EP0225354B1 - Coupling device for scale models of railway cars - Google Patents

Coupling device for scale models of railway cars Download PDF

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Publication number
EP0225354B1
EP0225354B1 EP86903370A EP86903370A EP0225354B1 EP 0225354 B1 EP0225354 B1 EP 0225354B1 EP 86903370 A EP86903370 A EP 86903370A EP 86903370 A EP86903370 A EP 86903370A EP 0225354 B1 EP0225354 B1 EP 0225354B1
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EP
European Patent Office
Prior art keywords
coupling device
coupling
shaft
crosspiece
coupling element
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EP86903370A
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German (de)
French (fr)
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EP0225354A1 (en
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Wolfgang Schuller
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Individual
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    • A—HUMAN NECESSITIES
    • A63—SPORTS; GAMES; AMUSEMENTS
    • A63H—TOYS, e.g. TOPS, DOLLS, HOOPS OR BUILDING BLOCKS
    • A63H19/00—Model railways
    • A63H19/16—Parts for model railway vehicles
    • A63H19/18—Car coupling or uncoupling mechanisms

Definitions

  • the invention relates to a coupling device on a model railroad vehicle, a coupling part, a shaft connected to it with an axis that can be aligned in the longitudinal direction of the vehicle in a normal position, an integrally formed on the shaft, horizontally extending to both sides of the shaft and the shaft and / or has the armature coupled pressure spring means which, in cooperation with the shaft and the armature, seek to hold the clutch part in the normal position in a spring-loaded manner, but allow the clutch part to pivot against the spring force about a vertical axis, the armature and the pressure spring means being arranged in one chamber are and the armature is pressed against an abutment surface facing the free end of the coupling part on the rear wall of the chamber, so that when the coupling part is pivoted one of the end regions of the armature forms a pivot point on the pivot side on the abutment surface.
  • DE-C-1 703 876 discloses a coupling device in which the armature is pressed against an abutment surface by a compression spring. When cornering, the coupling device is pivoted laterally outwards. The pivot point of the armature lies on the side of the coupling device facing away from the pivot side. This shortens the distance between the free coupling end and the end of the carriage or the end of the buffer. This shortening takes place in the case of two coupled vehicles at both ends of the vehicle. To prevent the buffer ends from coming into contact, the coupling must extend far beyond the end of the carriage. The result is an excessive distance between the buffers or wagons and a noticeable deviation from the real model.
  • a close coupling is known from DE-Z "Eisenbahn Magazine" 10/76 pages 57/59, which already enables a minimization of the buffer distance when driving straight ahead and an increase in the coupling protrusion with increasing deviation from the center position of the coupling.
  • This known close coupling requires a complicated and relatively large anchor construction, which when cornering, i.e. striking and disturbing in the pivoted position. A tension spring engaging the anchor forces the coupling device into the middle position.
  • EP-A-0 054 932 shows a coupling device of the type mentioned in the introduction, in which a guide template with two curved branches serve to guide the two T-legs of the armature on both sides. On these curved branches, two band springs are also supported, the task of which is to return the shaft guided in the guide template in each swivel position to the central position. The springs are supported on the same side as the abutment attack.
  • the precise design and the curved branches of the guide template require considerable structural effort and impair the reliability of the function when small foreign bodies enter the chamber of the guide template.
  • the invention is based on the object of improving the functionality of the coupling device and reducing the structural outlay.
  • this object is achieved according to the invention in that the armature is pressed against the abutment surface by the pressure spring means, for which purpose the chamber has a front wall facing the coupling part with a passage opening for the shaft which enables the pivoting movement of the shaft, and in addition, the compression spring means have at least one compression spring element which is supported against the inner surface of the front wall.
  • the anchors are pressed onto the abutment surfaces facing the free coupling ends by means of spring forces, they can be lifted against the spring force by tensile forces.
  • the towing locomotive When a long vehicle group starts up, the towing locomotive successively accelerates the vehicles that are coupled to one another, under the action of the respective spring elements in the coupling devices.
  • the required starting force is improved compared to the starting behavior of a train set with known coupling devices, and a tendency for the locomotive's wheels to spin on the tracks is reduced.
  • the shaft, the armature and a coupling part are designed as a one-piece plastic injection-molded part, with spring elements which are integrally molded on at least one inner chamber part and are integrally molded with spring elements on the shaft and / or the side of the armature facing away from the abutment surface.
  • the coupling devices In the known coupling devices, one could often observe that during the slow coupling process, the coupling devices were held by their springs so firmly in their coupling position that a coupling could not be achieved.
  • the free end of the coupling device is therefore arranged such that it can pivot about a transverse horizontal axis relative to the armature, in particular upwards. Because with this Aus Education only the weight of the relatively light molded part has to be raised, a coupling is reliably achieved even with slow approaches.
  • the shifting of the swivel range from the end of the vehicle also has the advantage that no space is required for swiveling the shaft up and the end of the vehicle can therefore be designed to be model-true.
  • the coupling section is opposite the outermost free end of the coupling device when the coupling is engaged and which has an essentially triangular profile with a horizontal profile Has edges, complementary to the first coupling section and for receiving it.
  • Model parts are very often in the way of the pivoting movement of the coupling device and / or of a bogie and / or the deflection movements of wheels, in particular in the case of model railway vehicles with a small track gauge.
  • such model parts are connected to the vehicle in a positionally variable manner.
  • the coupling device and / or the bogie and / or the wheel suspension has at least one driver on a horizontally pivotable or displaceable section, which can be brought into driving connection with the position-changing model parts.
  • Such model parts are in particular the footboard arrangements on passenger cars. They have already been attached to the bogies of the vehicles, but this results in unsightly slits between the vehicle body and the footboard arrangements.
  • the model parts in particular the footboard arrangements, are preferably held in a guide so that they can move on the floor of the vehicle.
  • the guides are arranged essentially concentrically around a vertical axis.
  • the footboard assemblies on opposite sides of a vehicle are connected to one another in a resilient manner and the footboard assemblies are arranged such that they can only be moved outward from the circumferential profile of the vehicle.
  • the spring arrangement connecting the footboard arrangements can be formed in one piece with the footboard arrangements as a plastic injection-molded part.
  • At least one driver is provided on the bogie of a vehicle, which engages the armature or the shaft of the laterally pivotable coupling device, so that an uncoupled coupling part is held approximately on the middle of the track when cornering. Since the coupling device according to the invention is relatively short, the required lateral pivoting is accordingly small and can be controlled via the bogie.
  • the coupling device 1 is shown without the model parts of a model railroad car. It has a coupling hook 1 ', a shaft 4 and an anchor 5.
  • the armature 5 is pressed by a compression spring 3 against an abutment surface 2 which faces the free end (1 ') of the coupling device 1 and is connected to the vehicle body.
  • pivot points of the armature 5 at 6 and 7 result on the abutment surface 2.
  • the armature 5, part of the shaft 4 and the compression spring 3 are inside one Chamber 8 arranged.
  • an elastic foam element (not shown) can also press the armature 5 against the abutment surface 2.
  • spring elements 9 as shown in FIG. 2, can additionally be molded onto this injection-molded part. These spring elements are supported on one or more inner walls of the chamber and push the armature 5 against the abutment surface 2.
  • a vertical axis 10 is arranged in the chamber 8, which guides the shaft 4 when pivoting.
  • the respective pivot point 6 or 7 moves inward on the abutment surface 2.
  • the pivoting movement of the coupling hook 1 ' is relatively small in this embodiment.
  • the front part of the coupling hook is mounted so as to be pivotable about a horizontal axis 11.
  • the shaft 4 therefore remains in the approximately horizontal normal position when the coupling hook is pivoted during a coupling or uncoupling process and hinders it Coupling not.
  • the outermost end 12 of the coupling hook 1 ' has an approximately triangular profile, and the bottom 13 of the coupling hook of a two coupling device is designed to be complementary thereto. During push operation, the complementary sections 12 and 13 lie on top of one another, and migration up or down and thus disengagement of the two coupling devices is prevented.
  • FIG. 5 shows the outline of one end of a model railroad vehicle with transversely displaceable footboard arrangements 14, 14 '.
  • the footboard arrangement 14 On the left side, the footboard arrangement 14 is pushed outwards, while the footboard arrangement 14 'is in the rest position on the right side.
  • the two footboard arrangements are connected via two plastic strips 15, 15 ', which act as springs.
  • a driver (not shown) on the shaft 4 urges e.g. when the coupling hook is swung out. to the left the footbed assembly 14 from the rest position to the outside so that it can not hinder the pivoting movement of the coupling device.
  • the plastic strips 15, 15 ' are drawn together as shown in the left part of the illustration. Due to their suspension properties, they move the footboard assembly 14 back to its starting position when the coupling hooks pivot back.
  • a bogie 16 controls the pivoting of an uncoupled coupling hook via a curve 17.
  • the curve 17 achieves a swivel stroke of the coupling hook which is disproportionate to the pivoting of the bogie.
  • the curve 17 acts on the armature 5 independently of the abutment surfaces 2.
  • the chamber 8, not shown in FIG. 6, has a slot-shaped, horizontally running recess through which the curve 17 can reach.

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Abstract

A coupling device (1) comprises a hook-shaped coupling element (1'), a rod (4) connected to the latter and having an axis extending in the longitudinal direction of the railway car in a normal position, an anchor (5) integrally formed with the rod having projecting parts on both its sides and a spring (3) which co-operates with the rod (4) and the anchor (5) to maintain the spring-biased coupling element in a normal position while enabling the coupling element to pivot about a vertical axis. The anchor is biased by the spring (3) and pushed against a stop surface (2) so that one end of the anchor forms a pivoting point (6, 7) on the stop surface (2) when the coupling element pivots. The stop surface (2) on which is situated the pivoting point (6, 7) of the anchor is turned towards the free end of the coupling element (1) so that, upon pivoting of the coupling element (1), the pivoting point (6, 7) is situated on the pivoting side. The stop surface (2), the anchor (5) and the spring (3) are arranged in a chamber (8) having an opening for the rod (4). The spring comprises a pressure spring element (3) which bears on an inner wall of the chamber opposite to the stop surface.

Description

Die Erfindung betrifft eine Kupplungsvorrichtung an einem Modelleisenbahnfahrzeug, die einen Kupplungsteil, einen mit diesem verbundenen Schaft mit einer in Längsrichtung des Fahrzeugs in eine Normallage ausrichtbaren Achse, einem an den Schaft angeformten, sich horizontal nach beiden Seiten des Schafts erstreckenden Anker und dem Schaft und/oder den Anker gekuppelte Druckfedermittel aufweist, die unter Zusammenwirken mit dem Schaft und dem Anker den Kupplungsteil gefedert in der Normallage zu halten suchen, jedoch ein entgegen der Federkraft bewirktes Verschwenken des Kupplungsteils um eine Vertikalachse ermöglichen, wobei der Anker und die Druckfedermittel in einer Kammer angeordnet sind und der Anker gegen eine dem freien Ende des Kupplungsteils zugewandte Widerlagerfläche an der Rückwand der Kammer gedrängt wird, so daß beim Verschwenken des Kupplungsteils einer der Endbereiche des Ankers einen auf der Schwenkseite liegenden Schwenkpunkt auf der Widerlagerfläche bildet.The invention relates to a coupling device on a model railroad vehicle, a coupling part, a shaft connected to it with an axis that can be aligned in the longitudinal direction of the vehicle in a normal position, an integrally formed on the shaft, horizontally extending to both sides of the shaft and the shaft and / or has the armature coupled pressure spring means which, in cooperation with the shaft and the armature, seek to hold the clutch part in the normal position in a spring-loaded manner, but allow the clutch part to pivot against the spring force about a vertical axis, the armature and the pressure spring means being arranged in one chamber are and the armature is pressed against an abutment surface facing the free end of the coupling part on the rear wall of the chamber, so that when the coupling part is pivoted one of the end regions of the armature forms a pivot point on the pivot side on the abutment surface.

Aus der DE-C-1 703 876 ist eine Kupplungsvorrichtung bekannt, bei der der Anker durch eine Druckfeder gegen eine Widerlagerfläche gedrückt wird. Bei der Kurvenfahrt wird die Kupplungsvorrichtung seitlich nach außen verschwenkt. Der Schwenkpunkt des Ankers liegt dabei auf der der Schwenkseite abgewandten Seite der Kupplungsvorrichtung. Dadurch verkürzt sich der Abstand des freien Kupplungsendes zum Wagenende bzw. zum Pufferende. Diese Verkürzung erfolgt bei zwei gekuppelten Fahrzeugen an beiden Fahrzeugenden. Um zu verhindern, daß die Pufferenden in Berührung gelangen, muß die Kupplung aus reichend weit über das Wagenende hinausreichen. Die Folge ist ein übergroßer Abstand zwischen den Puffern bzw. Wagen und eine erkennbare Abweichung vom realen Modell.DE-C-1 703 876 discloses a coupling device in which the armature is pressed against an abutment surface by a compression spring. When cornering, the coupling device is pivoted laterally outwards. The pivot point of the armature lies on the side of the coupling device facing away from the pivot side. This shortens the distance between the free coupling end and the end of the carriage or the end of the buffer. This shortening takes place in the case of two coupled vehicles at both ends of the vehicle. To prevent the buffer ends from coming into contact, the coupling must extend far beyond the end of the carriage. The result is an excessive distance between the buffers or wagons and a noticeable deviation from the real model.

Aus der DE-Z "Eisenbahn Magazin" 10/76 Seiten 57/59 ist eine Kurzkupplung bekannt, die bereits eine Minimierung des Pufferabstandes bei Geradeausfahrt und eine Vergrößerung des Kupplungsüberstandes bei zunehmender Abweichung von der Mittelposition der Kupplung ermöglicht. Diese bekannte Kurzkupplung bedingt eine komplizierte und relativ große Ankerkonstruktion, die bei Kurvenfahrt, d.h. in verschwenkter Stellung auffällig und störend in Erscheinung tritt. Eine am Anker angreifende Zugfeder drängt die Kupplungsvorrichtung in die Mittelposition.A close coupling is known from DE-Z "Eisenbahn Magazin" 10/76 pages 57/59, which already enables a minimization of the buffer distance when driving straight ahead and an increase in the coupling protrusion with increasing deviation from the center position of the coupling. This known close coupling requires a complicated and relatively large anchor construction, which when cornering, i.e. striking and disturbing in the pivoted position. A tension spring engaging the anchor forces the coupling device into the middle position.

Die EP-A-0 054 932 zeigt eine Kupplungsvorrichtung der eingangs genannten Art, bei der eine Führungsschablone mit zwei kurvenförmigen Ästen zur beidseitigen Führung der beiden T-Schenkel des Ankers dienen. An-diesen kurvenförmigen Ästen stützen sich auch zei Bandfedern ab, deren Aufgabe es ist, den in jeder Schwenkstellung in der Führungsschablone geführten Schaft in die Mittelstellung zurückzustellen. Die Abstützung der Federn erfolgt auf derselben Seite wie der Widerlagerangriff. Die genaue Ausbildung und der kurvenförmigen Äste der Führungsschablone bedingt einen erheblichen baulichen Aufwand und beeinträchtigt die Zuverlässigkeit der Funktion bei Eindringen kleiner Fremdkörper in die Kammer der Führungsschablone.EP-A-0 054 932 shows a coupling device of the type mentioned in the introduction, in which a guide template with two curved branches serve to guide the two T-legs of the armature on both sides. On these curved branches, two band springs are also supported, the task of which is to return the shaft guided in the guide template in each swivel position to the central position. The springs are supported on the same side as the abutment attack. The precise design and the curved branches of the guide template require considerable structural effort and impair the reliability of the function when small foreign bodies enter the chamber of the guide template.

Der Erfindung liegt demgegenüber die Aufgabe zugrunde, die Funktionstüchtigkeit der Kupplungsvorrichtung zu verbessern und den baulichen Aufwand zu verringern.In contrast, the invention is based on the object of improving the functionality of the coupling device and reducing the structural outlay.

Ausgehend von einer Kupplungsvorrichtung der eingangs genannten Art, wird diese Aufgabe erfindungsgemäß dadurch gelöst, daß das Andrücken des Ankers an die Widerlagerfläche durch die Druckfedermittel erfolgt, wozu die Kammer eine dem Kupplungsteil zugewandte Frontwand mit einer die Schwenkbewegung des Schaftes ermöglichenden Durchtrittsöffnung für den Schaft aufweist und außerdem die Druckfedermittel wenigstens eine Druckfederelement aufweisen, das sich gegen die Innenfläche der Frontwand abstützt. Dies Ausbildung sorgt für eine modellgetreue Nachbildung von Modelleisenbahnfahrzeugen im Kupplungsbereich. Bei Vergrößerung des Abstandes des freien Endes der Kupplungsvorrichtung zum Wagenende, insbesondere beim Schwenken der Kupplung, ändert sich nur die Länge des aus dem Gehäuse austretenden Schafts. Diese Längenänderung tritt nicht sichtbar in Erscheinung. Es wird auch eine der Wirklichkeit angepaßtere Funktion erreicht. Da die Anker mittels Federkräften auf die den freien Kupplungsenden zugewandten Widerlagerflächen gedrängt werden, können sie durch Zugkräfte entgegen der Federkraft abgehoben werden. Beim Anfahren eines langen Fahrzeugverbandes werden von der ziehenden Lokomotive nacheinander die aneinander gekuppelten Fahrzeuge, unter Beaufschlagung der jeweiligen Federelemente in des Kupplungsvorrichtungen, beschleunigt. Die erforderliche Anfahrkraft ist gegenüber dem Anfahrverhalten eines Zugverbandes mit bekannten Kupplungsvorrichtungen verbessert, und eine Durchdrehtendenz der Räder der Lokomotive auf den Gleisen vermindert.Starting from a coupling device of the type mentioned, this object is achieved according to the invention in that the armature is pressed against the abutment surface by the pressure spring means, for which purpose the chamber has a front wall facing the coupling part with a passage opening for the shaft which enables the pivoting movement of the shaft, and in addition, the compression spring means have at least one compression spring element which is supported against the inner surface of the front wall. This training ensures a model-like replica of model railway vehicles in the coupling area. When the distance between the free end of the coupling device and the end of the carriage is increased, in particular when the coupling is pivoted, only the length of the shaft emerging from the housing changes. This change in length is not visible. A more realistic function is also achieved. Since the anchors are pressed onto the abutment surfaces facing the free coupling ends by means of spring forces, they can be lifted against the spring force by tensile forces. When a long vehicle group starts up, the towing locomotive successively accelerates the vehicles that are coupled to one another, under the action of the respective spring elements in the coupling devices. The required starting force is improved compared to the starting behavior of a train set with known coupling devices, and a tendency for the locomotive's wheels to spin on the tracks is reduced.

Bei einer Weiterbildung der Erfindung sind der Schaft, der Anker und ein Kupplungsteil als einstückiges Kunststoffspritzteil ausgebildet, wobei an dem Schaft und/oder der der Widerlagerfläche abgewandten Seite des Ankers sich an wenigstens einem Kammerinnenteil federnd abstütztende Federelemente einstückig mit angespritzt sind. Bei einer solchen Ausbildung wird insbesondere das Auswechseln vorhandener Kupplungsteile gegen die erfindungesgemäßen Kupplungsteile noch weiter vereinfacht.In a further development of the invention, the shaft, the armature and a coupling part are designed as a one-piece plastic injection-molded part, with spring elements which are integrally molded on at least one inner chamber part and are integrally molded with spring elements on the shaft and / or the side of the armature facing away from the abutment surface. With such a design, in particular the replacement of existing coupling parts for the coupling parts according to the invention is further simplified.

Bei den bekannten Kupplungsvorrichtungen konnte man häufig beobachten, daß beim langsamen Ankuppelvorgang die Kupplungsvorrichtungen von ihren Federn so fest in ihrer Kupplungsposition gehalten wurden, daß eine Ankupplung nicht zustandekam. In Weiterbildung der Erfindung ist daher das freie End der Kupplungsvorrichtung um eine quer verlaufende horizontale Achse gegenüber dem Anker, insbesondere nach ober schwenkbar angeordnet. Da bei dieser Ausbildung nur das Gewicht des relativ leichten Spritzteils angehoben werden muß, kommt auch bei langsamen Annäherungen zuverlässig eine Kupplung zustande. Die Verlagerung des Schwenkbereiches aus dem Fahrzeugende heraus hat zudem den Vorteil, daß kein Raum für das Hochschwenken des Schafts benötigt wird und damit das Fahrzeugende modellgetreuer gestaltet werden kann. Um zu verhindern, daß bei stoßartiger Druckbelastung beim Schieben der Fahrzeuge die freien Enden der Kupplungsvorrichtung nach oben gedrängt werden, ist in einer Weiterbildung der Kupplungsteilabschnitt, der dem äußersten freien Ende der Kupplungsvorrichtung bei eingerückter Kupplung gegenüberliegt und der ein im wesentlichen dreieckförmiges Profil mit horizontal verlaufenden Kanten aufweist, komplementär zum ersten Kupplungsabschnitt und zu dessen Aufnahme ausgebildet.In the known coupling devices, one could often observe that during the slow coupling process, the coupling devices were held by their springs so firmly in their coupling position that a coupling could not be achieved. In a further development of the invention, the free end of the coupling device is therefore arranged such that it can pivot about a transverse horizontal axis relative to the armature, in particular upwards. Because with this Aus Education only the weight of the relatively light molded part has to be raised, a coupling is reliably achieved even with slow approaches. The shifting of the swivel range from the end of the vehicle also has the advantage that no space is required for swiveling the shaft up and the end of the vehicle can therefore be designed to be model-true. In order to prevent the free ends of the coupling device from being pushed upward in the event of a sudden pressure load when pushing the vehicles, in a further development the coupling section is opposite the outermost free end of the coupling device when the coupling is engaged and which has an essentially triangular profile with a horizontal profile Has edges, complementary to the first coupling section and for receiving it.

Insbesondere bei Modelleisenbahnfahrzeugen kleiner Spurweite stehen der Schwenkbewegung der Kupplungsvorrichtung und/oder eines Drehgestells und/oder den Ausschlagbewegungen von Rädern sehr häufig Modellteile im Wege. Um trotzdem einen ausreichenden Bewegungshub der Kupplungsvorrichtung zu gewährleisten, werden in Weiterbildung der Erfindung derartige Modellteile lageveränderbar mit dem Fahrzeug verbunden. Die Kupplungsvorrichtung und/oder das Drehgestell und/oder die Radaufhängung weist dabei an einem horizontal verschwenkbaren bzw. verschiebbaren Abschnitt wenigstens einen Mitnehmer auf, der mit den lageveränderbaren Modellteilen in Mitnahmeverbindung bringbar ist.Model parts are very often in the way of the pivoting movement of the coupling device and / or of a bogie and / or the deflection movements of wheels, in particular in the case of model railway vehicles with a small track gauge. In order to nevertheless ensure a sufficient movement stroke of the coupling device, in a further development of the invention, such model parts are connected to the vehicle in a positionally variable manner. The coupling device and / or the bogie and / or the wheel suspension has at least one driver on a horizontally pivotable or displaceable section, which can be brought into driving connection with the position-changing model parts.

Bei derartigen Modellteilen handelt es sich insbesondere um die Trittbrettanordnungen an Personenwagen. Man hat diese bereits an den Drehgestellen der Fahrzeuge befestigt, was jedoch unschöne Schlitze zwischem dem Fahrzeugkörper und den Trittbrettanordnungen ergibt.Such model parts are in particular the footboard arrangements on passenger cars. They have already been attached to the bogies of the vehicles, but this results in unsightly slits between the vehicle body and the footboard arrangements.

Vorzugsweise sind die Modellteile, insbesondere die Trittbrettanordnungen, querverschieblich am Boden des Fahrzeugs in einer Führung gehaltert. Um ein Verkanten innerhalb der Führung und ein Verhaken von Trittbrettanordnungen zweier gekuppelter Wagen zu verhindern, sind die Führungen im wesentlichen konzentrisch um eine vertikale Achse verlaufend angeordnet.The model parts, in particular the footboard arrangements, are preferably held in a guide so that they can move on the floor of the vehicle. In order to prevent canting within the guide and jamming of footboard arrangements of two coupled carriages, the guides are arranged essentially concentrically around a vertical axis.

Vorzugsweise sind die Trittbrettanordnungen gegenüberliegender Seiten eines Fahrzeuges miteinander federnd verbunden und die Trittbrettanordnungen aus dem Umfangsprofil des Fahrzeuges nur nach außen verschiebbar angeordnet. Die die Trittbrettanordnungen verbindende Federanordnung kann dabei einstückig mit den Trittbrettanordnungen als Kunstoffspritzteil ausgebildet sein.Preferably, the footboard assemblies on opposite sides of a vehicle are connected to one another in a resilient manner and the footboard assemblies are arranged such that they can only be moved outward from the circumferential profile of the vehicle. The spring arrangement connecting the footboard arrangements can be formed in one piece with the footboard arrangements as a plastic injection-molded part.

Bei einer anderen Weiterbildung der Erfindung ist am Drehgestell eines Fahrzeugs wenigstens ein Mitnehmer vorgesehen, der am Anker oder am Schaft der seitlich schwenkbaren Kupplungsvorrichtung angreift, so daß ein ungekuppeltes Kupplungsteil bei der Kurvenfahrt etwa auf Gleismitte gehalten wird. Da die Kupplungsvorrichtung gemäß der Erfindung relativ kurz ausgebildet ist, ist demgemäß die erforderliche seitliche Schwenkung gering und über das Drehgestell steuerbar.In another development of the invention, at least one driver is provided on the bogie of a vehicle, which engages the armature or the shaft of the laterally pivotable coupling device, so that an uncoupled coupling part is held approximately on the middle of the track when cornering. Since the coupling device according to the invention is relatively short, the required lateral pivoting is accordingly small and can be controlled via the bogie.

In der Zeichnung sind schematisch Ausführungsbeispiele der Erfindung dargestellt. Es zeigen:

  • Fig. 1 ein erstes Ausführungsbeispiel einer Kupplungsvorrichtung mit einer Druckfeder;
  • Fig. 2 zweites Ausführungsbeispiel einer Kupplungsvorrichtung als einstückiges Kunststoffspritzteil mit angeformten Federelementen;
  • Fig. 3 ein drittes Ausführungsbeispiel mit einer zusätzlichen Lagerung des Schafts auf einer vertikalen Achse;
  • Fig. 4 das freie Ende der Kupplungsvorrichtung in seiner Position gegenüber dem Bodenteil des Kupplungshakens einer zweiten Kupplungsvorrichtung;
  • Fig. 5 querverschieblich im Fahrzeugkörper gelagerte Trittbrettanordnungen; und
  • Fig. 6 ein mit der Kupplungsvorrichtung gekoppeltes Drehgestell zur Verschwenkung des Kupplungshakens bei der Kurvenfahrt.
Exemplary embodiments of the invention are shown schematically in the drawing. Show it:
  • Figure 1 shows a first embodiment of a coupling device with a compression spring.
  • Fig. 2 second embodiment of a coupling device as a one-piece plastic injection molded part with molded spring elements;
  • Figure 3 shows a third embodiment with an additional bearing of the shaft on a vertical axis.
  • Figure 4 shows the free end of the coupling device in its position opposite the bottom part of the coupling hook of a second coupling device.
  • FIG. 5 footboard arrangements which are mounted so as to be displaceable in the vehicle body; and
  • Fig. 6 is a bogie coupled to the coupling device for pivoting the coupling hook when cornering.

Die Kupplungsvorrichtung 1 ist ohne die Modellteile eines Modelleisenbahnwagens dargestellt. Sie weist einen Kupplungshaken 1', einen Schaft 4 und einen Anker 5 auf. Durch eine Druckfeder 3 wird der Anker 5 gegen eine dem freien Ende (1') der Kupplungsvorrichtung 1 zugewandten Widerlagerfläche 2 gedrängt, die mit dem Fahrzeugkörper verbunden ist. Bei einem Verschwenken der Kupplungsvorrichtung 1 in eine der beiden durch die Pfeile A und B angegebenen Richtungen ergeben sich auf der Widerlagerfläche 2 Schwenkpunkte des Ankers 5 bei 6 und 7. Der Anker 5, ein Teil des Schafts 4 und die Druckfeder 3 sind im Inneren einer Kammer 8 angeordnet. Statt einer Druckfeder 3 kann auch ein nicht dargestelltes elastisches Schaumstoffelement den Anker 5 gegen die Widerlagerfläche 2 pressen.The coupling device 1 is shown without the model parts of a model railroad car. It has a coupling hook 1 ', a shaft 4 and an anchor 5. The armature 5 is pressed by a compression spring 3 against an abutment surface 2 which faces the free end (1 ') of the coupling device 1 and is connected to the vehicle body. When the coupling device 1 is pivoted in one of the two directions indicated by the arrows A and B, pivot points of the armature 5 at 6 and 7 result on the abutment surface 2. The armature 5, part of the shaft 4 and the compression spring 3 are inside one Chamber 8 arranged. Instead of a compression spring 3, an elastic foam element (not shown) can also press the armature 5 against the abutment surface 2.

Da Kupplungshaken, Schaft und Anker vorzugsweise als einstückiges Kunststoffspritzteil ausgebildet sind, können an dieses Spritzteil zusätzlich Federelemente 9, wie in Figur 2 dargestellt, angespritzt sein. Diese Federelemente stützen sich an einem oder mehreren Kammerinnenwänden ab und drängen den Anker 5 gegen die Widerlagerfläche 2.Since the coupling hook, shaft and anchor are preferably designed as a one-piece plastic injection-molded part, spring elements 9, as shown in FIG. 2, can additionally be molded onto this injection-molded part. These spring elements are supported on one or more inner walls of the chamber and push the armature 5 against the abutment surface 2.

Bei dem Ausführungsbeispiel nach Figur 3 ist in der Kammer 8 eine vertikale Achse 10 angeordnet, die den Schaft 4 beim Verschwenken führt. Der jeweilige Schwenkpunkt 6 oder 7 wandert dabei auf der Widerlagerfläche 2 nach innen. Die Ausschwenkbewegung des Kupplungshakens 1' ist bei dieser Ausführungsform relativ gering.In the embodiment of Figure 3, a vertical axis 10 is arranged in the chamber 8, which guides the shaft 4 when pivoting. The respective pivot point 6 or 7 moves inward on the abutment surface 2. The pivoting movement of the coupling hook 1 'is relatively small in this embodiment.

Beim Ausführungsbeispiel nach Figur 4 ist der vordere Teil des Kupplungshakens um eine horizontale Achse 11 verschwenkbar gelagert Der Schaft 4 bleibt daher beim Verschwenken des Kupplungshakens während eines Kupplungs-oder Entkupplungsvorganges in der etwa horizontalen Normalstellung und behindert den Kupplungsvorgang nicht. Das äußerste Ende 12 des Kupplungshakens 1' hat ein etwa dreieckförmiges Profil, und der Boden 13 des Kupplungshakens einer zweigen Kupplungsvorrichtung ist dazu komplementär ausgebildet. Beim Schiebebetrieb liegen die komplementären Abschnitte 12 und 13 aufeinander, und es wird ein Abwandern nach oben oder unten und damit ein Entkuppeln der beiden Kupplungsvorrichtungen verhindert.In the exemplary embodiment according to FIG. 4, the front part of the coupling hook is mounted so as to be pivotable about a horizontal axis 11. The shaft 4 therefore remains in the approximately horizontal normal position when the coupling hook is pivoted during a coupling or uncoupling process and hinders it Coupling not. The outermost end 12 of the coupling hook 1 'has an approximately triangular profile, and the bottom 13 of the coupling hook of a two coupling device is designed to be complementary thereto. During push operation, the complementary sections 12 and 13 lie on top of one another, and migration up or down and thus disengagement of the two coupling devices is prevented.

In Figur 5 ist der Umriß eines Endes eines Modelleisenbahnfahrzeugs mit querverschiebbaren Trittbrettanordnungen 14, 14' dargestellt. Auf der linken seite ist die Trittbrettanordnung 14 nach außen herausgeschoben, während sich die Trittbrettanordnung 14' auf der rechten Seite in der Ruheposition befindet. Die beiden Trittbrettanordnungen sind über zwei Kunststoffstreifen 15,15' verbunden, die als Federn wirken. Ein nicht dargestellter Mitnehmer am Schaft 4 drängt bei einem Ausschewenken des Kupplungshakens z.B. nach links die Trittbettanordnung 14 aus der Ruheposition nach außen, so daß sie die Schwenkbewegung der Kupplungsvorrichtung nicht behindern kann. Dabei werden die Kuntstoffstreifen 15,15', wie im linken Teil der Darstellung gezeigt, zusammengezogen. Durch ihre Federungseigenschaften bewegen sie die Trittbrettanordnung 14 bei zurückschwenkenden Kupplungshaken zurück in ihre Ausgangsposition.FIG. 5 shows the outline of one end of a model railroad vehicle with transversely displaceable footboard arrangements 14, 14 '. On the left side, the footboard arrangement 14 is pushed outwards, while the footboard arrangement 14 'is in the rest position on the right side. The two footboard arrangements are connected via two plastic strips 15, 15 ', which act as springs. A driver (not shown) on the shaft 4 urges e.g. when the coupling hook is swung out. to the left the footbed assembly 14 from the rest position to the outside so that it can not hinder the pivoting movement of the coupling device. The plastic strips 15, 15 'are drawn together as shown in the left part of the illustration. Due to their suspension properties, they move the footboard assembly 14 back to its starting position when the coupling hooks pivot back.

Beim Ausführungsbeispiel gemäß Figur 6 steuert ein Drehgestell 16 die Verschwenkung eines nicht gekuppelten Kupplungshakens über eine Kurve 17. Durch die Kurve 17 wird ein gegenüber der Schwenkung des Drehgestells überproportionaler Schwenkhub des Kupplungshakens erreicht. Die Kurve 17 greift unabhängig von den Widerlagerflächen 2 an den Anker 5 an. Die in Figur 6 nicht dargestellte Kammer 8 weist dazu eine schlitzförmige, horizontal verlaufende Ausnehmung auf, durch die die Kurve 17 hindurchgreifen kann.In the exemplary embodiment according to FIG. 6, a bogie 16 controls the pivoting of an uncoupled coupling hook via a curve 17. The curve 17 achieves a swivel stroke of the coupling hook which is disproportionate to the pivoting of the bogie. The curve 17 acts on the armature 5 independently of the abutment surfaces 2. For this purpose, the chamber 8, not shown in FIG. 6, has a slot-shaped, horizontally running recess through which the curve 17 can reach.

Claims (11)

1. A coupling device on a model railway vehicle, said coupling device comprising a coupling element (1'), a shaft (4) connected to said coupling element said shaft having an axis being alignable in a normal position in a longitudinal direction of the vehicle, further comprising a crosspiece (5) formed to extend horizontally from both sides of the shaft and compression spring means (3; 9) coupled with said shaft and/or said crosspiece, said spring means seeking to hold the coupling element resiliently in the normal position by interaction with said shaft and said crosspiece, said spring means permitting a swivelling of the coupling element (1') about vertical axis against the spring force, said crosspiece and said spring means being positioned in a chamber (8) and said crosspiece being urged against an abutment surface (2) at the rear wall of the chamber facing the free end of the coupling element so that during the swivelling motion of said coupling element (1') one of the end portions of said crosspiece forms on said abutment surface (2) a pivot point which is situated on the swing side, characterized in that the crosspiece (5) is urged by the spring means against said abutment surface (2), for which purpose said chamber (8) comprises a front wall facing said coupling element and having a through opening said shaft provided to permit said swivelling motion of the shaft (4), said spring means further comprising at least one compression spring element (3; 9) bearing against the inner surface of said front wall.
2. A coupling device according to claim 1, characterized in that said shaft (4), said crosspiece (5) and a coupling element (1') are in the form of a one-piece plastic injection molding, and in that spring elements (9) resiliently bearing against at least one pair of inner walls of said chamber are integrally molded with said shaft (4) and/or with the side of the cross piece (5) facing away from said abutment surface (2).
3. A coupling device according to claim 1 or 2, characterized in that said shaft (4) has a slot running in the direction of the shaft axis for receiving a vertical rod (10) disposed in the chamber.
4. A coupling device according to claim 3, characterized in that said slot is open toward the abutment surface (2) and that the end sections of the shaft sections defining the slot are widened to form crosspiece sections.
5. A coupling device according to any of the claims 1 to 4, characterized in that the free end of the coupling device is disposed for pivoting about a transversely disposed horizontal axis (11) with respect to the crosspiece, especially for pivoting upwardly.
6. A coupling device according to any of the claims 1 to 5, characterized in that the coupling element (13) which confronts the outmost free end (12) of the coupling device (1) with the coupling engaged, and which has a substantially triangular profile with horizontally running edges, is formed to be complementry to the first coupling element section and is configured to accommodate the latter.
7. A coupling device according to any of the claims 1 to 6, characterized in that model parts (14,14') of the vehicle interfering with the swivelling movement of the coupling device are jointed to the vehicle in a position-variable manner and that the coupling device (1) and/or a swivel truck has at a horizontally pivoting section at least one actuator which can be brought into driving engagement with the position-variable.
8. A coupling device according to claim 7, characterized in that the model parts, especially the footboard systems (14, 14') are held for transverse displacement on the floor of the vehicle in at least one guide which runs in a curve about a vertical axis.
9. A coupling device according to claim 7 or 8, characterized in that the actuator is brought into active connection with a model part (14 or 14') located on the pivoting side only in the final phase of the pivoting movement and again departs from this active connection before reaching the middle position.
10. A coupling device according to claim 8 to 9, characterized in that a said footboard systems (14, 14') of opposite sides are connected resiliently with one another and that the footboard systems are displaceable outwardly out of the circumferential profile of the vehicle only.
11. A coupling device according to any of the claims 1 to 10, characterized in that on the swivel truck (16) of a vehicle at least one actuator is provided, which engages said crosspiece (5) or the shaft of the laterally swivelling coupling device so that an uncoupled coupling part will be held approximately at the center of a track while passing curves.
EP86903370A 1985-06-11 1986-06-10 Coupling device for scale models of railway cars Expired - Lifetime EP0225354B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT86903370T ATE55703T1 (en) 1985-06-11 1986-06-10 COUPLING DEVICE ON A MODEL RAILWAY VEHICLE.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19853520856 DE3520856A1 (en) 1985-06-11 1985-06-11 CLUTCH DEVICE ON A MODEL RAILWAY VEHICLE
DE3520856 1985-06-11

Publications (2)

Publication Number Publication Date
EP0225354A1 EP0225354A1 (en) 1987-06-16
EP0225354B1 true EP0225354B1 (en) 1990-08-22

Family

ID=6272949

Family Applications (1)

Application Number Title Priority Date Filing Date
EP86903370A Expired - Lifetime EP0225354B1 (en) 1985-06-11 1986-06-10 Coupling device for scale models of railway cars

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US (1) US4768663A (en)
EP (1) EP0225354B1 (en)
DE (2) DE3520856A1 (en)
WO (1) WO1986007278A1 (en)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5509546A (en) 1994-08-19 1996-04-23 Staat; Robert H. Magnetically-actuated coupler for model railroad cars
US5620106A (en) * 1996-01-16 1997-04-15 Accurail, Inc. Model railroad car coupler
US5746336A (en) * 1996-07-11 1998-05-05 Kadee Quality Products Co. Coupler adaptor for model railroad rolling stock
US20040144742A1 (en) * 2003-01-27 2004-07-29 Buchwald Philip P. Coupler for model trains
US6994224B2 (en) * 2004-01-08 2006-02-07 Barger J Perry Model railroad coupler
US7694834B2 (en) 2007-07-13 2010-04-13 Mike's Train House Inc. Electro-mechanical coupler for use with model trains

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BE380882A (en) * 1930-11-18
US2102649A (en) * 1936-08-06 1937-12-21 Rydin Norval Toy train coupler
US2149840A (en) * 1938-04-18 1939-03-07 Pullman Standard Car Mfg Co Draft gear coupling arrangement
US2237171A (en) * 1938-12-02 1941-04-01 Carl C Auel Draft gear
US2617541A (en) * 1949-02-11 1952-11-11 Ronald B Goode Miniature coupler
DE964577C (en) * 1950-03-14 1957-05-23 Robert Kahrmann & Co Guss U Ar Automatic coupling and uncoupling device for vehicles of toy or model trains
US2738080A (en) * 1950-10-09 1956-03-13 Gilbert Co A C Toy car coupling with forked detent
DE1254059B (en) * 1961-09-23 1967-11-09 Willy Ade Buffer and coupling arrangement for bogie vehicles from model railways
GB1046040A (en) * 1962-10-12 1966-10-19 Mettoy Co Ltd Improvements in or relating to model railways
US3518790A (en) * 1968-03-18 1970-07-07 Paul A Zamarra Truck and coupler apparatus
DE1703876C3 (en) * 1968-07-23 1979-01-25 K. Arnold & Co Kg, 8500 Nuernberg Coupling for vehicles of toy and model trains
US3605332A (en) * 1970-01-16 1971-09-20 Atlas Tool Co Inc Draft gear arrangement for miniature railway rolling stock
US3662489A (en) * 1971-02-23 1972-05-16 Pierre Terrier Automatic coupling for rolling stock of miniature railways
DE3169478D1 (en) * 1980-12-19 1985-04-25 Ribu Modellbau Handel Coupling device for model railway vehicles of any kind
DE3130728A1 (en) * 1981-08-03 1983-02-17 Ribu-Modellbau Handelsgesellschaft mbH, 8500 Nürnberg Device for guiding couplings on model railway vehicles of any systems
DE3347084C2 (en) * 1983-12-24 1986-06-26 Trix Mangold GmbH, 8510 Fürth Close coupling for electric play and model railways

Also Published As

Publication number Publication date
US4768663A (en) 1988-09-06
WO1986007278A1 (en) 1986-12-18
DE3673613D1 (en) 1990-09-27
DE3520856A1 (en) 1986-12-11
EP0225354A1 (en) 1987-06-16

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