 B1 EP 0225354B1
Authority
EP
European Patent Office
Prior art keywords
coupling device
coupling
shaft
crosspiece
coupling element
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP86903370A
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German (de)
English (en)
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EP0225354A1 (fr
Inventor
Wolfgang Schuller
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Individual
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Individual
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Publication date
Application filed by Individual filed Critical Individual
Priority to AT86903370T priority Critical patent/ATE55703T1/de
Publication of EP0225354A1 publication Critical patent/EP0225354A1/fr
Application granted granted Critical
Publication of EP0225354B1 publication Critical patent/EP0225354B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • A—HUMAN NECESSITIES
    • A63—SPORTS; GAMES; AMUSEMENTS
    • A63H—TOYS, e.g. TOPS, DOLLS, HOOPS OR BUILDING BLOCKS
    • A63H19/00—Model railways
    • A63H19/16—Parts for model railway vehicles
    • A63H19/18—Car coupling or uncoupling mechanisms

Definitions

  • the invention relates to a coupling device on a model railroad vehicle, a coupling part, a shaft connected to it with an axis that can be aligned in the longitudinal direction of the vehicle in a normal position, an integrally formed on the shaft, horizontally extending to both sides of the shaft and the shaft and / or has the armature coupled pressure spring means which, in cooperation with the shaft and the armature, seek to hold the clutch part in the normal position in a spring-loaded manner, but allow the clutch part to pivot against the spring force about a vertical axis, the armature and the pressure spring means being arranged in one chamber are and the armature is pressed against an abutment surface facing the free end of the coupling part on the rear wall of the chamber, so that when the coupling part is pivoted one of the end regions of the armature forms a pivot point on the pivot side on the abutment surface.
  • DE-C-1 703 876 discloses a coupling device in which the armature is pressed against an abutment surface by a compression spring. When cornering, the coupling device is pivoted laterally outwards. The pivot point of the armature lies on the side of the coupling device facing away from the pivot side. This shortens the distance between the free coupling end and the end of the carriage or the end of the buffer. This shortening takes place in the case of two coupled vehicles at both ends of the vehicle. To prevent the buffer ends from coming into contact, the coupling must extend far beyond the end of the carriage. The result is an excessive distance between the buffers or wagons and a noticeable deviation from the real model.
  • a close coupling is known from DE-Z "Eisenbahn Magazine" 10/76 pages 57/59, which already enables a minimization of the buffer distance when driving straight ahead and an increase in the coupling protrusion with increasing deviation from the center position of the coupling.
  • This known close coupling requires a complicated and relatively large anchor construction, which when cornering, i.e. striking and disturbing in the pivoted position. A tension spring engaging the anchor forces the coupling device into the middle position.
  • EP-A-0 054 932 shows a coupling device of the type mentioned in the introduction, in which a guide template with two curved branches serve to guide the two T-legs of the armature on both sides. On these curved branches, two band springs are also supported, the task of which is to return the shaft guided in the guide template in each swivel position to the central position. The springs are supported on the same side as the abutment attack.
  • the precise design and the curved branches of the guide template require considerable structural effort and impair the reliability of the function when small foreign bodies enter the chamber of the guide template.
  • the invention is based on the object of improving the functionality of the coupling device and reducing the structural outlay.
  • this object is achieved according to the invention in that the armature is pressed against the abutment surface by the pressure spring means, for which purpose the chamber has a front wall facing the coupling part with a passage opening for the shaft which enables the pivoting movement of the shaft, and in addition, the compression spring means have at least one compression spring element which is supported against the inner surface of the front wall.
  • the anchors are pressed onto the abutment surfaces facing the free coupling ends by means of spring forces, they can be lifted against the spring force by tensile forces.
  • the towing locomotive When a long vehicle group starts up, the towing locomotive successively accelerates the vehicles that are coupled to one another, under the action of the respective spring elements in the coupling devices.
  • the required starting force is improved compared to the starting behavior of a train set with known coupling devices, and a tendency for the locomotive's wheels to spin on the tracks is reduced.
  • the shaft, the armature and a coupling part are designed as a one-piece plastic injection-molded part, with spring elements which are integrally molded on at least one inner chamber part and are integrally molded with spring elements on the shaft and / or the side of the armature facing away from the abutment surface.
  • the coupling devices In the known coupling devices, one could often observe that during the slow coupling process, the coupling devices were held by their springs so firmly in their coupling position that a coupling could not be achieved.
  • the free end of the coupling device is therefore arranged such that it can pivot about a transverse horizontal axis relative to the armature, in particular upwards. Because with this Aus Education only the weight of the relatively light molded part has to be raised, a coupling is reliably achieved even with slow approaches.
  • the shifting of the swivel range from the end of the vehicle also has the advantage that no space is required for swiveling the shaft up and the end of the vehicle can therefore be designed to be model-true.
  • the coupling section is opposite the outermost free end of the coupling device when the coupling is engaged and which has an essentially triangular profile with a horizontal profile Has edges, complementary to the first coupling section and for receiving it.
  • Model parts are very often in the way of the pivoting movement of the coupling device and / or of a bogie and / or the deflection movements of wheels, in particular in the case of model railway vehicles with a small track gauge.
  • such model parts are connected to the vehicle in a positionally variable manner.
  • the coupling device and / or the bogie and / or the wheel suspension has at least one driver on a horizontally pivotable or displaceable section, which can be brought into driving connection with the position-changing model parts.
  • Such model parts are in particular the footboard arrangements on passenger cars. They have already been attached to the bogies of the vehicles, but this results in unsightly slits between the vehicle body and the footboard arrangements.
  • the model parts in particular the footboard arrangements, are preferably held in a guide so that they can move on the floor of the vehicle.
  • the guides are arranged essentially concentrically around a vertical axis.
  • the footboard assemblies on opposite sides of a vehicle are connected to one another in a resilient manner and the footboard assemblies are arranged such that they can only be moved outward from the circumferential profile of the vehicle.
  • the spring arrangement connecting the footboard arrangements can be formed in one piece with the footboard arrangements as a plastic injection-molded part.
  • At least one driver is provided on the bogie of a vehicle, which engages the armature or the shaft of the laterally pivotable coupling device, so that an uncoupled coupling part is held approximately on the middle of the track when cornering. Since the coupling device according to the invention is relatively short, the required lateral pivoting is accordingly small and can be controlled via the bogie.
  • the coupling device 1 is shown without the model parts of a model railroad car. It has a coupling hook 1 ', a shaft 4 and an anchor 5.
  • the armature 5 is pressed by a compression spring 3 against an abutment surface 2 which faces the free end (1 ') of the coupling device 1 and is connected to the vehicle body.
  • pivot points of the armature 5 at 6 and 7 result on the abutment surface 2.
  • the armature 5, part of the shaft 4 and the compression spring 3 are inside one Chamber 8 arranged.
  • an elastic foam element (not shown) can also press the armature 5 against the abutment surface 2.
  • spring elements 9 as shown in FIG. 2, can additionally be molded onto this injection-molded part. These spring elements are supported on one or more inner walls of the chamber and push the armature 5 against the abutment surface 2.
  • a vertical axis 10 is arranged in the chamber 8, which guides the shaft 4 when pivoting.
  • the respective pivot point 6 or 7 moves inward on the abutment surface 2.
  • the pivoting movement of the coupling hook 1 ' is relatively small in this embodiment.
  • the front part of the coupling hook is mounted so as to be pivotable about a horizontal axis 11.
  • the shaft 4 therefore remains in the approximately horizontal normal position when the coupling hook is pivoted during a coupling or uncoupling process and hinders it Coupling not.
  • the outermost end 12 of the coupling hook 1 ' has an approximately triangular profile, and the bottom 13 of the coupling hook of a two coupling device is designed to be complementary thereto. During push operation, the complementary sections 12 and 13 lie on top of one another, and migration up or down and thus disengagement of the two coupling devices is prevented.
  • FIG. 5 shows the outline of one end of a model railroad vehicle with transversely displaceable footboard arrangements 14, 14 '.
  • the footboard arrangement 14 On the left side, the footboard arrangement 14 is pushed outwards, while the footboard arrangement 14 'is in the rest position on the right side.
  • the two footboard arrangements are connected via two plastic strips 15, 15 ', which act as springs.
  • a driver (not shown) on the shaft 4 urges e.g. when the coupling hook is swung out. to the left the footbed assembly 14 from the rest position to the outside so that it can not hinder the pivoting movement of the coupling device.
  • the plastic strips 15, 15 ' are drawn together as shown in the left part of the illustration. Due to their suspension properties, they move the footboard assembly 14 back to its starting position when the coupling hooks pivot back.
  • a bogie 16 controls the pivoting of an uncoupled coupling hook via a curve 17.
  • the curve 17 achieves a swivel stroke of the coupling hook which is disproportionate to the pivoting of the bogie.
  • the curve 17 acts on the armature 5 independently of the abutment surfaces 2.
  • the chamber 8, not shown in FIG. 6, has a slot-shaped, horizontally running recess through which the curve 17 can reach.

Landscapes

  • Toys (AREA)

Abstract

Un dispositif de connexion (1) comprend un élément de connexion en forme de crochet (1'), une tige (4) reliée à ce dernier et ayant un axe s'étendant dans le sens de la longueur du wagon en position normale, une ancre (5) formée intégralement avec la tige avec des parties saillantes de ses deux côtés et un ressort (3) qui coopère avec la tige (4) et l'ancre (5) pour maintenir l'élément de connexion, chargé par ressort, en position normale, tout en permettant à l'élément de connexion de pivoter autour d'un axe vertical. L'ancre est poussée par le ressort (3) contre une surface de butée (2), de sorte qu'une extrémité de l'ancre forme un point de pivotement (6, 7) sur la surface de butée (2) lorsque l'élément de connexion pivote. La surface de butée (2), sur laquelle se situe le point de pivotement (6, 7) de l'ancre, est tournée du côté de l'extrémité libre de l'élément de connexion (1), de sorte que lors du pivotement de l'élément de connexion (1), le point de pivotement (6, 7) se situe du côté du pivotement. La surface de butée (2), l'ancre (5) et le ressort sont agencés dans une chambre (8) présentant une ouverture pour la tige (4). Le ressort comprend un élément de ressort de pression (3) qui s'appuie sur une paroi intérieure de la chambre opposée à la surface de butée.

Claims (11)

1. Disposiif d'attelage de véhicule ferroviaire miniature comportant un élément d'attelage (1'), une tige (4) reliée à celui-ci, pourvue d'un axe orientable dans une position normale dans la direction longitudinale du véhicule et d'une palette (5), reliée à la tige et s'étendant horizontalement des deux côtés de la tige, et des moyens élastiques de compression (3; 9) accouplés à la tige et/ou à la palette qui, en coopération avec celles-ci, tendent à maintenir élastiquement l'élément d'attelage en position normale, mais permettent un pivotement produit contre la force élastique, de l'élément d'attelage (1') autour d'un axe vertical, la palette et les moyens élastiques de compression étant disposés dans un chambre (8) et la palette étant poussée contre une surface de butée (2) tournée vers l'extrémité libre de l'élément d'attelage et prévue sur la paroi arrière de la chambre, de sorte que lors du pivotement de l'élément d'attelage (1'), une es parties extrêmes de la palette forme sur la surface de butée (2) un point de pivotement situé du côté du pivotement, caractérisé par le fait que la palette (5) est formée contre la surface de butée (2) par les moyens élastiques de compression, et pour cela, la chambre (8) comporte une paroi avant tournée vers l'élément d'attelage et pourvue d'une ouverture de passage de la tige (4) permettant le pivotement de celles-ci et, en outre, les moyens élastiques de compression comportant au moins un élément élastique de compression (3; 9) qui s'appuie contre la face intérieure de ladite paroi avant.
2. Dispositif d'attelage selon la revendication 1, caractérisé par le fait que la fige (4), la palette (5) et un élément d'attelage (1') sont réalisés d'une seule pièce en plastique injectée et que sur a tige (4) et/ou sur le côte de la palette (5) opposé à la surface de butée (2) sont réalisés à l'injection des éléments élastiques (9) qui s'appuient élastiquement sur au moins une paire de parois intérieures de la chambre.
3. Dispositif d'attelage selon l'une des revendications 1 et 2, caractérisé par le fait que la tige (4) présente un trou allongé s'étendant dans la direction de l'axe de celle-ci et destiné à recevoir un axe vertical (10) disposé dans la chambre.
4. Dispositif d'attelage selon la revendication 3, caractérisé par le fait que le trou allongé est ouvert vers la surface de butée (2) et que les parties extrêmes des parties de la tige qui limitent le trou allongé sont élargies en parties de palette.
5. Dispositif d'attelage selon l'une des revendications 1 à 4, caractérisé par le fait que son extrémité libre peut basculer, en particulier vers le haut, par rapport à la palette (5) autour d'un axe horizontal transversal (11).
6. Dispositif d'attelage selon l'une des revendications 1 à 5, caractérisé par le fait que la partie d'élément d'attelage (13) qui fait face à l'extrémité libre extérieure (12) du dispositif d'attelage (1) quand l'attelage est engagé et qui a un profil sensiblement triangulaire à arêtes horizontales est complémentaire de la première partie d'élémnt d'attelage et conformée pour la recevoir.
7. Dispositif d'attelage selon l'une des revendications 1 à 6, caractérisé par le fait que des éléments miniatures (14, 14') du véhicule qui sont sur la trajectoire de pivotement du dispositif d'attelage sont reliés au véhicule de manière à avoir une position variable et que le dispositif d'attelage (1) et/ou un bogie présente(nt) sur une partie pivotant horizontalement au moins un élément d'entraînement qui peut coopérer avec les éléments miniatures à position variable (14, 14').
8. Dispositif d'attelage selon la revendication 7, caractérisé par le fait que les éléments miniatures, en particulier les dispositifs marchepieds (14, 14'), sont montés mobiles transverselement sur le fond du véhicule dans au moins un moyen de guidage courbe autour d'un axe vertical.
9. Dispositif d'attelage selon l'une des revendications 7 et 8, caractérisé par le fait que l'élément d'entraînement coopère avec un élément miniature (14 ou 14') situé sur le côté de pivotement seulement dans la phase finale du pivotement et s'en dégage avant l'atteinte de la position médianne.
10. Dispositif d'attelage selon l'une des revendications 8 et 9, caractérisé par le fait que les dispositifs marchepieds (14, 14') de côtés opposés sont réunis élastiquement par un moyen élastique (15, 15'), et les dispositifs marchepieds peuvent seulement être sortis du gabarit du véhicule vers l'extérieur.
11. Dispositif d'attelage selon l'une des revendications 1 à 10, caractérisé par le fait que sur le bogie (16) d'un véhicule est prévu au moins un élément d'entraînement qui attaque la palette (5) ou la tige du dispositif d'attelage pivotant latéralement, de sorte que dans les courbes, un élément d'attelage non accouplé est maintenu à peu près au milieu de la voie.
EP86903370A 1985-06-11 1986-06-10 Dispositif de connexion de modeles reduits de wagons de chemin de fer Expired - Lifetime EP0225354B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT86903370T ATE55703T1 (de) 1985-06-11 1986-06-10 Kupplungsvorrichtung an einem modelleisenbahnfahrzeug.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19853520856 DE3520856A1 (de) 1985-06-11 1985-06-11 Kupplungsvorrichtung an einem modelleisenbahnfahrzeug
DE3520856 1985-06-11

Publications (2)

Publication Number Publication Date
EP0225354A1 EP0225354A1 (fr) 1987-06-16
EP0225354B1 true EP0225354B1 (fr) 1990-08-22

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ID=6272949

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Application Number Title Priority Date Filing Date
EP86903370A Expired - Lifetime EP0225354B1 (fr) 1985-06-11 1986-06-10 Dispositif de connexion de modeles reduits de wagons de chemin de fer

Country Status (4)

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US (1) US4768663A (fr)
EP (1) EP0225354B1 (fr)
DE (2) DE3520856A1 (fr)
WO (1) WO1986007278A1 (fr)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5509546A (en) 1994-08-19 1996-04-23 Staat; Robert H. Magnetically-actuated coupler for model railroad cars
US5620106A (en) * 1996-01-16 1997-04-15 Accurail, Inc. Model railroad car coupler
US5746336A (en) * 1996-07-11 1998-05-05 Kadee Quality Products Co. Coupler adaptor for model railroad rolling stock
US20040144742A1 (en) * 2003-01-27 2004-07-29 Buchwald Philip P. Coupler for model trains
US6994224B2 (en) * 2004-01-08 2006-02-07 Barger J Perry Model railroad coupler
US7694834B2 (en) 2007-07-13 2010-04-13 Mike's Train House Inc. Electro-mechanical coupler for use with model trains

Family Cites Families (16)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
BE380882A (fr) * 1930-11-18
US2102649A (en) * 1936-08-06 1937-12-21 Rydin Norval Toy train coupler
US2149840A (en) * 1938-04-18 1939-03-07 Pullman Standard Car Mfg Co Draft gear coupling arrangement
US2237171A (en) * 1938-12-02 1941-04-01 Carl C Auel Draft gear
US2617541A (en) * 1949-02-11 1952-11-11 Ronald B Goode Miniature coupler
DE964577C (de) * 1950-03-14 1957-05-23 Robert Kahrmann & Co Guss U Ar Selbsttaetige Kupplungs- und Entkupplungsvorrichtung fuer Fahrzeuge von Spielzeug- oder Modelleisenbahnen
US2738080A (en) * 1950-10-09 1956-03-13 Gilbert Co A C Toy car coupling with forked detent
DE1254059B (de) * 1961-09-23 1967-11-09 Willy Ade Puffer- und Kupplungsanordnung fuer Drehgestellfahrzeuge von Modelleisenbahnen
GB1046040A (en) * 1962-10-12 1966-10-19 Mettoy Co Ltd Improvements in or relating to model railways
US3518790A (en) * 1968-03-18 1970-07-07 Paul A Zamarra Truck and coupler apparatus
DE1703876C3 (de) * 1968-07-23 1979-01-25 K. Arnold & Co Kg, 8500 Nuernberg Kupplung für Fahrzeuge von Spielzeug- und Modelleisenbahnen
US3605332A (en) * 1970-01-16 1971-09-20 Atlas Tool Co Inc Draft gear arrangement for miniature railway rolling stock
US3662489A (en) * 1971-02-23 1972-05-16 Pierre Terrier Automatic coupling for rolling stock of miniature railways
DE3169478D1 (en) * 1980-12-19 1985-04-25 Ribu Modellbau Handel Coupling device for model railway vehicles of any kind
DE3130728A1 (de) * 1981-08-03 1983-02-17 Ribu-Modellbau Handelsgesellschaft mbH, 8500 Nürnberg Vorrichtung zum fuehren von kupplungen an modelleisenbahnfahrzeugen beliebiger systeme
DE3347084C2 (de) * 1983-12-24 1986-06-26 Trix Mangold GmbH, 8510 Fürth Kurzkupplung für elektrische Spiel- und Modellbahnen

Also Published As

Publication number Publication date
EP0225354A1 (fr) 1987-06-16
DE3520856A1 (de) 1986-12-11
WO1986007278A1 (fr) 1986-12-18
DE3673613D1 (de) 1990-09-27
US4768663A (en) 1988-09-06

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