Patent Publication Number: US-2015083770-A1

Title: Load carrier having a coupling device

Description:
The invention relates to a load carrier, especially rear-mounted carrier, with a coupling mechanism for fastening at a motor vehicle, which presents a coupling with a square opening according to SAE J684, according to the preamble of claim  1 . 
     From U.S. Pat. No. 7,240,816 B2 a load carrier is known, in which a central carrier bears tip-up carrier arms, on which adjusting ranges for bicycles are provided, and that carries a support with hook-shaped holders for holding the bicycles. The attachment of the central carrier at a US-coupling with square opening the central carrier is formed with a corresponding cross-section that fits into the opening. The end is introduced into the opening and secured with a lock. Mounting and fixing the load carrier is relatively laborious. Moreover the lock has to be additionally secured, for example with a split pin or a lock. 
     The aforementioned load carrier thus leaves room for improvement, especially with regard to the fixing on a vehicle with a receptacle-like coupling (i.e. “receiver type hitch”). 
     From DE 10 2010 036 898 A1 moreover a collapsible load carrier for mounting on a trailer hitch with a spherical head is known, that has two tip-up adjusting ranges, on which as far as two bicycles can be placed. The load carrier is formed by a base and a carrier arrangement pivotably connected with the base. One of the carrier frames serves for the movement of a clamp over the spherical head of the hitch, the other carrier frame serves for the real tensioning. Such an embodiment in the event of operating errors can result in damages. Especially a predetermined order in folding down the carrier frames has to be maintained in the operation. 
     The invention therefore is based on the task to improve a load carrier, especially with regard to mounting and fixing at a receptacle-like coupling of a motor vehicle. 
     This object is solved according to the invention by a load carrier with the characteristics of claim  1 . Advantageous embodiments are object of the sub-claims. 
     By providing a foldable load carrier in which extracting and locking is done with a locking device by a swinging movement around a pivoting axis of a single lever serving as control element, in which the lever serving as control element at the same time also forms the adjusting range, a very simple actuation of the locking device results. Especially such a lever is easily accessible. By using a movement for locking, that is also necessary without locking, in order to make the load carrier usable, a simplified, safe assembly results. Especially by using an adjusting range as control element it can be ensured that the load carrier is correctly locked, since the user can ascertain in a simple way if the load carrier is unfolded correctly and thus is ready for use. 
     If the swinging movement of the lever is transmitted to the coupling mechanism by means of a gearing and if the gearing transforms the swinging movement of the lever downwards into an extraction of at least one latch, which is part of the locking device, and the swinging movement of the lever upwards into a retracting movement of said latch, a simple technical transformation of the swinging movement into a locking movement results. 
     Preferably a part of the gearing is a camshaft, which presents at least one cam that interacts with the latch. Especially preferably it is a double cam, formed by two cams displaced by 180°. Each of the cams interacts with a latch. 
     Although in the following load carriers are referred to as so-called rear-mounted carriers, in case of special vehicles the trailer hitch can also be provided at another side of the vehicle, for example at the front side. Of course the load carrier according to the invention can be also used in those cases. 
    
    
     
       In the following the invention will be explained more in detail on the basis of an embodiment with reference to the included drawing. The figures show: 
         FIG. 1  a perspective explosive view of the load carrier according to the invention in operative condition with a motor vehicle, 
         FIG. 2   a  a perspective view of the load carrier in the folded state corresponding to  FIG. 1 , 
         FIG. 2   b  a perspective view of the ready for operation load carrier in backwards tilted state corresponding to  FIG. 1 , 
         FIG. 3  a detail view of the coupling mechanism of the load carrier of  FIG. 1  in operative condition from another perspective, 
         FIG. 4  a view corresponding to  FIG. 3  in the folded state, 
         FIG. 5   a  a top view on the load carrier of  FIG. 1  in operative condition, 
         FIG. 5   b  a view corresponding to  FIG. 5   a  in the folded state, 
         FIG. 6   a  a view of the load carrier in operative condition from behind, 
         FIG. 6   b  a view corresponding to  FIG. 6   a  in the folded state, 
         FIG. 6   c  a side view of the load carrier in operative condition from the left, 
         FIG. 6   d  a view corresponding to  FIG. 6   c  in the folded state, 
         FIG. 7  an exploded view of the substantial parts of the coupling mechanism, 
         FIG. 8   a  a view of the ready for operation coupling mechanism in travel direction, 
         FIG. 8   b  a section along line A-A in  FIG. 8   a,    
         FIG. 8   c  a representation corresponding to  FIG. 8   b  with schematic representation of forces, 
         FIG. 9   a  a section along line B-B in  FIG. 8   a,    
         FIG. 9   b  a section along line C-C in  FIG. 8   b,    
         FIG. 9   c  a section along line D-D in  FIG. 9   a,    
         FIG. 10   a  a view of the coupling mechanism in travel direction with folded load carrier, 
         FIG. 10   b  a section along line A-A in  FIG. 10   a,    
         FIG. 11   a  a section along line B-B in  FIG. 10   a,    
         FIG. 11   b  a section along line C-C in  FIG. 10   b,    
         FIG. 11   c  a section along line D-D in  FIG. 11   a,    
         FIG. 12   a  a detail view of the force limitation of the coupling mechanism in the disengaged state, 
         FIG. 12   b  a detail view of the force limitation of the coupling mechanism in the retracted state, and 
         FIG. 13  a side view of a further collapsible variant of the load carrier of  FIG. 1 . 
     
    
    
     The following description is based on a load carrier  1  applied as rear-mounted carrier at a trailer hitch, as shown in  FIG. 1  in an explosive view. The directions refer to the normal travel direction of the vehicle, in which X indicates the direction contrary to the travel direction, Y the transversal direction and Z the vertical direction. 
     A foldable load carrier  1 , that in this case may serve for the transport of two bicycles or other loads, like for example skis, snowboards, a rear box, is to be fastened with the help of a coupling mechanism  2  at a receptacle-like coupling  3  of a motor vehicle. The receptacle-like coupling  3  has an end zone substantially designed as a rectangular tube with a backwards open locating opening  3   a  with square cross-section as well as two lateral locking openings  3   b . In this case it is a 1.25″ Hitch Mount Receiver, which is usually used for trailer devices Class I and Class II. The design may however also be accordingly larger for a 2″ Hitch Mount Receiver for Class III and Class IV or for a 2.5″ Hitch Mount Receiver for Class V. Especially with the larger couplings instead of the two bicycles described in the following also for example four or five bicycles can be transported. Moreover known reducing sleeves can be used for the larger couplings, so that also the coupling mechanism  2  can be used for 1.25″ Hitch mount receiver. 
     The load carrier  1  has a central carrier  4 , which, if the load carrier  1  is applied correctly to a motor vehicle as a rear-mounted carrier, extends in longitudinal direction of the vehicle and in cross-section substantially presents the form of a closed hollow profile. At one end of the central carrier  4  the coupling mechanism  2  is arranged, at the other end of the central carrier  4  there is the collapsible part of the load carrier  1  that forms the actual charging area. For this purpose two carrier arms  5  are applied, by means of consoles  6  centrically as to the semilongitudinal axis of the central carrier  4  pivotably around two carrier arm-swinging axles ST spaced from each other, the carrier arms  5  in their folded position being arranged substantially parallelly to each other and substantially aligning with each other in their unfolded ready for action position. A support bracket  7  roughly bent by 90° is arranged with its horizontal leg above the central carrier  4 , between the tiltable ends of the carrier arms  5 , and extends with its vertical leg slightly distanced from the coupling mechanism  2  upwards. 
     Although not described in detail, in an alternative embodiment the consoles with carrier arms can also be arranged on the central longitudinal axis of the central carrier, i.e. the two carrier arm swinging axles are aligned with each other. 
     If one, with the unfolded load carrier  1 , for example wants to transport two bicycles, the same are parallel to each other, oriented in y direction, with their wheels on accordingly formed adjusting ranges  8  at the carrier arms  5  and in the upper area they are connected with the support bracket  7  in a manner known per se, by means of holders, clips, brackets or similar, not shown in detail. The carrier arms  5  are formed in such a way, that they are arranged rotatably around its longitudinal axis in the respective console  6 , so that the adjusting ranges  8  formed bifurcated on it for the load to be carried, if not used, can be oriented in a space saving way. If in use, the carrier arms  5  however are form-fit connected with the support bracket  7  and mounted in their consoles  6 . Alternatively the carrier arms can also be arranged rigidly in the consoles or where applicable also be formed one-piece with them. Because of its function the totality of console  6  and carrier arm  5  as well as the adjusting range  8  are also called lever  10 . For actuating a corresponding handle, not represented, can be formed on all areas or rigidly be connected to them. 
     In the unfolded ready for operation position of the load carrier  1  in this case, as illustrated in  FIG. 2   b , a tilt of the carrier arms  5  with their adjusting ranges  8  with support bracket  7  backwards is possible, so that for example the boot is accessible. The carrier arms  5  are rotatable within the consoles  6 . A security device arranged between the central carrier  4  and the extrados of the support bracket delimits the tilt. As the carrier arms  5  are connected to each other, in the folded state of the load carrier  1  a tilt is not possible, since a rotation within the consoles  6  is prevented due to the connecting area between the carrier arms  5 . An additional security device can be provided, in order to prevent an unwanted tilting in the operative condition. For tilting, for example in order to get to the boot of the vehicle, the security device if existing is released and the carrier arms  5  can be tilted backwards in the consoles  6 . Due to the relatively large operating forces, especially due to the friction between carrier arms  5  and consoles  6  in an area with relatively large diameter, an inadvertent tilt backwards is prevented even without additional security device. 
     The carrier arm  5  here arranged on the left in travel direction of the vehicle is at the same time an actuating element for the coupling mechanism  2 , while the second carrier arm  5  in this case has no additional function connected to the coupling mechanism  2 . 
     In the following the structure and the function of the coupling mechanism  2 , which serves for safely connecting the load carrier  1  with the receptacle-like coupling  3 , are described in more detail. 
     The actual coupling area, thus the area in which the load carrier  1  is connected with the receptacle-like coupling  3 , has as constitutive parts a mandrel  20  stationary with respect to the central carrier  4  and a locking device  21  movable with respect to it. For mounting the load carrier  1  to the receptacle-like coupling  3  the mandrel  20  is pushed in up to a stop plate  23  applied to the outside of the mandrel  20  by means of a fixing screw  22 . As the overall dimensions of the mandrel  20  and internal dimensions of the receptacle-like coupling  3  substantially correspond to each other, an insertion is possible with precisely specified orientation, wherein the insertion depth is defined by the stop plate  23  which abuts at the front end face  3   c  of the receptacle-like coupling  3  (see  FIGS. 9   a  and  11   a ). 
     The locking device  21 , which is arranged substantially inside the mandrel  20  and inside a transition area  20   a , connected one-piece with the mandrel  20 , towards the central carrier  4 , has a camshaft  24 , two latches  25 , a pressure piece  26  and a wave spring  27 . For actuating the locking device  21  an operating means  30  is provided, which interacts with the camshaft  24  of the locking device  21 . The movement transmission from the operating means  30  to the locking device  21  will be explained later. 
     Before explaining the operating means  30  more in detail, the locking device  21  is described in more detail in the following. 
     The camshaft  24  has a journal  24   a  arranged on the side of the central carrier  4 , rotatable in a bedplate  20   b  provided in the transition area  20   a  towards the central carrier  4 . Adjacent to the journal  24   a  teeth  24   b  are formed. It should be pointed out that the teeth  24   b  need not be formed necessarily as toothed area, but rather the camshaft  24  has to be suitable for the movement transmission. In an open building method or an assembly from the other side for example arms protruding outwards can take over the transfer function. 
     At the coupling side end the camshaft  24  there are two double cams  24   c  and  24   d  arranged twisted by 90° towards each other, each formed by two cams displaced by 180° towards each other, as well as a first bearing  24   e  between the double cam  24   c  and the teeth  24   b , flattened for the assembly. A second bearing  24   e  includes with the first bearing  24   e  an unsupported area between itself (see  FIG. 11   a ). The double cams  24   c  and  24   d  appear with the latches  25  jointly, wherein the latches  25  have a thicker locking area  25   b  with a catch  25   a , a connecting area  25   c  and a thinner deactivation area  25   d . In the locked state of the load carrier  1  the catch  25   a  of the latches  25  protrudes each time into lateral openings  3   d  of the receptacle-like coupling  3 , as for example illustrated in  FIG. 9   a . As the double cams  24   c  press from inside against the locking area  25   b , the noses  25   a  are fixed in their position and prevent a withdrawal of the mandrel  20  from the receptacle-like coupling  3 . Due to the corresponding profiles of mandrel  20  and receptacle-type coupling  3 , of the stop plate  23  that interacts with the frontal surface  3   c  of the receptacle-like coupling  3 , and of the noses  25   a  of the latches  25  that protrude into the openings  3   d  of the receptacle-like coupling  3 , there is a form-fitness and the load carrier  1  cannot be removed. 
     For the backlash-free position of the mandrel  20  said pressure piece  26  is provided in connection with a chamfer at the upper side of the mandrel  26 . For clarification of the working forces three arrows are drawn schematically in  FIG. 8   c . Here the chamfer has an angle of ca. 1° with respect to the longitudinal axis of the mandrel  26  and finishes in the area of the middle arrow of  FIG. 8   c , i.e. the area of the chamfer end forms a first adhesion area, in which due to the elastic (and where applicable plastic) deformation of the surfaces adhering to each other, no pressure peaks will occur but the pressure is well distributed. As an alternative to a backlash-free position by means of said chamfer also other measures are possible in order to realize a backlash-free position forming adhesion of the mandrel  20  in three areas as illustrated in  FIG. 8   c , for example a heel or a camber can be provided at the mandrel  20 . 
     The pressure piece  26  protrudes, as shown in  FIG. 8   b , through an opening in the mandrel  20  downwards and adheres to the inner surface of the locating opening  3   a  of the receptacle-like coupling  3 . It is pressed from the top downwards by the end zone of the camshaft  24   s , wherein the camshaft  24   s  forwards the force to the opposite side of the mandrel  20 . 
     Due to the weight of the load carrier  1  in connection with a slight elastic deformation of the mandrel  20  moreover the bottom of the mandrel  20  adheres to the front end of the locating opening  3   a  (right arrow). Also in this area there are, due to the elastic (and where applicable plastic) deformation of the surfaces adhering to each other, no pressure peaks, but the pressure is well distributed. 
     By the three adhesion areas of the mandrel  20  the same is mounted without backlash in the receptacle-formed coupling  3  so that in operation rattling noises are prevented. 
     In the folded state of the load carrier  1  the camshaft  24  is in a position rotated by ca. 90°, so that the double cams  24   c  do not adhere any longer from inside to the latches  25 , but the “thin” area between the double cams  24   c  makes possible a retraction of the latches  25 . The retraction of the latches  25  is caused by the second double cams  24   d  that due to the rotation of the camshaft  24  adhere to the thinner deactivation area  25   d  of the latches  25  and press the same during the rotation movement outwards, by which the latches  25  with their coupling side end are pressed outwards radially in relation to the camshaft  24 , so that they with their locking area  25   b  released by the first double cams  24   c  due to the rotation of the camshaft  24  from inside are moved inwards and the noses  25   a  are moved out of the openings  3   d . The load carrier  1  can thus be removed from the receptacle-like coupling  3 . 
     In the following the operating means  30 , which drives the locking device  21  and holds it in its final positions, is described in more detail. 
     For a defined locking and securing of the coupling mechanism  2  on the coupling-side outer side of the left console  6  a catch device is arranged, which has a detent  31  that interacts with a tooth segment  32  that is applied at the central carrier  4 , and presents a prestressed spring  33  which serves as prestressing element. The detent  31  of the catch device has an axis  31   a  formed at the detent  31 , with which it is pivotably mounted in a bearing at the outer side of the console  6 . The detent  31  moreover has two outwards extending ends, in which at one end in this case two click teeth  31   b  are formed. Of course also a different suitable number of click teeth can be provided. The other end of the detent  31  adheres to the prestressing spring  33 . On the side opposite to the spring  33  a stopper  6   b  for the detent  31  is provided, wherein the spring  33  holds the corresponding leg of the detent  31  in adhesion to the stopper  6   b.    
     On the detent  31 , slightly displaced with respect to the axis  31   a  that bears the detent  31  on the console  6 , a bolt  34  is provided, which bears a follower plate  35  pivotably and thus forms a second bearing. The follower plate  35  is mounted by means of a further bolt at the opposite end additionally pivotably in the carrier arm pivoting axis ST. The follower plate  35  is moreover, roughly between the bolt  34  and the carrier arm pivoting axis ST, fixed to a transmission element  36 , here in the form of a tube. This tube can deform elastically slightly in case of torsional strains, i.e. it serves as torsional element and thus as additional compensation element. At the other end, the coupling side end of the transmission element  36  in this case two roughly triangular plates  37  are arranged parallelly and slightly distanced from each other. The plates  37  in one corner are fixed to the transmission element  36 , i.e. not twistable. The triangular plates  37  are supported in a second corner by an arm  38  forming a bearing and protruding from the transition area  20   a , by means of a bolt. In the third corner between the plates  37  by means of a further bolt one end of a connecting rod  39  is pivotably supported. With the second end of the connecting rod  39  by means of a further bolt two elongate crank latches  40  are pivotably connected, which take up the connecting rod end between themselves. The crank latches  40  at the other end, spaced from the connecting rod  39 , have an opening, with which they rest form-fit on the teeth  24   b  of the camshaft  24 . Thus the crank latches  40  can transmit adjusting movements to the camshaft  24 . 
     In the following the handling of the load carrier  1 , especially the function of the operating means  30  in connection with the locking device  21 , will be described in more detail. For assembling the load carrier  1  the mandrel  20  is introduced into the locating opening  3   a  of the receptacle-like coupling  3 , until the stop plate  23  adheres to the front frontal surface  3   c  and the insertion movement is automatically stopped. The two carrier arms  5  of the load carrier  1  are here directed upwards, i.e. the load carrier is in its folded position. 
     Afterwards the two carrier arms  5  are folded down, in this case the in travel direction right carrier arm  5  has no locking function. The order of folding down is as a matter of principle indifferent, it is however advantageous if first the carrier arm  5  is folded down, which has a locking function. 
     When folding down the in travel direction left carrier arm  5 , from the position in  FIG. 2   a  into the position of  FIG. 1 , the console  6  pivots around the carrier arm pivoting axis ST. The console  6 , which bears the axis  31   a  of the detent  31 , entrains the detent  31  and thus also the follower plate  35  with transmission element  36 , wherein the follower plate  35  roughly like the console  6  pivots around the carrier arm pivoting axis ST. 
     For avoiding an overload or damage if the mandrel  20  is not inserted correctly into the locating opening  3   a  of the coupling  3 , a force limitation  50  is provided, which is formed by the detent  31  with the tooth segment  32 , the spring  33 , the stopper  6   b , and especially the offset arrangement of axis  31   a  and bolt  34 . 
     If the operating force at the carrier arm  5  becomes too great, the pin of the detent  31  with the spring  33  detaches from the stopper  6   b  and compresses the spring  33  more. This leads to a twist of the detent  31 , by which the click teeth  31   b  mesh with the teeth of the tooth segment  32  and block the movement ( FIG. 12   b ). A further increase of the force leads to a reinforcement of the teeth mesh. In this way a swinging down of the console  6  with the carrier arm  5  incorporated in is blocked. 
     A slight relief releases the mesh and the folding down of the carrier arm  5  with console  6  can be continued ( FIG. 12   a ), if the operating force does not become too great. By the dimensioning of the spring  33  it can be ensured that a sufficient force for actuating the locking device  21  can be applied, but a damage to the same can be prevented in a safe way. 
     As a matter of principle the force limitation  50  with detent  31 , tooth segment  32 , spring  33 , stopper  6   b , axis  31   a  and bolt  34  can also be omitted, so that the follower plate  35  can be part of the console  6 , or the transmission element  36  can be applied directly at the console  6 . 
     Swinging down the follower plate  35 , entails a corresponding movement of the transmission element  36 , which the triangular plates  37 , that are supported with one corner on the rigid arm  38  of the transition area  20   a  of the mandrel  20 , transmit to the connecting rod  39 , wherein a stroke movement transfers on the crank latch  40  (see especially  FIGS. 10   a  and  13 ). The crank latch  40  rotates by ca. 90° around the central longitudinal axis of the camshaft  24  and entrains, due to the positive connection in the rotation movement, the camshaft  24 . 
     Due to the rotation movement of the camshaft  24  the position of the double cams  24   c  and  24   d  inside the mandrel  20  changes. In this way the noses  25   a  of the latches  25  from the position illustrated in  FIG. 11   b  are pressed outwards, as illustrated in  FIG. 9   c , penetrating into the locking openings  3   b  of the receptacle-like coupling  3  and resting on the edge of the locking openings  3   b , as illustrated in  FIG. 9   a.    
     At the same time the other double cam  24   d  frees the deactivation area  25   d  of the latches  25  so that they from their position pressed outwards, as illustrated in  FIG. 11   b , can move further inwards, as illustrated in  FIG. 9   a . In this unilateral unfolded state of the load carrier  1 , just by that only swinging movement of the console  6  with carrier arm  5 , the coupling mechanism  2  is thus completely locked, tensed, and secured in the receptacle-like coupling  3 . 
     The following swinging down of the second console  6  with second carrier arm  5  and its corresponding locking in the horizontal position, in order to make the load carrier  1  ready for action, has no influence anymore on the tensioning of the coupling mechanism  2 . The carrier arms  5  (or the consoles  6 ) can be secured in the unfolded position additionally with a security device, in order to be able to safely avoid an unwanted detachment. Such an additional security device is advantageous, especially when the load carrier  1  is used in the unloaded state, however not indispensable. 
     As a matter of principle also the second console  6  with second carrier arm  5  can be swung down and locked first. 
     The dismount of the load carrier  1  from the traction coupling  3  is done by removing the additional security device, if provided, and folding up console  6  (without tensioning function) with carrier arm  5 . Afterwards the second console  6  with carrier arm  5  is folded upwards, by which the follower plate  35  is swung around the carrier arm pivoting axis ST upwards entraining the transmission element  36 . The movement of the transmission element  36  is transmitted to the connecting rod  39  over the triangular plates  37 , that are supported with one corner at the rigid arm  38  of the transition area  20   a  of the mandrel  20 , which connecting rod transmits a tension movement to the crank latch  40  (see especially  FIGS. 8   a  and  10   a ). The crank latch  40  rotates back by ca. 90° around the central longitudinal axis of the camshaft  24  and, due to the positive connection in the rotation movement, entrains the camshaft  24 . 
     Due to the rotation movement of the camshaft  24  again the position of the double cams  24   c  and  24   d  inside the mandrel  20  changes. In this way the double cam  24   d  presses the deactivation area  25   d  of the latches  25  outwards, by which the latch  25  slightly tilts and the noses  25   a  of the latches  25  from the position illustrated in  FIG. 9   a  are returned inwards, as illustrated in  FIG. 11   a , wherein the noses  25   a  of the latches  25  leave the locking openings  3   b  of the receptacle-like coupling  3  and release the load carrier  1 . The load carrier  1  can now be removed from the vehicle in the folded position. 
     As can be seen in the aforementioned functional description, the operating means  21  in connection with the locking device  30  forms a gearing which transforms a simple swinging movement into an extracting or retracting movement of latches  25 . 
     In this case the gearing is a combination of lever and cam mechanism. As a matter of principle however also a transformation of the movement by other types of gearings is possible. 
     The load carrier  1  according to the present embodiment moreover can be tilted downwards around an axis extending in y direction away from the vehicle, in order to facilitate loading and unloading or to make accessible the boot of the vehicle (see  FIG. 2   b ). For this purpose a tilting device  60  with a pedal  61  is provided. The tilting is possible thanks to the fact, that the carrier arms  5  are incorporated in the consoles  6  in alignment with each other. Moreover the carrier arms  5  in this case are connected with each other by joints (not shown) so that in closed position a tilt is not possible. 
     In the above described embodiment the load carrier  1  is used in either instance as a rule in the completely unfolded state. As a matter of principle however, as the second lever (console, carrier arm, adjusting range) has no tensioning function, the same can also be used in the folded upwards state. Moreover, according to a further variant not represented in the drawing, the second lever can also be completely omitted. 
     According to a variant shown in  FIG. 13  of a load carrier according to the invention  1 —as the only difference to the above described embodiment—additionally also the coupling area  2  can be folded upwards, so that a particularly small folded product size of the load carrier  1  in the folded state results. For this purpose the central carrier  4  is formed in two parts and the transmission element  36  has a joint  36   a.    
     LIST OF REFERENCE SIGNS 
     
         
           1  Load carrier 
           2  Coupling mechanism 
           3  Receptacle-like coupling (“receiver type hitch”) 
           3   a  Locating opening 
           3   b  Locking opening 
           3   c  Front end face 
           3   d  Opening 
           4  Central carrier 
           5  Carrier arm 
           6  Console (for carrier arm) 
           6   b  Stopper 
           7  Support bracket 
           8  Adjusting range 
           10  Lever 
           20  Mandrel 
           20   a  Transition area 
           20   b  Bedplate 
           21  Locking device 
           22  Fixing screw 
           23  Stop plate 
           24  Camshaft 
           24   a  Journal 
           24   b  Teeth 
           24   c  First double cams 
           24   d  Second double cams 
           24   e  Bearing 
           25  Latch 
           25   a  Catch 
           25   b  Locking area 
           25   c  Connecting area 
           25   d  Deactivation area 
           26  Pressure piece 
           27  Wave spring 
           30  Operating means 
           31  Detent 
           31   a  Axis 
           31   b  Catch tooth 
           32  Tooth segment 
           33  Spring 
           34  Bolt 
           35  Follower plate 
           36  Transmission element 
           36   a  Joint 
           37  Triangular plates 
           38  Arm 
           39  Connecting rod 
           40  Crank latch 
           50  Force limitation 
           60  Tilting device 
           61  Pedal 
         ST Carrier arm pivoting axis