EP1129921B1 - Coupling device for railway vehicles - Google Patents

Coupling device for railway vehicles Download PDF

Info

Publication number
EP1129921B1
EP1129921B1 EP01810123A EP01810123A EP1129921B1 EP 1129921 B1 EP1129921 B1 EP 1129921B1 EP 01810123 A EP01810123 A EP 01810123A EP 01810123 A EP01810123 A EP 01810123A EP 1129921 B1 EP1129921 B1 EP 1129921B1
Authority
EP
European Patent Office
Prior art keywords
arm
supporting arm
coupling device
traction means
extension
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
EP01810123A
Other languages
German (de)
French (fr)
Other versions
EP1129921A2 (en
EP1129921A3 (en
Inventor
Mike Fassbind
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.)
Schwab Verkehrstechnik AG
Original Assignee
Schwab Verkehrstechnik 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
Application filed by Schwab Verkehrstechnik AG filed Critical Schwab Verkehrstechnik AG
Publication of EP1129921A2 publication Critical patent/EP1129921A2/en
Publication of EP1129921A3 publication Critical patent/EP1129921A3/en
Application granted granted Critical
Publication of EP1129921B1 publication Critical patent/EP1129921B1/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Images

Classifications

    • 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 coupling device for rail vehicles after Preamble of claim 1.
  • Such coupling device can on a variety of rail vehicles be used. So that the coupling device in the unloaded, not coupled Condition assumes a dome-ready basic position, in which they at least Aligned approximately parallel to the longitudinal center axis of the rail vehicle, Centering devices must be provided. The centering devices must allow pivoting of the support arm, so that the coupling device in engaged state when driving through curves are deflected laterally can.
  • a well-known centering device for coupling devices of here to Speech standing type has two rollers provided with roller lever, which articulated are supported on the vehicle and biased against each other via a tension spring are.
  • the centering on the Support arm arranged cams, which work together with the roller levers are determined by the support arm by applying to the cams Roles is aligned.
  • the centering device can for certain coupling devices be designed so that the coupling device in the functional Operative position relative to the longitudinal center axis of the rail vehicle to some Degree is deflected. This is particularly useful when the coupling head has a chamfer, along which it automatically when engaging moved into the Endkuppel too.
  • a pivotally mounted vehicle clutch is apparent, the is supported in the vertical direction by means of a spring-mounted plate.
  • This chain mechanism consists of two on each clutch side arranged chains which over a provided with different diameters Deflection pulley are interconnected. It is the one chain with the Vehicle connected while the other chain is connected to the clutch.
  • the chain connected to the vehicle is at the smaller diameter of the pulley and the chain connected to the coupling at the larger diameter of the pulley fixed.
  • the vehicle-side support of the respective chain also has a spring mechanism for resiliently supporting the respective chain.
  • this coupling is instead of the respective deflection roller a rocker mechanism provided with different length rocker arms, wherein the chain connected to the vehicle on the shorter rocker arm and with the Coupling connected chain is fixed to the longer rocker arm.
  • the object of the invention is now in the preamble of claim 1 defined coupling device for rail vehicles in such a way that It is simple to set up and cost-effective to realize that it is largely wear-free is and also with respect to twists of the support arm to the Longitudinal axis is insensitive.
  • Preferred embodiments of the coupling device are in the dependent Claims 2 to 10 described.
  • the coupling device has a support arm 1 formed by two articulated arms on, wherein the rail vehicle facing rear link arm, the reference numeral 2 carries and the front, facing away from the rail vehicle articulated arm the reference numeral 3 is provided.
  • the rear articulated arm 2 is via a bearing. 7 rotatably supported on the rail vehicle, while the two articulated arms 2, 3rd are connected to each other via an articulated joint 8.
  • At the front articulated arm 3 is arranged the actual coupling head 4.
  • the locking mechanism 11 has a rotatably arranged locking lever 12, which is held by a spring 13 in the locked position. To twist of the locking lever 12, this is connected to a pull rope 14, which end with a handle 15 for manually unlocking the locking mechanism 11 is provided.
  • a centering device 17 is provided.
  • This has two on each one Side of the support arm 1 arranged traction means 18, 19, which on the one hand on the vehicle and on the other hand fixed to the support arm 1.
  • traction means 18, 19 on the support arm 1 is ever a boom 21, 22 is provided with a deflectable and loaded by a spring 25, 26 boom 23, 24 provided is.
  • the spring 25, 26 pulls the respective cantilever arm 23, 24 inwardly against a stop 30, 31, to which the cantilever arm 23, 24 in its unloaded Resting position applies.
  • For fixing the traction means 18, 19 on the vehicle is respectively a side of the support arm 1 arranged support member 32, 33 is provided.
  • the above elements are coordinated so that the between the vehicle-side fixing point 32a, 33a of the traction means 18, 19 and the Tragarmassien Fixation point 23a, 24a of the traction means 18, 19 extending line of force in the Basic position of the support arm 1, on the side facing away from the support arm 1 outside the axis of rotation 27, 28 of the respective cantilever arm 23, 24 extends, so that the respective Boom arm 23, 24 under the action of the traction means 18, 19 from the stop 30, 31 can be lifted and swung outwards.
  • the traction means 18, 19 are arranged so that they form an angle of about 5 to 15 degrees with the Include longitudinal central axis 9 of the support arm 1. This interpretation ensures that that the support arm 1 in the unloaded state in the dome ready Basic position is maintained.
  • the coupling device is in the functional basic position relative to the longitudinal center axis 10 of the rail vehicle deflects by about 2.5 °, so that the coupling head 4 during engagement automatically along its head-side bevel, relative to the opposite Coupling head, can move into the Endkuppel too.
  • FIG. 2 shows the coupling device according to FIG. 1 in a first phase in the lateral Pivoting in one direction. From these representations it can be seen that of the pivoting direction P opposite boom arm 24, under the action of the active traction means 19 is deflected. Because the between the two attachment points 24a, 33a of the active pulling means 19 extending line of force at the beginning the pivoting is very close to the pivot point 28 of the extension arm 24, is the force to be used for pivoting the support arm 1 at the first moment relatively large. With increasing pivoting of the support arm 1, however (FIG. 3) takes the distance between the line of force of the active traction means 19 and the fulcrum 28 of the extension arm 24 and the expended force accordingly.
  • Fig. 4 shows the coupling device according to FIG. 1 when pivoting in the other Direction P1. In this case, it behaves analogously to the pivoting in the another direction, wherein now the other, in turn, the pivoting direction P1 opposite cantilever arm 23, deflected under the action of the pulling means 18 becomes.
  • the centering forces acting on the support arm 1 from the centering device are depending on various factors.
  • the coupling device can by varying the angle between the traction means 18, 19 and the longitudinal central axis 9 of the coupling device, by the arrangement and configuration of the boom 21, 22 and the boom arms 23, 24, by the bias and spring rate of the springs 25, 26 and by the attachment points the traction means 18, 19, in particular by the course of the force line between the vehicle-side fixing points 32a, 33a of the traction means 18, 19 and the Tragarmassien fixing points 23a, 24a of the traction means 18, 19, in particular by the Distance of the lines of force from the axis of rotation 27, 28 of the respective cantilever arm 23, 24, the centering forces and / or the force curve can be varied.
  • Fig. 5 is the Coupling device in a first phase when buckling of the support arm 1 shown.
  • To buckle the support arm 1 and the coupling device in a compact To be able to transfer retracted state, must first the locking mechanism 11 are unlocked.
  • the Locking lever 12 is rotated via the pull cable 14 against the force of the spring 13, so that the support arm can be buckled at the articulated joint 8. This will be the coupling head 4 is manually pivoted in the direction of the arrow P2 (FIG. 6).
  • Fig. 7 shows the coupling device in a fully folded-in state. Of the Coupling head 4 is received in a holder 35 and fixed therein.
  • Fig. 8 the coupling device with an alternative embodiment of a Centering device 37 shown, wherein only one half of the centering device 37 is explained in more detail.
  • a guide rod 39 is provided for fixing the guide rod 39 on Boom arm 23 .
  • an arcuate member 40 is provided, which is rotatable on the boom 23 is supported.
  • the guide rod 39 is in a receptacle on the arcuate Element 40 out and provided with a stop (not shown), which causes the guide rod 39 during pivoting of the Support arm 1 can move freely to the left through the receptacle due to Shortening of the distance between the attachment point 32a of the guide means 39 on the rail vehicle and the recording and therefore inactive while the stop of the guide rod 39 upon pivoting of the support arm 1 after right on the recording applies and the boom 23 in the previously described Way twisted against the bias of the spring 25 about the rotation axis 27, so that the support arm 1 pivots to the right without significant influence can be.
  • the coupling device for buckling required clearance can be varied or the coupling device can the conditions of the rail vehicle are adjusted.
  • the Swivel path are chosen so that the coupling head 4 a predetermined lateral area does not leave by the coupling head 4 when swinging for example, never protrude beyond the lateral contour of the rail vehicle comes.
  • the rest position of the coupling device or their space requirement can be varied depending on the lateral deflection of the rear articulated arm 3, the rest position of the coupling device or their space requirement can be varied.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Lift-Guide Devices, And Elevator Ropes And Cables (AREA)
  • Fittings On The Vehicle Exterior For Carrying Loads, And Devices For Holding Or Mounting Articles (AREA)

Abstract

The device has a support arm (1) on the train side, which supports a coupling head (4) at one end and has a centring unit (17), which holds the support arm in a base position. The centring unit has a traction device (18,19) arranged on each side of the support arm and fixed to the train on one side and to a bracket (21,22) fixed to the support arm on the other side. The bracket has a bracket arm (23,24) that is connected about a rotation axis and is spring-loaded.

Description

Die Erfindung betrifft eine Kupplungsvorrichtung für Schienenfahrzeuge nach dem Oberbegriff des Anspruchs 1.The invention relates to a coupling device for rail vehicles after Preamble of claim 1.

Derartige Kupplungsvorrichtung können an verschiedenartigsten Schienenfahrzeugen eingesetzt werden. Damit die Kupplungsvorrichtung im unbelasteten, nicht gekuppelten Zustand eine kuppelbereite Grundstellung einnimmt, in der sie zumindest annähernd parallel zur Längsmittelachse des Schienenfahrzeugs ausgerichtet ist, müssen Zentriereinrichtungen vorgesehen werden. Die Zentriereinrichtungen müssen ein Verschwenken des Tragarms zulassen, damit die Kupplungsvorrichtung im eingekuppelten Zustand beim Durchfahren von Kurven seitlich ausgelenkt werden kann.Such coupling device can on a variety of rail vehicles be used. So that the coupling device in the unloaded, not coupled Condition assumes a dome-ready basic position, in which they at least Aligned approximately parallel to the longitudinal center axis of the rail vehicle, Centering devices must be provided. The centering devices must allow pivoting of the support arm, so that the coupling device in engaged state when driving through curves are deflected laterally can.

Eine allgemein bekannte Zentriereinrichtung für Kupplungsvorrichtungen der hier zur Rede stehenden Art weist zwei mit Rollen versehene Rollenhebel auf, welche gelenkig am Fahrzeug abgestützt sind und über eine Zugfeder gegeneinander vorgespannt sind. Im fahrzeugseitigen Endbereich weist die Zentriereinrichtung am Tragarm angeordnete Nocken auf, weiche mit den Rollenhebeln zusammenzuarbeiten bestimmt sind, indem der Tragarm durch die sich an den Nocken anlegenden Rollen ausgerichtet wird. Die Zentriereinrichtung kann für bestimmte Kupplungsvorrichtungen so ausgelegt werden, dass die Kupplungsvorrichtung in der funktionsbereiten Wirkstellung gegenüber der Längsmittelachse des Schienenfahrzeugs um einige Grad ausgelenkt ist. Dies ist insbesondere dann sinnvoll, wenn der Kupplungskopf eine Abschrägung aufweist, entlang welcher er sich beim Einkuppeln selbsttätig in die Endkuppelstellung verschiebt. In dieser Endkuppelstellung verläuft dann die Längsmittelachse des Tragarms parallel zur Längsmittelachse des Schienenfahrzeugs oder fällt mit dieser zusammen. Derartige Zentriereinrichtungen weisen jedoch einige Nachteile auf: Zum einen sind sie relativ teuer in der Herstellung und zum anderen sind sie empfindlich in Bezug auf Verdrehungen des Tragarms um seine Längsmittelachse. Schliesslich unterliegt eine derartige Zentriereinrichtung einem nicht unerheblichen Verschleiss, was eine regelmässige Überprüfung und/oder Wartung bedingt.A well-known centering device for coupling devices of here to Speech standing type has two rollers provided with roller lever, which articulated are supported on the vehicle and biased against each other via a tension spring are. In the vehicle-side end, the centering on the Support arm arranged cams, which work together with the roller levers are determined by the support arm by applying to the cams Roles is aligned. The centering device can for certain coupling devices be designed so that the coupling device in the functional Operative position relative to the longitudinal center axis of the rail vehicle to some Degree is deflected. This is particularly useful when the coupling head has a chamfer, along which it automatically when engaging moved into the Endkuppelstellung. In this Endkuppelstellung then runs the Longitudinal axis of the support arm parallel to the longitudinal center axis of the rail vehicle or coincides with this. However, such centering devices have some disadvantages: on the one hand they are relatively expensive to manufacture and on the other hand they are sensitive to twisting of the arm around his Longitudinal central axis. Finally, such a centering device is subject to a not inconsiderable wear, resulting in regular inspection and / or maintenance conditionally.

Aus der DE 1 005 548 ist eine Aufhängung für Mittelkupplungen von Schienenfahrzeugen mit federbetätigter Mittelstellung bekannt. Die Aufhängung weist zwei am Fahrzeugrahmen schwenkbar angelenkte Tragarme auf, welche direkt oder indirekt mit dem Kupplungsgehäuse verbunden sind. Die Tragarme sind mittels Drehfedern abgestützt, wobei die Drehfedern so angeordnet sind, dass sie sowohl vertikal wie auch horizontal eine Mittenrückstellung des Kupplungsgehäuses bewirken.From DE 1 005 548 a suspension for middle clutches of Rail vehicles with spring-operated center position known. The suspension points two pivotally hinged on the vehicle frame support arms, which directly or are indirectly connected to the clutch housing. The support arms are by means of Torsion springs supported, wherein the torsion springs are arranged so that they both vertical as well as horizontal a center reset of the clutch housing cause.

Aus der US 710,929 geht eine schwenkbar gelagerte Fahrzeug-Kupplung hervor, die in vertikaler Richtung mittels einer federnd aufgehängten Platte abgestützt ist. Um die Kupplung im Ruhezustand in der Mittenstellung zu halten, ist ein Kettenmechanismus vorgesehen. Dieser Kettenmechanismus besteht aus zwei auf jeder Kupplungsseite angeordneten Ketten, welche über eine mit unterschiedlichen Durchmessern versehene Umlenkrolle miteinander verbunden sind. Dabei ist die eine Kette mit dem Fahrzeug verbunden, während die andere Kette mit der Kupplung verbunden ist. Die mit dem Fahrzeug verbundene Kette ist am kleineren Durchmesser der Umlenkrolle und die mit der Kupplung verbundene Kette am grösseren Durchmesser der Umlenkrolle fixiert. Die fahrzeugseitige Abstützung der jeweiligen Kette verfügt zudem über eine Federmechanismus zum elastischen Abstützen der jeweiligen Kette. Bei einer alternativen Ausführungsform dieser Kupplung ist anstelle der jeweiligen Umlenkrolle ein Kipphebelmechanismus mit unterschiedlich langen Kipphebeln vorgesehen, wobei die mit dem Fahrzeug verbundene Kette am kürzeren Kipphebel und die mit der Kupplung verbundene Kette am längeren Kipphebel fixiert ist.From US 710 929 a pivotally mounted vehicle clutch is apparent, the is supported in the vertical direction by means of a spring-mounted plate. To the Holding the clutch at rest in the center position is a chain mechanism intended. This chain mechanism consists of two on each clutch side arranged chains which over a provided with different diameters Deflection pulley are interconnected. It is the one chain with the Vehicle connected while the other chain is connected to the clutch. The chain connected to the vehicle is at the smaller diameter of the pulley and the chain connected to the coupling at the larger diameter of the pulley fixed. The vehicle-side support of the respective chain also has a spring mechanism for resiliently supporting the respective chain. At a alternative embodiment of this coupling is instead of the respective deflection roller a rocker mechanism provided with different length rocker arms, wherein the chain connected to the vehicle on the shorter rocker arm and with the Coupling connected chain is fixed to the longer rocker arm.

Die Aufgabe der Erfindung besteht nun darin, eine im Oberbegriff des Anspruchs 1 definierte Kupplungsvorrichtung für Schienenfahrzeuge derart auszugestalten, dass sie einfach aufgebaut und kostengünstig zu realisieren ist, dass sie weitgehend verschleissfrei ist und zudem in Bezug auf Verdrehungen des Tragarms um dessen Längsmittelachse unempfindlich ist.The object of the invention is now in the preamble of claim 1 defined coupling device for rail vehicles in such a way that It is simple to set up and cost-effective to realize that it is largely wear-free is and also with respect to twists of the support arm to the Longitudinal axis is insensitive.

Diese Aufgabe wird durch eine Kupplungsvorrichtung gelöst, welche die im Kennzeichen des Anspruchs 1 angeführten Merkmale aufweist.This object is achieved by a coupling device, which in the Characteristics of claim 1 has listed features.

Bevorzugte Ausbildungen der Kupplungsvorrichtung sind in den abhängigen Ansprüchen 2 bis 10 umschrieben.Preferred embodiments of the coupling device are in the dependent Claims 2 to 10 described.

Nachfolgend werden zwei Ausführungsbeispiele der Erfindung anhand von Zeichnungen näher erläutert. In diesen Zeichnungen zeigt:

  • Fig. 1 eine Draufsicht auf eine Kupplungsvorrichtung mit einem ersten Ausführungsbeispiel einer Zentriereinrichtung;
  • Fig. 2 die Kupplungsvorrichtung gemäss Fig. 1 in einer ersten Phase beim seitlichen Auslenken in der einen Richtung;
  • Fig. 3 die Kupplungsvorrichtung gemäss Fig. 1 in einer zweiten Phase beim seitlichen Auslenken in der einen Richtung;
  • Fig. 4 die Kupplungsvorrichtung gemäss Fig. 1 beim seitlichen Auslenken in der anderen Richtung;
  • Fig. 5 die Kupplungsvorrichtung gemäss Fig. 1 in einer ersten Phase beim Einknicken des Tragarms;
  • Fig. 6 die Kupplungsvorrichtung gemäss Fig. 1 in einer zweiten Phase beim Einknicken des Tragarms;
  • Fig. 7 die Kupplungsvorrichtung gemäss Fig. 1 in vollständig eingeknicktem Zustand, und
  • Fig. 8 die Kupplungsvorrichtung mit einer alternativen Ausbildung der Zentriereinrichtung.
    • Two embodiments of the invention will be explained in more detail with reference to drawings. In these drawings shows:
  • Fig. 1 is a plan view of a coupling device with a first embodiment of a centering device;
  • FIG. 2 shows the coupling device according to FIG. 1 in a first phase during lateral deflection in one direction; FIG.
  • FIG. 3 shows the coupling device according to FIG. 1 in a second phase during lateral deflection in one direction; FIG.
  • FIG. 4 shows the coupling device according to FIG. 1 during lateral deflection in the other direction; FIG.
  • 5 shows the coupling device according to FIG. 1 in a first phase when the support arm buckles;
  • 6 shows the coupling device according to FIG. 1 in a second phase when the support arm buckles;
  • 7 shows the coupling device according to FIG. 1 in a fully folded-in state, and FIG
  • Fig. 8, the coupling device with an alternative embodiment of the centering device.

    • Anhand der Figur 1 wird der prinzipielle Aufbau der Kupplungsvorrichtung zusammen mit einem ersten Ausführungsbeispiel der Zentriereinrichtung näher erläutert. Da der grundsätzliche Aufbau von gattungsgemässen Kupplungsvorrichtungen bekannt ist, sind viele Bereiche der Kupplungsvorrichtung nur schematisch dargestellt. Im wesentlichen wird nachfolgend deshalb nur auf die erfindungsgemäss relevanten oder für das allgemeine Verständnis wichtigen Bauteile eingegangen.Based on the figure 1, the basic structure of the coupling device together explained in more detail with a first embodiment of the centering device. Since the Basic structure of generic coupling devices is known, Many areas of the coupling device are shown only schematically. Essentially is therefore below only relevant to the invention or components that are important for the general understanding.

    Die Kupplungsvorrichtung weist einen durch zwei Gelenkarme gebildeten Tragarm 1 auf, wobei der dem Schienenfahrzeug zugewandte hintere Gelenkarm das Bezugszeichen 2 trägt und der vordere, dem Schienenfahrzeug abgewandte Gelenkarm mit dem Bezugszeichen 3 versehen ist. Der hintere Gelenkarm 2 ist über ein Lager 7 drehbar am Schienenfahrzeug abgestützt, währenddem die beiden Gelenkarme 2, 3 über ein Knickgelenk 8 miteinander verbunden sind. Am vorderen Gelenkarm 3 ist der eigentliche Kupplungskopf 4 angeordnet.The coupling device has a support arm 1 formed by two articulated arms on, wherein the rail vehicle facing rear link arm, the reference numeral 2 carries and the front, facing away from the rail vehicle articulated arm the reference numeral 3 is provided. The rear articulated arm 2 is via a bearing. 7 rotatably supported on the rail vehicle, while the two articulated arms 2, 3rd are connected to each other via an articulated joint 8. At the front articulated arm 3 is arranged the actual coupling head 4.

    Um die beiden Gelenkarme 2, 3 in der hier gezeigten gestreckten Stellung gegenseitig fixieren zu können, ist am hinteren Gelenkarm 2 ein Verriegelungsmechanismus 11 angeordnet, welcher den vorderen Gelenkarm 3 an einem das Knickgelenk 8 fahrzeugseitig überragenden Fortsatz 5 verdrehsicher fixiert. Der Verriegelungsmechanismus 11 weist dazu einen drehbar angeordneten Verriegelungshebel 12 auf, welcher von einer Feder 13 in der verriegelten Stellung gehalten wird. Zum Verdrehen des Verriegelungshebels 12 ist dieser mit einem Zugseil 14 verbunden, welches endseitig mit einem Handgriff 15 zum manuellen Entriegeln des Verriegelungsmechanismus 11 versehen ist.To the two articulated arms 2, 3 in the extended position shown here mutually to be able to fix, is at the rear articulated arm 2 a locking mechanism 11 arranged, which the front articulated arm 3 at a the articulated joint. 8 on the vehicle side superior projection 5 fixed against rotation. The locking mechanism 11 has a rotatably arranged locking lever 12, which is held by a spring 13 in the locked position. To twist of the locking lever 12, this is connected to a pull rope 14, which end with a handle 15 for manually unlocking the locking mechanism 11 is provided.

    Damit die Kupplungsvorrichtung in der gezeigten kuppelbereiten Grundstellung gehalten wird, ist eine Zentriereinrichtung 17 vorgesehen. Diese weist zwei auf je einer Seite des Tragarms 1 angeordnete Zugmittel 18, 19 auf, welche einerseits am Fahrzeug und andererseits am Tragarm 1 fixiert sind. Zum Fixieren des jeweiligen Zugmittels 18, 19 am Tragarm 1 ist je ein Ausleger 21, 22 vorgesehen, der mit einem auslenkbaren und mittels einer Feder 25, 26 belasteten Auslegerarm 23, 24 versehen ist. Die Feder 25, 26 zieht den jeweiligen Auslegerarm 23, 24 nach innen gegen einen Anschlag 30, 31, an welchen sich der Auslegerarm 23, 24 in seiner unbelasteten Ruhestellung anlegt. Zum Fixieren des Zugmittels 18, 19 am Fahrzeug ist jeweils ein seitlich des Tragarms 1 angeordnetes Abstützelement 32, 33 vorgesehen. Die genannten Elemente sind derart aufeinander abgestimmt, dass die zwischen dem fahrzeugseitigen Fixierpunkt 32a, 33a des Zugmittels 18, 19 und dem tragarmseitigen Fixierpunkt 23a, 24a des Zugmittels 18, 19 verlaufende Kraftlinie, in der Grundstellung des Tragarms 1, auf der dem Tragarm 1 abgewandten Aussenseite der Drehachse 27, 28 des jeweiligen Auslegerarms 23, 24 verläuft, so dass der jeweilige Auslegerarm 23, 24 unter der Einwirkung des Zugmittels 18, 19 vom Anschlag 30, 31 abgehoben und nach aussen verschwenkt werden kann. Die Zugmittel 18, 19 sind so angeordnet, dass sie einen Winkel von ca. 5 bis 15 Grad mit der Längsmittelachse 9 des Tragarms 1 einschliessen. Durch diese Auslegung wird sichergestellt, dass der Tragarm 1 im unbelasteten Zustand in der kuppelbereiten Grundstellung gehalten wird. Im vorliegenden Beispiel ist die Kupplungsvorrichtung in der funktionsbereiten Grundstellung gegenüber der Längsmittelachse 10 des Schienenfahrzeugs um ca. 2.5° auslenkt, so dass sich der Kupplungskopf 4 beim Einkuppeln selbsttätig entlang seiner kopfseitigen Abschrägung, relativ zum gegenüberliegenden Kupplungskopf, in die Endkuppelstellung bewegen kann.Thus, the coupling device held in the dome-ready basic position shown is, a centering device 17 is provided. This has two on each one Side of the support arm 1 arranged traction means 18, 19, which on the one hand on the vehicle and on the other hand fixed to the support arm 1. For fixing the respective traction means 18, 19 on the support arm 1 is ever a boom 21, 22 is provided with a deflectable and loaded by a spring 25, 26 boom 23, 24 provided is. The spring 25, 26 pulls the respective cantilever arm 23, 24 inwardly against a stop 30, 31, to which the cantilever arm 23, 24 in its unloaded Resting position applies. For fixing the traction means 18, 19 on the vehicle is respectively a side of the support arm 1 arranged support member 32, 33 is provided. The above elements are coordinated so that the between the vehicle-side fixing point 32a, 33a of the traction means 18, 19 and the Tragarmseitigen Fixation point 23a, 24a of the traction means 18, 19 extending line of force in the Basic position of the support arm 1, on the side facing away from the support arm 1 outside the axis of rotation 27, 28 of the respective cantilever arm 23, 24 extends, so that the respective Boom arm 23, 24 under the action of the traction means 18, 19 from the stop 30, 31 can be lifted and swung outwards. The traction means 18, 19 are arranged so that they form an angle of about 5 to 15 degrees with the Include longitudinal central axis 9 of the support arm 1. This interpretation ensures that that the support arm 1 in the unloaded state in the dome ready Basic position is maintained. In the present example, the coupling device is in the functional basic position relative to the longitudinal center axis 10 of the rail vehicle deflects by about 2.5 °, so that the coupling head 4 during engagement automatically along its head-side bevel, relative to the opposite Coupling head, can move into the Endkuppelstellung.

    Fig. 2 zeigt die Kupplungsvorrichtung gemäss Fig. 1 in einer ersten Phase beim seitlichen Verschwenken in der einen Richtung. Aus dieser Darstellungen ist ersichtlich, dass der der Schwenkrichtung P gegenüberliegende Auslegerarm 24, unter der Einwirkung des aktiven Zugmittels 19 ausgelenkt wird. Da die zwischen den beiden Befestigungspunkten 24a, 33a des aktiven Zugmittels 19 verlaufende Kraftlinie am Anfang des Verschwenkens sehr nahe am Drehpunkt 28 des Auslegerarms 24 verläuft, ist die aufzuwendende Kraft zum Verschwenken des Tragarms 1 im ersten Moment relativ gross. Mit zunehmendem Verschwenken des Tragarms 1 jedoch (Fig. 3) nimmt der Abstand zwischen der Kraftlinie des aktiven Zugmittels 19 und dem Drehpunkt 28 des Auslegerarms 24 zu und die aufzuwendende Kraft entsprechend ab.Fig. 2 shows the coupling device according to FIG. 1 in a first phase in the lateral Pivoting in one direction. From these representations it can be seen that of the pivoting direction P opposite boom arm 24, under the action of the active traction means 19 is deflected. Because the between the two attachment points 24a, 33a of the active pulling means 19 extending line of force at the beginning the pivoting is very close to the pivot point 28 of the extension arm 24, is the force to be used for pivoting the support arm 1 at the first moment relatively large. With increasing pivoting of the support arm 1, however (FIG. 3) takes the distance between the line of force of the active traction means 19 and the fulcrum 28 of the extension arm 24 and the expended force accordingly.

    Fig. 4 zeigt die Kupplungsvorrichtung gemäss Fig. 1 beim Verschwenken in der anderen Richtung P1. In diesem Fall verhält es sich analog zum Verschwenken in der anderen Richtung, wobei nunmehr der andere, wiederum der Schwenkrichtung P1 gegenüberliegende Auslegerarm 23, unter der Einwirkung des Zugmittels 18 ausgelenkt wird.Fig. 4 shows the coupling device according to FIG. 1 when pivoting in the other Direction P1. In this case, it behaves analogously to the pivoting in the another direction, wherein now the other, in turn, the pivoting direction P1 opposite cantilever arm 23, deflected under the action of the pulling means 18 becomes.

    Die von der Zentriereinrichtung auf den Tragarm 1 einwirkenden Zentrierkräfte sind von verschiedenen Faktoren abhängig. Bezogen auf die kupplungsbereite Grundstellung der Kupplungsvorrichtung können durch Variation des Winkels zwischen dem Zugmittel 18, 19 und der Längsmittelachse 9 der Kupplungsvorrichtung, durch die Anordnung und Ausgestaltung der Ausleger 21, 22 sowie der Auslegerarme 23, 24, durch die Vorspannung und Federrate der Federn 25, 26 sowie durch die Befestigungspunkte der Zugmittel 18, 19, insbesondere durch den Verlauf der Kraftline zwischen den fahrzeugseitigen Fixierpunkten 32a, 33a der Zugmittel 18, 19 und den tragarmseitigen Fixierpunkten 23a, 24a der Zugmittel 18, 19, namentlich durch den Abstand der Kraftlinien von der Drehachse 27, 28 des jeweiligen Auslegerarms 23, 24, die Zentrierkräfte und/oder der Kraftverlauf variiert werden.The centering forces acting on the support arm 1 from the centering device are depending on various factors. Based on the clutch ready basic position the coupling device can by varying the angle between the traction means 18, 19 and the longitudinal central axis 9 of the coupling device, by the arrangement and configuration of the boom 21, 22 and the boom arms 23, 24, by the bias and spring rate of the springs 25, 26 and by the attachment points the traction means 18, 19, in particular by the course of the force line between the vehicle-side fixing points 32a, 33a of the traction means 18, 19 and the Tragarmseitigen fixing points 23a, 24a of the traction means 18, 19, in particular by the Distance of the lines of force from the axis of rotation 27, 28 of the respective cantilever arm 23, 24, the centering forces and / or the force curve can be varied.

    Im vorliegenden Beispiel übernimmt das vom Schienenfahrzeug aus gesehen linke Zugmittel 18 jedoch noch eine weitere Aufgabe, indem sie den beiden Gelenkarmen 2, 3 beim Einknicken eine bestimmte Bewegungsbahn aufzwingt. In der Fig. 5 ist die Kupplungsvorrichtung in einer ersten Phase beim Einknicken des Tragarms 1 dargestellt. Um den Tragarm 1 einknicken und die Kupplungsvorrichtung in einen kompakten, zurückgezogenen Zustand überführen zu können, muss zuerst der Verriegelungsmechanismus 11 entriegelt werden. Durch Ziehen am Handgriff 15 wird der Verriegelungshebel 12 über das Zugseil 14 entgegen der Kraft der Feder 13 verdreht, so dass der Tragarm am Knickgelenk 8 eingeknickt werden kann. Dazu wird der Kupplungskopf 4 manuell in Richtung des Pfeiles P2 verschwenkt (Fig. 6). Durch das Verschwenken des Kupplungskopfs 4 wird der Fortsatz 5 und mit ihm der daran angeordnete Ausleger 21 um den Drehpunkt 9 des Knickgelenks 8 herum verdreht, so dass die Kraftlinie zwischen den zwei Befestigungspunkten 23a, 32a des Zugseils 18 nach innen auf die dem Tragarm 1 zugewandte Seite der Drehachse 27 des Auslegerarms 23 wandert. Nachdem die genannte Kraftlinie innerhalb der Drehachse 27 des Auslegerarms 23 verläuft, können vom aktiven Zugmittel (18) Führungskräfte auf den Tragarm (1) übertragen werden, da das aktive Zugmittel (18) zusammen mit der Kraft der den Auslegerarm belastenden Feder 25 den drehbaren Auslegerarm 23 in der Wirkstellung zu halten bestrebt sind, so dass der Auslegerarm 23 vom Zugseil 18 in Richtung des Anschlags 30 gezogen wird und in dieser Wirkstellung verharrt. Wenn also das Zugseil 18 gespannt ist und der Kupplungskopf 4 weiter verschwenkt wird, so wird dem hinteren Gelenkarm 2 eine Schwenkbewegung nach links aufgezwungen, da sich der Abstand zwischen der Stirnseite des Schienenfahrzeugs und dem Befestigungspunkt 32a des Zugseils 18 am Auslegerarm 23, durch das gestreckte Zugseil 18, nicht mehr vergrössern kann.In the present example, this is done on the left as seen from the rail vehicle Traction device 18, however, has yet another task, placing the two articulated arms 2, 3 imposes a certain trajectory when buckling. In Fig. 5 is the Coupling device in a first phase when buckling of the support arm 1 shown. To buckle the support arm 1 and the coupling device in a compact, To be able to transfer retracted state, must first the locking mechanism 11 are unlocked. By pulling the handle 15 is the Locking lever 12 is rotated via the pull cable 14 against the force of the spring 13, so that the support arm can be buckled at the articulated joint 8. This will be the coupling head 4 is manually pivoted in the direction of the arrow P2 (FIG. 6). By the pivoting of the coupling head 4 is the extension 5 and with him the it arranged boom 21 is rotated about the pivot point 9 of the articulated joint 8, so that the line of force between the two attachment points 23a, 32a of the hauling rope 18 inwardly on the support arm 1 facing side of the axis of rotation 27 of the Cantilever arm 23 wanders. After said force line within the axis of rotation 27 of the cantilever arm 23 extends, can from the active traction means (18) executives on the support arm (1) are transmitted, since the active traction means (18) together with the force of the cantilever arm loading spring 25 the rotatable cantilever arm 23rd are anxious to keep in the operative position, so that the cantilever arm 23 from the tow rope 18 is pulled in the direction of the stop 30 and remains in this operative position. So if the pull cable 18 is stretched and the coupling head 4 pivots on is, the rear link 2 is forced to pivot to the left, as the distance between the front of the rail vehicle and the attachment point 32a of the traction cable 18 on the boom 23, by the extended Pulling rope 18, can not enlarge.

    Fig. 7 zeigt die Kupplungsvorrichtung in vollständig eingeknicktem Zustand. Der Kupplungskopf 4 ist dabei in einer Halterung 35 aufgenommen und darin fixiert.Fig. 7 shows the coupling device in a fully folded-in state. Of the Coupling head 4 is received in a holder 35 and fixed therein.

    In der Fig. 8 ist die Kupplungsvorrichtung mit einer alternativen Ausbildung einer Zentriereinrichtung 37 dargestellt, wobei nur die eine Hälfte der Zentriereinrichtung 37 näher erläutert wird. In diesem Ausführungsbeispiel ist anstelle eines Führungsseils eine Führungsstange 39 vorgesehen. Zum Fixieren der Führungsstange 39 am Auslegerarm 23 ist ein bogenförmiges Element 40 versehen, das drehbar am Auslegerarm 23 abgestützt ist. Die Führungsstange 39 ist in einer Aufnahme am bogenförmigen Element 40 geführt und mit einem Anschlag (nicht dargestellt) versehen, welcher bewirkt, dass sich die Führungsstange 39 beim Verschwenken des Tragarms 1 nach links frei durch die Aufnahme hindurchbewegen kann -aufgrund der Verkürzung der Distanz zwischen dem Befestigungspunkt 32a des Führungsmittels 39 am Schienenfahrzeug und der Aufnahme- und daher inaktiv ist, währenddem sich der Anschlag der Führungsstange 39 beim Verschwenken des Tragarms 1 nach rechts an der Aufnahme anlegt und den Auslegerarm 23 in der vorgängig beschriebenen Weise entgegen der Vorspannung der Feder 25 um die Drehachse 27 verdreht, so dass der Tragarm 1 ohne nennenswerte Beeinflussung nach rechts verschwenkt werden kann. Beim Einknicken des Tragarms 1 wandert die Kraftlinie 25 zwischen den zwei Befestigungspunkten 23a, 32a der Führungsstange 39 nach innen auf die dem Tragarm 1 zugewandten Seite der Drehachse 27 des Auslegerarms 23, wodurch wiederum bewirkt wird, dass die Führungsstange 39 den beiden Gelenkarmen 2, 3 eine Schwenkbahn aufzwingt.In Fig. 8, the coupling device with an alternative embodiment of a Centering device 37 shown, wherein only one half of the centering device 37 is explained in more detail. In this embodiment, instead of a guide rope a guide rod 39 is provided. For fixing the guide rod 39 on Boom arm 23 is an arcuate member 40 is provided, which is rotatable on the boom 23 is supported. The guide rod 39 is in a receptacle on the arcuate Element 40 out and provided with a stop (not shown), which causes the guide rod 39 during pivoting of the Support arm 1 can move freely to the left through the receptacle due to Shortening of the distance between the attachment point 32a of the guide means 39 on the rail vehicle and the recording and therefore inactive while the stop of the guide rod 39 upon pivoting of the support arm 1 after right on the recording applies and the boom 23 in the previously described Way twisted against the bias of the spring 25 about the rotation axis 27, so that the support arm 1 pivots to the right without significant influence can be. When buckling of the support arm 1, the force line 25 moves between the two attachment points 23a, 32a of the guide rod 39 inwards on the support arm 1 side facing the axis of rotation 27 of the boom 23, which in turn causes the guide rod 39 to the two articulated arms 2, 3 imposes a swivel path.

    Durch verschiedene Massnahmen, namentlich durch die Ausgestaltung und den Befestigungsort des Auslegers 21 sowie durch den Befestigungsort des Zugmittels 18, 39 am Schienenfahrzeug kann der von der Kupplungsvorrichtung zum Einknicken benötigte Freiraum variiert werden bzw. die Kupplungsvorrichtung kann an die Gegebenheiten des Schienenfahrzeugs angepasst werden. Ausserdem kann die Schwenkbahn so gewählt werden, dass der Kupplungskopf 4 einen vorgegebenen seitlichen Bereich nicht verlässt, indem der Kupplungskopf 4 beim Einschwenken beispielsweise nie über die seitliche Kontur des Schienenfahrzeugs vorzustehen kommt. Ausserdem kann, je nach seitlichem Auslenken des hinteren Gelenkarms 3, die Ruhestellung der Kupplungsvorrichtung bzw. deren Platzbedarf variiert werden.Through various measures, notably through the design and the Location of the boom 21 and the location of the traction device 18, 39 on the rail vehicle, that of the coupling device for buckling required clearance can be varied or the coupling device can the conditions of the rail vehicle are adjusted. In addition, the Swivel path are chosen so that the coupling head 4 a predetermined lateral area does not leave by the coupling head 4 when swinging for example, never protrude beyond the lateral contour of the rail vehicle comes. In addition, depending on the lateral deflection of the rear articulated arm 3, the rest position of the coupling device or their space requirement can be varied.

    Nebst dem hier beschriebenen Ausführungsbeispiel einer Kupplungsvorrichtung können im Rahmen des in den Patentansprüchen definierten Schutzumfanges natürlich auch andersartig gestaltete Kupplungsvorrichtungen vorgesehen werden. Anstelle eines manuell zu betätigenden Einknickmechanismus könnte dieser auch elektrisch, pneumatisch oder hydraulisch angetrieben werden. In addition to the embodiment of a coupling device described here may, of course, within the scope of the scope defined in the claims also differently designed coupling devices are provided. Instead of a manually operated Einknickmechanismus this could also electrically, be driven pneumatically or hydraulically.

    Die wesentlichen Vorteile der beschriebene Zentriervorrichtung lassen sich wie folgt zusammenfassen:

    • praktisch verschleissfrei;
    • unempfindlich in Bezug auf vertikale Belastungen des Tragarms und/oder in Bezug auf Verdrehen des Tragarms um seine Längsachse;
    • einfach im Aufbau und kostengünstig in der Herstellung;
    • mit zunehmender Auslenkung der Kupplungsvorrichtung nimmt die Zentrierkraft ab, währenddem sie um die Nullage herum (kuppelbereite Grundstellung) den Anforderungen entsprechend gross ist;
    • reduzierter Platzbedarf im Bereich der fahrzeugseitigen Anlenkung des Tragarms, kein seitliches Auslenken der Zentriermittel (Zugmittel 18, 19) in Richtung der Schwenkbewegung.
    The main advantages of the described centering device can be summarized as follows:
    • practically wear-free;
    • insensitive to vertical loads on the support arm and / or relative to rotation of the support arm about its longitudinal axis;
    • simple in construction and inexpensive to manufacture;
    • with increasing deflection of the coupling device, the centering decreases, while it around the zero position (dome ready basic position) is the requirements of large;
    • reduced space requirement in the area of the vehicle-side articulation of the support arm, no lateral deflection of the centering means (traction means 18, 19) in the direction of the pivoting movement.

    Claims (10)

    1. Coupling device for rail vehicles, having a supporting arm (1) which is coupled to the vehicle and which is fitted at the end with a coupling head (4), and having a centring device (17) which attempts to hold the supporting arm (1) horizontally in a normal position which is ready for coupling, the centring device (17) comprising two traction means (18, 19) which are arranged on each side of the supporting arm (1) and which are secured at one end to the vehicle and at the other end to an extension arm (23, 24) which is attached to the supporting arm (1), characterized in that the traction means (18, 19) are secured to the supporting arm (1) by means of, in each case, one extension element (21, 22) which is provided with a spring-loaded extension arm (23, 24) which can be deflected about an axis (27, 28) of rotation, the extension elements (21, 22) being located along the supporting arm (1), and the distance between the axis (27, 28) of rotation of the respective extension element (21, 22) and the pivot point (7) of the supporting arm (1) on the vehicle is shorter than the distance between the respective attachment point (23a, 24a) of the traction means (18, 19) to the respective extension arm (23, 24) and the pivot point (7) of the supporting arm (1) on the vehicle.
    2. Coupling device according to Claim 1, characterized in that the force line which extends between the point (32a, 33a) where the traction means (18, 19) is secured to the vehicle and the point (23a, 24a) where the traction means (18, 19) is attached to the supporting arm extends, in the normal position of the supporting arm (1), on the outside of the axis (27, 28) of rotation, facing away from the supporting arm (1), of the respective extension arm (23, 24).
    3. Coupling device according to Claim 1 or 2, characterized in that the distance between the extension elements (21, 22) which are arranged on the supporting arm (1) and the pivot point (7) of the supporting arm (1) on the vehicle is at least 25% of the length of the coupling device.
    4. Coupling device according to Claim 2 or 3, characterized in that the distance between the force line and the axis (27, 28) of rotation of the extension arm (23, 24) of the active traction means (18, 19) increases when the supporting arm (1) is deflected, with the result that the spring force which has a centring effect decreases as the deflection of the supporting arm (1) increases.
    5. Coupling device according to one of the preceding claims, characterized in that the respective traction means (18, 19) encloses an angle with the longitudinal centre axis (9) of the supporting arm (1) which is in the normal position.
    6. Coupling device according to one of the preceding claims, characterized in that the traction means (18, 19) are embodied as cables.
    7. Coupling device according to one of Claims 1 to 5, characterized in that the traction means (18, 19) is embodied as a rod which is held at the supporting arm end in a guide and has a stop which interacts with the guide.
    8. Coupling device according to one of the preceding claims, characterized in that the supporting arm (1) is provided with a buckling joint (8) which divides the supporting arm (1) into a rear joint arm (2) and a front joint arm (3), one traction means (18) being arranged in such a way that, as the front joint arm (3) folds in, a pivoting movement which is opposed to the direction of movement of the front joint arm (3) is imposed on the rear joint arm (2).
    9. Coupling device according to Claim 8, characterized in that the front joint arm (3) has a projection (5) which projects over the buckling joint (8) at the vehicle end in the extended state of the supporting arm (1) and on which one of the extension elements (21) is secured.
    10. Coupling device according to Claim 9, characterized in that the centring device (17) is embodied in such a way that the entire force line is displaced when the supporting arm (1) buckles onto that side of the rotatable extension arm (23) which faces the supporting arm (1), with the result that the active guide means (18) and the force of a spring (25) which loads the extension arm endeavour to hold the rotatable extension arm (23) in the active position and guide forces can be transmitted to the supporting arm (1) by the active traction means (18).
    EP01810123A 2000-03-02 2001-02-07 Coupling device for railway vehicles Expired - Lifetime EP1129921B1 (en)

    Applications Claiming Priority (2)

    Application Number Priority Date Filing Date Title
    DE10010063A DE10010063A1 (en) 2000-03-02 2000-03-02 Coupling device for train; has support arm for coupling head and has centring unit with traction device on each side of support arm and fixed between train and bracket with spring-loaded bracket arm
    DE10010063 2000-03-02

    Publications (3)

    Publication Number Publication Date
    EP1129921A2 EP1129921A2 (en) 2001-09-05
    EP1129921A3 EP1129921A3 (en) 2002-10-09
    EP1129921B1 true EP1129921B1 (en) 2005-01-05

    Family

    ID=7633167

    Family Applications (1)

    Application Number Title Priority Date Filing Date
    EP01810123A Expired - Lifetime EP1129921B1 (en) 2000-03-02 2001-02-07 Coupling device for railway vehicles

    Country Status (3)

    Country Link
    EP (1) EP1129921B1 (en)
    AT (1) ATE286469T1 (en)
    DE (2) DE10010063A1 (en)

    Families Citing this family (1)

    * Cited by examiner, † Cited by third party
    Publication number Priority date Publication date Assignee Title
    CN112896224B (en) * 2021-02-04 2022-04-12 中车青岛四方车辆研究所有限公司 Coupler and locking method thereof

    Family Cites Families (4)

    * Cited by examiner, † Cited by third party
    Publication number Priority date Publication date Assignee Title
    US710929A (en) * 1902-03-12 1902-10-07 Mcconway & Torley Co Draft and buffing mechanism for cars.
    US1346545A (en) * 1920-03-30 1920-07-13 Mcconway & Torley Co Draft appliance for railway-vehicles
    DE1005548B (en) * 1954-04-28 1957-04-04 Bergische Stahlindustrie Suspension for central couplings, especially of rail vehicles with spring-operated central positioning device
    DE1052440B (en) * 1957-02-15 1959-03-12 Scharfenbergkupplung Gmbh Central buffer coupling with spring support suspended in a transverse direction

    Also Published As

    Publication number Publication date
    ATE286469T1 (en) 2005-01-15
    DE10010063A1 (en) 2001-09-13
    EP1129921A2 (en) 2001-09-05
    EP1129921A3 (en) 2002-10-09
    DE50105003D1 (en) 2005-02-10

    Similar Documents

    Publication Publication Date Title
    DE4118683C1 (en)
    EP1884410B1 (en) Rear load carrier
    DE4447860C2 (en) Towing vehicle for maneuvering aircraft
    DE102006013847A1 (en) Automotive seat
    EP1380445B2 (en) Trailer traction device
    EP1587724B1 (en) Hold-down device for the cable guide in cable-drawn transport systems
    DE3642248A1 (en) CRANE BOOM WITH EXTENSION ATTACHABLE IN DIFFERENT ANGLES
    DE1580908B2 (en) HANGING FOR CIRCULAR CABLE CARS
    EP1129920B1 (en) Foldable coupling bar for rail vehicles
    EP0326570A1 (en) Height-adjustable towbar for vehicle trailers.
    EP1129921B1 (en) Coupling device for railway vehicles
    DE3100405A1 (en) ANIMAL TRAP
    DE19548803C1 (en) Freight-container locking device for rail transporting vehicles
    DE19918116C1 (en) Overhead suspension conveyor has a carrier with paired running rollers and an intermediate linkage section with a coupling for the beam and a coupling mechanism for a defined swing movement and a more reliable coupling
    EP3715153A1 (en) Load bearer
    EP1852336B1 (en) Post for vehicle superstructures
    DE69212954T2 (en) Hooking device for conveying device of trapezoidal containers
    EP3495308B1 (en) Container suspension device
    DE2710234C2 (en) Self-weight clamping coupling for a hanger of a circulating cableway
    DE202021105561U1 (en) Commercial vehicle with a swiveling underrun protection
    EP2993154B1 (en) Lifting device for lifting, transporting and putting down a load
    EP1008550A1 (en) Mechanical arrangement for limiting the movement of working platforms
    DE2237651C3 (en) Tape tensioner
    DE1455221C3 (en) Device for actuating automatic couplings on rail vehicles
    WO2005070812A1 (en) Jack

    Legal Events

    Date Code Title Description
    PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

    Free format text: ORIGINAL CODE: 0009012

    AK Designated contracting states

    Kind code of ref document: A2

    Designated state(s): AT BE CH CY DE DK ES FI FR GB GR IE IT LI LU MC NL PT SE TR

    AX Request for extension of the european patent

    Free format text: AL;LT;LV;MK;RO;SI

    PUAL Search report despatched

    Free format text: ORIGINAL CODE: 0009013

    AK Designated contracting states

    Kind code of ref document: A3

    Designated state(s): AT BE CH CY DE DK ES FI FR GB GR IE IT LI LU MC NL PT SE TR

    AX Request for extension of the european patent

    Free format text: AL;LT;LV;MK;RO;SI

    17P Request for examination filed

    Effective date: 20021127

    17Q First examination report despatched

    Effective date: 20030508

    AKX Designation fees paid

    Designated state(s): AT BE CH CY DE DK ES FI FR GB GR IE IT LI LU MC NL PT SE TR

    GRAP Despatch of communication of intention to grant a patent

    Free format text: ORIGINAL CODE: EPIDOSNIGR1

    GRAS Grant fee paid

    Free format text: ORIGINAL CODE: EPIDOSNIGR3

    GRAA (expected) grant

    Free format text: ORIGINAL CODE: 0009210

    AK Designated contracting states

    Kind code of ref document: B1

    Designated state(s): AT BE CH CY DE DK ES FI FR GB GR IE IT LI LU MC NL PT SE TR

    PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

    Ref country code: IE

    Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

    Effective date: 20050105

    Ref country code: TR

    Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

    Effective date: 20050105

    Ref country code: NL

    Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

    Effective date: 20050105

    Ref country code: GB

    Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

    Effective date: 20050105

    REG Reference to a national code

    Ref country code: GB

    Ref legal event code: FG4D

    Free format text: NOT ENGLISH

    REG Reference to a national code

    Ref country code: CH

    Ref legal event code: NV

    Representative=s name: ROTTMANN, ZIMMERMANN + PARTNER AG

    Ref country code: CH

    Ref legal event code: EP

    PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

    Ref country code: LU

    Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

    Effective date: 20050207

    Ref country code: CY

    Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

    Effective date: 20050207

    REG Reference to a national code

    Ref country code: IE

    Ref legal event code: FG4D

    Free format text: GERMAN

    REF Corresponds to:

    Ref document number: 50105003

    Country of ref document: DE

    Date of ref document: 20050210

    Kind code of ref document: P

    PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

    Ref country code: MC

    Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

    Effective date: 20050228

    PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

    Ref country code: DK

    Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

    Effective date: 20050405

    Ref country code: GR

    Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

    Effective date: 20050405

    PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

    Ref country code: ES

    Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

    Effective date: 20050416

    REG Reference to a national code

    Ref country code: SE

    Ref legal event code: TRGR

    NLV1 Nl: lapsed or annulled due to failure to fulfill the requirements of art. 29p and 29m of the patents act
    GBV Gb: ep patent (uk) treated as always having been void in accordance with gb section 77(7)/1977 [no translation filed]

    Effective date: 20050105

    REG Reference to a national code

    Ref country code: IE

    Ref legal event code: FD4D

    ET Fr: translation filed
    PLBE No opposition filed within time limit

    Free format text: ORIGINAL CODE: 0009261

    STAA Information on the status of an ep patent application or granted ep patent

    Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

    26N No opposition filed

    Effective date: 20051006

    REG Reference to a national code

    Ref country code: GB

    Ref legal event code: FG4D

    Free format text: NOT ENGLISH

    PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

    Ref country code: IT

    Payment date: 20060228

    Year of fee payment: 6

    PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

    Ref country code: PT

    Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

    Effective date: 20050605

    PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

    Ref country code: CH

    Payment date: 20080118

    Year of fee payment: 8

    PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

    Ref country code: DE

    Payment date: 20080118

    Year of fee payment: 8

    Ref country code: FI

    Payment date: 20080117

    Year of fee payment: 8

    Ref country code: SE

    Payment date: 20080121

    Year of fee payment: 8

    PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

    Ref country code: AT

    Payment date: 20080110

    Year of fee payment: 8

    PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

    Ref country code: FR

    Payment date: 20080114

    Year of fee payment: 8

    PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

    Ref country code: BE

    Payment date: 20080208

    Year of fee payment: 8

    BERE Be: lapsed

    Owner name: *SCHWAB VERKEHRSTECHNIK A.G.

    Effective date: 20090228

    PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

    Ref country code: IT

    Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

    Effective date: 20070207

    REG Reference to a national code

    Ref country code: CH

    Ref legal event code: PL

    EUG Se: european patent has lapsed
    PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

    Ref country code: FI

    Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

    Effective date: 20090207

    Ref country code: LI

    Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

    Effective date: 20090228

    Ref country code: CH

    Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

    Effective date: 20090228

    Ref country code: AT

    Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

    Effective date: 20090207

    REG Reference to a national code

    Ref country code: FR

    Ref legal event code: ST

    Effective date: 20091030

    PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

    Ref country code: DE

    Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

    Effective date: 20090901

    PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

    Ref country code: BE

    Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

    Effective date: 20090228

    PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

    Ref country code: FR

    Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

    Effective date: 20090302

    PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

    Ref country code: SE

    Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

    Effective date: 20090208