EP4200141A1 - Attelage de remorque pour véhicules - Google Patents

Attelage de remorque pour véhicules

Info

Publication number
EP4200141A1
EP4200141A1 EP21758085.1A EP21758085A EP4200141A1 EP 4200141 A1 EP4200141 A1 EP 4200141A1 EP 21758085 A EP21758085 A EP 21758085A EP 4200141 A1 EP4200141 A1 EP 4200141A1
Authority
EP
European Patent Office
Prior art keywords
coupling
coupling device
vehicle
trailer
designed
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.)
Pending
Application number
EP21758085.1A
Other languages
German (de)
English (en)
Inventor
Rühlicke STEFAN
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.)
Ruehlicke GmbH
Original Assignee
Ruehlicke 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 Ruehlicke GmbH filed Critical Ruehlicke GmbH
Publication of EP4200141A1 publication Critical patent/EP4200141A1/fr
Pending legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60D—VEHICLE CONNECTIONS
    • B60D1/00—Traction couplings; Hitches; Draw-gear; Towing devices
    • B60D1/01—Traction couplings or hitches characterised by their type
    • B60D1/02—Bolt or shackle-type couplings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60D—VEHICLE CONNECTIONS
    • B60D1/00—Traction couplings; Hitches; Draw-gear; Towing devices
    • B60D1/01—Traction couplings or hitches characterised by their type
    • B60D1/06—Ball-and-socket hitches, e.g. constructional details, auxiliary devices, their arrangement on the vehicle
    • B60D1/065—Ball-and-socket hitches, e.g. constructional details, auxiliary devices, their arrangement on the vehicle characterised by the hitch mechanism
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60D—VEHICLE CONNECTIONS
    • B60D1/00—Traction couplings; Hitches; Draw-gear; Towing devices
    • B60D1/58—Auxiliary devices
    • B60D1/62—Auxiliary devices involving supply lines, electric circuits, or the like

Definitions

  • the present invention relates to a trailer hitch for vehicles according to the preamble of patent claim 1, a second coupling device for use in such a trailer hitch according to patent claim 14 and a vehicle combination with such a trailer hitch according to patent claim 15.
  • Such towing vehicles can be, for example, a passenger car, a truck, a bus, a construction machine, a forestry or agricultural vehicle, a military vehicle or another land vehicle, in particular another road vehicle or off-road vehicle.
  • Such towing vehicles can be moved or drive by means of their own drive, i.e. they can be vehicles with their own drive.
  • a towing vehicle can move at least one trailer with it as a vehicle without its own drive or pull it behind it.
  • a trailer is usually used to transport loads and can be, for example, a car trailer, a truck trailer, a caravan, a horse trailer, a boat trailer and the like.
  • Trailers have at least one wheeled axle and often at least two wheeled axles.
  • Trailers can also be designed for private, sporting and commercial use, for example in freight forwarding, in the construction industry, in agriculture and the like.
  • a detachable connection between the towing vehicle and the trailer is usually implemented using a so-called trailer hitch for attaching the trailer to the towing vehicle, which is designed as a system in at least two parts and has a component on the towing vehicle and on the trailer, which are held there and are detachably connected to one another be able.
  • trailer hitch for attaching the trailer to the towing vehicle, which is designed as a system in at least two parts and has a component on the towing vehicle and on the trailer, which are held there and are detachably connected to one another be able.
  • trailers can also be detachably connected to one another in this way.
  • trailer couplings such as bolt couplings and jaw couplings or bolt coupling systems and jaw coupling systems, in which a shaft or a drawbar extends from the trailer to the towing vehicle and has an eyelet at the end as a through opening in the vertical direction, which also as a towing eye or as a coupling eye can be designated.
  • the shank is formed, for example, as a flange and fixedly attached to the frame of the trailer by means of screws.
  • a holder is fixedly attached to the frame of the towing vehicle, which has two surfaces in the vertical direction, each with a through-opening in the vertical direction.
  • the two passage openings are arranged in alignment with one another.
  • the trailer towing eye can be received between the two surfaces of the tow vehicle bracket.
  • All three through-holes can be connected to each other in the vertical direction by a bolt, also called a coupling bolt, which can rest on the upper surface by means of thickening and be secured at the lower end. This can be done in a comparable way with a jaw coupling or a jaw coupling system.
  • ball head couplings or ball head coupling systems are known in which the above-described vertical passage opening of the towing eye is closed at the top by a spherical cap, i.e. by a spherical section.
  • the towing eye of the trailer drawbar can be placed or lowered from above with its spherical cap onto a ball head, which is fixedly arranged on the towing vehicle.
  • AT 412 268 B discloses a towing eye of a coupling with a coupling element comprising in particular a ring, a ball socket or the like, a spacer element and a flange with corner regions having a substantially rectangular, in particular substantially square, base.
  • hitches for towing vehicles for mechanically clamping the towing eye of the trailer are known, for example, from DE 919 689 B, DE 29 12 277 C2, DE 32 29 645 A1, DE 33 40 344 C2, DE 43 26 594 A1 and EP 1 303 418 B1.
  • a trailer hitch for towing vehicles for mechanically clamping the ball head of the trailer is known, for example, from DE 10 2008 029 918 A1.
  • a hitch for trailers for mechanically clamping the ball head of the towing vehicle is known, for example, from AT 412 961 B and AT 508 429 B1.
  • a disadvantage of this can be considered that the actuation of the mechanical clamping of the towing eye or the ball head of the trailer by the towing vehicle or the ball head of the towing vehicle zeugs part of the trailer by a user such as the driver of the towing vehicle can mean an additional work step when coupling. This also applies to removing the mechanical clamp when uncoupling the trailer from the towing vehicle. These steps can therefore require additional time and can be perceived as physically demanding. Furthermore, at least the step of mechanical clamping when coupling can be forgotten, which can lead to the disadvantages described above while driving.
  • the corresponding operating or lever elements are usually arranged on the outside at the rear of the towing vehicle or at the front of the trailer and can thus be exposed to the weather, dust and other dirt. This can lead to increased costs with regard to the production of such trailer hitches in order to still achieve their longevity and/or to ensure their functionality. This can also apply to the maintenance, care and repair of such trailer hitches.
  • trailer couplings for towing vehicles that act in a comparable manner on the towing eye, in which the pressing element, clamping element or stop prism of the towing vehicle is clamped and released by means of a fluid, in particular pneumatically and/or hydraulically.
  • a fluid in particular pneumatically and/or hydraulically.
  • Such trailer hitches for towing vehicles for pneumatic and/or hydraulic clamping of the towing eye of the trailer are described, for example, by DE 38 04 455 A1, DE 38 24 225 A1, DE 43 26 594 A1, DE 10 2006 060 788 B4, EP 0 441 158 Bl and WO 2010 136 542 A1.
  • the advantage of this may be that the application can be made easier and/or faster for the user, for example for the driver of the towing vehicle. In particular, the user can be relieved of this.
  • a particular disadvantage of such pneumatic and/or hydraulic clamps for towing vehicles can be that there can also be complications in practical use, since, for example, the pneumatically operated hydraulic unit works comparatively sluggishly and the opening process when uncoupling must also be carried out "carefully". More specifically, the separation or decoupling of the trailer and towing vehicle can pose a problem in this case, since the freedom from play between the towing eye and the coupling pin is ensured, as described above, by a hydraulic unit that is pressurized with compressed air The towing vehicle's coupling device must be lowered so that its stop prism "releases" the trailer's towing eye again.
  • One object of the present invention is to provide a trailer hitch of the type described above, so that a backlash-free coupling between two vehicles, in particular between a towing vehicle and a trailer, is simpler, cheaper, more user-friendly, more robust, more durable, requires less maintenance and/or can be achieved more compactly than previously known. This should be able to be done in particular by means of hydraulic clamping. At least an alternative to known trailer couplings of this type should be created.
  • the present invention relates to a trailer hitch for vehicles with a first coupling device for attachment to a front vehicle in the direction of pull and a second coupling device for attachment to a rear vehicle in the direction of pull, the two coupling devices being designed to be connected to one another in a force-transmitting manner.
  • Vehicles are understood to mean the land vehicles mentioned at the outset as well as other such land vehicles.
  • the front vehicle in the pulling direction can be a towing vehicle as described above or also a trailer, which in turn can be pulled by a towing vehicle directly or indirectly by at least one further trailer arranged in between.
  • the vehicle behind in the train direction can be a trailer which can be coupled solely to the vehicle in front or can in turn tow at least one other trailer.
  • Towing vehicles and trailers can be, in particular, the towing vehicles and trailers mentioned at the outset and the like.
  • the two coupling devices can interact with one another in order to couple the rear vehicle in the direction of pull to the vehicle in front in the direction of pull and thereby allow the vehicle in front in the direction of pull to be moved along with it.
  • This movement can essentially take place in the direction of the train, which can also be referred to as the direction of travel or as the direction of movement, since such a combination of vehicles consisting of a vehicle in front in the direction of train and a vehicle behind in the direction of train usually essentially on a road or the like over longer distances in ferry operation is moved straight.
  • steering movements or cornering from the movement in the direction of pull as well as such movements counter to the direction of pull d. H. rearward-facing movements, for example for maneuvering and the like.
  • the two coupling devices can be collectively referred to as a trailer hitch or as a trailer hitch system.
  • Each coupling device itself can be designed to be arranged on the corresponding vehicle in a fixed and force-transmitting manner. This can be done, for example, by positive, non-positive and/or material-to-substance connections.
  • each of the coupling devices can be designed at the opposite end with corresponding fastening means such as a flange as a flanged towing eye, an external thread as a screw-in towing eye or a welded area as a welded-in towing eye in order to be fixed in a correspondingly durable manner on the corresponding vehicle or its frame, To be able to be attached to the frame or chassis.
  • the trailer coupling according to the invention is characterized in that the second coupling device has at least one clamping element which is designed to exert a clamping force on the first coupling device and thereby to connect the two coupling devices to one another without play, at least in the pulling direction, with the second coupling device being designed to absorb the clamping force of the clamping element by means of an energy supply system of the rear vehicle in the pulling direction on the first coupling device.
  • the present invention is based on the finding that trailer hitches as described above have essentially been designed in such a way that the corresponding mechanism is arranged on the front vehicle in the towing direction for a play-free connection between the two coupling devices of such a trailer hitch.
  • this can offer the advantage that a power supply system of the front vehicle in the direction of travel can be used directly for this purpose able to exert a clamping force on the part of the first coupling device on the second coupling device, as described above.
  • this can lead to the disadvantages described there.
  • a trailer hitch which can be operated by means of an energy supply system of the rear vehicle in the pulling direction.
  • the known possibility of providing a play-free trailer hitch can be shifted from the front vehicle in the direction of pull to the rear vehicle in the direction of pull.
  • This can save corresponding costs, weight and/or installation space in the front vehicle in the pulling direction, even if this results in at least some costs, weight and installation space being incurred or required in the rear vehicle in the pulling direction.
  • This also makes it possible to create simplified options for actuating or controlling the clamping mechanism, as will be explained in more detail below.
  • Electrical energy in the form of electrical voltage can be used as the energy supply system of the vehicle behind in the pulling direction, in order to operate the clamping element of the second coupling device by means of an electrically operable drive and to exert the clamping force on the first coupling device.
  • An electric spindle drive for example, can be used for this purpose.
  • Such an electrical power supply system of the vehicle behind in the direction of travel can already be present, for example, in order to operate at least the lights at the rear of the vehicle behind in the direction of travel, such as indicators, taillights and brake lights.
  • pneumatic energy in the form of compressed air can be used as the energy supply system for the vehicle behind in the pulling direction, in order to operate the clamping element of the second coupling device directly by means of a pneumatically operable drive or indirectly via an interposed hydraulic drive and to exert the clamping force on the first coupling device.
  • a pneumatic energy supply system of the rear vehicle in the pulling direction can already be present, for example, in order to supply and operate the air suspension and brakes of the rear vehicle in the pulling direction with pressure during ferry operation.
  • the second coupling device is designed to exert the clamping force of the clamping element on the first coupling device by activating the energy supply system of the rear vehicle in the pulling direction, preferably by connecting the energy supply system of the rear vehicle in the pulling direction to an energy supply system of the front vehicle in the pulling direction, and by deactivating the energy supply system of the rear vehicle in the direction of travel, preferably by separating the energy supply system of the rear vehicle in the direction of travel from the energy supply system of the vehicle in front in the direction of travel.
  • a separate or additional activation of the clamping element of the second coupling device can be dispensed with, in that the clamping element of the second coupling device begins to exert its clamping force on the first coupling device immediately as soon as the energy supply system of the vehicle behind in the pulling direction is itself activated.
  • a separate or additional deactivation of the clamping element of the second coupling device can also be dispensed with, in that the clamping element of the second coupling device immediately stops exerting its clamping force on the first coupling device as soon as the energy supply system of the vehicle behind in the pulling direction is itself deactivated.
  • This aspect of the present invention is based on the finding that in vehicles that can use a trailer hitch according to the invention, at least one of the forms of energy described above is usually made available anyway by a power supply system of the vehicle behind in the direction of travel, in order to switch on the electric lights as described above , the air suspension, the brakes and the like to be able to operate.
  • the energy supply system of the vehicle at the rear in the pulling direction is usually fed by an energy-transmitting connection on the part of an energy supply system of the vehicle in front in the pulling direction.
  • This energy-transmitting connection between the vehicle in front in the direction of pull and the vehicle behind in the direction of pull must be made by a person, such as the driver, after the vehicle behind in the direction of pull has been coupled to the vehicle in front in the direction of pull, and disconnected or canceled accordingly when uncoupling will.
  • the second coupling device of the vehicle behind in the pulling direction is connected to the energy supply in such a way tion system of the rear vehicle in the pulling direction, that a supply of energy from the front vehicle in the pulling direction can reach the second clutch device or act on the second clutch device directly, i.e. without intervening switches, valves and the like, by feeding the Energy supply system of the rear vehicle in the pulling direction or its activation, the clamping element of the second coupling device can be actuated directly. This applies vice versa for removing the power from the energy supply system of the rear vehicle in the direction of travel or for its deactivation.
  • the clamping force of the clamping element of the second coupling device can be actuated or triggered immediately and automatically as soon as the energy supply system of the vehicle behind in the pulling direction is activated or fed. This applies correspondingly vice versa for canceling the clamping force of the clamping element of the second coupling device.
  • the driver can be relieved of a corresponding work step, which can save effort and time.
  • it can be ensured that the actuation or release of the clamping force of the clamping element of the second coupling device is not forgotten and in particular can take place synchronously with the activation or deactivation of the energy supply system of the vehicle behind in the pulling direction.
  • the second clutch device is designed to be connected in a fluid-transmitting manner to a fluidic, preferably pneumatic, energy supply system of the rear vehicle in the direction of traction.
  • a fluidic, preferably pneumatic, energy supply system of the rear vehicle behind in the pulling direction can be used in order to exert the clamping force by means of the clamping element of the second coupling device, as already described above by way of example.
  • Such a fluidic and in particular pneumatic energy supply system of the rear vehicle in the pulling direction can already be present anyway, for example to supply or operate air suspension or brakes, and can also be used according to the invention as described above. This can keep the effort involved in implementing the corresponding properties and advantages of the trailer hitch according to the invention low.
  • the second clutch device is designed to receive a pneumatic pressure from the energy supply system of the rear vehicle in the direction of travel and to convert it into a hydraulic pressure, wherein the clamping element is designed to use the hydraulic pressure of the second clutch device to apply the clamping force to the exercise first clutch device.
  • the second coupling device has an actuating unit which is designed to receive pneumatic pressure to be connected to the energy supply system of the rear vehicle in the direction of pull, the actuating unit also being designed to reduce the clamping force of the clamping element by means of the pneumatic pressure obtained to create.
  • the actuating unit has a hydraulic element which is designed to receive a pneumatic pressure from the energy supply system of the rear vehicle in the pulling direction, the hydraulic element also being designed to convert the pneumatic pressure obtained into a hydraulic pressure and through the hydraulic pressure exerting the clamping force on the first coupling device by means of the clamping element.
  • the second coupling device is designed to exert the clamping force of the clamping element at least substantially, preferably precisely, pointing away from the second vehicle onto the first coupling device. This can enable the clamping force of the clamping element of the second coupling device to be transmitted as directly as possible to the first coupling device. This can keep the outlay, the costs and/or the installation space for implementing this force transmission correspondingly low.
  • the second coupling device is designed to be positively connected to the first coupling device and to exert the clamping force of the clamping element on the positive connection.
  • a correspondingly simple but reliable form-fitting connection between the two coupling devices can be made possible, which can be held or fixed without play by means of the clamping force of the clamping element of the second coupling device.
  • the clamping element is designed to be movable relative to a shaft of the second coupling device.
  • a corresponding shaft of the second coupling device can also be referred to as a drawbar.
  • the shank of the second coupling device can essentially serve to transmit power between the first coupling device and the vehicle behind in the direction of pull and can accordingly be fastened in a fixed manner on the vehicle behind in the direction of pull.
  • the clamping element of the second coupling device can move relative to the shaft to apply the clamping force to the first coupling device or not, as described above.
  • the clamping element is movably arranged in a recess, preferably running in the longitudinal direction, within the cross section of the shaft.
  • the shaft of the second coupling device has an area as a recess in its material, in which the clamping element runs movably.
  • This recess of the shank can, for example, be provided in a groove-like manner open to the outside on its lateral surface and introduced, for example, by milling. In order to keep the entry of dirt and the like low, this groove-like recess of the shaft can be arranged pointing downwards in the vertical direction.
  • the groove-like recess of the shank can also be covered on the outside in order to reduce or even prevent the ingress of dirt and the like.
  • the recess can also be formed within the cross section of the shank, ie closed to the outside, as will be described in more detail below.
  • the clamping element of the second coupling device can be guided by means of its shaft, which can promote the exertion of the clamping force by the clamping element of the second coupling device with as little effort as possible.
  • the recess in the shank is designed as a through opening within the cross section of the shank, preferably in the middle.
  • the recess is formed within the material of the shank and is completely surrounded by the material of the shank perpendicularly to its longitudinal extension direction and is thereby closed off from the environment.
  • This can particularly effectively prevent dirt and the like from entering the recess of the shank.
  • the clamping element can be particularly effectively protected from external influences such as damage. In this way, particularly good guidance can also be made possible, even with high pressure force transmission in the longitudinal direction.
  • the recess of the shank as a through-opening can be provided in particular by a bore, which can also be referred to as a core bore.
  • Providing the recess in the shank as a through-opening within the material of the shank, ie along the longitudinal axis of the shank, can be particularly advantageous, since this allows for the most uniform possible flow of forces in the material of the shank in the longitudinal direction around the through-opening. This can keep a reduction in the maximum force that can be transmitted along the longitudinal axis of the shaft due to the weakening of the material of the through-opening as small as possible or even completely avoid it. This can be the case if the shank of the second clutch device is manufactured as a forged part, since the forging process primarily results in compression of the material of the shank at the edge and therefore the essential force transmission can also take place there in the longitudinal direction.
  • the middle area of the material of the shaft in the cross section which can also be referred to as the core, is usually hardly or not at all compressed and influenced by the forging process, so that this area contributes comparatively little to no force transmission along the longitudinal axis of the shank and thus the through-opening for the clamping element can be provided here without noticeably impairing the force transmission along the longitudinal axis of the shank.
  • the first coupling device has a coupling receptacle and a coupling bolt
  • the second coupling device has a coupling eyelet with a coupling eyelet for receiving the coupling bolt of the first coupling device
  • the first coupling device being designed to accommodate the coupling eyelet of the second coupling device at least in sections of the coupling receptacle and to hold it positively by means of the coupling bolt through the coupling eyelet of the coupling eyelet
  • the second coupling device is designed to exert the clamping force of the clamping element on the coupling bolt of the first coupling device.
  • the first coupling device has a ball head and the second coupling device has a ball head coupling with a coupling eye and a ball section for receiving the ball head of the first coupling device, the second coupling device being designed to at least essentially have the ball head of the first coupling device in the coupling eye and in the ball section and to hold it in a form-fitting manner, and wherein the second coupling device is also designed to exert the clamping force of the clamping element on the ball head of the first coupling device.
  • the trailer coupling according to the invention can be implemented as a ball head coupling or as a ball head coupling system.
  • the present invention also relates to a second coupling device for attachment to a rear vehicle in the towing direction for use in a trailer hitch as described above, the second coupling device being designed to be power-transmittingly connected to a first coupling device of a front vehicle in the towing direction.
  • the second coupling device is characterized in that the second coupling device has at least one clamping element which is designed to exert a clamping force on the first coupling device and thereby to connect the two coupling devices to one another without play, at least in the pulling direction, with the second coupling device being designed to exert the clamping force of the clamping element by means of an energy supply system of the rear vehicle in the pulling direction on the first coupling device.
  • a second coupling device can be made available in order to form the trailer coupling according to the invention described above in combination with a first coupling device, which is known in particular.
  • the present invention also relates to a combination of vehicles with a trailer hitch as described above, with a vehicle at the front in the towing direction with a first coupling device and with a vehicle at the rear in the towing direction with a second coupling device, the two vehicles being connected to one another in a force-transmitting manner by means of the coupling devices.
  • the combination of vehicles according to the invention is characterized in that the second coupling device has at least one clamping element which is designed to exert a clamping force on the first coupling device and thereby to connect the two coupling devices to one another without play, at least in the pulling direction, with the second coupling device being designed to exert the clamping force of the clamping element by means of an energy supply system of the rear vehicle in the pulling direction on the first coupling device.
  • a trailer hitch according to the invention can be used in such a vehicle combination in order to use the properties and advantages described above there.
  • the hydraulic unit can be installed behind the towing eye on the trailer.
  • a core drilling in the shaft or in the drawbar of the trailer makes it possible to bring a clamping force to the coupling point of the trailer hitch and create a backlash-free connection between the front vehicle, e.g. as a motor vehicle, and the rear vehicle, e.g. as a trailer.
  • the front vehicle e.g. as a motor vehicle
  • the rear vehicle e.g. as a trailer.
  • the inner side of the towing eye which can also be referred to as the towing eye bush, can be modified in order to create a passage for a stop prism as a clamping element on the coupling bolt.
  • the hole in the middle of the towing eye can be used, for example, to bring the stop prism to the coupling bolt of the vehicle in front in the pulling direction and to reduce the play between bolt and to prevent pulling eye.
  • a towing eye bush or a towing eye can be modified in such a way that a stop prism can be moved through in order to press the coupling bolt against the towing eye bush.
  • FIG. 1 shows a schematic side view of a vehicle combination according to the invention with a trailer hitch according to the invention according to a first exemplary embodiment
  • FIG. 2 shows a detail view of FIG. 1, partly in section
  • FIG. 3 shows a schematic plan view of a second clutch device according to the invention without a first clutch device according to the first exemplary embodiment, partially as a sectional illustration;
  • FIG. 4 shows the representation of FIG. 3 with the first coupling device
  • FIG. 5 shows a schematic side view of a second coupling device according to the invention without a first coupling device according to a second exemplary embodiment, partially as a sectional representation
  • FIG. 6 shows the representation of FIG. 5 as a plan view.
  • a longitudinal direction X which can also be referred to as depth X or length X, extends.
  • a transverse direction Y which can also be referred to as width Y, extends perpendicularly to the longitudinal direction X.
  • a vertical direction Z which can also be referred to as the height Z, extends perpendicularly both to the longitudinal direction X and to the transverse direction Y.
  • the longitudinal direction X and the transverse direction Y together form the horizontal X, Y, which can also be referred to as the horizontal plane X, Y.
  • FIG. 1 shows a schematic side view of a vehicle combination 3, 4 according to the invention with a trailer hitch 1, 2 according to a first exemplary embodiment.
  • a Direction of travel A which can also be referred to as the direction of movement A or as the direction of train A
  • the vehicle combination 3, 4 has a vehicle 3 in front in the direction of train A, which can also be referred to as a towing vehicle
  • a rear vehicle 4 in the pulling direction A which can also be used as a trailer
  • the combination of vehicles 3, 4 can travel in the direction of travel A on a surface 5.
  • a first coupling device 1 is fixedly arranged on the towing vehicle 3 in the longitudinal direction X at the rear thereof, which coupling device points in the longitudinal direction X toward the trailer 4 .
  • a second coupling device 2 is also arranged on the front side of the trailer 4 facing the towing vehicle 3 in a stationary manner on a frame 40 or on a frame 40 of the trailer 4 .
  • the two coupling devices 1, 2 connect the towing vehicle 3 to the trailer 4 in a force-transmitting manner in the longitudinal direction X and thus together form the trailer coupling 1, 2, which can also be referred to as a trailer coupling system 1, 2.
  • FIG. 2 shows a detailed view of FIG. 1, partly as a sectional view.
  • the trailer hitch 1, 2 according to the first embodiment of Figures 1 to 4 is designed as a bolt coupling or as a bolt coupling system.
  • the first coupling device 1 of the towing vehicle 3 has a coupling receptacle 10 with a coupling mouth 11 which, in the longitudinal direction X, accommodates a coupling eyelet 22 of a shaft 20 of the second coupling device 2 .
  • the coupling eyelet 22 of the second coupling device 2 can also be referred to as a towing eyelet 22 .
  • the coupling eyelet 22 is annular at the end of the shank 20 integral therewith, i. H. integral, formed, which from the trailer 4 shows away.
  • the coupling eyelet 22 forms a coupling eyelet 22a running in the vertical direction Z, into which the coupling bolt 12 of the first coupling device 1 is inserted from above in the vertical direction Z in order to produce a positive connection of the two coupling devices 1, 2.
  • the coupling eye 22a can also be referred to as a coupling eye 22a, as a towing eye 22a or as a towing eye socket 22a.
  • the shank 20 can also be referred to as a trailer shank 20 or as a towing shank 20 .
  • the shaft 20 can also be referred to as a drawbar 20 or as a trailer drawbar 20 .
  • the shaft 20 has a recess 23 in the middle of its cross section, which is designed as a through opening 23 in the longitudinal direction X along its longitudinal axis and can also be referred to as a central bore 23 or as a core bore 23 .
  • the through-opening 23 can preferably have a cylindrical shape and be produced as a bore.
  • the shank 20 has a fastening element 21 with which the shank 20 is fixedly fastened to the frame 40 of the trailer 4 .
  • the fastening For this purpose, element 21 of shaft 20 can be designed, for example, as a flange and fastened to frame 40 by means of screws.
  • the through opening 23 also leads through the fastening element 21 .
  • the frame 40 also has a through hole (not numbered) which continues the through hole 23 of the shaft 20 in the longitudinal direction X.
  • An operating unit 25 is provided inside the trailer 4 and fixed to the frame 40 of the trailer 4 .
  • a hydraulic element 26, which has a pressure element 26a, is arranged within a housing (not designated) of the actuating unit 25.
  • the pressure element 26a can be pushed towards the coupling eyelet 22 in the longitudinal direction X by the pressure of a hydraulic fluid of the hydraulic element 26 and can be pushed away from the coupling eyelet 22 in the opposite direction by a spring element (not shown).
  • a clamping element 24 is fixedly arranged on the pressure element 26a of the hydraulic element 26 and faces away from it.
  • the tip of the clamping element 24, which points away from the actuating unit 25 in the longitudinal direction X, forms a clamping head 24a of the clamping element 24.
  • the pressure element 26a When the hydraulic element 26 is in an unpressurized state, the pressure element 26a is moved or pressed away from the coupling eyelet 22 in the longitudinal direction X by the spring element of the hydraulic element 26, so that the clamping element 24 is drawn into the shaft 20 and the clamping head 24a of the clamping element 24 is flush ends with the contour of the coupling eye 22a of the coupling eyelet 22, see for example FIG.
  • the coupling pin 12 of the first coupling device 1 can be inserted in the vertical direction Z from above into the coupling eye 22a of the coupling eyelet 22 in order to produce the positive connection in the longitudinal direction X as described above.
  • Pneumatic pressure can then be applied to the hydraulic element 26, as will be described in more detail below, whereby the force of the spring element is overcome and the pressure element 26a is pressed by the hydraulic element 26 in the longitudinal direction X towards the coupling eyelet 22.
  • the clamping element 24 is also moved through the through-opening 23 of the shaft 20 into the coupling eye 22a of the coupling eyelet 22 and is pressed from the outside against the coupling bolt 12 of the first coupling device 1, see for example Figures 2 and 4.
  • the coupling bolt 12 of the first coupling device 1 can thereby be pressed against the opposite side of the coupling eyelet 22a of the coupling eyelet 22 and pressed there by the hydraulic pressure of the hydraulic element 26 as a clamping force, clamped or held.
  • Pneumatic pressure is applied to the hydraulic element 26 in such a way that the pneumatic supply system (not shown) is used as the energy supply system of the trailer 4 for this purpose.
  • a pneumatic supply system of this type is usually present in trailers 4 in order to supply compressed air to the air suspension and brakes during ferry operation. Accordingly, the air springs and brakes are pressureless when a trailer 4 is uncoupled from the towing vehicle 3 and parked.
  • the hydraulic element 26 of the second coupling device 2 is connected to a secondary connection of the pneumatic supply system of the trailer 4 by means of a connecting connection 27 to carry compressed air, in order to actuate the hydraulic element 26 as described above by means of the compressed air of the pneumatic supply system of the trailer 4.
  • the clamping head 24a of the clamping element 24, which can also be referred to as a pressing element 24 or as a stop prism 24, does not protrude in the longitudinal direction X into the coupling eye 22a of the coupling eyelet 22 of the second coupling device 2.
  • the towing vehicle 3 can now drive up to the parked trailer 4, the coupling eyelet 22 of the shaft 20 of the second coupling device 2 can be inserted in the longitudinal direction X into the coupling receptacle 10 of the first coupling device 1 and there in the vertical direction Z by means of the coupling bolt 12 of the first coupling device 1 are held in a form-fitting manner.
  • the mechanical force-transmitting connection between the towing vehicle 3 and the trailer 4 is established, which can be carried out manually by a person such as the driver of the towing vehicle 3 .
  • part of the compressed air of the pneumatic supply system of the trailer 4 is immediately, d. H. without the use of valves and the like, to the hydraulic element 26, which is thus supplied, activated or switched on immediately, i.e. without a time delay, by connecting the pneumatic supply system of the trailer 4 to the pneumatic supply system of the towing vehicle 3.
  • the pressure element 26a is thereby immediately pressed away from the hydraulic element 26 and the clamping head 24a of the clamping element 24 is moved into the coupling eye 22a of the coupling eyelet 22 and pressed onto the coupling bolt 12 of the first coupling device 1, so that the clamping element 24 exerts a clamping force on the coupling bolt 12 of the first coupling device 1 exerts, which is generated by the hydraulic element 26 by means of the compressed air of the pneumatic supply system of the trailer 4.
  • This is done automatically, i. H. without the driver having to do this, which saves a corresponding effort for the driver and the driver cannot forget to press the clamping force by means of the clamping element 24 on the bolt 12 of the first coupling device 1 .
  • the driver will usually first disconnect the electrical and pneumatic supply of the trailer 4 from the towing vehicle 3 again and thereby cancel it.
  • the pneumatic pressure is also immediately and automatically removed from the hydraulic element 26, as a result of which the pressure element 26a is moved again from the spring element to the hydraulic element 26 and as a result the clamping head 24a of the clamping element 24 is moved back into the through-opening 23 and out of the coupling eye 22a of the coupling eyelet 22 .
  • the clamping force of the clamping element 24 is thereby automatically removed from the coupling bolt 12 of the first coupling device 1 and thus released.
  • the reduction of the pneumatic or hydraulic pressure in the hydraulic element 26 may take a few seconds.
  • the driver since the driver has to stow or fasten the separate hoses and cables between the trailer 4 and the towing vehicle 3, it can be ensured that the clamping force of the clamping element 24 has long since been completely dissipated or eliminated when the driver reaches the trailer hitch 1, 2 , in order to pull the coupling pin 12 of the first coupling device 1 out of the coupling eye 22a of the coupling eyelet 22 of the second coupling device 2 and thereby cancel the positive connection.
  • FIG. 5 shows a schematic side view of a second coupling device 2 according to the invention without a first coupling device 1 according to a second exemplary embodiment, partially as a sectional view.
  • FIG. 6 shows the representation of FIG. 5 as a plan view.
  • the trailer hitch 1, 2 is designed as a ball head coupling system in which a ball head (not shown) is fixedly attached on the part of the towing vehicle 3, on which a ball head coupling 22 of the second coupling device 2 can be placed from above in the vertical direction Z.
  • the coupling eye 22a of the coupling eyelet 22 of the second coupling device 2 is closed from above in the vertical direction Z by a spherical section 22b in the shape of a half shell or hemisphere, which can also be referred to as a spherical cap 22b.
  • the other elements and functions correspond to the first exemplary embodiment in FIGS. 1 to 4.
  • the trailer coupling 1, 2 according to the invention can also be used in ball-head coupling systems, as described above.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Vehicle Cleaning, Maintenance, Repair, Refitting, And Outriggers (AREA)

Abstract

La présente invention concerne un attelage de remorque (1, 2) pour véhicules (3, 4), comprenant un premier dispositif d'accouplement (1) destiné à être fixé à un véhicule (3) à l'avant dans la direction de remorquage (A) et ayant un second dispositif d'accouplement (2) destiné à être fixé à un véhicule (4) à l'arrière dans la direction de remorquage (A), les deux dispositifs d'accouplement (1, 2) étant conçus pour être reliés l'un à l'autre par transmission de force. L'attelage de remorque (1, 2) est caractérisé en ce que le second dispositif d'accouplement (2) présente au moins un élément de serrage (24) qui est conçu pour exercer une force de serrage sur le premier dispositif d'accouplement (1) et ainsi relier les deux dispositifs d'accouplement (1, 2) l'un à l'autre sans jeu au moins dans la direction de remorquage (A), le second dispositif d'accouplement (2) étant conçu pour exercer la force de serrage de l'élément de serrage (24) sur le premier dispositif d'accouplement (1) au moyen d'un système d'alimentation en énergie du véhicule (4) à l'arrière dans la direction de remorquage (A).
EP21758085.1A 2020-08-19 2021-08-04 Attelage de remorque pour véhicules Pending EP4200141A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102020121793.5A DE102020121793A1 (de) 2020-08-19 2020-08-19 Anhängekupplung für Fahrzeuge
PCT/EP2021/071808 WO2022037947A1 (fr) 2020-08-19 2021-08-04 Attelage de remorque pour véhicules

Publications (1)

Publication Number Publication Date
EP4200141A1 true EP4200141A1 (fr) 2023-06-28

Family

ID=77411705

Family Applications (1)

Application Number Title Priority Date Filing Date
EP21758085.1A Pending EP4200141A1 (fr) 2020-08-19 2021-08-04 Attelage de remorque pour véhicules

Country Status (3)

Country Link
EP (1) EP4200141A1 (fr)
DE (1) DE102020121793A1 (fr)
WO (1) WO2022037947A1 (fr)

Family Cites Families (23)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2270569A (en) * 1940-02-05 1942-01-20 Dewey S Weiss Coupling eye
US2377368A (en) 1942-11-14 1945-06-05 Polstra Charles Vehicle coupling
DE919689C (de) 1952-02-17 1954-11-02 Rockinger Spezial Fab Joh Anhaengerkupplung
DE1894999U (de) 1964-01-07 1964-06-18 Ferdinand Huneke Fa Anhaengerkupplung fuer fahrzeuge.
DE1680374A1 (de) * 1968-03-09 1971-09-30 Mini Verkehrswesen Kupplungsgelenk fuer selbsttaetige Fahrzeugkupplungen an Schienenfahrzeugen
DE2912277A1 (de) 1979-03-28 1980-10-09 Rockinger Spezial Fab Joh Anhaengerkupplung
DE3229645A1 (de) 1982-06-14 1984-02-09 Ed. Scharwächter GmbH + Co KG, 5630 Remscheid Einrichtung zum ankoppeln eines anhaengers an ein zugfahrzeug
DE3340344A1 (de) 1983-11-08 1985-05-23 Rockinger Spezialfabrik für Anhängerkupplungen GmbH & Co, 8000 München Anhaenger-kupplung, insbesondere an land- oder forstwirtschaftlichen fahrzeugen
GB8710970D0 (en) * 1987-05-08 1987-06-10 Boxall G W Ball & socket coupling devices
GB8728847D0 (en) * 1987-12-10 1988-01-27 Ennis C P Ball joint socket coupling
DE3804455A1 (de) 1988-02-12 1989-08-24 Rockinger Spezial Fab Joh Vorrichtung zum aus- und einschalten des spiels zwischen den miteinander zu verbindenden kupplungsteilen einer anhaengerkupplung
DE3824225C2 (de) 1988-07-16 1997-08-21 Ebern Fahrzeugtech Gmbh Vorrichtung zum Spielausgleich für eine Nutzfahrzeug-Anhängerkupplung
DE4003546A1 (de) 1990-02-06 1991-08-08 Rockinger Spezial Fab Joh Einrichtung zur spielausschaltung an anhaengerkupplungen stichwort: "ansteuerung einer spielausschaltvorrichtung durch eine versorgungsleitung"
DE4326594A1 (de) 1993-08-07 1995-02-09 Telefunken Microelectron Kupplungssystem für ein LKW-Gespannfahrzeug aus Zugfahrzeug und Anhänger
SE0002771L (sv) 2000-07-26 2001-10-29 Holmgren Sven Erik Släpvagnskoppling
DE20116706U1 (de) * 2001-10-11 2001-12-06 Knott GmbH, 83125 Eggstätt Zugkupplung mit Stabilisierungseinrichtung
AT412268B (de) 2002-11-11 2004-12-27 Josef Ing Scharmueller Zugöse
AT412961B (de) 2003-11-07 2005-09-26 Josef Ing Scharmueller Hochlast-zugöse
DE102006060788B4 (de) 2006-12-21 2019-01-31 Jost-Werke Gmbh Spielfrei-Vorrichtung für eine Anhängerkupplung
DE102008029918A1 (de) 2008-06-24 2009-12-31 Rockinger Agriculture Gmbh Kupplungsvorrichtung
PL2256352T3 (pl) 2009-05-27 2012-03-30 Jost Werke Gmbh Bezluzowe urządzenie z uproszczonym połączeniem przepływu płynu dla sprzęgu przyczepowego
AT508429B1 (de) 2009-07-03 2011-07-15 Josef Ing Scharmueller Zugöse
DE202017102412U1 (de) 2017-04-25 2017-05-15 Knott Gmbh Kugelkopfkupplung für Fahrzeuganhänger

Also Published As

Publication number Publication date
WO2022037947A1 (fr) 2022-02-24
DE102020121793A1 (de) 2022-02-24

Similar Documents

Publication Publication Date Title
EP3600991B1 (fr) Frein à main électro-pneumatique avec tcv integré (commande scandinave)
DE102011053529B4 (de) Ventilbaugruppe für eine Anhängerbremsanlage
EP0544727B1 (fr) Vehicule
DE102007008159B4 (de) Luftfederungseinrichtung mit elektrisch betätigtem Sperrventil
EP0539860B1 (fr) Convoi routier, notamment combinaison camion semi-remorque
DE19934238C1 (de) Vorrichtung zur Betätigung einer Kupplung, insbesondere für Kraftfahrzeuge
EP2082935B1 (fr) Dispositif de freinage d'une remorque ayant au moins deux axes et comprenant un axe avant articulé d'une combinaison de remorque de véhicule de traction
DE69705978T2 (de) Anhängerfeststellbremssystem
WO2022229254A1 (fr) Attelage automatique simple traction et procédé de désattelage d'un attelage automatique simple traction
WO2021185497A1 (fr) Agencement d'accouplement
DE202017106866U1 (de) Dolly für Sattelauflieger
EP3612433B1 (fr) Dispositif de direction pour un ensemble essieu, ensemble essieu comprenant un dispositif de direction et procédé permettant de diriger un véhicule
WO2022037947A1 (fr) Attelage de remorque pour véhicules
DE102005028026A1 (de) Kupplungssystem
DE69014648T2 (de) Zugmaschine.
DE4235539A1 (de) Schleppzug, insbesondere Sattelzug
DE102006061412A1 (de) Sattelzug mit automatischer Sattelkupplung
DE4343084C2 (de) Vorrichtung zur lösbaren Verbindung von Fahrzeugen
DE102016108897B4 (de) Verbindungseinrichtung zum Verbinden eines Zugfahrzeugs mit einem Anhänger
DE202005001884U1 (de) Kupplungssystem, Verschiebe- und Verriegelungssystem für Sattelauflieger, gezogen von Sattelzugmaschinen
DE10151382A1 (de) Anhängevorrichtung
DE102005060579A1 (de) Zugfahrzeug
DE102016113800B4 (de) Fahrzeuganhänger
DE10251395B3 (de) Anhängerkupplung zum Ziehen eines Anhängers mit einem Zugfahrzeug
WO2000053479A1 (fr) Frein pour vehicules remorques

Legal Events

Date Code Title Description
STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: UNKNOWN

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

Free format text: STATUS: THE INTERNATIONAL PUBLICATION HAS BEEN MADE

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

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

Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE

17P Request for examination filed

Effective date: 20230320

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL 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 RS SE SI SK SM TR

DAV Request for validation of the european patent (deleted)
DAX Request for extension of the european patent (deleted)