EP2261098B1 - Transitional coupling for railway vehicles - Google Patents

Transitional coupling for railway vehicles Download PDF

Info

Publication number
EP2261098B1
EP2261098B1 EP09162313A EP09162313A EP2261098B1 EP 2261098 B1 EP2261098 B1 EP 2261098B1 EP 09162313 A EP09162313 A EP 09162313A EP 09162313 A EP09162313 A EP 09162313A EP 2261098 B1 EP2261098 B1 EP 2261098B1
Authority
EP
European Patent Office
Prior art keywords
coupling
stop
transmission part
power transmission
driving power
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.)
Not-in-force
Application number
EP09162313A
Other languages
German (de)
French (fr)
Other versions
EP2261098A1 (en
Inventor
Martin Schüler
Hauke Schleisieck
Dirk Behrens
Siegfried Kobert
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.)
Voith Patent GmbH
Original Assignee
Voith Patent GmbH
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 Voith Patent GmbH filed Critical Voith Patent GmbH
Priority to EP09162313A priority Critical patent/EP2261098B1/en
Priority to AT09162313T priority patent/ATE535430T1/en
Priority to PL09162313T priority patent/PL2261098T3/en
Priority to RU2010120519/11A priority patent/RU2440263C1/en
Publication of EP2261098A1 publication Critical patent/EP2261098A1/en
Application granted granted Critical
Publication of EP2261098B1 publication Critical patent/EP2261098B1/en
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G5/00—Couplings for special purposes not otherwise provided for
    • B61G5/04—Couplings for special purposes not otherwise provided for for matching couplings of different types, i.e. transitional couplings

Definitions

  • the invention relates to a transition coupling according to the preamble of the independent claim 1.
  • the invention relates to a transition coupling for rail vehicles for coupling an automatic central buffer coupling of the Willison type with a manually operable screw coupling, wherein the automatic central buffer coupling in the region of a laterally enclosed by rigid coupling claw coupling jaw has a component for tensile force transmission, which at its coupling-side end portion in a towing hook Having a lockable with the automatic central buffer coupling screw coupling hanger has.
  • the publication DE 197 25 244 A1 relates to a transition coupling fixed permanently to a coupling head of an automatic central buffer coupling.
  • the transition coupling known from this prior art has a towing hook, so that the automatic central buffer coupling can be connected to a screw coupling.
  • the publication DE 38 29 483 A1 relates to a further transition coupling in which a screw spindle is used, which connects a drawbar with a traction transfer part.
  • transition coupling for rail vehicles, wherein the transitional coupling is designed to connect a equipped with an automatic dog clutch car body with a car body, which is equipped with a screw coupling.
  • the transitional coupling is designed to connect a equipped with an automatic dog clutch car body with a car body, which is equipped with a screw coupling.
  • a screw coupling with a clamping yoke mounted which can be hung in the opposite draw hook of a equipped with a screw coupling car body.
  • the known from this prior art transition coupling is designed to be connected either with a screw coupling or with a dog clutch or central buffer coupling of the Willison type.
  • the conventional approach in which a screw coupling is used to adjust the distance between the drawbar and the front of the car body, is not or only conditionally, to connect two adjacent car bodies without play, so that the side buffers of the car bodies to be interconnected and thus buffered are biased.
  • the conventional approach fails when different buffer lengths are present, since then a relatively large clamping surface is required.
  • the object of the present invention is to provide a transition coupling of the type mentioned in such a way that in a time-saving and simple manner two adjacent car bodies can either be selectively connected so that to be connected between the page buffers of each other Car body still present a distance (langgekuppelter state), or can be connected so that the car bodies are connected without play, the side buffers of the car bodies to be joined together are buffered and thus biased (short coupled condition).
  • a transition coupling for rail vehicles which has a central buffer coupling of the Willison type, which has a coupling head with two front-side coupling jaws and an interposed coupling jaw. Further, a tensile force transmitting member is provided for transmitting tensile forces between the transitional coupling and a releasably connected to the transition coupling screw coupling.
  • the coupling head has a recess extending in the longitudinal direction of the transitional coupling and opening into the coupling mouth, in which the traction transfer part is displaceably received relative to the coupling claws between a first coupling-plane-side position and a second carriage-box-side position and at its coupling-side end region into a draw hook with a Having the transition coupling to be connected screw coupling attachable clamping yoke.
  • the clamping yoke and the traction-transmitting part are connected to one another via an externally manipulatable adjustment range.
  • the tensile force transmitting member may be present in the recess between the two lateral coupling jaws either in a first coupling plane side position or in a second carriage box side position, it is possible in a simple manner that the coupling bracket provided at the end portion of the Buchkraftübertragungsutz Switzerland can take different distances to the pivot axis namely, a position "long” when the traction transfer member is in its clutch-side position and there is a clearance between the side buffers of the bodies to be joined, or a position "short” when the traction transfer member is in its second carriage box side position is present and the coupled car bodies should have a small buffer gap.
  • the invention provides that the clamping yoke and the coupling plane-side end region of the traction transfer part are connected to one another with the aid of the externally manipulatable adjustment range.
  • the distance between the drawbar on the one hand and the traction transfer part on the other hand adjustable.
  • This gives the possibility of being in the short coupled state, i. when the traction transfer member is in its carriage box side position to reduce the distance between the drawbar and the traction transfer member so that the drawbar attached to the coupling-side end portion of the traction member can be displaced behind the buffer plane.
  • the side buffers of the interconnected car bodies can be buffered so that a backlash-free connection can be achieved in an easy-to-implement manner.
  • the tensile force transmitting member can be displaced relative to the coupling claw of the coupling head between the first clutch plane side position and the second carriage box side position, it is no longer necessary to set the shorted state required for buffering the page buffer Hub solely with the help of overcome externally manipulable adjustment range.
  • the externally manipulatable adjustment range between the yoke and the coupling plane side end portion of the traction transfer member mainly serves to reduce the distance between the yoke and the traction transfer member for the required buffering the side buffers after the traction transfer member has already been placed in its second carriage box side position and thus the am Coupling plane-side end portion of the traction transfer part attached to hook already present in the coupling plane.
  • the externally manipulatable adjustment region to be a spindle which can be actuated manually or with an electric actuator and has a threaded rod has, wherein the threaded rod has on its one side a right-handed and on its other side a left-handed round thread and engages on the one hand in a first spindle nut on the clamping yoke and on the other hand in a second spindle nut on the coupling plane side end portion of the traction transfer part.
  • the spindle stroke should be selected depending on the side buffers used and their spring characteristic and is for example about 40 mm, so that the page buffer per side can be biased by about 30 mm. Of course, it is also conceivable to make a larger spindle stroke or a stronger clamping of the page buffer if necessary.
  • the externally manipulatable adjustment region is designed in the form of a spindle
  • the first spindle nut articulates with the clamping yoke via a preferably horizontally extending pin and the second spindle nut articulates with the preferably vertically extending pin Coupling plane side end portion of the tension transmission part is connected.
  • the externally manipulatable adjustment range between the clamping yoke and the coupling plane-side end region of the traction transmission part participates to a certain extent in a horizontal and vertical swinging action, which is particularly noticeable when bracing the vehicle bodies in the short-coupled state or when driving in the long-coupled state Advantage is.
  • a setting mechanism is provided in a preferred embodiment of the transition coupling according to the invention, which has a bolt which passes through a preferably provided in the carriage box end portion of the traction transfer part opening.
  • a stop element is attached to the bolt. It is advantageous here to carry out the two stop elements essentially identically. The attached to the bolt on both sides of the opening stop elements are formed such that they are supported in both the first and in the second position of the tensile force transmitting member on the coupling head.
  • the supporting of the respective stop elements on the coupling head can be realized, for example, by the coupling head having a stop face for each stop element.
  • each stop element to have a first stop face assigned to the first position of the tensile force transmission part and a second stop face assigned to the second position of the tensile force transmission part, wherein the first stop faces of the stop elements on the associated stop face of the coupling head for adjusting the first position of the tensile force transmission part supported and make a stop.
  • the second stop surfaces of the stop elements are supported on the corresponding stop surfaces of the coupling head and also form a stop.
  • the stop surfaces of the coupling head point in an advantageous manner in the direction of the car body to which the transition coupling is attached. In this way it is possible that when transferring between the transition coupling and a releasably connected to the transition coupling screw coupling the power flow over the traction transfer part, the bolt and the stopper attached to the bolt runs, the tensile forces are then introduced into the stop surfaces of the coupling head ,
  • a guide is preferably provided.
  • This guide can be realized in a preferred embodiment of the transition coupling according to the invention in that the coupling head has on both sides in its recess defining side walls each extending in the longitudinal direction of the transition coupling slot, in each of which one of the two end portions of the adjustment mechanism belonging to the bolt is added.
  • the transition coupling according to the invention can be connected not only with a screw coupling, but also with a coupling head of the Willison type.
  • the bolt passing through the opening provided in the traction transfer part can be rotated together with the stop elements fastened on both sides about a horizontal axis defined by the pin.
  • the first position of the tensile force transmission part of the running through the opening bolt can be rotated together with the stopper elements attached thereto on both sides so that the first stop surfaces of the stop elements point in the direction of the associated stop surfaces of the coupling head.
  • the bolt passing through the opening can be rotated together with the stopper members attached thereto on both sides so that the second abutment surfaces of the abutment members point in the direction of the associated abutment surfaces of the coupling head.
  • the stop elements have a substantially L-shaped shape, wherein the bolt passing through the opening provided in the tensile force transmission part engages in each case at the upper end region of a first leg of the L-shaped stop elements.
  • the second stop surfaces of the stop elements of an end face of the first leg and the first stop surfaces of the stop elements may correspond to an end face of the second leg of the L-shaped stop elements.
  • the stop elements each have, for example, a substantially I-shaped shape, wherein the bolt passing through the opening provided in the traction transfer part engages in each case at the upper end region of the essentially I-shaped stop elements.
  • the second stop surfaces of a side surface of the I-shaped stop members and the first stop surfaces of an end face of the I-shaped stop members may correspond.
  • the distance between the first stopper surfaces of the stopper members and the end portion of the traction transfer member be smaller than the distance between the second stopper surfaces of the stopper members and the end portion of the Traction transfer member when the traction transfer member is in its second position.
  • this can be achieved, for example, by selecting a substantially L-shaped or a substantially I-shaped shaping for the stop elements.
  • a substantially L-shaped or a substantially I-shaped shaping for the stop elements are selected.
  • the solution according to the invention is provided in a preferred embodiment that the preferably provided in the carriage box end portion of the Switzerlandkraftübertragungsmaschine opening is designed as a recess which has a contour which allows the the bolt with the two stop elements attached thereto can be inserted in the opening.
  • the adjustment mechanism further comprises at least one tension spring, which engages on the coupling head on the one hand and on one of the stop elements on the other hand such that the stop element is biased against the stop surfaces of the coupling head.
  • transition clutch 100 is shown individually.
  • the transition clutch 100 shown in a state in which it is connected to the screw coupling 80 of the adjacent car body in a short-coupled state, wherein the side buffers 60, 61 of the interconnected car bodies are buffered and thus biased.
  • FIGS. 1 to 4 is a not explicitly shown car body with an embodiment of the transition coupling 100 of the invention and two side buffers 60 equipped.
  • This car body is connected to an adjacent car body, which also has two side buffers 61 and a screw hook 80 equipped with a draw hook 81.
  • To the transition coupling 100 includes a coupling head 10 of the Willison type with a rigid, hook-like coupling claw 11 and a prismatic, rigid coupling claw 12.
  • These two side clutch claws 11, 12 include a coupling jaw 13 a.
  • a rigid coupling of the coupling head 10 may have in its lower portion on the one hand a conventional coupling horn and on the other hand a cooperating with this apron.
  • automatic line couplings of conventional design can be provided for the automatic coupling of air and / or electrical lines between the coupling horn and the skirt.
  • a laterally arranged next to the coupling claw 12 bolt and an adjacent thereto button protrude both of which belong to a conventional, not shown locking gear.
  • the coupling head 10 corresponds to the coupling head of a conventional Willison coupling.
  • the coupling head 10 further comprises a recess 14 which extends in the longitudinal direction L of the transition coupling 100 and opens into the coupling jaw 13.
  • a traction transfer part 50 is received in this recess 14.
  • the traction-transmitting part 50 has at its coupling-side end region a hook which can be hooked into the draw hook 81 of a screw coupling 80 to be connected to the transition coupling 100.
  • the yoke 51 is connected to the coupling-side end portion of the traction transfer member 50 via an externally manipulated adjustment.
  • This externally manipulable adjustment is performed in the illustrated embodiment of the transition coupling 100 according to the invention in the form of a manually operable spindle having a threaded rod 52 which is on its one side a right-handed and on the other side a left-handed round thread on.
  • the threaded rod 52 of the spindle engages on the one hand in a first spindle nut 54 on the yoke 51 and on the other hand in a second spindle nut 55 on the coupling-side end portion of the traction transfer member 50 a.
  • the first spindle nut 54 via a horizontally extending pin 56 is pivotally connected to the drawbar 51, while the second spindle nut 55 is connected via a vertically extending bolt 57 with the end portion of the traction transfer member 50.
  • the drawbar 51 can pivot relative to the coupling-plane-side end region of the traction transfer part 50 in the horizontal and vertical directions.
  • the spindle provided between the yoke 51 and the coupling-plane-side end region of the traction-transmitting part 50 has a handle 53 for actuating the spindle. Accordingly, upon actuation of the spindle, the distance between the yoke 51 and the traction transfer member 50 can be adjusted.
  • the tensile force transmitting member 50 is received in the recess 14 formed in the coupling head 10 so as to be located between a first coupling-side-side position (see FIG. FIGS. 1 and 2 ) and a second carriage box side position (see. Figures 3 and 4 ) is displaceable.
  • an adjustment mechanism is used, which will be described in detail below.
  • the adjustment mechanism has a bolt 41 which passes through a preferably provided in the carriage box-side end portion of the traction transfer member 50 opening 40.
  • a stop element 42, 43 attached to the bolt 41.
  • the stop members 42, 43 are made substantially identical.
  • the stop element 42 differs from the stop element 43 solely and solely in that on the stop element 42, an actuating device 44 is provided in the form of a manually operable handle. This handle 44 serves to stop elements 42, 43 which are fixedly connected to the bolt 41 to rotate about the rotation axis predetermined by the bolt 41.
  • the stop elements 42, 43 which are executed in the illustrated exemplary embodiment of the transition coupling 100 according to the invention in the form of substantially L-shaped stop elements (see. Fig. 9 ) each have a first stop surface 42a, 43a and a second stop surface 42b, 43b. More specifically, the first stopper surface 42a, 43a corresponds to a side surface of the first leg of FIG Fig. 9 The second stop surface 42b, 43b corresponds to a side surface of the second leg of the L-shaped stop members 42, 43. As shown in FIG Fig. 9 In particular, in the illustrated embodiment of the adjustment mechanism, the bolt 41 passing through the opening 40 provided in the carriage box side end portion of the tensile force transmitting member 50 engages the upper end portion of the first leg of the L-shaped stopper members 42, 43.
  • each stop element 42, 43 has a first stop surface 42a, 43a associated with the first position of the tensile force transmission part 50 and a second stop surface 42b, 43b associated with the second position of the tensile force transmission part 50.
  • the first stop surfaces 42a, 43a of the stop elements 42, 43 are supported on the corresponding stop surfaces 16, 17 of the coupling head 10 and form a corresponding stop.
  • the second stop surfaces 42b, 43b of the stop elements 42, 43 are based on these stop surfaces 16, 17 of the coupling head 10 and also form a stop when the second position of the traction transfer part 50 is set.
  • the respective stop surfaces 16, 17 of the coupling head 10 in the direction of the (not shown) car body, ie away from the coupling plane. If the transition clutch 100 is connected to a screw coupling 80, as for example in the FIGS. 1 to 4 is shown, and thereby tensile forces between transmit the interconnected car bodies, so these tensile forces on the traction transfer part 50, the bolt 41 and the stop elements 42, 43 and are then introduced into the stop surfaces 16, 17 of the coupling head 10.
  • the stop elements 42, 43 are designed such that they each have a first stop surface 42a, 43a associated with the first position of the tensile force transmission part 50 and a second stop surface 42b, 43b assigned to the second position of the tensile force transmission part 50.
  • the respective stop surfaces 42a, 42b; 43a, 43b of the stop elements 42, 43 are designed such that in the first position of the traction transfer part 50, the distance between the first stop surfaces 42a, 42b of the stop elements 42, 43 and the coupling plane side end portion of the tensile force transmitting member is smaller than the distance between the second stop surfaces 42b , 43b of the stop members 42, 43 and the coupling-plane-side end portion of the traction-transmitting member 50 when the traction-transmitting member 50 is in its second position.
  • the stop elements 42, 43 - as it is in Fig. 9 has a substantially L-shaped shape, wherein the provided by the wagenkasten solutionen end portion of the tensile force transmitting member 50 opening 40 running bolt 41 respectively at the upper end portion of a first leg of the L-shaped Anchlagieri 42, 43 attacks.
  • the second stopper surfaces 42b, 43b correspond to a side surface of the first leg of the L-shaped stopper members 42, 43 and the first stopper surfaces 42a, 43a of a side surface of the second leg.
  • the stop members 42, 43 are rotated such that either the first stop surfaces 42a, 43a or the second stop surfaces 42b, 43b abut against the associated stop surfaces 16, 17 of the coupling head 10, the traction transfer member 50 in the recess 14 relative to the clutch claws eleventh , 12 is placed in its first, clutch-side position or in its second, carriage-box-side position.
  • the running through the opening 41 of the tension transmission part 50 bolt 41 is - as in particular the illustration in Fig. 7 can be removed - guided in a slot 15, which is formed on both sides in the recess 14 delimiting side walls of the coupling head 10.
  • the transition coupling 100 consists essentially of a coupling head of the Willison type and the tensile force transmission part 50 to which a clamping yoke 51 is attached via a spindle.
  • the tensile force transmitting member 50 is suspended over the bolt 41 in the shaft of the coupling head 10.
  • the traction transfer member 50 is set in its second carriage-box-side position.
  • About the spindle then taken in the clevis 81 of a screw 80 draw yoke 51 can be clamped to buffer contact.
  • the respective stop elements 42, 43 are based on the stop surfaces 16, 17 of the coupling head 10.
  • a tension spring 45 is provided, which on the other hand on the coupling head 10 on the one hand and on one of the stop elements 42, 43 on the other hand, so that the stop elements 42, 43 are biased against the stop surfaces 16, 17 of the coupling head 10. Accordingly, the tension spring 45 secures the position of the stop elements 42, 43 at buffer stroke and at the same time supports the rotational movement of the stop elements 42, 43 when changing the position of the tension transmission part 50.
  • the stop members 42, 43 by turning with the handle 44 (see. Fig. 9 ) is rotated by 90 °, so that the associated stop surfaces 42a, 43a are brought into engagement with the corresponding stop surfaces 16, 17 of the coupling head 10.
  • the tensile force transmission part 50 can be pulled into the long position and then hooked with the elongated spindle in the tow hook 81.
  • the installation of the tension transmission part 50 takes place with the preassembled adjustment mechanism consisting of the bolt 41 and the two stop elements 42, 43 from below into the slotted coupling body.
  • the bolt 41 with the two stop elements 42, 43 is guided before the assembly through the opening 40 designed as a recess.
  • the lateral pins can be mounted, which serves as the guide of the tension transmission part 50 and as a fulcrum for the stop elements.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Connection Of Plates (AREA)
  • Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)
  • Transmission Devices (AREA)
  • Vehicle Body Suspensions (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Compositions Of Oxide Ceramics (AREA)
  • Mutual Connection Of Rods And Tubes (AREA)

Abstract

The coupling (100) has a pull bow (51) and a driving power transmission part (50) connected with each other by a threaded rod (52), a set of spindle nuts (53, 54) and another spindle nut. The rod and nuts include a spindle that is operated manually or by an electrical servo controller. The threaded rod is engaged with set of nuts at the pull bow and an end region of the transmission part, respectively. One of the spindle nuts (54) from the set is connected with the pull bow by a horizontal bolt (56). The third spindle nut is connected with the end region by a vertical bolt (57).

Description

Die Erfindung betrifft eine Übergangskupplung gemäß dem Oberbegriff des unabhängigen Patentanspruches 1.The invention relates to a transition coupling according to the preamble of the independent claim 1.

Hierbei handelt es sich um eine Übergangskupplung für Schienenfahrzeuge mit einer Mittelpufferkupplung der Willison-Bauart, die einen Kupplungskopf mit zwei stirnseitigen Kupplungsklauen und einem dazwischen angeordneten Kupplungsmaul aufweist, wobei ferner ein Zugkraftübertragungsteil vorgesehen ist zum Übertragen von Zugkräften zwischen der Übergangskupplung und einer mit der Übergangskupplung lösbar verbundenen Schraubenkupplung.This is a transition coupling for rail vehicles with a central buffer coupling of the Willison type, which has a coupling head with two front coupling claws and a coupling jaw disposed therebetween, further comprising a traction transfer part is provided for transmitting tensile forces between the transition coupling and one with the transition coupling releasably connected screw coupling.

Insbesondere betrifft die Erfindung eine Übergangskupplung für Schienenfahrzeuge zum Kuppeln einer selbsttätigen Mittelpufferkupplung des Willison-Typs mit einer handbetätigbaren Schraubenkupplung, wobei die selbsttätige Mittelpufferkupplung im Bereich eines seitlich von starren Kupplungklauen eingefassten Kupplungsmauls ein Bauteil zur Zugkraftübertragung aufweist, welches an seinem kupplungsebenenseitigen Endbereich einen in einen Zughaken einer mit der selbsttätigen Mittelpufferkupplung zu verbindenden Schraubenkupplung einhängbaren Zugbügel aufweist.In particular, the invention relates to a transition coupling for rail vehicles for coupling an automatic central buffer coupling of the Willison type with a manually operable screw coupling, wherein the automatic central buffer coupling in the region of a laterally enclosed by rigid coupling claw coupling jaw has a component for tensile force transmission, which at its coupling-side end portion in a towing hook Having a lockable with the automatic central buffer coupling screw coupling hanger has.

Die Druckschrift DE 197 25 244 A1 betrifft eine unlösbar an einem Kupplungskopf einer automatischen Mittelpufferkupplung befestigte Übergangskupplung. Die aus diesem Stand der Technik bekannte Übergangskupplung weist einen Zughaken auf, damit die automatische Mittelpufferkupplung mit einer Schraubenkupplung verbunden werden kann.The publication DE 197 25 244 A1 relates to a transition coupling fixed permanently to a coupling head of an automatic central buffer coupling. The transition coupling known from this prior art has a towing hook, so that the automatic central buffer coupling can be connected to a screw coupling.

Die Druckschrift DE 38 29 483 A1 betrifft eine weitere Übergangskupplung, bei welcher eine Schraubenspindel zum Einsatz kommt, welche einen Zugbügel mit einem Zugkraftübertragungsteil verbindet.The publication DE 38 29 483 A1 relates to a further transition coupling in which a screw spindle is used, which connects a drawbar with a traction transfer part.

In der Druckschrift DE 398 976 A wird eine Übergangskupplung für Schienenfahrzeuge beschreiben, wobei die Übergangskupplung ausgelegt ist, einen mit einer selbsttätigen Klauenkupplung ausgestatteten Wagenkasten mit einem Wagenkasten zu verbinden, der mit einer Schraubenkupplung ausgerüstet ist. Zu diesem Zweck ist an dem Kupplungskopf der selbsttätigen Klauenkupplung eine Schraubenkupplung mit einem Zugbügel angebracht, der in den gegenüberliegenden Zughaken eines mit einer Schraubenkupplung ausgerüsteten Wagenkastens eingehängt werden kann. Demnach ist die aus diesem Stand der Technik bekannte Übergangskupplung ausgelegt, entweder mit einer Schraubenkupplung oder mit einer Klauenkupplung bzw. Mittelpufferkupplung der Willison-Bauart verbunden zu werden.In the publication DE 398 976 A will describe a transition coupling for rail vehicles, wherein the transitional coupling is designed to connect a equipped with an automatic dog clutch car body with a car body, which is equipped with a screw coupling. For this purpose, at the coupling head of the automatic dog clutch a screw coupling with a clamping yoke mounted, which can be hung in the opposite draw hook of a equipped with a screw coupling car body. Accordingly, the known from this prior art transition coupling is designed to be connected either with a screw coupling or with a dog clutch or central buffer coupling of the Willison type.

Um den Abstand zwischen den mit Hilfe einer Übergangskupplung miteinander verbundenen Wagenkästen variieren zu können, ist es aus dem Stand der Technik bereits bekannt, eine Schraubenspindel vorzusehen, welche den Zugbügel mit dem Kupplungskopf der selbsttätigen Klauenkupplung verbindet. Bei Betätigung der Schraubenspindel ist über einen gewissen Bereich der Abstand zwischen dem Zugbügel und der Stirnseite des mit der Übergangskupplung ausgerüsteten Wagenkastens einstellbar. Der Bereich, über den der Abstand zwischen dem Zugbügel und der Stirnseite des Wagenkastens einstellbar ist, wird durch den maximalen Spindelhub vorgegeben und beträgt - abhängig von der zum Einsatz kommenden Schraubenspindel - beispielsweise etwa 40 mm.In order to vary the distance between interconnected by means of a transition coupling car bodies, it is already known from the prior art to provide a screw which connects the drawbar with the coupling head of the automatic dog clutch. Upon actuation of the screw is adjustable over a certain range of the distance between the yoke and the end face of the equipped with the transition clutch car body. The range over which the distance between the drawbar and the front of the car body is adjustable, is determined by the maximum screw stroke and is - depending on the coming to use screw spindle - for example, about 40 mm.

Aufgrund des in der Regel nur begrenzten Spindelhubes gestatten es die aus dem Stand der Technik bekannten Lösungen jedoch nicht, dass in einer gekuppelten Übergangskupplung ein Spiel beseitigt werden kann, so dass eine ruhige, stoßfreie Fahrt des Zugverbandes möglich ist. Andererseits muss in Fällen, in welchen ein mit einer Übergangskupplung ausgerüsteter Wagenkasten mit einem mit einer Schraubenkupplung ausgerüsteten Wagenkasten zu kuppeln ist, die Möglichkeit gegeben sein, beim Kuppeln der beiden Wagenkästen die Zughaken-Kupplung so zu spannen, dass die Seitenpuffer der zu verbindenden Wagenkästen fest gegeneinander stehen. Der herkömmliche Ansatz, bei welcher zum Einstellen des Abstandes zwischen dem Zugbügel und der Stirnseite des Wagenkastens eine Schraubenkupplung verwendet wird, eignet sich nicht oder nur bedingt, um zwei benachbarte Wagenkästen spielfrei zu verbinden, so dass die Seitenpuffer der miteinander zu verbindenden Wagenkästen eingepuffert und somit vorgespannt sind. Insbesondere versagt der herkömmliche Ansatz, wenn verschiedene Pufferlängen vorhanden sind, da dann eine relativ große Spannfläche erforderlich ist.Due to the usually limited spindle stroke, however, the solutions known from the prior art do not permit a play to be eliminated in a coupled transition coupling, so that a smooth, impact-free travel of the train is possible. On the other hand, in cases in which a car body equipped with a transition coupling is to be coupled with a car body equipped with a screw coupling, it is possible to clamp the tow hook coupling when coupling the two car bodies in such a way that the side buffers of the car bodies to be connected are fixed stand against each other. The conventional approach, in which a screw coupling is used to adjust the distance between the drawbar and the front of the car body, is not or only conditionally, to connect two adjacent car bodies without play, so that the side buffers of the car bodies to be interconnected and thus buffered are biased. In particular, the conventional approach fails when different buffer lengths are present, since then a relatively large clamping surface is required.

Die Aufgabe der vorliegenden Erfindung liegt darin, eine Übergangskupplung der eingangs genannten Art derart weiterzubilden, dass in einer zeitsparenden und möglichst einfachen Weise zwei benachbarte Wagenkästen wahlweise entweder so verbunden werden können, dass zwischen den Seitenpuffern der miteinander zu verbindenden Wagenkasten noch ein Abstand vorliegt (langgekuppelter Zustand), oder so verbunden werden können, dass die Wagenkästen spielfrei verbunden sind, wobei die Seitenpuffer der miteinander zu verbindenden Wagenkästen eingepuffert und somit vorgespannt sind (kurzgekuppelter Zustand).The object of the present invention is to provide a transition coupling of the type mentioned in such a way that in a time-saving and simple manner two adjacent car bodies can either be selectively connected so that to be connected between the page buffers of each other Car body still present a distance (langgekuppelter state), or can be connected so that the car bodies are connected without play, the side buffers of the car bodies to be joined together are buffered and thus biased (short coupled condition).

Zur Lösung dieser Aufgabe wird erfindungsgemäß eine Übergangskupplung für Schienenfahrzeuge angegeben, welche eine Mittelpufferkupplung der Willison-Bauart aufweist, die einen Kupplungskopf mit zwei stirnseitigen Kupplungsklauen und einem dazwischen angeordneten Kupplungsmaul aufweist. Ferner ist ein Zugkraftübertragungsteil vorgesehen zum Übertragen von Zugkräften zwischen der Übergangskupplung und einer mit der Übergangskupplung lösbar verbundenen Schraubenkupplung. Der Kupplungskopf weist eine sich in Längsrichtung der Übergangskupplung erstreckende und in dem Kupplungsmaul mündende Ausnehmung auf, in welcher das Zugkraftübertragungsteil zwischen einer ersten kupplungsebenenseitigen Position und einer zweiten wagenkastenseitigen Position relativ zu den Kupplungsklauen versetzbar aufgenommen ist und an seinem kupplungsebenenseitigen Endbereich einen in einen Zughaken einer mit der Übergangskupplung zu verbindenden Schraubenkupplung einhängbaren Zugbügel aufweist. Um den Abstand zwischen dem Zugbügel und dem Zugkraftübertragungsteil einstellen zu können, ist ferner vorgesehen, dass der Zugbügel und das Zugkraftübertragungsteil miteinander über einen extern manipulierbaren Einstellbereich verbunden sind.To achieve this object, a transition coupling for rail vehicles is provided according to the invention, which has a central buffer coupling of the Willison type, which has a coupling head with two front-side coupling jaws and an interposed coupling jaw. Further, a tensile force transmitting member is provided for transmitting tensile forces between the transitional coupling and a releasably connected to the transition coupling screw coupling. The coupling head has a recess extending in the longitudinal direction of the transitional coupling and opening into the coupling mouth, in which the traction transfer part is displaceably received relative to the coupling claws between a first coupling-plane-side position and a second carriage-box-side position and at its coupling-side end region into a draw hook with a Having the transition coupling to be connected screw coupling attachable clamping yoke. In order to adjust the distance between the clamping yoke and the traction-transmitting part, it is further provided that the clamping yoke and the traction-transmitting part are connected to one another via an externally manipulatable adjustment range.

Die mit der erfindungsgemäßen Lösung erzielbaren Vorteile liegen auf der Hand. Durch das Vorsehen des in der zwischen den beiden seitlichen Kupplungsklauen vorgesehenen Ausnehmung aufgenommenen Zugkraftübertragungsteils, an dessen kupplungsebenenseitigen Endbereich ein in einen Zughaken einer Schraubenkupplung einhängbarer Zugbügel vorgesehen ist, besteht die Möglichkeit; dass die Übergangskupplung der Willison-Bauart mit einer herkömmlichen Schraubenkupplung verbunden werden kann. Dadurch, dass das Zugkraftübertragungsteil in der Ausnehmung zwischen den beiden seitlichen Kupplungsklauen wahlweise in einer ersten kupplungsebenenseitigen Position oder in einer zweiten wagenkastenseitigen Position vorliegen kann, ist es auf einfache Weise möglich, dass der am kupplungsebenenseitigen Endbereich des Zugkraftübertragungsteils vorgesehenen Zugbügel unterschiedliche Abstände zur Schwenkachse einnehmen kann, nämlich eine Stellung "lang", wenn das Zugkraftübertragungsteil in seiner kupplungsebenenseitigen Position vorliegt und zwischen den Seitenpuffern der miteinander zu verbindenden Wagenkästen ein Abstand vorliegen soll, oder eine Stellung "kurz", wenn das Zugkraftübertragungsteil in seiner zweiten wagenkastenseitigen Position vorliegt und die miteinander gekuppelten Wagenkästen einen kleinen Pufferabstand aufweisen sollen.The achievable with the inventive solution advantages are obvious. By providing the in the provided between the two side coupling claws recess Zugkraftübertragungsteils, at the coupling side-side end portion of a hook of a screw coupling attachable drawbar is provided, there is the possibility; that the transition coupling of the Willison type can be connected to a conventional screw coupling. Characterized in that the tensile force transmitting member may be present in the recess between the two lateral coupling jaws either in a first coupling plane side position or in a second carriage box side position, it is possible in a simple manner that the coupling bracket provided at the end portion of the Zugkraftübertragungsteilen Zugbügel can take different distances to the pivot axis namely, a position "long" when the traction transfer member is in its clutch-side position and there is a clearance between the side buffers of the bodies to be joined, or a position "short" when the traction transfer member is in its second carriage box side position is present and the coupled car bodies should have a small buffer gap.

Um zu erreichen, dass die Wagenkästen auch spielfrei miteinander verbunden werden können, ist erfindungsgemäß vorgesehen, dass der Zugbügel und der kupplungsebenenseitige Endbereich des Zugkraftübertragungsteils miteinander mit Hilfe des extern manipulierbaren Einstellbereiches verbunden sind. Auf diese Weise ist der Abstand zwischen dem Zugbügel einerseits und dem Zugkraftübertragungsteil andererseits einstellbar. Dadurch wird die Möglichkeit gegeben, im kurzgekuppelten Zustand, d.h. dann, wenn das Zugkraftübertragungsteil in seiner wagenkastenseitigen Position vorliegt, den Abstand zwischen den Zugbügel und dem Zugkraftübertragungsteil zu reduzieren, so dass der am kupplungsebenenseitigen Endbereich des Zugkraftübertragungsteils angebrachte Zugbügel hinter die Pufferebene versetzt werden kann. Auf diese Weise können die Seitenpuffer der miteinander verbundenen Wagenkästen eingepuffert werden, so dass in einer einfach zu realisierenden Art eine spielfreie Verbindung erzielbar ist.In order to achieve that the car bodies can also be connected to each other without clearance, the invention provides that the clamping yoke and the coupling plane-side end region of the traction transfer part are connected to one another with the aid of the externally manipulatable adjustment range. In this way, the distance between the drawbar on the one hand and the traction transfer part on the other hand adjustable. This gives the possibility of being in the short coupled state, i. when the traction transfer member is in its carriage box side position to reduce the distance between the drawbar and the traction transfer member so that the drawbar attached to the coupling-side end portion of the traction member can be displaced behind the buffer plane. In this way, the side buffers of the interconnected car bodies can be buffered so that a backlash-free connection can be achieved in an easy-to-implement manner.

Dadurch, dass das Zugkraftübertragungsteil relativ zu den Kupplungsklauen des Kupplungskopfes zwischen der ersten kupplungsebenenseitigen Position und der zweiten wagenkastenseitigen Position versetzt werden kann, ist es nicht mehr erforderlich, zum Einstellen des kurzgekuppelten Zustandes den für das Einpuffern der Seitenpuffer erforderlichen Hub einzig und allein mit Hilfe des extern manipulierbaren Einstellbereiches zu überwinden. Vielmehr dient der extern manipulierbare Einstellbereich zwischen dem Zugbügel und dem kupplungsebenenseitigen Endbereich des Zugkraftübertragungsteils hauptsächlich dazu, den Abstand zwischen dem Zugbügel und dem Zugkraftübertragungsteil für das erforderliche Einpuffern der Seitenpuffer zu reduzieren, nachdem das Zugkraftübertragungsteil bereits in seiner zweiten wagenkastenseitigen Position versetzt wurde und somit der am kupplungsebenenseitigen Endbereich des Zugkraftübertragungsteils angebrachte Zughaken bereits in der Kupplungsebene vorliegt.The fact that the tensile force transmitting member can be displaced relative to the coupling claw of the coupling head between the first clutch plane side position and the second carriage box side position, it is no longer necessary to set the shorted state required for buffering the page buffer Hub solely with the help of overcome externally manipulable adjustment range. Rather, the externally manipulatable adjustment range between the yoke and the coupling plane side end portion of the traction transfer member mainly serves to reduce the distance between the yoke and the traction transfer member for the required buffering the side buffers after the traction transfer member has already been placed in its second carriage box side position and thus the am Coupling plane-side end portion of the traction transfer part attached to hook already present in the coupling plane.

Vorteilhafte Weiterbildungen der erfindungsgemäßen Lösung sind in den abhängigen Ansprüchen angegeben.Advantageous developments of the solution according to the invention are specified in the dependent claims.

So ist in einer bevorzugten Realisierung der erfindungsgemäßen Übergangskupplung vorgesehen, dass der extern manipulierbare Einstellbereich eine vorzugsweise manuell oder mit einem elektrischen Stellantrieb betätigbare Spindel mit einer Gewindestange aufweist, wobei die Gewindestange auf ihrer einen Seite ein rechtsdrehendes und auf ihrer anderen Seite ein linksdrehendes Rundgewinde aufweist und einerseits in eine erste Spindelmutter an dem Zugbügel und andererseits in eine zweite Spindelmutter an dem kupplungsebenenseitigen Endbereich des Zugkraftübertragungsteils eingreift. Hierbei handelt es sich um eine besonders leicht zu realisierende Lösung für die Ausbildung des extern manipulierbaren Einstellbereiches, mit welcher ein sicheres Verspannen der Seitenpuffer in der Gemischtkuppelstelle möglich ist. Der Spindelhub sollte dabei abhängig von den verwendeten Seitenpuffern sowie deren Federkennlinie gewählt werden und beträgt beispielsweise etwa 40 mm, so dass die Seitenpuffer je Seite um etwa 30 mm vorgespannt werden können. Selbstverständlich ist es aber auch denkbar, bei Bedarf einen größeren Spindelhub bzw. ein stärkeres Verspannen der Seitenpuffer vorzunehmen.Thus, in a preferred realization of the transition coupling according to the invention, provision is made for the externally manipulatable adjustment region to be a spindle which can be actuated manually or with an electric actuator and has a threaded rod has, wherein the threaded rod has on its one side a right-handed and on its other side a left-handed round thread and engages on the one hand in a first spindle nut on the clamping yoke and on the other hand in a second spindle nut on the coupling plane side end portion of the traction transfer part. This is a particularly easy to implement solution for the formation of externally manipulated adjustment range, with which a secure clamping of the page buffer in the mixed dome is possible. The spindle stroke should be selected depending on the side buffers used and their spring characteristic and is for example about 40 mm, so that the page buffer per side can be biased by about 30 mm. Of course, it is also conceivable to make a larger spindle stroke or a stronger clamping of the page buffer if necessary.

Bei der zuletzt genannten Ausführungsform, bei welcher der extern manipulierbare Einstellbereich in Gestalt einer Spindel ausgeführt ist, ist es bevorzugt, dass die erste Spindelmutter über einen vorzugsweise horizontal verlaufenden Bolzen gelenkig mit dem Zugbügel und die zweite Spindelmutter über einen vorzugsweise vertikal verlaufenden Bolzen gelenkig mit dem kupplungsebenenseitigen Endbereich des Zugkraftübertragungsteils verbunden ist. Auf diese Weise kann sichergestellt werden, dass der extern manipulierbare Einstellbereich zwischen dem Zugbügel und dem kupplungsebenenseitigen Endbereich des Zugkraftübertragungsteils bis zu einem gewissen Grad ein horizontales sowie vertikales Ausschwenken mitmacht, was insbesondere beim Verspannen der Wagenkästen im kurzgekuppelten Zustand oder auch im Fahrbetrieb beim langgekuppelten Zustand von Vorteil ist.In the last-mentioned embodiment, in which the externally manipulatable adjustment region is designed in the form of a spindle, it is preferred that the first spindle nut articulates with the clamping yoke via a preferably horizontally extending pin and the second spindle nut articulates with the preferably vertically extending pin Coupling plane side end portion of the tension transmission part is connected. In this way, it can be ensured that the externally manipulatable adjustment range between the clamping yoke and the coupling plane-side end region of the traction transmission part participates to a certain extent in a horizontal and vertical swinging action, which is particularly noticeable when bracing the vehicle bodies in the short-coupled state or when driving in the long-coupled state Advantage is.

Wie bereits ausgeführt, ist das Zugkraftübertragungsteil in der zwischen den beiden seitlichen Kupplungsklauen des Kupplungskopfes ausgeführten Ausnehmung derart aufgenommen, dass das Zugkraftübertragungsteil wahlweise in einer ersten kupplungsebenenseitigen Position oder in einer zweiten wagenkastenseitigen Position versetzbar ist. Um die jeweiligen Positionen des Zugkraftübertragungsteils in einer besonders leicht zu realisierenden Weise einstellen zu können, ist in einer bevorzugten Weiterbildung der erfindungsgemäßen Übergangskupplung ein Einstellmechanismus vorgesehen, welcher einen Bolzen aufweist, der durch eine vorzugsweise im wagenkastenseitigen Endbereich des Zugkraftübertragungsteils vorgesehene Öffnung läuft. Beidseitig der Öffnung ist an dem Bolzen jeweils ein Anschlagelement befestigt. Hierbei ist es von Vorteil, die beiden Anschlagelemente im Wesentlichen identisch auszuführen. Die an dem Bolzen beidseitig der Öffnung befestigten Anschlagelemente sind derart ausgebildet, dass sie sich sowohl in er ersten als auch in der zweiten Position des Zugkraftübertragungsteils an dem Kupplungskopf abstützen.As already stated, the traction-transmitting part is received in the recess formed between the two lateral coupling claws of the coupling head such that the traction-transmitting part can be displaced either in a first coupling-plane-side position or in a second carriage-box-side position. In order to be able to adjust the respective positions of the traction-transmission part in a particularly easy-to-implement manner, a setting mechanism is provided in a preferred embodiment of the transition coupling according to the invention, which has a bolt which passes through a preferably provided in the carriage box end portion of the traction transfer part opening. On both sides of the opening in each case a stop element is attached to the bolt. It is advantageous here to carry out the two stop elements essentially identically. The attached to the bolt on both sides of the opening stop elements are formed such that they are supported in both the first and in the second position of the tensile force transmitting member on the coupling head.

Das Abstützen der jeweiligen Anschlagelemente an dem Kupplungskopf kann beispielsweise dadurch realisiert werden, das der Kupplungskopf für jedes Anschlagelement eine Anschlagfläche aufweist. Im Einzelnen ist es denkbar, dass jedes Anschlagelement eine der ersten Position des Zugkraftübertragungsteils zugeordnete erste Anschlagfläche sowie eine der zweiten Position des Zugkraftübertragungsteils zugeordnete zweite Anschlagfläche aufweist, wobei sich zum Einstellen der ersten Position des Zugkraftübertragungsteils die ersten Anschlagflächen der Anschlagelemente an der zugehörigen Anschlagfläche des Kupplungskopfes abstützten und einen Anschlag bilden. Zum Einstellen der zweiten Position des Zugkraftübertragungsteils stützen sich die zweiten Anschlagflächen der Anschlagelemente an den entsprechenden Anschlagflächen des Kupplungskopfes ab und bilden ebenfalls einen Anschlag.The supporting of the respective stop elements on the coupling head can be realized, for example, by the coupling head having a stop face for each stop element. In detail, it is conceivable for each stop element to have a first stop face assigned to the first position of the tensile force transmission part and a second stop face assigned to the second position of the tensile force transmission part, wherein the first stop faces of the stop elements on the associated stop face of the coupling head for adjusting the first position of the tensile force transmission part supported and make a stop. To set the second position of the tensile force transmission part, the second stop surfaces of the stop elements are supported on the corresponding stop surfaces of the coupling head and also form a stop.

Die Anschlagflächen des Kupplungskopfes zeigen in vorteilhafter Weise in Richtung des Wagenkastens, an welchem die Übergangskupplung befestigt ist. Auf diese Weise ist es möglich, dass beim Übertragen von zwischen der Übergangskupplung und einer mit der Übergangskupplung lösbar verbundenen Schraubenkupplung der Kraftfluss über das Zugkraftübertragungsteil, den Bolzen und die an dem Bolzen befestigten Anschlagelemente läuft, wobei die Zugkräfte anschließend in die Anschlagflächen des Kupplungskopfes eingeleitet werden.The stop surfaces of the coupling head point in an advantageous manner in the direction of the car body to which the transition coupling is attached. In this way it is possible that when transferring between the transition coupling and a releasably connected to the transition coupling screw coupling the power flow over the traction transfer part, the bolt and the stopper attached to the bolt runs, the tensile forces are then introduced into the stop surfaces of the coupling head ,

Um das Versetzen des Zugkraftübertragungsteils relativ zu den Kupplungsklauen zu erleichtern, ist vorzugsweise eine Führung vorgesehen. Diese Führung kann in einer bevorzugten Ausführungsform der erfindungsgemäßen Übergangskupplung dadurch realisiert werden, dass der Kupplungskopf beidseitig in seinen die Ausnehmung begrenzenden Seitenwänden jeweils ein sich in Längsrichtung der Übergangskupplung erstreckendes Langloch aufweist, in denen jeweils einer der beiden Endbereiche des zum Einstellmechanismus gehörenden Bolzens aufgenommen ist.In order to facilitate the displacement of the tension transmission part relative to the coupling claws, a guide is preferably provided. This guide can be realized in a preferred embodiment of the transition coupling according to the invention in that the coupling head has on both sides in its recess defining side walls each extending in the longitudinal direction of the transition coupling slot, in each of which one of the two end portions of the adjustment mechanism belonging to the bolt is added.

Denkbar hierbei ist es ferner, dass das Zugkraftübertragungsteil zusammen mit dem daran befestigten Zugbügel um den Bolzen in einer vertikalen Ebene aus der Ausnehmung heraus schwenkbar ist. Dies ermöglicht es, dass die erfindungsgemäße Übergangskupplung nicht nur mit einer Schraubenkupplung, sondern auch mit einem Kupplungskopf des Willison-Typs verbunden werden kann.Conceivable here it is further that the tensile force transmission member is pivotable together with the attached clamping yoke about the bolt in a vertical plane out of the recess. This makes it possible that the transition coupling according to the invention can be connected not only with a screw coupling, but also with a coupling head of the Willison type.

In einer bevorzugten Realisierung des Einstellmechanismus ist vorgesehen, dass der durch die im Zugkraftübertragungsteil vorgesehene Öffnung laufende Bolzen zusammen mit den beidseitig daran befestigten Anschlagelementen um eine durch den Bolzen definierte Horizontalachse drehbar ist. Zum Einstellen der ersten Position des Zugkraftübertragungsteils kann dabei der durch die Öffnung laufende Bolzen zusammen mit den beidseitig daran befestigten Anschlagelementen so gedreht werden, dass die ersten Anschlagflächen der Anschlagelemente in Richtung der zugeordneten Anschlagflächen des Kupplungskopfes zeigen. Andererseits kann zum Einstellen der zweiten Position des Zugkraftübertragungsteils der durch die Öffnung laufende Bolzen zusammen mit den beidseitig daran befestigten Anschlagelementen so gedreht werden, dass die zweiten Anschlagflächen der Anschlagelemente in Richtung der zugeordneten Anschlagflächen des Kupplungskopfes zeigen. Hierbei handelt es sich um eine leicht zu realisierende aber dennoch effektive Möglichkeit, wie der Einstellmechanismus ausgeführt sein kann, um das Zugkraftübertragungsteil zwischen der kupplungsebenenseitigen Position und der wagenkastenseitigen Position versetzbar auszuführen.In a preferred realization of the adjustment mechanism, it is provided that the bolt passing through the opening provided in the traction transfer part can be rotated together with the stop elements fastened on both sides about a horizontal axis defined by the pin. To set the first position of the tensile force transmission part of the running through the opening bolt can be rotated together with the stopper elements attached thereto on both sides so that the first stop surfaces of the stop elements point in the direction of the associated stop surfaces of the coupling head. On the other hand, for adjusting the second position of the tensile force transmission member, the bolt passing through the opening can be rotated together with the stopper members attached thereto on both sides so that the second abutment surfaces of the abutment members point in the direction of the associated abutment surfaces of the coupling head. This is an easy-to-implement, yet effective, way in which the adjustment mechanism can be implemented to make the traction transfer member displaceable between the clutch-side position and the carriage-box-side position.

Beispielsweise ist es denkbar, dass die Anschlagelemente eine im Wesentlichen L-förmige Formgebung aufweisen, wobei der durch die im Zugkraftübertragungsteil vorgesehene Öffnung laufende Bolzen jeweils am oberen Endbereich eines ersten Schenkels der L-förmigen Anschlagelemente angreift. Dabei können die zweiten Anschlagflächen der Anschlagelemente einer Stirnfläche des ersten Schenkels und die ersten Anschlagflächen der Anschlagelemente einer Stirnfläche des zweiten Schenkels der L-förmigen Anschlagelemente entsprechen.For example, it is conceivable that the stop elements have a substantially L-shaped shape, wherein the bolt passing through the opening provided in the tensile force transmission part engages in each case at the upper end region of a first leg of the L-shaped stop elements. In this case, the second stop surfaces of the stop elements of an end face of the first leg and the first stop surfaces of the stop elements may correspond to an end face of the second leg of the L-shaped stop elements.

Alternativ hierzu ist es gleichwohl denkbar, wenn die Anschlagelemente beispielsweise jeweils eine im Wesentlichen I-förmige Formgebung aufweisen, wobei der durch die im Zugkraftübertragungsteil vorgesehene Öffnung laufende Bolzen jeweils am oberen Endbereich der im Wesentlichen I-förmigen Anschlagelemente angreift. Hierbei können die zweiten Anschlagflächen einer Seitenfläche der I-förmigen Anschlagelemente und die ersten Anschlagflächen einer Stirnfläche der I-förmigen Anschlagelemente entsprechen.Alternatively, it is nevertheless conceivable if the stop elements each have, for example, a substantially I-shaped shape, wherein the bolt passing through the opening provided in the traction transfer part engages in each case at the upper end region of the essentially I-shaped stop elements. Here, the second stop surfaces of a side surface of the I-shaped stop members and the first stop surfaces of an end face of the I-shaped stop members may correspond.

Grundsätzlich ist es erforderlich, dass in der ersten Position des Zugkraftübertragungsteils der Abstand zwischen den ersten Anschlagflächen der Anschlagelemente und dem Endbereich des Zugkraftübertragungsteils kleiner ist als der Abstand zwischen den zweiten Anschlagflächen der Anschlagelemente und dem Endbereich des Zugkraftübertragungsteils, wenn das Zugkraftübertragungsteil in seiner zweiten Position vorliegt. Wie bereits zuvor ausgeführt, ist dies beispielsweise dadurch realisierbar, indem für die Anschlagelemente eine im Wesentlichen L-förmige oder eine im Wesentlichen I-förmige Formgebung gewählt wird. Selbstverständlich kommen für die Anschlagelemente aber auch andere Ausführungen in Frage.In principle, it is necessary that, in the first position of the traction transfer member, the distance between the first stopper surfaces of the stopper members and the end portion of the traction transfer member be smaller than the distance between the second stopper surfaces of the stopper members and the end portion of the Traction transfer member when the traction transfer member is in its second position. As already stated above, this can be achieved, for example, by selecting a substantially L-shaped or a substantially I-shaped shaping for the stop elements. Of course, come for the stop elements but other versions in question.

Um die Montage des bei der erfindungsgemäßen Übergangskupplung zum Einsatz kommenden Einstellmechanismus zu vereinfachen, ist in einer bevorzugten Ausführungsform der erfindungsgemäßen Lösung vorgesehen, dass die vorzugsweise im wagenkastenseitigen Endbereich des Zugkraftübertragungsteils vorgesehene Öffnung als Ausnehmung ausgeführt ist, welche eine Kontur aufweist, die es gestattet, das der Bolzen mit den beiden daran befestigten Anschlagelementen in der Öffnung eingesetzt werden kann.In order to simplify the installation of the adjusting mechanism used in the transition coupling according to the invention, the solution according to the invention is provided in a preferred embodiment that the preferably provided in the carriage box end portion of the Zugkraftübertragungsteile opening is designed as a recess which has a contour which allows the the bolt with the two stop elements attached thereto can be inserted in the opening.

Andererseits ist es im Hinblick auf das Verstellen des Zugkraftübertragungsteils von seiner ersten Position in seine zweite Position (und umgekehrt) von Vorteil, wenn an zumindest einem Anschlagelement eine Betätigungseinrichtung, insbesondere ein manuell betätigbarer Griff, vorgesehen ist, um die Anschlagelemente um die durch den Bolzen vorgesehene Drehachse entsprechend zu verdrehen.On the other hand, it is with regard to the adjustment of the tensile force transmitting member from its first position to its second position (and vice versa) advantageous if at least one stop element, an actuating device, in particular a manually operable handle, is provided to the stop elements by the bolt Rotate provided rotation axis accordingly.

Schließlich ist es bevorzugt, wenn der Einstellmechanismus ferner zumindest eine Zugfeder aufweist, welche an dem Kupplungskopf einerseits und an einem der Anschlagelemente andererseits derart angreift, dass das Anschlagelement gegen die Anschlagflächen des Kupplungskopfes vorgespannt wird.Finally, it is preferred if the adjustment mechanism further comprises at least one tension spring, which engages on the coupling head on the one hand and on one of the stop elements on the other hand such that the stop element is biased against the stop surfaces of the coupling head.

Im Folgenden wird eine Ausführungsform der erfindungsgemäßen Übergangskupplung anhand der beiliegenden Zeichnungen beschrieben.In the following, an embodiment of the transition coupling according to the invention will be described with reference to the accompanying drawings.

Es zeigen:

Fig. 1
eine perspektivische, teilgeschnittene Ansicht auf die Oberseite einer beispielhaften Ausführungsform der erfindungsgemäßen Übergangskupp- lung, welche mit einer Schraubenkupplung derart verbunden ist, dass zwischen den Seitenpuffern der miteinander verbundenen Wagenkästen ein Abstand vorliegt (langgekuppelter Zustand);
Fig. 2
eine perspektivische, teilgeschnittene Ansicht auf die Unterseite der in Fig. 1 gezeigten beispielhaften Ausführungsform der erfindungsgemäßen Übergangskupplung, welche im langgekuppelten Zustand vorliegt;
Fig. 3
eine perspektivische, teilgeschnittene Ansicht auf die Oberseite der bei- spielhaften Ausführungsform der erfindungsgemäßen Übergangskupp- lung, welche mit einer Schraubenkupplung verbunden ist, wobei die Sei- tenpuffer der miteinander verbundenen Wagenkästen eingepuffert und somit vorgespannt sind (kurzgekuppelter Zustand);
Fig. 4
eine perspektivische, teilgeschnittene Ansicht auf die Unterseite der in Fig. 3 gezeigten beispielhaften Ausführungsform der erfindungsgemäßen Übergangskupplung, welche im kurzgekuppelten Zustand vorliegt;
Fig. 5
eine perspektivische, teilgeschnittene Detailansicht des Einstellmecha- nismus der in Fig. 1 gezeigten beispielhaften Ausführungsform der erfin- dungsgemäßen Übergangskupplung, welche im langgekuppelten Zustand vorliegt;
Fig. 6
eine perspektivische, teilgeschnittene Detailansicht des Einstellmecha- nismus der in Fig. 3 gezeigten beispielhaften Ausführungsform der erfin- dungsgemäßen Übergangskupplung, welche im kurzgekuppelten Zustand vorliegt;
Fig. 7
eine perspektivische Seitenansicht auf die in Fig. 1 gezeigte beispielhaf- te Ausführungsform der erfindungsgemäßen Übergangskupplung, welche im langgekuppelten Zustand vorliegt;
Fig. 8
eine Draufsicht auf die Unterseite der in Fig. 7 gezeigten beispielhaften Ausführungsform der erfindungsgemäßen Übergangskupplung, welche im langgekuppelten Zustand vorliegt; und
Fig. 9
eine weitere perspektivische Detailansicht des Einstellmechanismus einer beispielhaften Übergangskupplung gemäß der vorliegenden Erfindung.
Show it:
Fig. 1
a perspective, partially cutaway view of the top of an exemplary embodiment of the transition coupling according to the invention, which is connected to a screw coupling such that between the side buffers of the interconnected car bodies is a distance (long coupled state);
Fig. 2
a perspective, partially sectional view of the underside of in Fig. 1 shown exemplary embodiment of the transition coupling according to the invention, which is present in the long-coupled state;
Fig. 3
a perspective, partially cutaway view of the top of the exemplary embodiment of the transition coupling according to the invention, which is connected to a screw coupling, the side buffers of the interconnected car bodies are buffered and thus biased (short coupled condition);
Fig. 4
a perspective, partially sectional view of the underside of in Fig. 3 shown exemplary embodiment of the transition coupling according to the invention, which is in the short-coupled state;
Fig. 5
a perspective, partially cutaway detail of the Einstellmecha- mechanism of Fig. 1 shown exemplary embodiment of the inventive transition clutch, which is present in the long-coupled state;
Fig. 6
a perspective, partially cutaway detail of the Einstellmecha- mechanism of Fig. 3 shown exemplary embodiment of the inventive transition clutch, which is present in the short-coupled state;
Fig. 7
a perspective side view of the in Fig. 1 shown exemplary embodiment of the transition coupling according to the invention, which is present in the long coupled state;
Fig. 8
a top view of the bottom of in Fig. 7 shown exemplary embodiment of the transition coupling according to the invention, which is present in the long-coupled state; and
Fig. 9
another perspective detail view of the adjustment mechanism of an exemplary transition clutch according to the present invention.

Nachfolgend wird unter Bezugnahme auf die Darstellungen in den beiliegenden Zeichnungen eine beispielhafte Ausführungsform einer Übergangskupplung 100 gemäß der vorliegenden Erfindung beschrieben. Hierbei ist in den Figuren 7 und 8 die Übergangskupplung 100 einzeln dargestellt. In den Figuren 1 und 2 ist die Übergangskupplung 100 jeweils in einem Zustand gezeigt, in welchem sie mit einer Schraubenkupplung 80 eines benachbarten Wagenkastens verbunden ist, wobei zwischen den Seitenpuffern 60, 61 der miteinander verbundenen Wagenkästen ein Abstand vorliegt (= langgekuppelter Zustand). Im Unterschied hierzu ist in den Figuren 3 und 4 die Übergangskupplung 100 in einem Zustand gezeigt, in welchem sie mit der Schraubenkupplung 80 des benachbarten Wagenkastens in einem kurzgekuppelten Zustand verbunden ist, wobei die Seitenpuffer 60, 61 der miteinander verbundenen Wagenkästen eingepuffert und somit vorgespannt sind.Hereinafter, referring to the drawings in the accompanying drawings, an exemplary embodiment of a transitional clutch 100 according to the present invention described. Here is in the FIGS. 7 and 8th the transition coupling 100 shown individually. In the FIGS. 1 and 2 For example, the transition clutch 100 is shown in a state in which it is connected to a screw coupling 80 of an adjacent car body with a clearance between the side bumpers 60, 61 of the interconnected car bodies (= long-coupled state). In contrast to this is in the Figures 3 and 4 the transition clutch 100 shown in a state in which it is connected to the screw coupling 80 of the adjacent car body in a short-coupled state, wherein the side buffers 60, 61 of the interconnected car bodies are buffered and thus biased.

In den Figuren 1 bis 4 ist ein nicht explizit dargestellter Wagenkasten mit einer Ausführungsform der erfindungsgemäßen Übergangskupplung 100 sowie zwei Seitenpuffern 60 ausgerüstet. Dieser Wagenkasten ist mit einem benachbarten Wagenkasten verbunden, welcher ebenfalls zwei Seitenpuffer 61 sowie eine mit einem Zughaken 81 ausgerüstete Schraubenkupplung 80 aufweist. Zu der Übergangskupplung 100 gehört ein Kupplungskopf 10 der Willison-Bauart mit einer starren, hakenartigen Kupplungsklaue 11 und einer prismatischen, starren Kupplungsklaue 12. Diese beiden seitlichen Kupplungsklauen 11, 12 fassen ein Kupplungsmaul 13 ein. Zur Ausgestaltung zu einer Starrkupplung kann der Kupplungskopf 10 in seinem unteren Bereich einerseits ein übliches Kupplungshorn und andererseits eine mit diesem zusammenwirkende Schürze aufweisen. Zwischen dem Kupplungshorn und der Schürze können nicht dargestellte, selbsttätige Leitungskupplungen üblicher Bauart zum selbsttätigen Kuppeln von Luft- und/oder elektrischen Leitungen vorgesehen sein. In den Bereich des Kupplungsmauls 13 kann ein seitlich neben der Kupplungsklaue 12 angeordneter Riegel und ein neben diesem befindlicher Taster ragen, die beide einem üblichen, nicht weiter dargestellten Riegelgetriebe zugehören. Insoweit entspricht der Kupplungskopf 10 dem Kupplungskopf einer üblichen Willison-Kupplung.In the FIGS. 1 to 4 is a not explicitly shown car body with an embodiment of the transition coupling 100 of the invention and two side buffers 60 equipped. This car body is connected to an adjacent car body, which also has two side buffers 61 and a screw hook 80 equipped with a draw hook 81. To the transition coupling 100 includes a coupling head 10 of the Willison type with a rigid, hook-like coupling claw 11 and a prismatic, rigid coupling claw 12. These two side clutch claws 11, 12 include a coupling jaw 13 a. To design a rigid coupling of the coupling head 10 may have in its lower portion on the one hand a conventional coupling horn and on the other hand a cooperating with this apron. Not shown, automatic line couplings of conventional design can be provided for the automatic coupling of air and / or electrical lines between the coupling horn and the skirt. In the region of the coupling jaw 13, a laterally arranged next to the coupling claw 12 bolt and an adjacent thereto button protrude, both of which belong to a conventional, not shown locking gear. In that regard, the coupling head 10 corresponds to the coupling head of a conventional Willison coupling.

Wie es insbesondere der Darstellung in Fig. 8 entnommen werden kann, weist der Kupplungskopf 10 ferner eine Ausnehmung 14 auf, welche sich in Längsrichtung L der Übergangskupplung 100 erstreckt und in dem Kupplungsmaul 13 mündet. In dieser Ausnehmung 14 ist ein Zugkraftübertragungsteil 50 aufgenommen. Das Zugkraftübertragungsteil 50 weist an seinem kupplungsebenenseitigen Endbereich einen in den Zughaken 81 einer mit der Übergangskupplung 100 zu verbindenden Schraubenkupplung 80 einhängbaren Zugbügel 51 auf.As it is in particular the representation in Fig. 8 can be removed, the coupling head 10 further comprises a recess 14 which extends in the longitudinal direction L of the transition coupling 100 and opens into the coupling jaw 13. In this recess 14, a traction transfer part 50 is received. The traction-transmitting part 50 has at its coupling-side end region a hook which can be hooked into the draw hook 81 of a screw coupling 80 to be connected to the transition coupling 100.

Im Einzelnen, und wie es insbesondere den Figuren 1 bis 4 sowie der Fig. 8 entnommen werden kann, ist der Zugbügel 51 mit dem kupplungsebenenseitigen Endbereich des Zugkraftübertragungsteils 50 über einen extern manipulierbaren Einstellbereich verbunden. Dieser extern manipulierbare Einstellbereich ist bei der dargestellten Ausführungsform der erfindungsgemäßen Übergangskupplung 100 in Gestalt einer manuell betätigbaren Spindel ausgeführt, welche eine Gewindestange 52 aufweist, die auf ihrer einen Seite ein rechtsdrehendes und auf ihrer anderen Seite ein linksdrehendes Rundgewinde auf ist. Die Gewindestange 52 der Spindel greift einerseits in eine erste Spindelmutter 54 an dem Zugbügel 51 und andererseits in eine zweite Spindelmutter 55 an dem kupplungsseitigen Endbereich des Zugkraftübertragungsteils 50 ein.In detail, and how it in particular the FIGS. 1 to 4 as well as the Fig. 8 can be removed, the yoke 51 is connected to the coupling-side end portion of the traction transfer member 50 via an externally manipulated adjustment. This externally manipulable adjustment is performed in the illustrated embodiment of the transition coupling 100 according to the invention in the form of a manually operable spindle having a threaded rod 52 which is on its one side a right-handed and on the other side a left-handed round thread on. The threaded rod 52 of the spindle engages on the one hand in a first spindle nut 54 on the yoke 51 and on the other hand in a second spindle nut 55 on the coupling-side end portion of the traction transfer member 50 a.

Wie es insbesondere den Darstellungen in den Figuren 2 und 4 entnommen werden kann, ist die erste Spindelmutter 54 über einen horizontal verlaufenden Bolzen 56 gelenkig mit dem Zugbügel 51 verbunden, während die zweite Spindelmutter 55 über einen vertikal verlaufenden Bolzen 57 mit dem Endbereich des Zugkraftübertragungsteils 50 verbunden ist. Auf diese Weise ist sichergestellt, dass sich der Zugbügel 51 relativ zu dem kupplungsebenenseitigen Endbereich des Zugkraftübertragungsteils 50 in horizontaler und vertikaler Richtung ausschwenken lässt.As it in particular the representations in the Figures 2 and 4 can be removed, the first spindle nut 54 via a horizontally extending pin 56 is pivotally connected to the drawbar 51, while the second spindle nut 55 is connected via a vertically extending bolt 57 with the end portion of the traction transfer member 50. In this way, it is ensured that the drawbar 51 can pivot relative to the coupling-plane-side end region of the traction transfer part 50 in the horizontal and vertical directions.

Die zwischen dem Zugbügel 51 und dem kupplungsebenenseitigen Endbereich des Zugkraftübertragungsteils 50 vorgesehene Spindel weist einen Handgriff 53 zur Betätigung der Spindel auf. Demnach kann bei Betätigung der Spindel der Abstand zwischen dem Zugbügel 51 und dem Zugkraftübertragungsteil 50 eingestellt werden.The spindle provided between the yoke 51 and the coupling-plane-side end region of the traction-transmitting part 50 has a handle 53 for actuating the spindle. Accordingly, upon actuation of the spindle, the distance between the yoke 51 and the traction transfer member 50 can be adjusted.

Das Zugkraftübertragungsteil 50 ist in der im Kupplungskopf 10 ausgebildeten Ausnehmung 14 derart aufgenommen, dass es zwischen einer ersten kupplungsebenenseitigen Position (vgl. Figuren 1 und 2) und einer zweiten wagenkastenseitigen Position (vgl. Figuren 3 und 4) versetzbar ist. Zum Einstellen der ersten bzw. zweiten Position des Zugkraftübertragungsteils 50 kommt ein Einstellmechanismus zum Einsatz, welcher nachfolgend im Einzelnen beschrieben wird.The tensile force transmitting member 50 is received in the recess 14 formed in the coupling head 10 so as to be located between a first coupling-side-side position (see FIG. FIGS. 1 and 2 ) and a second carriage box side position (see. Figures 3 and 4 ) is displaceable. For setting the first and second positions of the tension transmission part 50, an adjustment mechanism is used, which will be described in detail below.

Wie es insbesondere der Darstellung in Fig. 9 entnommen werden kann, weist der Einstellmechanismus einen Bolzen 41 auf, der durch eine vorzugsweise im wagenkastenseitigen Endbereich des Zugkraftübertragungsteils 50 vorgesehene Öffnung 40 läuft. Beidseitig der Öffnung 40 sind an dem Bolzen 41 jeweils ein Anschlagelement 42, 43 befestigt. Bei der dargestellten Ausführungsform des Einstellmechanismus sind die Anschlagelemente 42, 43 im Wesentlichen identisch ausgeführt. Das Anschlagelement 42 unterscheidet sich von dem Anschlagelement 43 einzig und allein dadurch, dass an dem Anschlagelement 42 eine Betätigungseinrichtung 44 in Gestalt eines manuell betätigbaren Griffes vorgesehen ist. Dieser Griff 44 dient dazu, die Anschlagelemente 42, 43, welche mit dem Bolzen 41 fest verbunden sind, um die durch den Bolzen 41 vorgegebenen Drehachse zu verdrehen.As it is in particular the representation in Fig. 9 can be removed, the adjustment mechanism has a bolt 41 which passes through a preferably provided in the carriage box-side end portion of the traction transfer member 50 opening 40. On both sides of the opening 40 are each a stop element 42, 43 attached to the bolt 41. In the illustrated embodiment of the adjustment mechanism, the stop members 42, 43 are made substantially identical. The stop element 42 differs from the stop element 43 solely and solely in that on the stop element 42, an actuating device 44 is provided in the form of a manually operable handle. This handle 44 serves to stop elements 42, 43 which are fixedly connected to the bolt 41 to rotate about the rotation axis predetermined by the bolt 41.

Die Anschlagelemente 42, 43, welche bei der dargestellten beispielhaften Ausführungsform der erfindungsgemäßen Übergangskupplung 100 in Gestalt von im Wesentlichen L-förmigen Anschlagelementen ausgeführt sind (vgl. Fig. 9) weisen jeweils eine erste Anschlagfläche 42a, 43a sowie eine zweite Anschlagfläche 42b, 43b auf. Im Einzelnen entspricht die erste Anschlagfläche 42a, 43a einer Seitenfläche des ersten Schenkels der in Fig. 9 dargestellte L-förmigen Anschlagelemente 42. Die zweite Anschlagfläche 42b, 43b entspricht einer Seitenfläche des zweiten Schenkels der L-förmigen Anschlagelemente 42, 43. Wie es der Darstellung in Fig. 9 insbesondere entnommen werden kann, greift bei der dargestellten Ausführungsform des Einstellmechanismus der durch die im wagenkastenseitigen Endbereich des Zugkraftübertragungselements 50 vorgesehene Öffnung 40 laufende Bolzen 41 am oberen Endbereich des ersten Schenkels der L-förmigen Anschlagelemente 42, 43 an.The stop elements 42, 43, which are executed in the illustrated exemplary embodiment of the transition coupling 100 according to the invention in the form of substantially L-shaped stop elements (see. Fig. 9 ) each have a first stop surface 42a, 43a and a second stop surface 42b, 43b. More specifically, the first stopper surface 42a, 43a corresponds to a side surface of the first leg of FIG Fig. 9 The second stop surface 42b, 43b corresponds to a side surface of the second leg of the L-shaped stop members 42, 43. As shown in FIG Fig. 9 In particular, in the illustrated embodiment of the adjustment mechanism, the bolt 41 passing through the opening 40 provided in the carriage box side end portion of the tensile force transmitting member 50 engages the upper end portion of the first leg of the L-shaped stopper members 42, 43.

Insbesondere den Figuren 5 und 6, welche jeweils eine Detailansicht eines in den Figuren 1 und 3 gezeigten Bereiches darstellen, sowie der Fig. 8 ist zu entnehmen, dass der Kupplungskopf 10 für jedes Anschlagelement 42, 43 eine entsprechende Anschlagfläche 16, 17 aufweist. Andererseits weist jedes Anschlagelement 42, 43 eine der ersten Position des Zugkraftübertragungsteils 50 zugeordnete erste Anschlagfläche 42a, 43a sowie eine der zweiten Position des Zugkraftübertragungsteils 50 zugeordnete zweite Anschlagfläche 42b, 43b auf. Zum Einstellen der ersten Position des Zugkraftübertragungsteils 50 stützen sich die ersten Anschlagflächen 42a, 43a der Anschlagelemente 42, 43 an den entsprechenden Anschlagflächen 16, 17 des Kupplungskopfes 10 ab und bilden einen entsprechenden Anschlag. An diese Anschlagflächen 16, 17 des Kupplungskopfes 10 stützen sich andererseits die zweiten Anschlagflächen 42b, 43b der Anschlagelemente 42, 43 ab und bilden ebenfalls einen Anschlag, wenn die zweite Position des Zugkraftübertragungsteils 50 eingestellt wird. Im Einzelnen, und wie es insbesondere der Darstellung in Fig. 8 entnommen werden kann, zeigen die jeweiligen Anschlagflächen 16, 17 des Kupplungskopfes 10 in Richtung des (nicht dargestellten) Wagenkastens, also von der Kupplungsebene weg. Ist die Übergangskupplung 100 mit einer Schraubenkupplung 80 verbunden, wie es beispielsweise in den Figuren 1 bis 4 dargestellt ist, und werden dabei Zugkräfte zwischen den miteinander verbundenen Wagenkästen übertragen, so laufen diese Zugkräfte über das Zugkraftübertragungsteil 50, den Bolzen 41 und die Anschlagelemente 42, 43 und werden anschließend in die Anschlagflächen 16, 17 des Kupplungskopfes 10 eingeleitet.In particular the Figures 5 and 6 , which each represent a detailed view of a region shown in FIGS. 1 and 3, as well as FIG Fig. 8 It can be seen that the coupling head 10 has a corresponding stop surface 16, 17 for each stop element 42, 43. On the other hand, each stop element 42, 43 has a first stop surface 42a, 43a associated with the first position of the tensile force transmission part 50 and a second stop surface 42b, 43b associated with the second position of the tensile force transmission part 50. To set the first position of the tensile force transmission part 50, the first stop surfaces 42a, 43a of the stop elements 42, 43 are supported on the corresponding stop surfaces 16, 17 of the coupling head 10 and form a corresponding stop. On the other hand, the second stop surfaces 42b, 43b of the stop elements 42, 43 are based on these stop surfaces 16, 17 of the coupling head 10 and also form a stop when the second position of the traction transfer part 50 is set. In detail, and how it is in particular the representation in Fig. 8 can be removed, the respective stop surfaces 16, 17 of the coupling head 10 in the direction of the (not shown) car body, ie away from the coupling plane. If the transition clutch 100 is connected to a screw coupling 80, as for example in the FIGS. 1 to 4 is shown, and thereby tensile forces between transmit the interconnected car bodies, so these tensile forces on the traction transfer part 50, the bolt 41 and the stop elements 42, 43 and are then introduced into the stop surfaces 16, 17 of the coupling head 10.

Die Anschlagelemente 42, 43 sind derart ausgeführt, dass sie jeweils eine der ersten Position des Zugkraftübertragungsteils 50 zugeordnete erste Anschlagfläche 42a, 43a sowie eine der zweiten Position des Zugkraftübertragungsteils 50 zugeordnete zweite Anschlagfläche 42b, 43b aufweisen. Die jeweiligen Anschlagflächen 42a, 42b; 43a, 43b der Anschlagelemente 42, 43 sind derart ausgeführt, dass in der ersten Position des Zugkraftübertragungsteils 50 der Abstand zwischen den ersten Anschlagflächen 42a, 42b der Anschlagelemente 42, 43 und dem kupplungsebenenseitigen Endbereich des Zugkraftübertragungsteils kleiner ist als der Abstand zwischen den zweiten Anschlagflächen 42b, 43b der Anschlagelemente 42, 43 und dem kupplungsebenenseitigen Endbereich des Zugkraftübertragungsteils 50, wenn das Zugkraftübertragungsteil 50 in seiner zweiten Position vorliegt.The stop elements 42, 43 are designed such that they each have a first stop surface 42a, 43a associated with the first position of the tensile force transmission part 50 and a second stop surface 42b, 43b assigned to the second position of the tensile force transmission part 50. The respective stop surfaces 42a, 42b; 43a, 43b of the stop elements 42, 43 are designed such that in the first position of the traction transfer part 50, the distance between the first stop surfaces 42a, 42b of the stop elements 42, 43 and the coupling plane side end portion of the tensile force transmitting member is smaller than the distance between the second stop surfaces 42b , 43b of the stop members 42, 43 and the coupling-plane-side end portion of the traction-transmitting member 50 when the traction-transmitting member 50 is in its second position.

Dies ist beispielsweise dann realisierbar, wenn die Anschlagelemente 42, 43 - wie es in Fig. 9 dargestellt ist - eine im Wesentlichen L-förmige Formgebung aufweisen, wobei der durch die im wagenkastenseitigen Endbereich des Zugkraftübertragungsteils 50 vorgesehene Öffnung 40 laufende Bolzen 41 jeweils am oberen Endbereich eines ersten Schenkels der L-förmigen Anchlagelemente 42, 43 angreift. Dabei entsprechen die zweiten Anschlagflächen 42b, 43b einer Seitenfläche des ersten Schenkels der L-förmigen Anschlagelemente 42, 43 und die ersten Anschlagflächen 42a, 43a einer Seitenfläche des zweiten Schenkels.This can be realized, for example, when the stop elements 42, 43 - as it is in Fig. 9 is shown - have a substantially L-shaped shape, wherein the provided by the wagenkastenseitigen end portion of the tensile force transmitting member 50 opening 40 running bolt 41 respectively at the upper end portion of a first leg of the L-shaped Anchlagelemente 42, 43 attacks. Here, the second stopper surfaces 42b, 43b correspond to a side surface of the first leg of the L-shaped stopper members 42, 43 and the first stopper surfaces 42a, 43a of a side surface of the second leg.

Indem durch Betätigung des Griffes 44 (vgl. Fig. 9) die Anschlagelemente 42, 43 derart gedreht werden, dass entweder die ersten Anschlagflächen 42a, 43a oder die zweiten Anschlagflächen 42b, 43b an die zugeordneten Anschlagflächen 16, 17 des Kupplungskopfes 10 anstoßen, wird das Zugkraftübertragungsteil 50 in der Ausnehmung 14 relativ zu den Kupplungklauen 11, 12 in seine erste, kupplungsebenenseitige Position oder in seine zweite, wagenkastenseitige Position versetzt.By pressing the handle 44 (see. Fig. 9 ) the stop members 42, 43 are rotated such that either the first stop surfaces 42a, 43a or the second stop surfaces 42b, 43b abut against the associated stop surfaces 16, 17 of the coupling head 10, the traction transfer member 50 in the recess 14 relative to the clutch claws eleventh , 12 is placed in its first, clutch-side position or in its second, carriage-box-side position.

Der durch die Öffnung 41 des Zugkraftübertragungsteils 50 laufende Bolzen 41 wird - wie es insbesondere der Darstellung in Fig. 7 entnommen werden kann - in einem Langloch 15 geführt, welches beidseitig in den die Ausnehmung 14 begrenzende Seitenwände des Kupplungskopfes 10 ausgebildet ist.The running through the opening 41 of the tension transmission part 50 bolt 41 is - as in particular the illustration in Fig. 7 can be removed - guided in a slot 15, which is formed on both sides in the recess 14 delimiting side walls of the coupling head 10.

Nachfolgend wird unter Bezugnahme auf die Darstellungen in den Figuren 3 und 4 die Funktionsweise der erfindungsgemäßen Übergangskupplung beschrieben. Wie bereits zuvor dargelegt, besteht die Übergangskupplung 100 im Wesentlichen aus einem Kupplungskopf der Willison-Bauart sowie dem Zugkraftübertragungsteil 50, an welchem über eine Spindel ein Zugbügel 51 angebracht ist. Das Zugkraftübertragungsteil 50 ist über den Bolzen 41 im Schaft des Kupplungskopfes 10 aufgehängt.The following is with reference to the representations in the Figures 3 and 4 describes the operation of the transition coupling according to the invention. As already stated above, the transition coupling 100 consists essentially of a coupling head of the Willison type and the tensile force transmission part 50 to which a clamping yoke 51 is attached via a spindle. The tensile force transmitting member 50 is suspended over the bolt 41 in the shaft of the coupling head 10.

Indem mit Hilfe der Anschlagelemente 42, 43 des Einstellmechanismus die Kuppelstellung "kurz" voreingestellt wird, wird das Zugkraftübertragungsteil 50 in seine zweite, wagenkastenseitige Position versetzt. Über die Spindel kann dann der in dem Zughaken 81 einer Schraubenkupplung 80 aufgenommene Zugbügel 51 bis auf Pufferberührung verspannt werden. Die jeweiligen Anschlagelemente 42, 43 stützen sich an den Anschlagflächen 16, 17 des Kupplungskopfes 10 ab. Zusätzlich ist eine Zugfeder 45 vorgesehen, welche an dem Kupplungskopf 10 einerseits und an einem der Anschlagelemente 42, 43 andererseits derart angereift, dass die Anschlagelemente 42, 43 gegen die Anschlagflächen 16, 17 des Kupplungskopfes 10 vorgespannt werden. Demnach sichert die Zugfeder 45 die Position der Anschlagelemente 42, 43 bei Pufferhub und unterstützt gleichzeitig die Drehbewegung der Anschlagelemente 42, 43 beim Wechsel der Position des Zugkraftübertragungsteils 50.By pre-setting the dome position "short" with the aid of the stop elements 42, 43 of the adjustment mechanism, the traction transfer member 50 is set in its second carriage-box-side position. About the spindle then taken in the clevis 81 of a screw 80 draw yoke 51 can be clamped to buffer contact. The respective stop elements 42, 43 are based on the stop surfaces 16, 17 of the coupling head 10. In addition, a tension spring 45 is provided, which on the other hand on the coupling head 10 on the one hand and on one of the stop elements 42, 43 on the other hand, so that the stop elements 42, 43 are biased against the stop surfaces 16, 17 of the coupling head 10. Accordingly, the tension spring 45 secures the position of the stop elements 42, 43 at buffer stroke and at the same time supports the rotational movement of the stop elements 42, 43 when changing the position of the tension transmission part 50.

Um die Kupplung in ihren langgekuppelten Zustand zu überführen (vgl. Figuren 1 und 2), werden die Anschlagelemente 42, 43 durch Drehen mit dem Handgriff 44 (vgl. Fig. 9) um 90° gedreht, so dass die zugehörigen Anschlagflächen 42a, 43a mit den entsprechenden Anschlagflächen 16, 17 des Kupplungskopfes 10 in Eingriff gebracht werden. Das Zugkraftübertragungsteil 50 kann dabei in die Langstellung gezogen werden und dann mit der langgestellten Spindel in den Zughaken 81 eingehängt werden.To convert the clutch into its long coupled state (see. FIGS. 1 and 2 ), the stop members 42, 43 by turning with the handle 44 (see. Fig. 9 ) is rotated by 90 °, so that the associated stop surfaces 42a, 43a are brought into engagement with the corresponding stop surfaces 16, 17 of the coupling head 10. The tensile force transmission part 50 can be pulled into the long position and then hooked with the elongated spindle in the tow hook 81.

Der Einbau des Zugkraftübertragungsteils 50 erfolgt mit dem vormontierten Einstellmechanismus bestehend aus dem Bolzen 41 sowie den beiden Anschlagelementen 42, 43 von unten in den geschlitzten Kupplungskörper. Der Bolzen 41 mit den beiden Anschlagelementen 42, 43 wird vor der Montage durch die als Ausnehmung ausgeführte Öffnung 40 geführt. Anschließend können die seitlichen Zapfen montiert werden, welche der Führung des Zugkraftübertragungsteils 50 und als Drehpunkt für die Anschlagelemente dient.The installation of the tension transmission part 50 takes place with the preassembled adjustment mechanism consisting of the bolt 41 and the two stop elements 42, 43 from below into the slotted coupling body. The bolt 41 with the two stop elements 42, 43 is guided before the assembly through the opening 40 designed as a recess. Subsequently, the lateral pins can be mounted, which serves as the guide of the tension transmission part 50 and as a fulcrum for the stop elements.

Die Erfindung ist nicht auf die in den Zeichnungen dargestellte exemplarische Ausführungsform der erfindungsgemäßen Übergangskupplung beschränkt. Vielmehr sind Kombinationen der einzelnen hierin beschriebenen Merkmale denkbar.The invention is not limited to the exemplary embodiment of the transition coupling according to the invention shown in the drawings. Rather, combinations of the individual features described herein are conceivable.

Claims (13)

  1. A transitional coupling (100) for railway vehicles having a central buffer coupling of the Willison type comprising a coupler head (10) with two frontal coupling claws (11, 12) and a coupling jaw (14) arranged therebetween, wherein a driving power transmission part (50) is further provided to transmit tractive forces between the transitional coupling (100) and a screw coupling (80) releaseably coupled to the transitional coupling (100), wherein the coupler head (10) comprises a recess (14) extending in the longitudinal direction (L) of the transitional coupling (100) to the coupling jaw (13) in which the driving power transmission part (50) is displaceably accommodated relative to the coupling claws (11, 12) between a first coupling plane-side position and a second car body-side position and which comprises a pull bow (51) on its coupling plane-side end region able to hook into a drawhook (81) of a screw coupling (80) to be coupled to the transitional coupling (100),
    characterized in that
    the pull bow (51) and the driving power transmission part (50) are connected together via an externally manipulatable adjustment range (52, 53, 54, 55) by means of which the spacing between the pull bow (51) and the driving power transmission part (50) can be adjusted,
    wherein the externally manipulatable adjustment range (52, 53, 54, 55) comprises a preferably manually operated spindle, or a spindle operated by an electrical actuator, having a threaded rod (52), wherein the threaded rod (52) exhibits a clockwise rotating screw thread on its one side and a counter-clockwise rotating screw thread on its other side and engages in a first spindle nut (54) on the pull bow (51) on the one hand and in a second spindle nut (55) on the coupling plane-side end region of the driving power transmission part (50) on the other, and wherein the first spindle nut (54) is articulated to the pull bow (51) by means of a preferably horizontally extending bolt (56), and wherein the second spindle nut (55) is connected to the end region of the driving power transmission part (50) by means of a preferably vertically extending bolt (57).
  2. The transitional coupling (100) according to claim 1,
    wherein an adjusting mechanism is provided to respectively set the first or second position of the driving power transmission part (50) which comprises a bolt (41) extending through an opening (40) provided preferably in the car body-side end region of the driving power transmission part (50) to which preferably identically configured stop elements (42, 43) are affixed at both sides of the opening (4) respectively, wherein the stop elements (42, 43) affixed to the bolt (41) on both sides of the opening (40) are supported on the coupler head (10) in the first and the second position of the driving power transmission part (50).
  3. The transitional coupling (100) according to claim 2,
    wherein the coupler head (10) exhibits an elongated hole (15) on both sides of its side walls limiting the recess (14) extending in the longitudinal direction (L) of the transitional coupling (100) in which one of the two end regions of the bolt (41) is respectively received.
  4. The transitional coupling (100) according to claim 3,
    wherein the driving power transmission part (50) together with its affixed pull bow (51) is outwardly pivotable from the recess (14) in a vertical plane about the bolt (41).
  5. The transitional coupling (100) according to any one of claims 2 to 4,
    wherein the coupler head (10) comprises an associated stop surface (16, 17) for each stop element (42, 43), and wherein each stop element (42, 43) exhibits a first stop surface (42a, 43a) associated with the first position of the driving power transmission part (50) and a second stop surface (42b, 43b) associated with the second position of the driving power transmission part (50), wherein to set the first position of the driving power transmission part (50), the first stop surfaces (42a, 43a) of stop elements (42, 43) are supported on the associated stop surfaces (16, 17) of the coupler head (10), forming an arrester, and wherein to set the second position of the driving power transmission part (50), the second stop surfaces (42b, 43b) of the stop elements (42, 43) are supported on the corresponding stop surfaces (16, 17) of the coupler head (10), forming an arrester.
  6. The transitional coupling (100) according to claim 5,
    wherein the stop surfaces (16, 17) of the coupler head (10) face the car body, and wherein when tractive force is transmitted between the transitional coupling (100) and a screw coupling (80) releasably coupled to the transitional coupling (100), the force runs through the driving power transmission part (50), the bolt (41) and the stop elements (42, 43) affixed to the bolt on both sides and is introduced into the stop surfaces (16, 17) of the coupler head (10).
  7. The transitional coupling (100) according to claim 5 or 6,
    wherein the bolt (41) extending together with the stop elements (42, 43) affixed on both sides thereof is pivotable about a horizontal axis defined by said bolt (41), wherein to set the first position of the driving power transmission part (50), the bolt (41) with the stop elements (42, 43) affixed to both sides thereof is rotated such that the first stop surfaces (42a, 43a) of the stop elements (42, 43) face the stop surfaces (16, 17) on the coupler head (10), and wherein to set the second position of the driving power transmission part (50), the bolt with the stop elements (42, 43) affixed to both sides thereof is rotated such that the second stop surfaces (42b, 43b) of the stop elements (42, 43) face the stop surfaces (16, 17) on the coupler head (10).
  8. The transitional coupling (100) according to any one of claims 5 to 7,
    wherein the spacing between the first stop surfaces (42a, 43a) of the stop elements (42, 43) and the coupling plane-side end region of the driving power transmission part (50) in the first position of said driving power transmission part (50) is smaller than the spacing between the second stop surfaces (42b, 43b) of the stop elements (42, 43) and the coupling plane-side end region of the driving power transmission part (50) when said driving power transmission part is in its second position.
  9. The transitional coupling (100) according to any one of claims 5 to 8,
    wherein the stop elements (42, 43) are respectively of substantially L-shaped form, wherein the bolt (41) extending through the elongated hole (15) respectively engages with the upper end region of a first limb of the L-shaped stop elements (42, 43), and wherein the second stop surfaces (42b, 43b) conform to a side surface of the first limb and the first stop surfaces (42a, 43a) conform to a side surface of the second limb.
  10. The transitional coupling (100) according to any one of claims 5 to 8,
    wherein the stop elements (42, 43) are respectively of substantially I-shaped form, wherein the bolt (41) extending through the elongated hole (15) respectively engages with the upper end region of the I-shaped stop elements (42, 43), and wherein the second stop surfaces (42b, 43b) conform to a side surface of the I-shaped stop elements (42, 43) and the first stop surfaces (42a, 43a) conform to a frontal area of the I-shaped stop elements (42, 43).
  11. The transitional coupling (100) according to any one of claims 2 to 10,
    wherein the opening (40) provided preferably in the car body-side end region of the driving power transmission part is configured as a recess having a contour which allows the bolt (41) with the two stop elements (42, 43) affixed thereto to be inserted into said opening (40).
  12. The transitional coupling (100) according to any one of claims 2 to 11,
    wherein at least one stop element (42, 43) is provided with an actuating device (44), in particular a manually operable grip, in order to rotate the stop elements (42, 43) about the rotational axis allowed by the bolt (41).
  13. The transitional coupling (100) according to any one of claims 2 to 12,
    wherein at least one tension spring (45) which engages with the coupler head (10) on the one hand and with one of the stop elements (42, 43) on the other is provided such that the stop elements (42, 43) are pretensioned against the stop surfaces (16, 17) of the coupler head (10).
EP09162313A 2009-06-09 2009-06-09 Transitional coupling for railway vehicles Not-in-force EP2261098B1 (en)

Priority Applications (4)

Application Number Priority Date Filing Date Title
EP09162313A EP2261098B1 (en) 2009-06-09 2009-06-09 Transitional coupling for railway vehicles
AT09162313T ATE535430T1 (en) 2009-06-09 2009-06-09 TRANSITION COUPLING FOR RAIL VEHICLES
PL09162313T PL2261098T3 (en) 2009-06-09 2009-06-09 Transitional coupling for railway vehicles
RU2010120519/11A RU2440263C1 (en) 2009-06-09 2010-05-13 Adapter coupling for rolling stock

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP09162313A EP2261098B1 (en) 2009-06-09 2009-06-09 Transitional coupling for railway vehicles

Publications (2)

Publication Number Publication Date
EP2261098A1 EP2261098A1 (en) 2010-12-15
EP2261098B1 true EP2261098B1 (en) 2011-11-30

Family

ID=41171281

Family Applications (1)

Application Number Title Priority Date Filing Date
EP09162313A Not-in-force EP2261098B1 (en) 2009-06-09 2009-06-09 Transitional coupling for railway vehicles

Country Status (4)

Country Link
EP (1) EP2261098B1 (en)
AT (1) ATE535430T1 (en)
PL (1) PL2261098T3 (en)
RU (1) RU2440263C1 (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2018086774A1 (en) 2016-11-10 2018-05-17 Voith Patent Gmbh Transitional coupling system and adapter device for a transitional coupling system

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102012205282A1 (en) * 2012-03-30 2013-10-02 Siemens Aktiengesellschaft Transition coupling, vehicle composite with at least two vehicles whose coupling devices are coupled by means of such a transition coupling, and method for coupling coupling devices of two vehicles.
DE102014207689A1 (en) * 2014-04-24 2015-10-29 Voith Patent Gmbh Transition coupling for adapting couplings of different design with a coupling head housing made of fiber composite material
DE102015108231A1 (en) * 2015-05-26 2016-12-01 Voith Patent Gmbh Device for adapting a coupling head of a central buffer coupling of the Willison type with a joint half of a joint arrangement
DE102017122552A1 (en) 2017-09-28 2019-03-28 Voith Patent Gmbh Transition coupling for coupling two vehicles with mutually different clutches and transitional clutch system
RU179904U1 (en) * 2017-10-30 2018-05-28 Общество с ограниченной ответственностью "Уральские локомотивы" ELECTRIC TRAIN
CN114954554B (en) * 2022-04-02 2023-10-20 中车山东机车车辆有限公司 Joint connector and railway vehicle

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE398976C (en) 1924-07-16 Knorr Bremse Akt Ges Railway transition coupling
DE1050361B (en) * 1959-02-12
DD271617A3 (en) 1987-11-10 1989-09-13 Wtz Zentrum F Wagenentwicklung TRANSITION COUPLING FOR RAIL VEHICLES
DE19725244C2 (en) 1997-06-14 2003-04-10 Sab Wabco Bsi Verkehrstechnik Transition coupling for rail vehicles

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2018086774A1 (en) 2016-11-10 2018-05-17 Voith Patent Gmbh Transitional coupling system and adapter device for a transitional coupling system
DE102016121508A1 (en) 2016-11-10 2018-05-17 Voith Patent Gmbh Transitional clutch system and adapter device for a transitional clutch system

Also Published As

Publication number Publication date
PL2261098T3 (en) 2012-05-31
RU2440263C1 (en) 2012-01-20
RU2010120519A (en) 2011-12-10
EP2261098A1 (en) 2010-12-15
ATE535430T1 (en) 2011-12-15

Similar Documents

Publication Publication Date Title
EP2261098B1 (en) Transitional coupling for railway vehicles
EP2384948B1 (en) Transitional coupling for matching couplings of different types
EP3689705B1 (en) Automatic traction coupling
WO2016026708A1 (en) Pull and push means
EP2529994A1 (en) Shunt coupling for rail-guided vehicles, in particular rail vehicles
EP3590784B1 (en) Coupling and tie rod for a coupling
EP2441672B1 (en) Device for attaching a fitting to a fixing structure of a vehicle
WO2018086774A1 (en) Transitional coupling system and adapter device for a transitional coupling system
DE102018107900A1 (en) Transition coupling for track-guided vehicles
EP2457752B1 (en) Coupling device and trailer device for traction vehicles
EP3105100A1 (en) Coupling head of an automatic central buffer coupling
EP2371657B1 (en) Coupling head of an automatic middle buffer
EP0568854A2 (en) Method and hitch for quickly mechanically connecting a tractor to an agricultural implement
EP4121333A1 (en) Coupling arrangement
DE102010000785B4 (en) Towbars
EP2371658B1 (en) Coupling head for a rail-guided vehicle
EP3168108B1 (en) Coupling device for railway vehicles and railway vehicle with such a coupling device
DE102006037220B4 (en) Fang with mechanical stop
EP2995525B1 (en) Coupling head for a rail-guided vehicle
DD246953A1 (en) TRANSITION COUPLING FOR RAIL VEHICLES
DE3204406C2 (en)
EP2859925B1 (en) Coupling for electric toy or model railways
EP0603559A1 (en) Removable trailer coupling
WO2024061686A1 (en) Automatic train coupling
DE2420574B2 (en) trailer hitch

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

17P Request for examination filed

Effective date: 20091222

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 HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO SE SI SK TR

AX Request for extension of the european patent

Extension state: AL BA RS

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 HR HU IE IS IT LI LT LU LV MC MK MT NL NO 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

Ref country code: CH

Ref legal event code: EP

REG Reference to a national code

Ref country code: IE

Ref legal event code: FG4D

Free format text: LANGUAGE OF EP DOCUMENT: GERMAN

REG Reference to a national code

Ref country code: DE

Ref legal event code: R096

Ref document number: 502009002057

Country of ref document: DE

Effective date: 20120126

REG Reference to a national code

Ref country code: RO

Ref legal event code: EPE

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: 20111130

LTIE Lt: invalidation of european patent or patent extension

Effective date: 20111130

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

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: 20120330

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: 20111130

Ref country code: NO

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: 20120229

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: 20120301

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: 20120330

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: 20111130

Ref country code: HR

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: 20111130

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: 20111130

REG Reference to a national code

Ref country code: PL

Ref legal event code: T3

REG Reference to a national code

Ref country code: EE

Ref legal event code: FG4A

Ref document number: E006477

Country of ref document: EE

Effective date: 20120223

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: 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: 20111130

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: 20111130

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: 20111130

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: 20111130

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: 20120229

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: 20111130

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: 20111130

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: 20120831

REG Reference to a national code

Ref country code: DE

Ref legal event code: R097

Ref document number: 502009002057

Country of ref document: DE

Effective date: 20120831

BERE Be: lapsed

Owner name: VOITH PATENT G.M.B.H.

Effective date: 20120630

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: 20120630

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

Ref country code: MK

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: 20111130

REG Reference to a national code

Ref country code: FR

Ref legal event code: ST

Effective date: 20130228

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: 20120630

Ref country code: FR

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

Effective date: 20120702

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: 20120311

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: 20111130

REG Reference to a national code

Ref country code: CH

Ref legal event code: PL

GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 20130609

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

Ref country code: CH

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

Effective date: 20130630

Ref country code: GB

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

Effective date: 20130609

Ref country code: LI

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

Effective date: 20130630

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: 20111130

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: 20120609

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

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: 20090609

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

Ref country code: EE

Payment date: 20140611

Year of fee payment: 6

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

Ref country code: FI

Payment date: 20140611

Year of fee payment: 6

Ref country code: RO

Payment date: 20140527

Year of fee payment: 6

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

Ref country code: LV

Payment date: 20140611

Year of fee payment: 6

REG Reference to a national code

Ref country code: AT

Ref legal event code: MM01

Ref document number: 535430

Country of ref document: AT

Kind code of ref document: T

Effective date: 20140609

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

Ref country code: AT

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

Effective date: 20140609

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: 20150609

Ref country code: LV

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

Effective date: 20150609

REG Reference to a national code

Ref country code: EE

Ref legal event code: MM4A

Ref document number: E006477

Country of ref document: EE

Effective date: 20150630

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 NON-PAYMENT OF DUE FEES

Effective date: 20150609

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

Ref country code: EE

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

Effective date: 20150630

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

Ref country code: DE

Payment date: 20170621

Year of fee payment: 9

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

Ref country code: PL

Payment date: 20170524

Year of fee payment: 9

Ref country code: SE

Payment date: 20170620

Year of fee payment: 9

REG Reference to a national code

Ref country code: DE

Ref legal event code: R119

Ref document number: 502009002057

Country of ref document: DE

REG Reference to a national code

Ref country code: SE

Ref legal event code: EUG

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: 20180610

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: 20190101

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

Ref country code: PL

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

Effective date: 20180609