EP1900592B1 - Drawing gear for railway vehicles - Google Patents

Drawing gear for railway vehicles Download PDF

Info

Publication number
EP1900592B1
EP1900592B1 EP07405263A EP07405263A EP1900592B1 EP 1900592 B1 EP1900592 B1 EP 1900592B1 EP 07405263 A EP07405263 A EP 07405263A EP 07405263 A EP07405263 A EP 07405263A EP 1900592 B1 EP1900592 B1 EP 1900592B1
Authority
EP
European Patent Office
Prior art keywords
support frame
flanges
support
drawing gear
gear according
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.)
Active
Application number
EP07405263A
Other languages
German (de)
French (fr)
Other versions
EP1900592A1 (en
Inventor
Mike Fassbind
Gerald Siegrist
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 EP1900592A1 publication Critical patent/EP1900592A1/en
Application granted granted Critical
Publication of EP1900592B1 publication Critical patent/EP1900592B1/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G9/00—Draw-gear
    • B61G9/20—Details; Accessories
    • B61G9/22—Supporting framework, e.g. cradles; Spring housings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G9/00—Draw-gear
    • B61G9/04—Draw-gear combined with buffing appliances
    • B61G9/06—Draw-gear combined with buffing appliances with rubber springs

Definitions

  • the invention relates to a traction device for rail vehicles according to the preamble of claim 1.
  • the transmission of the traction of a vehicle to the adjacent vehicle or the subsequent vehicles usually via a towing device, which is provided with a towing hook on which a screw coupling is hooked for connection to the towing hook of the other vehicle.
  • the towing hook is usually pivotally connected to a clevis.
  • the clevis is provided with two fork shafts, through which a bore for receiving a bolt, to which the tow hook or provided with the towing arm is attached. Under tensile load very high forces act on the drawbar.
  • the traction device is provided with a support plate or a support frame. The support plate or the support frame is supported on the train side to attacks of the vehicle.
  • the support frame is in the form of a solid, rectangular plate, which is provided with two support feet for fixing to the rail vehicle. On the front, the plate is also provided with reinforcing ribs.
  • drawbars are for example from the EP 1 069 020 A1 as well as the EP 0 029 128 B1 known.
  • the invention aims to develop a traction device for rail vehicles such that their weight and manufacturing costs can be reduced, in particular by the support frame is weight and strength optimized.
  • a towing device for rail vehicles according to claim 1 is provided according to the invention.
  • the in the Fig. 1 schematically illustrated drawbar essentially comprises a support frame 1, a spring assembly 2, a support frame 1 penetrating tie rod 3, a pressure plate 4, an end attached to the tie rod 3 clevis 5 and a supported by a pin 6 articulated to the clevis 5 supporting arm 7.
  • Der Support arm 7 is provided at the end with a pull hook, which is not shown.
  • the spring assembly 2 consists in the present example of a plurality of elastomeric elements, which are biased by the tie rod 3.
  • the support frame 1 is designed as a cast part and serves to transmit tensile forces acting on the towing hooks to the rail vehicle.
  • the stops 8a, 8b arranged to receive the tensile forces on the rail vehicle (not shown) are shown schematically.
  • the support frame 1 is supported in the pulling direction on said stops 8a, 8b of the vehicle.
  • the support frame 1 is provided with two feet 10a, 10b, which serve to fix the rail vehicle.
  • the respective foot 10a, 10b has to each two mounting holes 11 a, 11 b.
  • the support frame 1 is provided on the back facing the rail vehicle with a plane support surface 12, which serves the planar support of the spring assembly 2.
  • the support surface 12 is preferably matched to the shape of the spring assembly 2. Since the spring assembly 2 in the present case consists of round elastomeric elements, the support surface is also round. In the center of the support surface 12, a bore 13 for performing the pull rod 3 is arranged.
  • flanges 14a, 14b, 15a, 15b adjoin the support surface 12, which transmits the tensile forces to the stops 8a, 8b (8) arranged on the rail vehicle (FIG. Fig. 1 ) serve.
  • a total of four flanges 14a, 14b, 15a, 15b are provided, wherein in each case two flanges 14a, 15a and 14b, 15b are arranged on one side of the support frame 1.
  • the support surface 12 is recessed relative to the back surface of the flanges 14a, 14b, 15a, 15b.
  • the four flanges 14a, 14b, 15a, 15b are formed thicker than the support frame 1 in the region of the support surface 12.
  • the support surface 12 is thinner than the flanges 14a, 14b, 15a, 15b may be compared to those formed in the prior art Support frames, which each have a continuous support plate with a uniform thickness to the outside, significant weight and material costs are saved.
  • the drawbar can be built shorter by the amount of depression without affecting the standardized interfaces between the cable stops on the vehicle and the towing hook.
  • the Fig. 3 shows the support frame 1 in a perspective view from the front.
  • the support frame 1 is provided with a total of four reinforcing ribs 17, 18, 19, 20, which extend substantially in the pulling direction.
  • two reinforcing ribs 17, 18, 19, 20 extend substantially vertically, while the other two reinforcing ribs 19, 20 are substantially horizontal.
  • the four reinforcing ribs 17, 18, 19, 20 together define a substantially rectangular recess 21.
  • the two vertically extending reinforcing ribs 17, 18 are provided on the outside with two lateral reinforcements in the form of oblique supports 22. Under obliquely in the present case to understand that the surface 22a of the respective support 22 is inclined.
  • the supports 22 are formed substantially triangular.
  • the support frame 1 is reinforced in the specific high-stress areas.
  • a very high transverse strength is achieved in the region of the two horizontally extending reinforcing ribs 19, 20, since the supports 22 connect the four lateral flanges 14a, 14b, 15a, 15b to the reinforcing ribs 17, 18, 19, 20.
  • the flanges 14a, 14b, 15a, 15b and the two horizontally extending reinforcing ribs 19, 20 the tensile forces occurring from the reinforcing ribs 17, 18, 19, 20 directly into the flanges 14a provided for the tension-side support, 14b, 15a, 15b initiated.
  • the flanges 14a, 14b, 15a, 15b are formed as a kind of lateral extensions of the horizontally extending reinforcing ribs 19, 20. This results in a concentrated flow of force from the reinforcing ribs 19, 20 via the supports 22 into the four lateral flanges 14a, 14b, 15a and 15b.
  • the neighboring areas are relieved and can be omitted or at least reduced in their material thickness.
  • the inner surfaces 24, 25 of the two vertically extending reinforcing ribs 17, 18 are not continuous plan, but are slightly V-shaped, so that the wall thickness of the respective reinforcing rib 17th , 18 slightly decreases towards the middle.
  • This design is intended to ensure that the lateral deflection of the fork head 5 to be accommodated in the recess 21 results in a large bearing surface between the fork head 5 and the support frame 1 or the respective reinforcing rib 17, 18.
  • the support frame 1 between the two flanges 14a, 14b and 15a, 15b is provided on one side with a respective recess 16a, 16b.
  • Fig. 5 shows the yoke 5 of the pulling device in a perspective view from the back.
  • the fork head 5 is provided with a slot-shaped recess 29, which is bounded on both sides by a respective fork blade 30, 31.
  • the two fork blades 30, 31 are connected to each other via a base part 32.
  • the fork head 5 is provided with a leading through both fork blades 30, 31 through hole 33, which serves to receive the bolt.
  • a threaded bore 34 is inserted, in which the pull rod 3 can be screwed.
  • the threaded bore 34 is bounded on the back by a conical annular elevation 35, which may extend into the bore of the support frame 1 and relieves the first normally extremely high loaded threads of a screw thanks to the rapidly decreasing wall thickness. The load on the threads is thus uniform and also the depth of engagement is extended.
  • the base part 32 is provided on all four sides with a respective recess 37a, 37b, 38a, 38b, which contributes to a weight saving of the clevis 5, and thus the entire pulling device.
  • the regions subjected to high loads under tensile load are correspondingly strongly dimensioned, while at the less heavily loaded regions of the support frame 1 the material thickness has been reduced.
  • the support frame 1 is provided on both sides with two flanges 14a, 14b, 15a, 15b and between the two flanges 14a, 14b and 15a, 15b one side of each recess 16a, 16b is arranged, the force can be transmitted more targeted than previously from the support frame 1 on the rail vehicle.
  • the flanges 14a, 14b, 15a, 15b are formed as lateral extensions of the horizontally extending reinforcing ribs 19, 20, and between the reinforcing ribs 17, 18, 19, 20 and the flanges 14a, 14b, 15a, 15b, the strength increasing pillars 22 are arranged, the under tensile load specifically highly loaded areas of the support frame 1 are selectively reinforced. As a result, other areas, namely the support surface 12 for the spring assembly 2, the area 16a, 16b between the flanges 14a, 14b and 15a, 15b of one side and the four corner regions of the support frame 1 are formed weaker and / or recesses are provided, which is reflected in lower production costs and a lower weight.
  • the support frame 1 designed in accordance with the invention is optimized in such a way that, in comparison with the support frames designed according to the prior art, it is much lighter with at least the same loading capacity and can be manufactured more cost-effectively.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Body Structure For Vehicles (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
  • Pivots And Pivotal Connections (AREA)
  • Axle Suspensions And Sidecars For Cycles (AREA)
  • Automatic Cycles, And Cycles In General (AREA)

Abstract

The traction device has a vehicle-sided connectable supporting frame (1) for supporting at corresponding stoppers of a vehicle. The frame is provided with reinforcement ribs (17, 18, 19, 20) on front side, where the ribs extend in a traction direction. The frame is provided with two flanges (14b, 15b) on each side for supporting at the stoppers. Supports (22) are arranged between the ribs and flanges in such a manner that highly loadable areas of the supporting frame are reinforced. A recess (21) is provided between the flanges.

Description

Die Erfindung betrifft eine Zugeinrichtung für Schienenfahrzeuge nach dem Oberbegriff des Anspruchs 1.The invention relates to a traction device for rail vehicles according to the preamble of claim 1.

Bei Schienenfahrzeugen erfolgt die Übertragung der Zugkraft von einem Fahrzeug auf das benachbarte Fahrzeug bzw. die nachfolgenden Fahrzeuge in der Regel über eine Zugeinrichtung, die mit einem Zughaken versehen ist, an dem eine Schraubenkupplung zur Verbindung mit dem Zughaken des anderen Fahrzeugs eingehängt ist. Der Zughaken ist üblicherweise schwenkbar mit einem Gabelkopf verbunden. Dazu ist der Gabelkopf mit zwei Gabelscheiden versehen, durch die eine Bohrung zur Aufnahme eines Bolzens führt, an dem der Zughaken bzw. ein mit dem Zughaken versehener Tragarm befestigt ist. Unter Zugbelastung wirken sehr hohe Kräfte auf die Zugeinrichtung ein. Für die Übertragung der Zugkräfte von der Zugeinrichtung auf das Schienenfahrzeug ist die Zugeinrichtung mit einer Stützplatte bzw. einem Stützgestell versehen. Die Stützplatte bzw. das Stützgestell stützt sich zugseitig an Anschlägen des Fahrzeugs ab. Bei den bekannten Zugeinrichtungen ist das Stützgestell in der Form einer massiven, rechteckigen Platte ausgebildet, welche mit zwei Stützfüssen zum Fixieren am Schienenfahrzeug versehen ist. Auf der Vorderseite ist die Platte zudem mit Verstärkungsrippen versehen. Derartige Zugeinrichtungen sind beispielsweise aus der EP 1 069 020 A1 sowie der EP 0 029 128 B1 bekannt.In rail vehicles, the transmission of the traction of a vehicle to the adjacent vehicle or the subsequent vehicles usually via a towing device, which is provided with a towing hook on which a screw coupling is hooked for connection to the towing hook of the other vehicle. The towing hook is usually pivotally connected to a clevis. For this purpose, the clevis is provided with two fork shafts, through which a bore for receiving a bolt, to which the tow hook or provided with the towing arm is attached. Under tensile load very high forces act on the drawbar. For the transmission of tensile forces from the traction device on the rail vehicle, the traction device is provided with a support plate or a support frame. The support plate or the support frame is supported on the train side to attacks of the vehicle. In the known pulling devices, the support frame is in the form of a solid, rectangular plate, which is provided with two support feet for fixing to the rail vehicle. On the front, the plate is also provided with reinforcing ribs. Such drawbars are for example from the EP 1 069 020 A1 as well as the EP 0 029 128 B1 known.

Die Erfindung zielt darauf ab, eine Zugeinrichtung für Schienenfahrzeuge derart weiterzubilden, dass deren Gewicht und Herstellungskosten gesenkt werden können, indem insbesondere das Stützgestell gewichts- und festigkeitsoptimiert ist.The invention aims to develop a traction device for rail vehicles such that their weight and manufacturing costs can be reduced, in particular by the support frame is weight and strength optimized.

Hierzu wird nach der Erfindung eine Zugeinrichtung für Schienenfahrzeuge gemäss dem Anspruch 1 bereitgestellt.For this purpose, a towing device for rail vehicles according to claim 1 is provided according to the invention.

Bevorzugte Weiterbildungen der Zugeinrichtung sind in den abhängigen Ansprüchen 2 bis 8 definiert.Preferred developments of the pulling device are defined in the dependent claims 2 to 8.

Ein Ausführungsbeispiel der Erfindung wird nachfolgend anhand von Zeichnungen näher erläutert. Dabei zeigt:

Fig. 1
die Zugeinrichtung in einer perspektivischen Ansicht;
Fig. 2
das Stützgestell der Zugeinrichtung in einer perspektivische Ansicht von der Rückseite;
Fig. 3
eine perspektivische Ansicht des Stützgestells von der Vorderseite;
Fig. 4
das Stützgestell in einer Ansicht von vorne, und
Fig. 5
einen Gabelkopf der Zugeinrichtung in einer perspektivischen Ansicht von der Rückseite.
An embodiment of the invention will be explained in more detail with reference to drawings. Showing:
Fig. 1
the traction device in a perspective view;
Fig. 2
the support frame of the pulling device in a perspective view from the back;
Fig. 3
a perspective view of the support frame from the front;
Fig. 4
the support frame in a view from the front, and
Fig. 5
a yoke of the pulling device in a perspective view from the back.

Die in der Fig. 1 schematisch dargestellte Zugeinrichtung umfasst im wesentlichen ein Stützgestell 1, ein Federpaket 2, eine das Stützgestell 1 durchdringende Zugstange 3, eine Druckplatte 4, einen endseitig an der Zugstange 3 befestigten Gabelkopf 5 sowie einen mittels eines Bolzens 6 gelenkig am Gabelkopf 5 abgestützten Tragarm 7. Der Tragarm 7 ist endseitig mit einem Zughaken versehen ist, der jedoch nicht dargestellt ist. Das Federpaket 2 besteht im vorliegenden Beispiel aus mehreren Elastomerelementen, welche mittels der Zugstange 3 vorgespannt sind. Das Stützgestell 1 ist als Gussteil ausgebildet und dient dem Übertragen von auf den Zughaken einwirkenden Zugkräften auf das Schienenfahrzeug. Die zur Aufnahme der Zugkräfte am Schienenfahrzeug (nicht dargestellt) angeordneten Anschläge 8a, 8b sind schematisch eingezeichnet. Das Stützgestell 1 stützt sich in Zugrichtung an den genannten Anschlägen 8a, 8b des Fahrzeugs ab.The in the Fig. 1 schematically illustrated drawbar essentially comprises a support frame 1, a spring assembly 2, a support frame 1 penetrating tie rod 3, a pressure plate 4, an end attached to the tie rod 3 clevis 5 and a supported by a pin 6 articulated to the clevis 5 supporting arm 7. Der Support arm 7 is provided at the end with a pull hook, which is not shown. The spring assembly 2 consists in the present example of a plurality of elastomeric elements, which are biased by the tie rod 3. The support frame 1 is designed as a cast part and serves to transmit tensile forces acting on the towing hooks to the rail vehicle. The stops 8a, 8b arranged to receive the tensile forces on the rail vehicle (not shown) are shown schematically. The support frame 1 is supported in the pulling direction on said stops 8a, 8b of the vehicle.

Wie aus der Fig. 2 ersichtlich ist, ist das Stützgestell 1 mit zwei Füssen 10a, 10b versehen, welche der Fixierung am Schienenfahrzeug dienen. Der jeweilige Fuss 10a, 10b weist dazu je zwei Befestigungsbohrungen 11 a, 11 b auf. Das Stützgestell 1 ist auf der dem Schienenfahrzeug zuzuwendenden Rückseite mit einer planen Abstützfläche 12 versehen, welche dem flächigen Abstützen des Federpakets 2 dient. Die Abstützfläche 12 ist vorzugsweise auf die Form des Federpakets 2 abgestimmt. Da das Federpaket 2 im vorliegenden Fall aus runden Elastomerelementen besteht, ist die Abstützfläche ebenfalls rund ausgebildet. Im Zentrum der Abstützfläche 12 ist eine Bohrung 13 zum Durchführen der Zugstange 3 angeordnet. In radialer Richtung schliessen sich Flansche 14a, 14b, 15a, 15b an die Abstützfläche 12 an, welche dem Übertragen der Zugkräfte auf die am Schienenfahrzeug angeordneten Anschläge 8a, 8b (Fig. 1) dienen. Insgesamt sind vier Flansche 14a, 14b, 15a, 15b vorgesehen, wobei jeweils zwei Flansche 14a, 15a bzw. 14b, 15b auf einer Seite des Traggestells 1 angeordnet sind. Wie ersichtlich, ist die Abstützfläche 12 gegenüber der rückseitigen Oberfläche der Flansche 14a, 14b, 15a, 15b vertieft angeordnet. Konkret sind die vier Flansche 14a, 14b, 15a, 15b dicker ausgebildet als das Stützgestell 1 im Bereich der Abstützfläche 12. Indem die Abstützfläche 12 dünner ausgebildet ist als die Flansche 14a, 14b, 15a, 15b kann gegenüber den nach dem Stand der Technik ausgebildeten Stützgestellen, welche jeweils eine durchgehende Abstützplatte mit einheitlicher Dicke bis nach aussen aufweisen, nennenswert Gewicht und Materialkosten eingespart werden. Ausserdem kann die Zugeinrichtung um den Betrag der Vertiefung kürzer gebaut werden, ohne die genormten Schnittstellen zwischen den Zuganschlägen am Fahrzeug und dem Zughaken zu beinflussen.Like from the Fig. 2 it can be seen, the support frame 1 is provided with two feet 10a, 10b, which serve to fix the rail vehicle. The respective foot 10a, 10b has to each two mounting holes 11 a, 11 b. The support frame 1 is provided on the back facing the rail vehicle with a plane support surface 12, which serves the planar support of the spring assembly 2. The support surface 12 is preferably matched to the shape of the spring assembly 2. Since the spring assembly 2 in the present case consists of round elastomeric elements, the support surface is also round. In the center of the support surface 12, a bore 13 for performing the pull rod 3 is arranged. In the radial direction, flanges 14a, 14b, 15a, 15b adjoin the support surface 12, which transmits the tensile forces to the stops 8a, 8b (8) arranged on the rail vehicle (FIG. Fig. 1 ) serve. A total of four flanges 14a, 14b, 15a, 15b are provided, wherein in each case two flanges 14a, 15a and 14b, 15b are arranged on one side of the support frame 1. As can be seen, the support surface 12 is recessed relative to the back surface of the flanges 14a, 14b, 15a, 15b. Specifically, the four flanges 14a, 14b, 15a, 15b are formed thicker than the support frame 1 in the region of the support surface 12. By the support surface 12 is thinner than the flanges 14a, 14b, 15a, 15b may be compared to those formed in the prior art Support frames, which each have a continuous support plate with a uniform thickness to the outside, significant weight and material costs are saved. In addition, the drawbar can be built shorter by the amount of depression without affecting the standardized interfaces between the cable stops on the vehicle and the towing hook.

Die Fig. 3 zeigt das Stützgestell 1 in einer perspektivischen Ansicht von der Vorderseite. Das Stützgestell 1 ist mit insgesamt vier Verstärkungsrippen 17, 18, 19, 20 versehen, welche sich im wesentlichen in Zugrichtung erstrecken. Von den vier Verstärkungsrippen 17, 18, 19, 20 verlaufen zwei Verstärkungsrippen 17, 18 im wesentlichen vertikal, während die beiden anderen Verstärkungsrippen 19, 20 im wesentlichen horizontal verlaufen. Die vier Verstärkungsrippen 17, 18, 19, 20 begrenzen zusammen eine im wesentlichen rechteckige Vertiefung 21. Die beiden vertikal verlaufenden Verstärkungsrippen 17, 18 sind auf der Aussenseite mit je zwei seitlichen Verstärkungen in der Form von schrägen Stützen 22 versehen. Unter schräg ist im vorliegenden Fall zu verstehen, dass die Oberfläche 22a der jeweiligen Stütze 22 schräg verläuft. Im Querschnitt gesehen, sind die Stützen 22 im wesentlichen dreieckförmig ausgebildet. Durch diese schrägen Stützen 22 wird das Stützgestell 1 in den spezifisch hoch belasteten Bereichen verstärkt. Namentlich wird eine sehr hohe Festigkeit in Querrichtung im Bereich der beiden horizontal verlaufenden Verstärkungsrippen 19, 20 erreicht, da die Stützen 22 die vier seitlichen Flansche 14a, 14b, 15a, 15b mit den Verstärkungsrippen 17, 18, 19, 20 verbinden. Indem insbesondere die Festigkeit zwischen den Flanschen 14a, 14b, 15a, 15b und den beiden horizontal verlaufenden Verstärkungsrippen 19, 20 erhöht wird, werden die auftretenden Zugkräfte von den Verstärkungsrippen 17, 18, 19, 20 unmittelbar in die zum zugseitigen Abstützen vorgesehenen Flansche 14a, 14b, 15a, 15b eingeleitet. Die Flansche 14a, 14b, 15a, 15b sind dabei quasi als seitliche Verlängerungen der horizontal verlaufenden Verstärkungsrippen 19, 20 ausgebildet. Dadurch entsteht ein konzentrierter Kraftfluss von den Verstärkungsrippen 19, 20 über die Stützen 22 in die vier seitlichen Flansche 14a, 14b, 15a und 15b. Die benachbarten Gebiete werden entlastet und können weggelassen oder zumindest in ihrer Materialstärke reduziert werden.The Fig. 3 shows the support frame 1 in a perspective view from the front. The support frame 1 is provided with a total of four reinforcing ribs 17, 18, 19, 20, which extend substantially in the pulling direction. Of the four reinforcing ribs 17, 18, 19, 20, two reinforcing ribs 17, 18 extend substantially vertically, while the other two reinforcing ribs 19, 20 are substantially horizontal. The four reinforcing ribs 17, 18, 19, 20 together define a substantially rectangular recess 21. The two vertically extending reinforcing ribs 17, 18 are provided on the outside with two lateral reinforcements in the form of oblique supports 22. Under obliquely in the present case to understand that the surface 22a of the respective support 22 is inclined. Seen in cross section, the supports 22 are formed substantially triangular. By these oblique supports 22, the support frame 1 is reinforced in the specific high-stress areas. In particular, a very high transverse strength is achieved in the region of the two horizontally extending reinforcing ribs 19, 20, since the supports 22 connect the four lateral flanges 14a, 14b, 15a, 15b to the reinforcing ribs 17, 18, 19, 20. In particular, by increasing the strength between the flanges 14a, 14b, 15a, 15b and the two horizontally extending reinforcing ribs 19, 20, the tensile forces occurring from the reinforcing ribs 17, 18, 19, 20 directly into the flanges 14a provided for the tension-side support, 14b, 15a, 15b initiated. The flanges 14a, 14b, 15a, 15b are formed as a kind of lateral extensions of the horizontally extending reinforcing ribs 19, 20. This results in a concentrated flow of force from the reinforcing ribs 19, 20 via the supports 22 into the four lateral flanges 14a, 14b, 15a and 15b. The neighboring areas are relieved and can be omitted or at least reduced in their material thickness.

Aus der Fig. 4, welche das Stützgestell 1 in einer Ansicht von vorne zeigt, ist erkennbar, dass die Innenflächen 24, 25 der beiden vertikal verlaufenden Verstärkungsrippen 17, 18 nicht durchgehenden plan sind, sondern leicht v-förmig ausgeführt sind, so dass die Wandstärke der jeweiligen Verstärkungsrippe 17, 18 zur Mitte hin leicht abnimmt. Durch diese Gestaltung soll erreicht werden, dass beim seitlichen Auslenken des in der Ausnehmung 21 aufzunehmenden Gabelkopfs 5 eine grosse Auflagefläche zwischen dem Gabelkopf 5 und dem Stützgestell 1 bzw. der jeweiligen Verstärkungsrippe 17, 18 besteht. Im weiteren ist ersichtlich, dass das Stützgestell 1 zwischen den beiden Flanschen 14a, 14b bzw. 15a, 15b auf einer Seite mit je einer Aussparung 16a, 16b versehen ist. Diese Aussparungen 16a, 16b, welche in einem weitgehend unbelasteten Bereich des Stützgestells 1 angeordnet sind, sollen einerseits helfen, das Gewicht des Stützgestells 1 zu reduzieren bzw. tief zu halten. Andererseits helfen die Aussparungen 16a, 16b, dass die Flansche 14a, 14b, 15a, 15b flächig an den Anschlägen des Schienenfahrzeugs zur Anlage kommen. Im weiteren ist ersichtlich, dass die Oberseite 26 des Stützgestells 1 von der Mitte nach aussen hin schräg nach unten verläuft, was im Hinblick auf die Festigkeit und die Gewichtsoptimierung ebenfalls von Vorteil ist. Gleiches trifft für die Unterseite 27 des Stützgestells 1 zu, welche im wesentlichen kreisabschnittförmig gestaltet ist. Unter Ausklammerung der beiden seitlichen Füsse 10a, 10b nimmt jedenfalls die Höhe des Stützgestells 1 von der Mitte nach aussen hin ab, so dass gegenüber einem herkömmlichen, im wesentlichen rechteckig ausgebildeten Stützgestell auch im Bereich der vier Ecken Material eingespart wird.From the Fig. 4 showing the support frame 1 in a front view, it can be seen that the inner surfaces 24, 25 of the two vertically extending reinforcing ribs 17, 18 are not continuous plan, but are slightly V-shaped, so that the wall thickness of the respective reinforcing rib 17th , 18 slightly decreases towards the middle. This design is intended to ensure that the lateral deflection of the fork head 5 to be accommodated in the recess 21 results in a large bearing surface between the fork head 5 and the support frame 1 or the respective reinforcing rib 17, 18. Furthermore, it can be seen that the support frame 1 between the two flanges 14a, 14b and 15a, 15b is provided on one side with a respective recess 16a, 16b. These recesses 16a, 16b, which are arranged in a largely unloaded region of the support frame 1, on the one hand help to reduce the weight of the support frame 1 and to keep it low. On the other hand, the recesses 16a, 16b help the flanges 14a, 14b, 15a, 15b to abut flat against the stops of the rail vehicle come. Furthermore, it can be seen that the top 26 of the support frame 1 extends obliquely downwardly from the center to the outside, which is also advantageous in terms of strength and weight optimization. The same applies to the bottom 27 of the support frame 1, which is designed substantially circular section. With the exception of the two lateral feet 10a, 10b, the height of the support frame 1 decreases from the center to the outside, so that material is saved in the region of the four corners compared to a conventional, substantially rectangular support frame.

Fig. 5 zeigt den Gabelkopf 5 der Zugeinrichtung in einer perspektivischen Ansicht von der Rückseite. Der Gabelkopf 5 ist mit einer schlitzförmigen Aussparung 29 versehen, die beidseitig durch je eine Gabelscheide 30, 31 begrenzt wird. Die beiden Gabelscheiden 30, 31 sind über einen Basisteil 32 miteinander verbunden. Der Gabelkopf 5 ist mit einer durch beide Gabelscheiden 30, 31 führenden Durchgangsbohrung 33 versehen, die der Aufnahme des Bolzens dient. In den Basisteil 32 des Gabelkopfs 5 ist eine Gewindebohrung 34 eingelassen, in welche die Zugstange 3 einschraubbar ist. Die Gewindebohrung 34 wird auf der Rückseite von einer konischen ringförmigen Erhebung 35 begrenzt, welche sich in die Bohrung des Stützgestells 1 erstrecken kann und die ersten normalerweise äusserst hoch belasteten Gewindegänge einer Schraubverbindung dank der rasch abnehmenden Wandstärke entlastet. Die Belastung der Gewindegänge wird somit gleichmässiger und zudem wird die Einschraubtiefe verlängert. Der Basisteil 32 ist auf allen vier Seiten mit je einer Ausnehmung 37a, 37b, 38a, 38b versehen, was zu einer Gewichtseinsparung des Gabelkopfs 5, und damit der gesamten Zugeinrichtung, beiträgt. Fig. 5 shows the yoke 5 of the pulling device in a perspective view from the back. The fork head 5 is provided with a slot-shaped recess 29, which is bounded on both sides by a respective fork blade 30, 31. The two fork blades 30, 31 are connected to each other via a base part 32. The fork head 5 is provided with a leading through both fork blades 30, 31 through hole 33, which serves to receive the bolt. In the base part 32 of the clevis 5, a threaded bore 34 is inserted, in which the pull rod 3 can be screwed. The threaded bore 34 is bounded on the back by a conical annular elevation 35, which may extend into the bore of the support frame 1 and relieves the first normally extremely high loaded threads of a screw thanks to the rapidly decreasing wall thickness. The load on the threads is thus uniform and also the depth of engagement is extended. The base part 32 is provided on all four sides with a respective recess 37a, 37b, 38a, 38b, which contributes to a weight saving of the clevis 5, and thus the entire pulling device.

Bei der gezeigten und beschriebenen Ausbildung des Stützgestells 1 sind insbesondere die unter Zuglast spezifisch hoch belasteten Bereiche entsprechend stark dimensioniert, während an den weniger stark belasteten Bereichen des Stützgestells 1 die Materialstärke reduziert wurde. Indem das Stützgestell 1 auf beiden Seiten mit je zwei Flanschen 14a, 14b, 15a, 15b versehen ist und zwischen den beiden Flanschen 14a, 14b bzw. 15a, 15b einer Seite je einer Aussparung 16a, 16b angeordnet ist, kann die Kraft gezielter als bisher vom Stützgestell 1 auf das Schienenfahrzeug übertragen werden. Da die Flansche 14a, 14b, 15a, 15b zudem quasi als seitliche Verlängerungen der horizontal verlaufenden Verstärkungsrippen 19, 20 ausgebildet sind, und zwischen den Verstärkungsrippen 17, 18, 19, 20 und den Flanschen 14a, 14b, 15a, 15b die Festigkeit erhöhende Stützen 22 angeordnet sind, werden die unter Zuglast spezifisch hoch belasteten Bereiche des Stützgestells 1 gezielt verstärkt. Dadurch können andere Bereiche, namentlich die Abstützfläche 12 für das Federpaket 2, der Bereich 16a, 16b zwischen den Flanschen 14a, 14b bzw. 15a, 15b einer Seite sowie die vier Eckbereiche des Stützgestells 1 schwächer ausgebildet und/oder Aussparungen vorgesehen werden, was sich in geringeren Fertigungskosten sowie einem tieferen Gewicht niederschlägt. Jedenfalls ist das erfindungsgemäss ausgebildete Stützgestell 1 derart optimiert, dass dieses im Vergleich zu den nach dem Stand der Technik ausgebildeten Stützgestellen bei zumindest gleicher Belastungsfähigkeit wesentlich leichter ist und kostengünstiger hergestellt werden kann.In the case of the illustrated and described embodiment of the support frame 1, in particular the regions subjected to high loads under tensile load are correspondingly strongly dimensioned, while at the less heavily loaded regions of the support frame 1 the material thickness has been reduced. By the support frame 1 is provided on both sides with two flanges 14a, 14b, 15a, 15b and between the two flanges 14a, 14b and 15a, 15b one side of each recess 16a, 16b is arranged, the force can be transmitted more targeted than previously from the support frame 1 on the rail vehicle. Moreover, since the flanges 14a, 14b, 15a, 15b are formed as lateral extensions of the horizontally extending reinforcing ribs 19, 20, and between the reinforcing ribs 17, 18, 19, 20 and the flanges 14a, 14b, 15a, 15b, the strength increasing pillars 22 are arranged, the under tensile load specifically highly loaded areas of the support frame 1 are selectively reinforced. As a result, other areas, namely the support surface 12 for the spring assembly 2, the area 16a, 16b between the flanges 14a, 14b and 15a, 15b of one side and the four corner regions of the support frame 1 are formed weaker and / or recesses are provided, which is reflected in lower production costs and a lower weight. In any case, the support frame 1 designed in accordance with the invention is optimized in such a way that, in comparison with the support frames designed according to the prior art, it is much lighter with at least the same loading capacity and can be manufactured more cost-effectively.

Claims (8)

  1. A drawing gear for railway vehicles having a support frame (1) attachable on the vehicle side which is designed to provide support on the tension side on corresponding stops (8a, 8b) of the vehicle, a tension rod (3) penetrating the support frame (1), a spring set (2) for supporting the tension rod (3) on the support frame (1) and a fork head (5) fixed onto the tension rod (3) which is designed to fix a draw hook in position with force fit, the support frame (1) having on the front side facing towards the fork head (5) reinforcement ribs (17, 18, 19, 20) which extend substantially in the direction of tension, characterised in that the support frame (1) is provided with flanges (14a, 14b, 15a, 15b) for tension-side support on the stops (8a, 8b) of the vehicle, between the reinforcement ribs (17, 18, 19, 20) and the flanges (14a, 14b, 15a, 15b) the supports (22) increasing the strength being arranged such that the specifically highly stressed regions of the support frame (1) when subjected to tensile loads are reinforced.
  2. The drawing gear according to Claim 1, characterised in that the support frame (1) is provided on two sides with flanges (14a, 14b, 15a, 15b) for giving support on the tension side, two flanges (14a, 14b: 15a, 15b) being disposed on each side, and disposed between both flanges (14a, 14b; 15a, 15b) of one side there being a respective central recess (16a, 16b) and/or a central region with reduced wall strength, and the supports (22) increasing the strength being disposed between the reinforcement ribs (17, 18, 19, 20) and the flanges (14a, 14b, 15a, 15b).
  3. The drawing gear according to Claim 1 or 2, characterised in that the support frame (1) has two substantially horizontally extending reinforcement ribs (19, 20) in the side extensions of which are respectively disposed two reinforcements in the form of inclined supports (22), the aforementioned supports (22) having a substantially triangular cross-section.
  4. The drawing gear according to any of the preceding claims, characterised in that the support frame (1) on the rear side facing towards the spring set (2) is provided with a contact surface (12) for two-dimensional support of the spring set (2) which is disposed, recessed, opposite the rear side surface of the flanges (14a, 14b, 15a, 15b).
  5. The drawing gear according to Claim 4, characterised in that the contact surface (12) provided for the two-dimensional support of the spring set (2) is substantially round, and that the flanges (14a, 14b, 15a, 15b) adjoin the contact surface (12) in a radial direction.
  6. The drawing gear according to any of the preceding claims, characterised in that the reinforcement ribs (17, 18, 19, 20) delimit a depression (21) the shape of which is matched to the rear side end of the fork head (5).
  7. The drawing gear according to Claim 6, characterised in that the depression (21) is delimited by two substantially horizontally extending and two substantially vertically extending reinforcement ribs (17, 18, 19, 20).
  8. The drawing gear according to any of the preceding claims, characterised in that the height of the support frame (1) decreases from the middle outwards.
EP07405263A 2006-09-18 2007-08-31 Drawing gear for railway vehicles Active EP1900592B1 (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CH14802006 2006-09-18

Publications (2)

Publication Number Publication Date
EP1900592A1 EP1900592A1 (en) 2008-03-19
EP1900592B1 true EP1900592B1 (en) 2009-11-25

Family

ID=37847066

Family Applications (1)

Application Number Title Priority Date Filing Date
EP07405263A Active EP1900592B1 (en) 2006-09-18 2007-08-31 Drawing gear for railway vehicles

Country Status (3)

Country Link
EP (1) EP1900592B1 (en)
AT (1) ATE449716T1 (en)
DE (1) DE502007002097D1 (en)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
PL2522560T3 (en) * 2011-05-12 2020-02-28 Voith Patent Gmbh Bearing block for joining a coupling rod to a body of a rail-bound vehicle
CN109466581B (en) * 2018-10-31 2020-01-31 中车山东机车车辆有限公司 Car coupler

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2946296C2 (en) 1979-11-16 1984-04-26 Ringfeder Gmbh, 4150 Krefeld Draw gear for rail vehicles
DE50005302D1 (en) 1999-07-14 2004-03-25 Schwab Verkehrstechnik Ag Scha Traction device for rail vehicles.
DE20318480U1 (en) * 2003-11-26 2004-03-18 Staub, John Coupling for use e.g. with locomotives comprises base plate attached to vehicle, and tow bar which fits into it and is attached to rubber spring (whose other end rests against pressure plate

Also Published As

Publication number Publication date
DE502007002097D1 (en) 2010-01-07
EP1900592A1 (en) 2008-03-19
ATE449716T1 (en) 2009-12-15

Similar Documents

Publication Publication Date Title
DE102005037105C5 (en) Adapter for a working device as part of a quick-change device and quick-change device
EP1900619B1 (en) Bearing support assembly on a mounting board
DE102007002431A1 (en) steering column bracket
EP1777085B1 (en) Axle suspension for trailing arms carrying a vehicle axle
EP1247715B1 (en) Traction and buffing device for railway vehicles
EP1900592B1 (en) Drawing gear for railway vehicles
EP1764290A1 (en) Fifth wheel coupling
EP1057716B1 (en) Axle construction for utility vehicles, their trailers and semi-trailers
EP2711270B1 (en) Frame for an industrial especially agricultural vehicle
DE102009021840B3 (en) Mounting arrangement for fiber composite leaf spring of motor vehicle, has axial channels whose inner width is smaller than thickness or cross-sectional area of middle region of leaf spring
EP0473953B1 (en) Belt conveyor
EP1717066B1 (en) Trailer hitch
DE102004011292A1 (en) Axle suspension and spring plate for one axle connection
EP2795019B1 (en) Mutual, detachable connection of two support sections of a variable-length construction support
DE102005033527A1 (en) Apparatus measuring force or moment, includes plate accepting force and resting against beams of force-sensing components instrumented with strain gauges
AT502427B1 (en) INJECTION MOLDING MACHINE WITH A MAJOR C-SHAPED MACHINE FRAME
EP2604472A1 (en) Cantilever lift
EP1018452B1 (en) Loading platform
DE19730856C2 (en) Connection of the end faces of two hollow square profiles
EP3611083B1 (en) Coupling plate for a saddle coupling
EP2332751B1 (en) Lorry pivot bar with separated bar
EP2647512A2 (en) Axle guide
DE19962542B4 (en) Platform for receiving a motor vehicle
EP3501952B1 (en) Tolerance compensation in assembled parts in components by means of elastic elements
AT407512B (en) LOCKING DEVICE FOR DETACHABLE FASTENING OF A REPLACEMENT BODY ON THE MAIN FRAME OF A TRUCK

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: A1

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IS IT LI LT LU LV MC MT NL PL PT RO SE SI SK TR

AX Request for extension of the european patent

Extension state: AL BA HR MK YU

17P Request for examination filed

Effective date: 20080424

AKX Designation fees paid

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IS IT LI LT LU LV MC MT NL PL PT RO SE SI SK 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 BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IS IT LI LT LU LV MC MT NL PL PT RO SE SI SK TR

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: EP

REG Reference to a national code

Ref country code: IE

Ref legal event code: FG4D

REF Corresponds to:

Ref document number: 502007002097

Country of ref document: DE

Date of ref document: 20100107

Kind code of ref document: P

REG Reference to a national code

Ref country code: CH

Ref legal event code: NV

Representative=s name: LUCHS & PARTNER PATENTANWAELTE

REG Reference to a national code

Ref country code: SE

Ref legal event code: TRGR

REG Reference to a national code

Ref country code: NL

Ref legal event code: VDEP

Effective date: 20091125

LTIE Lt: invalidation of european patent or patent extension

Effective date: 20091125

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 FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20091125

Ref country code: IS

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: 20100325

Ref country code: LT

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: 20091125

Ref country code: PT

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: 20100325

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

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: 20091125

Ref country code: SI

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: 20091125

Ref country code: PL

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: 20091125

Ref country code: LV

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: 20091125

REG Reference to a national code

Ref country code: IE

Ref legal event code: FD4D

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

Ref country code: RO

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: 20091125

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: 20091125

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: 20091125

Ref country code: EE

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: 20091125

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: 20100308

Ref country code: BG

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: 20100225

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: 20091125

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

Ref country code: SK

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: 20091125

Ref country code: CZ

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: 20091125

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

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

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: 20100226

26N No opposition filed

Effective date: 20100826

BERE Be: lapsed

Owner name: SCHWAB VERKEHRSTECHNIK A.G.

Effective date: 20100831

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 FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20091125

Ref country code: MC

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

Effective date: 20100831

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: 20100831

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

Ref country code: MT

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: 20091125

REG Reference to a national code

Ref country code: CH

Ref legal event code: PL

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

Ref country code: LI

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

Effective date: 20110831

Ref country code: CH

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

Effective date: 20110831

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: 20100831

Ref country code: HU

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: 20100526

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

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: 20091125

REG Reference to a national code

Ref country code: FR

Ref legal event code: PLFP

Year of fee payment: 10

REG Reference to a national code

Ref country code: FR

Ref legal event code: PLFP

Year of fee payment: 11

REG Reference to a national code

Ref country code: FR

Ref legal event code: PLFP

Year of fee payment: 12

P01 Opt-out of the competence of the unified patent court (upc) registered

Effective date: 20230530

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

Ref country code: GB

Payment date: 20230822

Year of fee payment: 17

Ref country code: AT

Payment date: 20230818

Year of fee payment: 17

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

Ref country code: SE

Payment date: 20230823

Year of fee payment: 17

Ref country code: FR

Payment date: 20230821

Year of fee payment: 17

Ref country code: DE

Payment date: 20230822

Year of fee payment: 17