EP1167154A2 - Federnde Zug- und/oder Stosseinrichtung für Schienenfahrzeuge - Google Patents
Federnde Zug- und/oder Stosseinrichtung für Schienenfahrzeuge Download PDFInfo
- Publication number
- EP1167154A2 EP1167154A2 EP01810405A EP01810405A EP1167154A2 EP 1167154 A2 EP1167154 A2 EP 1167154A2 EP 01810405 A EP01810405 A EP 01810405A EP 01810405 A EP01810405 A EP 01810405A EP 1167154 A2 EP1167154 A2 EP 1167154A2
- Authority
- EP
- European Patent Office
- Prior art keywords
- gas
- valve
- space
- pulling device
- valve body
- 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.)
- Granted
Links
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
- B61G11/00—Buffers
- B61G11/12—Buffers with fluid springs or shock-absorbers; Combinations thereof
Definitions
- the invention relates to a resilient pulling and / or pushing device for rail vehicles according to the preamble of claim 1.
- Resilient pulling and / or pushing devices for rail vehicles are in the most varied Versions, for example in the form of buffers, are known. Are next also known couplings with spring or damping devices, by means of which Rail vehicles can be connected to each other resiliently.
- gas-hydraulic buffers In addition to the conventional buffers provided with mechanical spring assemblies also known as gas-hydraulic buffers.
- the latter buffers are gas-hydraulic Damping element usually from a sealed cartridge, which is inserted into the buffer as a finished component in such a way that the buffer tappet is supported on the buffer sleeve via the gas-hydraulic damping element.
- the Damping behavior of these damping elements is usually a compromise so that both static and dynamic forces are absorbed can be. It is understood that many of these occur in practice Cases of relatively high accelerations from the buffer to the rail vehicle are transmitted, so that in unfavorable cases quite a multiple of Acceleration of gravity on the rail vehicle and, of course, on it transported goods is transferred.
- the object of the invention is now one according to the preamble of the claim 1 trained pulling and / or pushing device in such a way that the Accelerations transmitted to the rail vehicle via the train and / or push device more even in all cases that occur in normal operation run and do not exceed a predetermined maximum value.
- the buffer has one to be fastened to the rail vehicle (not shown) Buffer sleeve 1 and a buffer tappet 2 with an outer tappet tube 4, one inner plunger tube 5 and a buffer plate 3. Both the pushrod 4 as the plunger tube 5 are also operatively connected to the buffer plate 3.
- the plunger tube 5 is closed on both sides by a flange 6, 7.
- the plunger tube 5 has a gas space 8 for receiving an under an overpressure of approx. 10-20 bar of standing gas and a part of the hydraulic medium.
- the Gas space 8 of the plunger tube 5 is in a plurality of subchambers by partition plates 50 8a divided, the partition plates 50 on the underside not up to the inside of the plunger tube 5 reach so that between the partition plates 50 and a gap 51 remains free in each case of the plunger tube 5, via which the hydraulic medium can circulate between the subchambers 8a.
- an oil space 9 is formed in the interior of the buffer sleeve 1.
- the gas chamber 8 is partially sprung out with hydraulic oil filled, while the oil space 9 is completely filled with hydraulic oil.
- the vehicle side Valve flange 7 forms together with a valve arrangement accommodated therein 13 a gas-hydraulic control device 12, which controls the flow between regulates the two rooms 8, 9 depending on the acting forces.
- a gas-hydraulic control device 12 which controls the flow between regulates the two rooms 8, 9 depending on the acting forces.
- In the area below of the plunger tube 5 is provided with a plurality of radial bores 16 Return pipe 15 arranged. The structure and mode of operation of this control device 12 is explained in more detail below with reference to FIG. 3.
- FIG 3 shows those of a variety of coordinated and interacting with each other Elements existing control device 12 in an enlarged view.
- the valve flange 7 is provided with a radially circumferential channel 20, which is limited on the vehicle side by a collar 21.
- an annular gap 22 through which the hydraulic oil can flow from the oil space 9 into the channel 20 and back again.
- the sleeve wall 10 or the inside of the buffer sleeve 1 is designed such that its inside diameter narrowed to the right towards the vehicle, so that the annular gap 22 coincides with increasing insertion of the buffer plunger 2 reduced.
- the valve flange 7 is with provided several in the channel 20 cross holes, from this Representation, however, only a transverse bore 23 can be seen.
- the return pipe 15 is connected to the transverse bore 23 via a channel 17.
- a Check valve 18 is arranged, which is shown schematically.
- the valve flange 7 has an extension 7a which extends in the longitudinal direction and into which one extends axially running and radially stepped opening 25 is inserted, which on the front forms a valve chamber 26.
- Opening 25 forms a valve seat 27.
- a channel 28 connects the valve chamber 26 with the gas space 8 of the plunger tube 5.
- the valve arrangement 13 is inserted into the opening 25.
- This has a control valve 32 with a substantially T-shaped valve body 33, the latter is provided with a central longitudinal bore 34.
- the rear face 38 of the valve body 33 is about 4 to 5 times larger than the front end face 36.
- On the front is the control valve 32 with a spring-loaded and acting as a check valve Provide head part 35, which is supported in the rest position on the valve seat 27. Behind this head part 35 there is a radial bore 37 in the valve body 33, which opens into the longitudinal bore 34.
- valve body 33 On the back of the valve body 33 is a by means of a supported on a partition plate 50 Spring 39 loaded poppet valve 40 is provided, which is in the idle state a valve seat 29 formed by the end face of the flange extension 7a and closes it in the idle state. Between the poppet valve 40 and the rear A rear space 30 is formed on the end face 38 of the valve body 33.
- the poppet valve 40 is provided with a cylindrical extension 41, which extends into the central longitudinal bore 34 of the valve body 33 extends and u. a. as a guide when moving the poppet valve 40 acts.
- This extension 41 has a central bore 42 and a hydraulic one Throttle device 43 provided, the bore 42 on the front in the central Longitudinal bore 34 of the valve body and on the back in a radial channel 47 opens.
- the throttle device 43 consists of a disc 44 with one defined narrow cross-sectional bore is provided.
- a filter 45 and a fastening screw 46 are provided, which are also a central Has bore.
- the filter 45 is intended to prevent that which is embedded in the disc 44 Clogged opening with dirt particles.
- this control device 12 The functioning of this control device 12 is as follows: The force acting on the buffer tappet 2 becomes this together with the plunger tube 5 shifted to the right towards the vehicle. This increases the pressure in the Oil space 9, so that the hydraulic oil through the annular gap 22 into the channel 20 and from there in flows through the bore 23 into the prechamber 24, where the front end face 36 of the Overpressure is applied to the head part 35, so that the valve body 33 is in shifts the position shown here to the left.
- the check valve 18 prevents that hydraulic oil bypassing the control valve 32 into the return pipe 15 or in can flow the gas space 8. By moving the valve body 33, the Hydraulic oil from the pre-chamber 24 through the resulting passage 49 into the valve chamber 26 and from there flow into channel 8 via channel 28.
- Hydraulic oil can now flow from the valve chamber 26 via the throttle device 43 Inflow back space 30. However, since there is only a relatively small amount of hydraulic oil in the Can flow back space 30, the closing movement of the valve body 33 takes place delayed. This delay in the closing movement is important because the rear one The end face 38 of the valve body 33 is substantially larger than the front end face 36.
- valve body 33 is moved relatively slowly to the left and the relatively small pressure difference between the front and back of the valve body 33 can be compensated via the throttle device 43 without the poppet valve 40 is lifted off the valve seat 29.
- the sleeve wall 10 or inside of the buffer sleeve 1 is designed in such a way that its inside diameter narrows towards the right of the vehicle, so that the annular gap 22 also becomes smaller as the buffer tappet 2 is pushed in.
- the damping of the buffer increases with increasing compression, particularly in the case of dynamic loading.
- the valve body 33 increases the hydraulic pressure compared to the gas pressure by the area ratio of the two end faces 36, 38. With the control device 12 shown, however, the effect of the area ratios of the two end faces 36, 38 can be switched off under dynamic loading and the oil can flow from the prechamber 24 into the gas space 8 towards the end of the buffer stroke with only a very slight pressure loss.
- the buffer designed according to the invention By specifically coordinating the components, it is possible to design the buffer in such a way that both in the case of unfavorable pairings of mass ratios and when encountering conventional buffers, the acceleration transmitted to the rail vehicle by the buffer designed according to the invention is kept within a predetermined limit value.
- a buffer designed in this way therefore guarantees optimal energy absorption and damping, both with quasi-static and dynamic forces, so that the accelerations transmitted from the tappet to the rail vehicle do not exceed 9.81m / s 2 in the cases that occur during normal operation ( 1g).
- FIG. 4 shows the buffer according to FIG. 1 in the fully compressed state.
- the valve flange 7 lies against the inside of the rear wall of the buffer sleeve 1.
- the pressure in the gas space 8 increases with increasing displacement of the buffer tappet 2 and the annular gap 22 (FIG. 3) is reduced at the same time, which increases for displacement of the buffer tappet 2 necessary force at the end of the compression process progressively.
- the case shown here comes in handy under regular operating conditions never before.
- the pressure in the gas space 8 would be at full Compression is approximately between 100 and 200 bar, the pressure in the oil chamber 9 depending on the ratio of the two end faces 36, 35 is approximately 4 to 5 times higher.
- the buffer tappet 2 springs through the in the gas space 8 prevailing overpressure.
- the hydraulic oil flows over the radial Bores 16 in the return pipe 15 from where it is through the open check valve 18 in the channel 17, the radially circumferential channel 20 and from there on Annular gap 22 can flow back into the oil space 9.
- the head part 35 of the valve body 33 thereby lies against the valve seat and prevents hydraulic oil from flowing over the valve seat can flow into the oil space 9.
- Fig. 5 shows an alternative embodiment of the invention in a longitudinal section.
- a displaceable piston 54 is arranged in the gas space 8, which piston in two rooms 8a, 8b divided, the left room 8a for receiving the under pressure standing gas and the right, connected to the valve assembly 13
- Space 8b is designed to hold hydraulic oil.
- This embodiment has the advantage of a complete separation between gas and hydraulic oil is guaranteed so that the latter does not come into contact with the gas, which is related advantages in terms of long-term stable sealing of the buffer.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Fluid-Damping Devices (AREA)
- Bearings For Parts Moving Linearly (AREA)
Abstract
Description
Claims (15)
- Federnde Stoss- und/oder Zugeinrichtung für Schienenfahrzeuge, mit einer fahrzeugseitig zu fixierenden Hülse (1) und einem relativ dazu verschiebbaren Stössel (2), wobei im Stössel (2) oder in der Hülse (1) ein erster, mittels eines Gases unter Überdruck gesetzter Gasraum (8) angeordnet ist und wobei in der Hülse (1) oder im Stössel (2) ein sich mit zunehmender Einfederung des Stössels (2) verkleinernder, mit Hydraulikmedium gefüllter Ölraum (9) angeordnet ist, und wobei zwischen den beiden Räumen (8, 9) eine gas-hydraulische Regeleinrichtung (12) angeordnet ist, dadurch gekennzeichnet, dass die gas-hydraulische Regeleinrichtung (12) eine Ventilanordnung (13) aufweist, welche beim Einfedern des Stössels (2) den Durchfluss des Hydraulikmediums vom Ölraum (9) in den Gasraum (8) derart reguliert, dass die vom Stössel (2) auf das Fahrzeug übertragene Beschleunigung einen vorgegebenen Maximalwert nicht überschreitet.
- Federnde Stoss- und/oder Zugeinrichtung nach Anspruch 1, dadurch gekennzeichnet, dass die Ventilanordnung (13) den Durchfluss des Hydraulikmediums vom Ölraum (9) in den Gasraum (8) derart reguliert, dass die vom Stössel (2) auf das Fahrzeug übertragene Beschleunigung bei Auflaufgeschwindigkeiten von ≤ 2m/s 9.81m/s2 (1g) nicht überschreitet.
- Federnde Stoss- und/oder Zugeinrichtung nach Anspruch 1 oder 2, dadurch gekennzeichnet, dass Ventilanordnung (13) beim Einfedern des Stössels (2) einen für das vom einen in den anderen Raum (8, 9) strömende Hydraulikmedium relevanten Querschnitt eines Durchlasses (49) in Abhängigkeit der auf den Stössel (2) einwirkenden Energie verändert.
- Federnde Stoss- und/oder Zugeinrichtung nach Anspruch 3, dadurch gekennzeichnet, dass die Ventilanordnung (13) einen vom Hydraulikmedium zumindest in Öffnungsrichtung bewegbaren Ventilkörper (33) mit einer vorderen und einer hinteren Stirnfläche (36, 38) aufweist, wobei im Ruhezustand des Ventilkörpers (33) die vordere Stirnfläche (36) mit dem Ölraum (9) und die hintere Stirnfläche (38) mit dem Gasraum (8) in Wirkverbindung steht, und wobei die hintere Stirnfläche (38) um ein Mehrfaches grösser ist als die vordere Stirnfläche (36).
- Federnde Stoss- und/oder Zugeinrichtung nach Anspruch 4, dadurch gekennzeichnet, dass Mittel (43) zum Verzögern der Schliessbewegung des Ventilkörpers (33) vorgesehen sind.
- Federnde Stoss- und/oder Zugeinrichtung nach Anspruch 5, dadurch gekennzeichnet, dass auf der der hinteren Stirnfläche (38) zugewandten Rückseite des Ventilkörpers (33) ein Rückraum (30) angeordnet ist, in den eine mit dem Gasraum (8) in Wirkverbindung stehende Bohrung (42) mündet, deren Durchlassquerschnitt durch eine Drosseleinrichtung (43) begrenzt ist.
- Federnde Stoss- und/oder Zugeinrichtung nach einem der Ansprüche 4 bis 6, wobei auf der Rückseite des Ventilkörpers (33) ein Rückraum (30) angeordnet ist, dadurch gekennzeichnet, dass ein zwischen dem Rückraum (30) und dem Gasraum (8) angeordnetes, federbelastetes Einwegventil (40) vorgesehen ist, welch letzteres bei einem vorgegebenen, durch den sich in Öffnungsrichtung bewegenden Steuerkolben (34) bewirkten Druckanstieg entgegen der Federkraft derart verschiebbar ist, dass der Rückraum (30) mit dem Gasraum (8) in Verbindung steht.
- Federnde Stoss- und/oder Zugeinrichtung nach Anspruch 7, dadurch gekennzeichnet, dass das Einwegventil (40) mit einem zylindrischen Fortsatz (41) versehen ist, der sich in eine zentrale Längsbohrung (34) des Ventilkörpers (33) erstreckt, wobei die gas-hydraulische Drosseleinrichtung (43) im Fortsatz aufgenommen ist, und wobei der Ventilkörper (33) mit zumindest einer radialen, in dessen zentrale Längsbohrung (34) mündende Bohrung (37) versehen ist, und wobei die zentrale Längsbohrung (34) des Ventilkörpers (33) mit der Bohrung (42) im Fortsatz (41) des Einwegventils (40) verbunden ist.
- Federnde Stoss- und/oder Zugeinrichtung nach einem der Ansprüche 4 bis 8, dadurch gekennzeichnet, dass der Ventilkörper (33) einen federbelasteten und als Rückschlagventil wirkenden Kopfteil (35) aufweist, welcher ein Zurückströmen von Hydraulikflüssigkeit und/oder Gas vom Gasraum (8) über den Ventilsitz (49) in den Ölraum (9) zu verhindern bestimmt ist.
- Federnde Stoss- und/oder Zugeinrichtung nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass die gas-hydraulische Regeleinrichtung (12) einen sich mit zunehmender Einfederung des Stössels (2) verengenden Durchlass (22) aufweist, der den Ölraum (9) hydraulisch mit einer Vorkammer (24) verbindet, und dass der Ölraum (9) direkt oder indirekt über einen von einem Einwegventil (18) verschliessbaren Kanal (17) mit dem Gasraum (8) verbunden ist, wobei das Einwegventil (18) den Durchfluss des Hydraulikmediums von dem Ölraum (9) in Richtung des Gasraums (8) zu verhindern bestimmt ist.
- Federnde Stoss- und/oder Zugeinrichtung 10, dadurch gekennzeichnet, dass sich der Innendurchmesser des in der Hülse (1) angeordneten Ölraums (9) in Einfederrichtung des Stössels (2) verkleinert und dass der Stössel (2) ein in der Hülse (1) geführtes Plungerrohr (5) mit einem endseitig angeordneten Ventilflansch (7) aufweist, welch letzterer einen radial umlaufenden Kanal (20) aufweist, die auf der dem Ölraum (9) zugewandten Seite von einem umlaufenden Bund (21) begrenzt ist, wobei zwischen dem Bund (21) und der inneren Hülsenwand (10) des Ölraums (9) ein radialer Spalt (22) zur Bildung eines sich mit zunehmender Einfederung des Stössels (2) verengenden Durchlasses vorgesehen ist.
- Federnde Stoss- und/oder Zugeinrichtung 11, dadurch gekennzeichnet, dass der Ventilflansch (7) mit einer Öffnung (25) zur Aufnahme des Ventilkörpers (33) versehen ist, wobei der Ventilkörper (33) derart im Ventilflansch (7) aufgenommen ist, dass seine vordere, kopfseitige Stirnfläche (36) hydraulisch mit dem radial umlaufenden Kanal (20) in Verbindung steht.
- Federnde Stoss- und/oder Zugeinrichtung nach einem der Ansprüche 10 bis 12, dadurch gekennzeichnet, dass ein mit dem Kanal (17) in Verbindung stehendes Rücklaufrohr (15) vorgesehen ist, das zumindest teilweise durch den unteren Bereich des Gasraums (8) verläuft, wobei das Rücklaufrohr (15) in dem durch den unteren Bereich des Gasraums (8) verlaufenden Bereich mit einer Vielzahl von radialen Bohrungen (16) versehen ist.
- Federnde Stoss- und/oder Zugeinrichtung nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass der Gasraum (8) in Längsrichtung durch Trennbleche (50) in eine Vielzahl von Teilkammern (8a) unterteilt ist, wobei die Trennbleche (50) auf der Unterseite nicht bis an die Innenseite des Plungerrohrs (5) heranreichen, so dass zwischen den Trennblechen (50) und dem Plungerrohr jeweils ein Spalt (51) freibleibt, über den das Hydraulikmedium zwischen den Teilkammern (8a) zirkulieren kann.
- Federnde Stoss- und/oder Zugeinrichtung nach einem der Ansprüche 1 bis 13, dadurch gekennzeichnet, dass der Gasraum (8) in Längsrichtung durch einen verschiebbaren Kolben (54) unterteilt ist, wobei der dem Fahrzeug abgewandte Kammerteil (8a) zur Aufnahme eines unter Überdruck stehenden Gases ausgebildet ist und wobei der dem Fahrzeug zugewandte Kammerteil (8b) zur Aufnahme von Hydraulikmedium ausgebildet ist.
Applications Claiming Priority (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
CH12262000 | 2000-06-21 | ||
CH122600 | 2000-06-21 | ||
CH170900 | 2000-09-01 | ||
CH17092000 | 2000-09-01 |
Publications (3)
Publication Number | Publication Date |
---|---|
EP1167154A2 true EP1167154A2 (de) | 2002-01-02 |
EP1167154A3 EP1167154A3 (de) | 2002-09-11 |
EP1167154B1 EP1167154B1 (de) | 2004-03-17 |
Family
ID=25738966
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP01810405A Expired - Lifetime EP1167154B1 (de) | 2000-06-21 | 2001-04-25 | Federnde Zug- und/oder Stosseinrichtung für Schienenfahrzeuge |
Country Status (2)
Country | Link |
---|---|
EP (1) | EP1167154B1 (de) |
AT (1) | ATE261834T1 (de) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP1616771A1 (de) | 2004-07-13 | 2006-01-18 | Schwab Verkehrstechnik AG | Puffer für Schienenfahrzeuge |
Family Cites Families (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US3567042A (en) * | 1968-12-23 | 1971-03-02 | Pittsburgh Forging Co | Pneumatic-hydraulic shock absorber |
SE460412B (sv) * | 1987-09-16 | 1989-10-09 | Sten Henrik Danieli | Hastighetsstyrd jaernvaegsbuffert |
DE19523467C2 (de) * | 1995-06-28 | 1999-12-09 | Kg Ringfeder Bahntechnik Gmbh | Hydraulikkapsel, insbesondere für Eisenbahnpuffer |
-
2001
- 2001-04-25 AT AT01810405T patent/ATE261834T1/de not_active IP Right Cessation
- 2001-04-25 EP EP01810405A patent/EP1167154B1/de not_active Expired - Lifetime
Non-Patent Citations (1)
Title |
---|
None |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP1616771A1 (de) | 2004-07-13 | 2006-01-18 | Schwab Verkehrstechnik AG | Puffer für Schienenfahrzeuge |
Also Published As
Publication number | Publication date |
---|---|
EP1167154B1 (de) | 2004-03-17 |
EP1167154A3 (de) | 2002-09-11 |
ATE261834T1 (de) | 2004-04-15 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
EP1621793B1 (de) | Gasfeder | |
DE1998132U (de) | Hydraulischer puffer oder stessdaempfer | |
EP1533541B1 (de) | Schwingungsdämpfer mit amplitudenabhängiger Dämpfung | |
DE102005023756B4 (de) | Dämpfer | |
DE2346487C2 (de) | Stoßdämpfer | |
DE19963415B4 (de) | Hydraulischer Stoßdämpfer mit Dämpfungskraftregelung | |
EP0515991B1 (de) | Federungssystem | |
DE2640834B2 (de) | BeschleunigungsventiJeinrichtung für eine Druckmittelbremse eines Schienenfahrzeugzuges | |
DE19815459C2 (de) | Selbstpumpendes hydropneumatisches Federbein mit innerer Niveauregelung | |
DE2507337C2 (de) | Steuervorrichtung zur Beeinflussung der Geschwindigkeit von freilaufenden Schienenfahrzeugen | |
DE19931362C2 (de) | Dämpfungselement für Möbeltüren | |
EP1283143A1 (de) | Gashydraulische Dämpfungseinrichtung | |
DE1605146A1 (de) | Hydraulische Zug- und Stossvorrichtung mit Kraefteausgleich | |
EP1167154B1 (de) | Federnde Zug- und/oder Stosseinrichtung für Schienenfahrzeuge | |
DE2736095C3 (de) | Steuerventil für eine hydraulische Fahrzeugbremsanlage | |
DE2527775A1 (de) | Mehrkreisschutzventil fuer pneumatische bremsanlagen an kraftfahrzeugen | |
EP0500534B1 (de) | Regelbarer schwingungsdämpfer | |
DE1219963B (de) | Puffer mit hydraulischer Stossdaempfungsvorrichtung | |
EP0022899B1 (de) | Entlüftungsventil für Schnellbremsbeschleuniger von Schienenfahrzeug-Druckluftbremsen | |
DE2223037C2 (de) | Stoßdämpfer | |
DE19836487C2 (de) | Selbstpumpendes hydropneumatisches Federbein mit innerer Niveauregulierung | |
EP1616771B1 (de) | Puffer für Schienenfahrzeuge | |
EP0105117A1 (de) | Pulsierend arbeitende Bremsbeschleuniger-Einrichtung für eine indirekt wirkende Druckluftbremse für Schienenfahrzeuge | |
DE60110502T2 (de) | Asymmetrischer dämpfer für eine radaufhängung eines kraftfahrzeugs | |
DE29609485U1 (de) | Vorrichtung zur Verzögerung einer bewegten Masse |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
PUAI | Public reference made under article 153(3) epc to a published international application that has entered the european phase |
Free format text: ORIGINAL CODE: 0009012 |
|
AK | Designated contracting states |
Kind code of ref document: A2 Designated state(s): AT BE CH CY DE DK ES FI FR GB GR IE IT LI LU MC NL PT SE TR |
|
AX | Request for extension of the european patent |
Free format text: AL;LT;LV;MK;RO;SI |
|
PUAL | Search report despatched |
Free format text: ORIGINAL CODE: 0009013 |
|
AK | Designated contracting states |
Kind code of ref document: A3 Designated state(s): AT BE CH CY DE DK ES FI FR GB GR IE IT LI LU MC NL PT SE TR |
|
AX | Request for extension of the european patent |
Free format text: AL;LT;LV;MK;RO;SI |
|
RIC1 | Information provided on ipc code assigned before grant |
Free format text: 7B 61G 11/12 A, 7B 61G 9/08 B |
|
17P | Request for examination filed |
Effective date: 20021016 |
|
AKX | Designation fees paid |
Designated state(s): AT BE CH CY DE DK ES FI FR GB GR IE IT LI LU MC NL PT SE TR |
|
17Q | First examination report despatched |
Effective date: 20030422 |
|
GRAP | Despatch of communication of intention to grant a patent |
Free format text: ORIGINAL CODE: EPIDOSNIGR1 |
|
GRAS | Grant fee paid |
Free format text: ORIGINAL CODE: EPIDOSNIGR3 |
|
GRAA | (expected) grant |
Free format text: ORIGINAL CODE: 0009210 |
|
AK | Designated contracting states |
Kind code of ref document: B1 Designated state(s): AT BE CH CY DE DK ES FI FR GB GR IE IT LI LU MC NL PT SE TR |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: FI Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20040317 Ref country code: CY Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20040317 Ref country code: IE Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20040317 Ref country code: NL Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20040317 Ref country code: TR Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20040317 |
|
REG | Reference to a national code |
Ref country code: GB Ref legal event code: FG4D Free format text: NOT ENGLISH |
|
PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: SE Payment date: 20040319 Year of fee payment: 4 |
|
REG | Reference to a national code |
Ref country code: CH Ref legal event code: EP Ref country code: CH Ref legal event code: NV Representative=s name: ROTTMANN, ZIMMERMANN + PARTNER AG |
|
REG | Reference to a national code |
Ref country code: IE Ref legal event code: FG4D Free format text: GERMAN |
|
REF | Corresponds to: |
Ref document number: 50101682 Country of ref document: DE Date of ref document: 20040422 Kind code of ref document: P |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: AT Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20040425 Ref country code: LU Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20040425 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: MC Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20040430 Ref country code: BE Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20040430 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: GR Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20040617 Ref country code: DK Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20040617 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: ES Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20040628 |
|
REG | Reference to a national code |
Ref country code: SE Ref legal event code: TRGR |
|
GBT | Gb: translation of ep patent filed (gb section 77(6)(a)/1977) |
Effective date: 20040628 |
|
NLV1 | Nl: lapsed or annulled due to failure to fulfill the requirements of art. 29p and 29m of the patents act | ||
REG | Reference to a national code |
Ref country code: IE Ref legal event code: FD4D |
|
BERE | Be: lapsed |
Owner name: SCHWAB VERKEHRSTECHNIK A.G. Effective date: 20040430 |
|
ET | Fr: translation filed | ||
PLBE | No opposition filed within time limit |
Free format text: ORIGINAL CODE: 0009261 |
|
STAA | Information on the status of an ep patent application or granted ep patent |
Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT |
|
26N | No opposition filed |
Effective date: 20041220 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: GB Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20050425 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: SE Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20050426 |
|
EUG | Se: european patent has lapsed | ||
GBPC | Gb: european patent ceased through non-payment of renewal fee |
Effective date: 20050425 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: PT Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20040817 |
|
REG | Reference to a national code |
Ref country code: CH Ref legal event code: NV Representative=s name: LUCHS & PARTNER PATENTANWAELTE |
|
REG | Reference to a national code |
Ref country code: FR Ref legal event code: PLFP Year of fee payment: 16 |
|
REG | Reference to a national code |
Ref country code: FR Ref legal event code: PLFP Year of fee payment: 17 |
|
REG | Reference to a national code |
Ref country code: FR Ref legal event code: PLFP Year of fee payment: 18 |
|
PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: FR Payment date: 20200312 Year of fee payment: 20 |
|
PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: DE Payment date: 20200422 Year of fee payment: 20 Ref country code: CH Payment date: 20200424 Year of fee payment: 20 |
|
PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: IT Payment date: 20200312 Year of fee payment: 20 |
|
REG | Reference to a national code |
Ref country code: DE Ref legal event code: R071 Ref document number: 50101682 Country of ref document: DE |
|
REG | Reference to a national code |
Ref country code: CH Ref legal event code: PL |