EP0243758B1 - Attelage automatique pour véhicules ferroviaires - Google Patents

Attelage automatique pour véhicules ferroviaires Download PDF

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Publication number
EP0243758B1
EP0243758B1 EP87105310A EP87105310A EP0243758B1 EP 0243758 B1 EP0243758 B1 EP 0243758B1 EP 87105310 A EP87105310 A EP 87105310A EP 87105310 A EP87105310 A EP 87105310A EP 0243758 B1 EP0243758 B1 EP 0243758B1
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EP
European Patent Office
Prior art keywords
coupling
spring
coupling head
lever
coupling device
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
EP87105310A
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German (de)
English (en)
Other versions
EP0243758A2 (fr
EP0243758A3 (en
Inventor
Axel Dr. Schelle
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Unicupler GmbH
Knorr Bremse AG
Original Assignee
Unicupler GmbH
Knorr Bremse AG
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Priority claimed from DE19863615599 external-priority patent/DE3615599A1/de
Application filed by Unicupler GmbH, Knorr Bremse AG filed Critical Unicupler GmbH
Priority to AT87105310T priority Critical patent/ATE55952T1/de
Publication of EP0243758A2 publication Critical patent/EP0243758A2/fr
Publication of EP0243758A3 publication Critical patent/EP0243758A3/de
Application granted granted Critical
Publication of EP0243758B1 publication Critical patent/EP0243758B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G3/00—Couplings comprising mating parts of similar shape or form which can be coupled without the use of any additional element or elements
    • B61G3/10—Couplings comprising mating parts of similar shape or form which can be coupled without the use of any additional element or elements with coupling heads in the form of hook-like interengaging rigid jaws, e.g. "Willison" type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G3/00—Couplings comprising mating parts of similar shape or form which can be coupled without the use of any additional element or elements
    • B61G3/10—Couplings comprising mating parts of similar shape or form which can be coupled without the use of any additional element or elements with coupling heads in the form of hook-like interengaging rigid jaws, e.g. "Willison" type
    • B61G3/14—Control devices, e.g. for uncoupling

Definitions

  • the invention relates to an automatically coupling train coupling for side buffers having rail vehicles, with a protruding in the uncoupled state in front of the buffer level and protruding from this front end position against a stronger than the coupling resistances during coupling processes.
  • Rail vehicles equipped with automatic train couplings require side buffers to transmit pressure and impact forces between them.
  • the train couplings In order to be able to couple and uncouple rail vehicles equipped in this way in track bends without having to press in the side buffers inside the bend, the train couplings must protrude a certain amount in front of the side buffers.
  • this creates a considerable play between the side buffers during driving, which can lead to increased longitudinal forces in the train structure if longitudinal vibrations occur in them, for example during braking. These increased longitudinal forces can lead to damage to the load as well as impair the safety against derailment of the rail vehicles.
  • transition coupling for rail vehicles has already been proposed, which can be combined with an automatic coupling of the Willison type.
  • the transition coupling here has a coupling part which can be set in a front position projecting beyond the coupling level of the automatic coupling or the buffer level from the side buffer and can be easily coupled in this front end position. In the event of pressure loads after these coupling processes, the coupling part automatically and resiliently deflects into a rearward position in the coupling or buffer plane.
  • the coupling part has at its rear end a wedge surface which cooperates with a corresponding wedge surface on a wedge piece which is displaceable against spring force; when moving back from the above position, the coupling part presses the wedge piece against the spring force to the side via this wedge gear, arrives with stop faces behind the wedge piece and this then snaps back under its spring load into its starting position, whereby the coupling part is held in its rearward position.
  • the wedge piece can be moved to the side by hand and can be held in the lateral position by a locking part. The coupling part can then return to its front end position, in which it can be easily uncoupled.
  • the previous suspension characteristics, in particular those caused by the side buffer springs, are to be largely retained.
  • the subclaims show advantageous design options for a train coupling designed according to the features mentioned above.
  • Fig.l an end face of a rail vehicle I with two side buffers 2 and 3 is shown in supervision.
  • the buffer plates 4 and 5 of the page buffers 2 and 3 are in their normal position, in which the page buffers 2 and 3 are not compressed; the buffer plane (not shown) passes through the buffer plates 4 and 5.
  • the buffer plates 4 and 5 can reach the rear layers 4 'and 5' shown in broken lines.
  • a train coupling 6 which is only shown schematically and which is in its position shown with continuous lines in its front end position 6 ', in which it projects forward over the buffer plane.
  • the pull coupling 6 is held on the rail vehicle I in such a way that, as will be explained later, it can be pushed back into the buffer level into which it assumes the central position 6 ′′ shown in dashed lines; when further pressure loads occur, the pull coupling 6 is with the compression of the side buffers 2 and 3 further into the rear end position denoted by 6 "', shown in dashed lines, in which it is located approximately in the buffer level when the side buffers 4', 5 'are pressed in.
  • curve I shows the spring loading F of the side buffers 2 and 3 over the deflection stroke Sp: It can be seen that the buffer springs are preloaded in such a way that a certain one is already at the beginning of the deflection Spring load F o must be overcome. When deflection, the spring force F to be overcome increases rapidly according to curve I.
  • this spring characteristic of the side buffers 2 and 3 should be retained as far as possible, ie it should be changed as little as possible by the train coupling 6 when it is pushed back.
  • the train coupling 6 opposes its pushing back from the front end position 6 ', in particular into the central position 6 ", in such a way that the coupling processes take place safely: the resistance which the Pull coupling 6 when it is pushed back from its front end position 6 'into the central position 6 "must therefore be higher than the coupling resistance when coupling two pull couplings.
  • the arrangement is to be coupled to the locking system of the drawbar coupling in such a way that when the locking system is unlocked, in which a lock blocking the lock is usually to be released before the actual locking bolt is released, detents are simultaneously applied to both the actuated pulling coupling and the opposite one , can be released with this coupled pull coupling by means of appropriate transmission elements, whereby the pull couplings can return from their central positions 6 "to their front end positions 6 '.
  • the coupling 6 includes a coupling head 6a.
  • the pull coupling 6 is, if appropriate, mounted in a guide 8 so that it can be moved back in a guide arm 8 and ends at the rear with an abutment 9.
  • a weak spring II clamped between the abutment 9 and a support surface 10 located behind it rests on the abutment 9 from the rear.
  • the free end 12 of a lever 13 bears against the abutment 9 from the rear, which is rotatably mounted on the side of the coupling 6 on a bearing 14 and which is loaded in the pressing direction against the abutment 9 by a strong spring 15, which is also against the support surface 10 supports.
  • the guide 8, the support surface 10 and the bearing 14 can belong to a common component which is deflectably attached to the rail vehicle I in such a way that the pull coupling 6 can experience at least horizontal, possibly also vertical deflections. In a modification of this, however, it is also possible for at least one of the components mentioned to be arranged fixedly on the rail vehicle I.
  • the coupling head 6a In the uncoupled idle state, the coupling head 6a is in the front position 6 'of the pull coupling 6 according to Fig.l, it is held in this position by the sum of the forces of the springs II and 15.
  • a counter coupling head (not shown) runs against the Coupling head 6a on, when the coupling head 6a retreats under the pressure exerted by the mating coupling head, the spring 11 and the lever 15 are compressed by the lever 13.
  • the counterforce exerted by the springs 11 and 15 on the coupling head 6a is sufficient to ensure coupling of the two coupling heads.
  • the coupling head 6a After a certain return, the coupling head 6a reaches the central position 6 "of the pull coupling 6 according to FIG.
  • the strong spring 15 is therefore uncoupled from the pull coupling 6 and is unable to exert any propulsive force thereon.
  • the weak spring II pushes the pull coupling 6 forward, whereby at When the middle position 6 "according to FIG. 1 is reached, the end 12 of the lever 13 again reaches the area of the edge between the two surfaces 9 'and 9" of the abutment 9. The end 12 only comes behind the surface 9 again when the traction clutch is advanced 'of the abutment 9, whereupon the force of the strong spring 15 again acts as a pre-lifting force for the pull coupling 6.
  • This configuration ensures that both springs II and 15 are effective during the pushing back of the pull coupling 6 from its front end position 6 'to the central position 6 "to ensure coupling operations, while the strong 15 is ineffective during further pushing back and thus the buffer characteristic of Rail vehicle I can not influence.
  • the coupling arm 7 rotatably carries near its rear end a two-armed lever 16 which extends essentially transversely to the longitudinal direction of the coupling arm 7.
  • One lever arm 16 'of the lever 16 is pressed by a weak spring 17 from the front against a stop 18 fixed to the coupling arm 7.
  • the lever arm 16' is offset to the rear by a further stop 19 fixed to the rail vehicle I.
  • the weak spring II is in turn clamped between the abutment surface 9 'and the support surface 10.
  • a sliding part 20 is mounted in a longitudinally displaceable manner and is supported by the strong spring 15 clamped between the sliding part 20 and the support surface 10 is loaded forward in the direction of displacement and is pressed against a stop 21.
  • its front surface 20 ' faces the second lever arm 16 "of the lever 16 when the pull coupling 6 is in its front end position 6'.
  • the pull coupling (not shown) is connected to a longitudinally displaceably mounted guide part 21, on which it exerts a force in the direction of arrow 22 when it moves back.
  • the guide part 21 is connected to a toggle lever mechanism 23, the front lever 24 of which is articulated with its front end on the guide part 21 and with its rear end in the knee bearing 25 on a lever 26 and on a guide roller 27.
  • the guide roller 27 is guided in a guide track 28, the front section of which extends approximately transversely to this in the longitudinal direction of the vehicle and the rear section of which runs at an obtuse angle.
  • the rear end of the lever 26 is articulated on a further guide part 29 which is displaceably guided in the longitudinal direction of the vehicle and which is loaded by a prestressed spring 30 from the rear.
  • the spring force which can be exerted by the spring 30 on the guide part 21 and thus the pull coupling 6 can be precisely adapted to the respective requirements via the back pressure stroke.
  • the arrangement according to FIG. 8 has a similar functional principle to that according to FIG. 7.
  • the toggle lever mechanism 23 is arranged essentially to the side of the coupling arm 7, the guide roller 27 is mounted such that it can be rolled off on the guide track 28 which is fixed to the vehicle; the guideway 28 runs in the front section parallel to the coupling arm 7, in the rear section angled strongly to the side.
  • the coupling arm 7 carries a laterally projecting arm 31, from which a weak spring 32 extends to the knee bearing 25 and loads it against the coupling arm 7 in the buckling direction; in the idle state with the pull coupling 6 in the front end position, the toggle lever mechanism 23 is slightly bent under the force of the spring 32 in the direction of the coupling arm 7.
  • the front end of the lever 24 is articulated on the coupling arm 7 and the rear end of the lever 26 on the guide part 29 loaded by the spring 30. Furthermore, a weak spring 11 can be clamped between the rear surface 9 'of the coupling arm 7 and the support surface 10.
  • FIG. 9 Another embodiment of a toggle lever mechanism 23 in the resilient support of the pull coupling 6 is shown in FIG. 9.
  • a transverse tab 33 is articulated on the knee bearing 25, the end of which is articulated on an arm end of an angle lever 35 which is rotatably mounted in its apex 34 on the rail vehicle 1; the angle lever arm 36 extends from the apex 34 approximately in the vehicle longitudinal direction to the front for articulation on the bracket 33.
  • the other, transverse angle arm lever arm 37 is articulated at its end to a tie rod 38 which runs backwards in the vehicle longitudinal direction and carries a spring plate 39 at its end, on which a prestressed spring 40, supported on the other hand against the rail vehicle I, rests from the front.
  • the front end of the lever 24 is in turn connected to the coupling arm 7 and the rear end of the lever 26 is connected to the rail vehicle I.
  • the angle lever gear 23 is bent slightly against the direction of the tab 33.
  • the toggle lever mechanism 23 is buckled to the side, with initially only a slight component of the lateral force occurring at the knee bearing 25 and increasing with increasing buckling; this side force component acts via the tab 33 on the angle lever 35 which rotates counterclockwise around its apex 34, as a result of which the tie rod 38 is moved forward and the spring 40 is compressed.
  • the spring 40 thus initially presents a large resistance to the return stroke movement of the pull coupling 6, with increasing return stroke and increasing buckling of the lever gear 23 this resistance decreases despite increasing compression of the spring 40. It is thus initially high, in the return stroke range from the front end position to the middle position , and then in the further return stroke range between the central position and the rear end position, a substantially lower movement resistance is exerted by the spring 40 on the pull coupling 6.
  • the coupling head 6a of the pull coupling 6 is connected via the lever 24 of the toggle lever mechanism 23 which runs obliquely backwards and downwards to the lever 26 which is designed as a leg of an angle lever 41; the toggle lever mechanism 23 is pushed down slightly so that the knee bearing 25 is lower than the crown bearing 42 of the angle lever 41.
  • the other leg 43 of the angle lever 41 protrudes approximately vertically upwards and carries at its end a rearward protruding angle extension 44.
  • Two pull tabs 45 and 46 are hinged to the leg 43 and the angle extension 44, the front ends of which are near the end of the leg 43 Articulated pull tab 45 with almost no play and the other pull tab 46 articulated near the rear end on the angular extension 44 with considerable play abutments 47 and 48 on a tie rod 49 mounted longitudinally displaceably in the longitudinal direction of the vehicle.
  • a tie rod 49 mounted longitudinally displaceably in the longitudinal direction of the vehicle.
  • the tie rod 49 carries at its rear end a spring plate 39, on which the prestressed spring 40 bears from the front.
  • the coupling head 6a is connected to a coupling arm 7, which engages with its rear, hook-like end 50 behind a stop 51 of the tie rod 49.
  • the position of the end and / or stop 51 can be adjustable; however, it may also be expedient to divide the articulation of the lever 27 on the coupling head 6a into two pivotable pivot bearings 52 and 53 which are arranged vertically offset from one another.
  • both pivot bearings 52 and 53 are under the force of the spring 40. If the coupling head 6a is lifted upwards, which increases the inclination of the lever 24, the upper pivot bearing 52 lifts and it only carries the lower pivot bearing 53, as a result of which the vertical force component exerted by the lever 24 on the coupling head 6a is reduced.
  • the coupling head 6a thus experiences reduced support.
  • the coupling head 6a If, on the other hand, the coupling head 6a is pressed down, the lower pivot bearing 53 lifts and the upper pivot bearing 52 transmits an increased lifting force component to the coupling head 6a. As a result of this change in the lifting force components when the coupling head 6a is vertically deflected, the latter experiences a stable setting in the desired position determined by carrying both pressure bearings 52 and 53.
  • one or both pivot bearings 52 and / or 53 can also be broken down into horizontally displaceable, removable bearings, which results in horizontal restoring forces for the coupling head 6a, which set the coupling head 6a in a stable, horizontal central position, the mode of operation largely corresponds to the above explanations with lifting of the respective pivot bearing lying in the deflection direction.
  • the respective spring 30 or 40 can correspond to those springs which are used in conventional, hand-operated screw couplings to cushion the draw hooks against the vehicle frame. It follows from this that the springs resulting from the dismantling of such screw couplings and, in the arrangements according to FIGS. 9 and 10, the installation and support parts for these springs, including the pull rods freed from the pull hook, can be reused or reused for the automatic pull coupling. The production effort for the automatic pull coupling is particularly low as a result.
  • the coupling head is displaceable in the shifting area between the front end position and the middle position against a cross-displaceable wedge piece which is coupled via a wedge gear, the wedge piece being displaceable against the force of a spring.
  • the wedge gear disengages, the wedge piece snaps under its spring load behind the corresponding stop surfaces of the coupling, which locks the coupling against pre-movement.
  • the unwanted puffer game is thus eliminated.
  • the further return stroke of the pull coupling to the rear end position can be done freely or against another, weak spring.
  • an actuating member of the locking gear is to be coupled to the wedge piece in such a way that the latter is moved to the side when the release lock of the locking gear is lifted out, as a result of which the pull coupling is released to the front.
  • Appropriate coupling linkage means that this release can also be transferred to the wedge of the mating coupling.
  • the coupled rail vehicles can then move apart until the side buffers relax, which is particularly important during the uncoupling process in track arches. Then the locking gears of the drawbar couplings can be completely brought into their release position with only a small tensile load.

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Claims (18)

1. Attelage de traction automatique (6) pour des véhicules sur rails (1) comportant des tampons latéraux (4;5), avec une tête d'attelage (6a) qui se situe, à l'état désattelé, en débordement sur le plan des tampons et qui peut être renvoyé élastiquement, de cette position antérieure (6'), à l'encontre d'une force antagoniste plus forte que les résistances à l'attelage, pendant les opérations d'attelage, caractérisé par le fait que la force antagoniste ne subit aucun accroissement notable, éventuellement une chute dans la zone de renvoi de la tête d'attelage (6a) entre une position médiane (6") qui se situe, pour l'essentiel, dans le plan des tampons, et une position d'extrémité postérieure (6"') se situant à l'arrière de la position médiane.
2. Attelage selon la revendication 1, caractérisé par le fait que pour produire la force antagoniste, il est prévu un ressort faible et un ressort fort (11,15) le ressort faible (11) chargeant en permanence la tête d'attelage (6a) dans le sens de l'avancée, et le ressort fort (15) ne chargeant la tête d'attelage dans ce sens que dans la zone de déplacement entre la position d'extrémité antérieure (6') et la position médiane (6").
3. Attelage selon la revendication 2, caractérisé par le fait que le ressort faible (11) est plus faible et le ressort fort (15) est plus fort que les résistances à l'attelage.
4. Attelage selon la revendication 2 ou 3, caractérisé par un dispositif d'attelage qui découple le ressort fort (15) de la tête d'attelage (6a) pendant le déplacement de celle-ci vers l'arrière, en passant par la position médiane (6") et couple ce ressort avec la tête d'attelage (6a) lors du déplacement vers l'avant.
5. Attelage selon la revendication 4, caractérisé par un levier (13) articulé latéralement par rapport à la tête d'attelage (6a), et dont l'extrémité libre (12) accroche, par l'arrière, une surface de contre-appui (9') de la tête d'attelage (6a), uniquement dans la zone de déplacement de celle-ci entre la position d'extrémité antérieure (6') et la position médiane (6"), lequel levier, à l'extérieur de cette zone de déplacement, est basculé pour venir hors de prise de la surface de contre-appui et pour venir se situer dans une position latérale par rapport à la tête d'attelage (6a), alors que dans sa position de basculement vers l'avant, ledit levier est chargé par le ressort fort (15) (Fig. 5).
6. Attelage selon la revendication 4, caractérisé par un levier à deux bras (16) articulé sur la tête d'attelage (6a) et dont un bras de levier (16 ") est intercepté par l'avant, dans la zone de déplacement de la tête d'attelage (6a) entre la position d'extrémité antérieure (6') et la position médiane (6"), par l'avant et dans une position qui correspond éventuellement à la position d'extrémité antérieure (6'), par une butée, et porte par l'arrière contre un coulisseau (20) chargé par le ressort fort (15), alors que dans son sens de rotation correspondant à son dégagement et que dans son sens d'engagement contre une butée de rotation (18) portée par la tête d'attelage (6a), il est chargé par un ressort faible (17) à action de rotation, le second bras (16') dudit levier (16) venant porter par l'avant, sensiblement pour la position médiane (6 ") de la tête d'attelage (6a), contre une butée (19), qui, lors de la poursuite de la course de renvoi de la tête d'attelage (6a), fait basculer le levier (16), à l'encontre du ressort faible (17), jusqu'à l'échappement du bras de levier (16") par rapport au coulisseau (20) (Fig. 6).
7. Attelage selon la revendication 1, caractérisé par la disposition entre la tête d'attelage (6a) et un contre-appui fixe, d'une transmission à genouillère (23) qui, pour la position d'extrémité antérieure (6') de la tête d'attelage (6a), est pratiquement dans sa position allongée sous un angle obtus, alors que pour le renvoi de la tête d'attelage (6a), elle se coude, la transmission à genouillère étant chargée par un ressort (Fig. 7,9,10).
8. Attelage selon la revendication 7, caractérisé par le fait qu'à la transmission à genouillère (23) est associé un levier coudé (35) articulé en son sommet (34) et dont une branche (36) qui s'étend sensiblement dans la direction longitudinale du véhicule, est reliée, éventuellement par l'intermédiaire d'un élément de traction (33), à l'articulation médiane (25) de la transmission à genouillère (23), alors que son autre bras (37) qui s'étend pour l'essentiel transversalement au véhicule, est attaqué par le ressort (40) dans le sens de rotation menant à l'allongement de la transmission à genouillère (23) (Fig. 9).
9. Attelage selon la revendication 7, caractérisé par le fait qu'un levier de la transmission à genouillère (23) est réalisé sous la forme d'un levier coudé (41) articulé en sa partie coudée, et dont la branche libre (43) est en liaison articulée, par l'intermédiaire d'un élément de traction (45), au ressort (40) qui charge le levier coudé (41) dans son sens de rotation qui correspond à l'allongement de la transmission à la genouillère (23) (Fig. 10).
10. Attelage selon la revendication 9, caractérisé par le fait que la branche libre (43) comporte à son extrémité un appendice coudé (44), ou similaire, qui s'étend, à l'état de désattelage, sensiblement vers l'arrière dans le sens longitudinal du véhicule, et à l'extrémité duquel est articulé le ressort (40) par l'intermédiaire d'un second élément de traction autorisant une course à vide (Fig. 10).
11. Attelage selon la revendication 7, caractérisé par le fait que la transmission à genouillère (23) est disposé de manière à se couder dans le sens vertical.
12. Attelage selon les revendications 10 et 11, caractérisé par le fait que le levier antérieur (24) de la transmission à genouillère (23) est disposé de façon à être dirigé vers l'avant et vers le haut et de manière à exercer sur la tête d'attelage une composante de force de soulèvement, et que la tête d'attelage est interceptée vers l'avant et dans le sens du déplacement, par une tige de traction (extrémité 50, butée 51) (Fig. 10).
13. Attelage selon la revendication 12, caractérisé par le fait que le levier antérieur (42) est articulé sur la tête d'attelage (6a) par l'intermédiaire de deux paliers détachables et décalés verticalement entre eux (52;53).
14. Attelage selon la revendication 7, caractérisé par le fait que l'articulation médiane (25) de la transmission à genouillère (23) coulisse dans un guidage (23), dont la section antérieure s'étend sensiblement dans la direction longitudinale du véhicule et dont la section postérieure s'étend transversalement sous un angle obtus par rapport à la section antérieure, et que le ressort (30) est armé entre l'extrémité de levier (élément de guidage 29) postérieure et déplaçable à peu près dans la direction longitudinale du véhicule (Fig. 7).
15. Attelage selon la revendication 8,9 ou 14 caractérisé par le fait que le ressort (30;40) correspond aux ressorts qui servent à la suspension élastique du crochet de traction dans le cas d'attelages à vis habituels et à commande manuelle.
16. Attelage selon la revendication 14, caractérisé par le fait qu'à l'état non-attelé, l'articulation à genouillère (25) se coude légèrement, à l'encontre de la direction de l'excursion, dans la section postérieure du guidage (28), et, dans cette direction de son coudage, elle est chargée en permanence par un ressort faible (32) (Fig. 8).
17. Attelage selon la revendication 16, caractérisé par le fait que la tête d'attelage (6a) est chargée dans la direction du déplacement et vers l'avant, par un ressort faible (11) à action permanente (Fig. 8).
18. Attelage selon la revendication 1, caractérisé par le fait que dans la zone de déplacement entre la position d'extrémité antérieure (6') et la position médiane (6"), la tête d'attelage (6a) est déplaçable à l'encontre de la force antagoniste qui agit sur une pièce cunéiforme guidée à déplacements transversaux et accouplée par l'intermédiaire d'une transmission à coin, qui lors de la course de retour, à l'arrière de la position médiane (6") la transmission à coin est hors de prise et qu'il est prévu un dispositif de commande qui, lors du déverrouillage intentionnel de la, transmission à verrou de la tête d'attelage, place la transmission à coin dans son état hors de prise.
EP87105310A 1986-05-02 1987-04-10 Attelage automatique pour véhicules ferroviaires Expired - Lifetime EP0243758B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT87105310T ATE55952T1 (de) 1986-05-02 1987-04-10 Selbsttaetige zugkupplung fuer schienenfahrzeuge.

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE3614870 1986-05-02
DE3614870 1986-05-02
DE3615599 1986-05-09
DE19863615599 DE3615599A1 (de) 1986-05-09 1986-05-09 Selbsttaetige zugkupplung fuer schienenfahrzeuge

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EP0243758A2 EP0243758A2 (fr) 1987-11-04
EP0243758A3 EP0243758A3 (en) 1988-04-20
EP0243758B1 true EP0243758B1 (fr) 1990-08-29

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DE (1) DE3764526D1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3740526A1 (de) * 1987-11-30 1989-06-08 Knorr Bremse Ag Selbsttaetige zugkupplung fuer schienenfahrzeuge
WO2015043654A1 (fr) 2013-09-27 2015-04-02 Siemens Aktiengesellschaft Véhicule ferroviaire à système d'attelage entrant entièrement dans la structure
GB2600408B (en) * 2020-10-27 2024-04-03 Ritchie Kinghorn John Extendable coupler

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3421456A1 (de) * 1984-06-08 1985-12-12 Knorr-Bremse, 1000 Berlin und 8000 München Abstuetz- und zentriervorrichtung fuer selbsttaetige zugkupplungen von schienenfahrzeugen

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DE1605162A1 (de) * 1966-05-23 1970-12-23 Knorr Bremse Kg Stuetzvorrichtung fuer Mittelpufferkupplungen von Schienenfahrzeugen
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DE3421456A1 (de) * 1984-06-08 1985-12-12 Knorr-Bremse, 1000 Berlin und 8000 München Abstuetz- und zentriervorrichtung fuer selbsttaetige zugkupplungen von schienenfahrzeugen

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DE3764526D1 (de) 1990-10-04
EP0243758A2 (fr) 1987-11-04
EP0243758A3 (en) 1988-04-20

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