EP1663755B1 - Collision protection in a coupler for rail-mounted vehicles, and a coupler equipped therewith for permanently connecting two rail-mounted vehicle units - Google Patents

Collision protection in a coupler for rail-mounted vehicles, and a coupler equipped therewith for permanently connecting two rail-mounted vehicle units Download PDF

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Publication number
EP1663755B1
EP1663755B1 EP04775361A EP04775361A EP1663755B1 EP 1663755 B1 EP1663755 B1 EP 1663755B1 EP 04775361 A EP04775361 A EP 04775361A EP 04775361 A EP04775361 A EP 04775361A EP 1663755 B1 EP1663755 B1 EP 1663755B1
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EP
European Patent Office
Prior art keywords
tube
collision protection
protection according
bore
tubes
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Application number
EP04775361A
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German (de)
English (en)
French (fr)
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EP1663755A1 (en
Inventor
Magnus SÖDERBERG
Kenth Ackemo
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Dellner Couplers AB
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Dellner Couplers AB
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Publication date
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Application filed by Dellner Couplers AB filed Critical Dellner Couplers AB
Priority to PL04775361T priority Critical patent/PL1663755T3/pl
Publication of EP1663755A1 publication Critical patent/EP1663755A1/en
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G5/00—Couplings for special purposes not otherwise provided for
    • B61G5/02—Couplings for special purposes not otherwise provided for for coupling articulated trains, locomotives and tenders or the bogies of a vehicle; Coupling by means of a single coupling bar; Couplings preventing or limiting relative lateral movement of vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G9/00—Draw-gear
    • B61G9/04—Draw-gear combined with buffing appliances
    • B61G9/10—Draw-gear combined with buffing appliances with separate mechanical friction shock-absorbers

Definitions

  • this invention relates to a collision protection for couplings for rail-mounted vehicles of the type that comprises a coupling element in which two parts translationally movable in relation to each other are included, between which at least one energy-extincting or energy-absorbing element of deformable character is arranged.
  • the invention in a second, more limited aspect, relates to a link device intended for permanently connecting two rail-mounted vehicle units of the type that comprises two link members connected via a common hinge, one of which is divided into two parts translationally movable in relation to each other, namely a front link head connected to the hinge and a rear carrier fixedly connectable to a vehicle unit, between said parts an energy-extincting or energy-absorbing element of deformable character serving as collision protection being arranged.
  • the collision protection henceforth treated constitutes a protection in the sense that the same has the purpose of protecting the rail-mounted vehicles in question against plastic deformation upon moderate collisions, the energy that is absorbed in the collision protection included in the coupling only constituting a part of all energy that is absorbed by the total collision protection equipment of the rail-mounted vehicle (comprising, for instance, deformation zones in the vehicles) upon larger collisions.
  • the energy-extincting element consists of a plastically deformable tube, which at a rear end is fixedly united to the rear carrier of the individual link member and which at a front end co-operates with a mandrel-like male element (in the form of a more robust tube) that projects rearward from the link head connected to the hinge. More precisely, said deformation tube is at the front end thereof formed with a conical collar widening forwards, in which a partially conically shaped ring on the rear end of the male element is inserted.
  • the conical surface on said ring is pressed in close contact with or free from play against the collar of the deformation tube already in the starting position of the device, i.e., without collision having occurred.
  • an axial force in excess of a predetermined limit value is applied to the individual link member, the male element is allowed to penetrate axially into the deformation tube during radial expansion of the same, the material in the tube being deformed plastically under simultaneous heat release; all with the purpose of transforming kinetic energy to heat energy and thereby abate or reducing the effect of axial impulsive forces between two connected rail-mounted vehicle units.
  • this type of collision protection is associated with a plurality of disadvantages.
  • One disadvantage is caused by the deformation work and the transformation of energy taking place by radial expansion of the deformation tube so far that this requires a certain available space around the tube. In such a way, the possibilities of the designer to attain desired compactness of the link device in its entirety are limited.
  • the fact that the deformation takes place by radial expansion entails a latent risk that the material in the deformation tube breaks before the male element has had time to run the entire length of stroke thereof. In such a way, the energy transformation process may cease prematurely, whereby the effect of the collision protection of the tube is lost too fast.
  • the general energy-absorbing capacity of the construction is fairly limited also in the case the tube does not break.
  • a primary object of the invention is to provide a collision protection, which can be realized in a compact embodiment by not requiring any particular space of receipt of radially expanding components.
  • An additional object is to provide a collision protection, the energy-extinction elements of which do not risk breaking and which, therefore, do not risk prematurely losing the energy-converting and shock-absorbing capacity thereof.
  • the invention also relates to a link device of the type initially mentioned.
  • the features of this link device is seen in the characterizing clause of claim 16.
  • the invention is based on the idea of using one or more tubes or sleeves as energy-extinction elements, which tubes or sleeves are plastically deformable by radial compression such as a consequence of they having a first, tapering end portion inserted into a thinner bore in one of the two parts of a coupling element and an opposite, free end distanced from the second part in order to, upon displacement of the two parts in the direction of each other - in connection with a collision accident - be pressed axially into the bore.
  • This means that the deformable element never can become enlarged radially and occupy space in the surroundings outside the same. Neither it is risked that the element breaks prematurely because of material break.
  • Another feature characteristic of the invention is that the front, free end of the deformation tube or tubes is distanced from one part of the coupling element via a certain gap. In such a way, it is guaranteed that the deformation tube never can be influenced by the normal, moderate stresses that occur in the link device. Not until such considerable impulsive forces that occur in connection with collisions or the like have detached the translationally movable part, this will contact the deformation tube and trigger the collision protection function.
  • the link device selected as embodiment example and illustrated in figs. 1-4 includes two components, namely a first, complete link member 1 and a part designated 2, which is included in a second link member. More precisely, the part 2 is insertable into a box-like frame 2', shown in fig. 13 , which forms a second link part that is fastenable on another vehicle unit or car body than the link member 1.
  • the two link members are mutually articulately connected via a hinge in its entirety designated 3. In a conventional way, this hinge includes a vertical pin 4, which enables the link members 1, 2 to turn in relation to each other in the horizontal plane, as is outlined by means of the angle range ⁇ in fig.
  • Each link member 1, 2 is fastenable on a rail-mounted vehicle unit or a chassis, as is outlined in fig. 13 .
  • the link members namely the link member 1
  • the second link member 2, 2' will not be described closer.
  • the link member 1 includes a front link head 6 and a rear carrier, fixedly connectable to a co-operating vehicle unit, which carrier in its entirety is designated 7.
  • said carrier is composed of two assembled components, namely a box-like frame 8, as well as a back piece 9 located in the area of the rear end thereof.
  • the frame 8 includes a bottom plate 10, as well as a vertical front plate 11 from which two vertical side pieces 12 extend, which are stiffly united to the front plate as well as the bottom plate, e.g., by being welded against the same.
  • the side pieces are oriented perpendicularly to the front plate 11 and spaced-apart mutually, at the same time as they separately are located at a certain distance inside the opposite side edges of the bottom plate 10.
  • the frame 8 is made from a strong steel plate (thickness within the range of 25-50 mm).
  • the back piece 9 is even more robust, which advantageously can be made in the form of a solid cast steel body, which is connected to the side pieces 12 of the frame 8 via a plurality of strong connecting elements 13, e.g., large screws or pins. Connection of the carrier 7 to the appurtenant rail-mounted vehicle unit takes place via the bottom and front plates 10, 11 of the frame 8, more precisely via connecting elements, not shown, that are applied in holes 14 in the respective plates.
  • the link head 6 at a rear end has a cross piece 15, which extends perpendicularly to the geometrical longitudinal axis of the link head. More precisely, the cross piece 15 is of a rectangular basic shape, grooves 16 being recessed in the opposite short side edges thereof.
  • the link head 6 projects through a central opening 17 in the front plate 11 of the frame 8, the cross piece 15 abutting against the back side of the front plate 11.
  • four threaded holes 18 are formed for receipt of equally many screws or bolts 19 (see fig. 6 ), which have the purpose of holding the link head in place.
  • the shank of the screw is somewhat weakened via a waist 21, the diameter of which decides the strength of the screw.
  • waist 21 a suitable diameter, it may be predetermined at which stress the screw should break. If the link device would be exposed to extreme, axial impulsive forces of the type that arise in connection with collisions and the like, accordingly the link head 6 can be detached from the frame 8 by the fact that the screws 19 break, and then be set in an axial, translational motion in relation to the frame.
  • an axially oriented guide bar 22 is arranged, which engages a co-operating groove 16 in the cross piece 15 of the link head.
  • a central tube 23 of a first type and two co-lateral tubes 24 of another type.
  • the nature of these tubes, which in practice are denominated deformation tubes, will be described closer below, reference being made to figs. 9-12 .
  • the most conspicuous difference between the two types of tubes is that they have different diameters. More precisely, the intermediate tube 23 has a larger diameter than the two side tubes 24.
  • the tubes co-operate with through bores 25, 26 in the back piece 9.
  • each bore is of a cylindrical basic shape and is formed with a funnel-like mouth 27, which widens in the forward direction towards the front surface 28 of the back piece 9.
  • each bore is divided into three different sections having different diameters, namely a front section 29, which has a smallest diameter and is located in close vicinity of the mouth 27, an intermediate section 30 having a somewhat larger diameter, and a rear section 31, which has a larger diameter than the intermediate section 30.
  • a ring-shaped shoulder surface 32 is formed between the two last-mentioned sections.
  • the shape of the mouth 27 is genuinely conical, i.e., the surface defining the mouth is rotationally symmetrical and generated by a rectilinear generatrix.
  • a particular insert ring 33 is shown, which is not shown in figs. 7 and 8 , but which after manufacture of the body forming the back piece 9, is mounted in the ring-shaped space adjacent to the bore.
  • Said insert ring 33 consists of another material than the material in the rest of the back piece.
  • the ring 33 may be composed of a high-strength and heat-resistant steel, while the body 9, for instance, consists of cast steel.
  • a common feature of the two types of tubes 23, 24 is that the same have a first, rear end portion 34, which tapers in the backward direction from the long, front portion 35 of the tube.
  • the portion 35 which extends along the major part of the length L of the tube, has a genuinely cylindrical shape, i.e., the envelope surface 36 thereof is cylindrical and generated by a conceived rectilinear generatrix that is parallel to the centre axis C (see figs. 11, 12 ).
  • the tapering shape of the end portion 34 is determined by an external envelope surface 37, which in the example is genuinely conical, i.e., generated by a conceived generatrix that is rectilinear.
  • the conical end portion 34 has the same thickness T as the cylindrical portion 35, more precisely as a consequence of the internal surface 38 of the end portion 34 having the same conicity as the external surface 37.
  • the same conicity, which is determined by angle ⁇ , is of great importance for the serviceability of the deformation tube.
  • the angle ⁇ amounts to 15°.
  • the cone angle in question should, however, amount to at least 5° and at most 20°, and suitably be within the range of 10-16°. Tests that form the basis of the invention have been most successful when the cone angles have varied within the range of 11-15°. In this connection, it should be emphasized that it is the cone angle of the external envelope surface 37 that is most critical.
  • adaptation and variation of the energy-absorbing capacity of the deformation tube to desired characteristics may be effected by varying the wall thickness in the end portion 34.
  • the end portion 34 may successively become thinner in the backward direction towards the smallest opening of the tube.
  • the wall thickness of the cylindrical tube portion 35 is defined as D 1 -D 2 /2, where D 1 is the outer diameter and D 2 the inner diameter.
  • the tube 24 of the thinner type has an outer diameter D 1 of 60 mm and an inner diameter D 2 of 42 mm, i.e., the wall thickness amounts to 9,0 mm.
  • the total length L is 249 mm.
  • the front end of the tube 24 is constituted by a ring-shaped, planar surface 39, which extends perpendicularly to the centre axis C.
  • the tube 24 has a seating in which a washer 40 having a nut 41 is welded.
  • the outer diameter D 1 of the tube 23 is larger and amounts in the example to 134 mm, at the same time as the inner diameter D 2 amounts to 120,2 mm, i.e., in this case the wall thickness of the tube amounts to 6,9 mm (to compare with the thickness of 9,0 mm of the thinner tube 24).
  • the wall thickness of the sleeves should be in inverse proportion to the diameter so far that a thicker tube should have a smaller wall thickness than any thinner tube and vice versa.
  • the total length L of the thick tube 23 amounts to 266 mm. In other words, the tube 23 is somewhat longer than the tube 24.
  • the tube 23 resembles the tube 24 so far that it includes a welded washer 40 and a nut 41, and the conical end portion 34 having the same wall thickness 1 as the cylindrical portion 35.
  • figs. 7 and 8 which - in the concrete embodiment example - illustrate the dimensions of the bores 25, 26 that co-operate with the deformation tubes 23, 24.
  • the inner diameter D 3 of the section 29 amounts to 120 mm. This dimension agrees with the smallest inner diameter of the insert ring 33 (see fig. 6 ) at the rear end of the ring.
  • the deformation tube 23 has an outer diameter D 1 of 134 mm. This means that the diameter of the hole section 29 amounts to only approx. 90 % of the outer diameter of the tube and that the outer diameter of the tube will be reduced by 14 mm when the tube is pressed into the bore.
  • the diameter D 4 of the intermediate section 30 is 122 mm, while the rear section 31 has a diameter D 5 of 127 mm.
  • the axial length L 1 of the back piece amounts to 160 mm.
  • the length dimensions are L 2 95 mm, L 3 45 mm and L 4 26 mm.
  • the largest outer diameter D 6 of the mouth 27 amounts to 146 mm.
  • the cone angle ⁇ agrees with the cone angle ⁇ according to fig. 12 (the complementary mounted insert ring 33 is of uniform thickness and has, therefore, the same cone angle as the seating of the mouth).
  • the inner diameter D 3 (52 mm) of the hole section 29 amounts to approx. 87 % of the outer diameter D 1 (60 mm) of the tube 24.
  • the diameter of the tube 24 is reduced by 8 mm upon deformation.
  • the degree of reduction should be within the range of 80-95 %, suitably 85-90 %.
  • fig. 6 illustrates how a deformation tube 24 is mounted in the back piece 9. More precisely, the mounting is carried out by means of a bolt 42 provided with a head 42', the male thread of which bolt is screwed into the female thread of the nut 41. The head 42' is tightened against a stopping element in the form of a washer 43, which is pressed against the aforementioned shoulder 32. Between the washers 40, 43 serving as stopping elements, a spacer member 44 extends, the length of which decides the tightening force by which the conical end portion of the tube 24 is fastened in the mouth or the seating 27 in the back piece 9.
  • the tubes 23, 24 protrude differently far in the forward direction from the back piece 9. More precisely, the thick, central tube 23 protrudes somewhat longer than the two thinner, co-lateral tubes 24. Between the tube 23 and the cross piece 15 of the link head 6, a gap 45 is accordingly formed, which is somewhat smaller or founder than the gaps 46 between the front end surfaces 39 of the side tubes 24 and said cross piece 15. In practice, the gap 45 may have an axial length within the range of 5-15 mm and the gaps 46 a length within the range of 10-20 mm. This means that one of the tubes, namely the central tube 23 will be impinged by the cross piece 15 somewhat before the same cross piece impinges on the other tubes in connection with a possible triggering of the collision protection.
  • the choice of material in the deformation tubes 23, 24 is of vital importance.
  • the tubes should be made from steel, more precisely carbon steel. After a plurality of tests, it has turned out that a commercially available steel of the type OVAKO 280 has particularly suitable properties.
  • This steel is characterized by the following principal analysis: C: 0,17-0,20 %, Si: 0,30-0,45 %, Mn: 1,45-1,60 %, P: max 0,030 %, S: 0,020-0,035 %, Cr: 0,202-0,30 %, Ni: max 0,30 %, Mo: max 0,10 %, Cu: max 0,30 %, V: 0,08-0,12 %, Ca: max 15 ppm, Ti: max 30 ppm, O: max 15 ppm and N: 70-150 ppm.
  • the collision protection formed by the three deformation tubes is inactive so far that the screws 19 hold the link head 6 fixed in the position shown in the drawings in which the cross piece 15 is kept pressed in close contact against the back side of the front plate 11. In this state, the cross piece has no contact at all with the deformation tubes 23, 24 because of the presence of the gaps 45, 46.
  • the collision protection is activated.
  • the above-mentioned screws 19 extend axially, i.e., parallel to the length extension of the link member or parallel to the direction of the relative motion between the link head 6 and the frame 7. Therefore, rupture takes place by the material in the screws, more precisely the waists of the screws, attaining the ultimate tensile strength.
  • the screws serve as triggering members, which - by suitable choice of the diameter of the screws or the waists - can be dimensioned so that they activate the collision protection at a very exact, predetermined limit value of the impulsive forces that the link coupling should carry.
  • the screws also contribute in the shock-absorbing and kinetic energy-extincting work so far that the material in the same is deformed under strain and heat release up to the point where the ultimate tensile strength is attained.
  • the strain of the screws is possible as a consequence of the presence of the gaps 45, 46 between the cross piece 15 of the link head and the free ends of the deformation tubes 23, 24, i.e., as a consequence of the deformation tubes not being clamped at the opposite ends thereof.
  • the invention is not solely limited to the embodiment described and shown in the drawings.
  • the general inventive idea may accordingly be applied in any couplings for rail-going vehicles, e.g., in automatic couplers or permanent couplers of a type that does not form link devices of the permanent type described above.
  • the collision protection may be modified in various ways, in particular regarding the geometry of the deformation tubes and the receiving bores.
  • the tapering portion on the deformation tube does not necessarily need to have a genuinely conical shape, neither the receiving, tapering mouth.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vibration Dampers (AREA)
  • Handcart (AREA)
  • Steering Controls (AREA)
  • Motorcycle And Bicycle Frame (AREA)
  • Mutual Connection Of Rods And Tubes (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
EP04775361A 2003-09-10 2004-09-01 Collision protection in a coupler for rail-mounted vehicles, and a coupler equipped therewith for permanently connecting two rail-mounted vehicle units Active EP1663755B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL04775361T PL1663755T3 (pl) 2003-09-10 2004-09-01 Zabezpieczenie przeciwuderzeniowe w łącznikach dla pojazdów szynowych oraz łącznik wyposażony w nie do trwałego łączenia dwóch pojazdów szynowych

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
SE0302411A SE526056C2 (sv) 2003-09-10 2003-09-10 Krockskydd för rälsfordonskopplingar samt en med ett dylikt krockskydd utförd länkanordning för permanent hopkoppling av två rälsfordonsenheter
PCT/SE2004/001255 WO2005023618A1 (en) 2003-09-10 2004-09-01 Collision protection in a coupler for rail-mounted vehicles, and a coupler equipped therewith for permanently connecting two rail-mounted vehicle units

Publications (2)

Publication Number Publication Date
EP1663755A1 EP1663755A1 (en) 2006-06-07
EP1663755B1 true EP1663755B1 (en) 2009-03-11

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ID=28787296

Family Applications (1)

Application Number Title Priority Date Filing Date
EP04775361A Active EP1663755B1 (en) 2003-09-10 2004-09-01 Collision protection in a coupler for rail-mounted vehicles, and a coupler equipped therewith for permanently connecting two rail-mounted vehicle units

Country Status (7)

Country Link
EP (1) EP1663755B1 (sv)
AT (1) ATE425058T1 (sv)
DE (1) DE602004019944D1 (sv)
DK (1) DK1663755T3 (sv)
PL (1) PL1663755T3 (sv)
SE (1) SE526056C2 (sv)
WO (1) WO2005023618A1 (sv)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2011162672A1 (en) * 2010-06-23 2011-12-29 Soldian Limited A buckling-resistant coupling arrangement for rail vehicles
WO2011162671A1 (en) * 2010-06-23 2011-12-29 Soldian Limited Shock-absorbing coupling arrangement
WO2011162673A1 (en) * 2010-06-23 2011-12-29 Soldian Limited Draftgear with stiffening beam through coupler head
WO2011162674A1 (en) * 2010-06-23 2011-12-29 Soldian Limited Shock-absorbing coupler head for a coupling arrangement

Families Citing this family (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
SE527014C2 (sv) * 2004-04-20 2005-12-06 Dellner Couplers Ab Tågfordon samt klämanordning för fixering av en draginrättning för dylika fordon
DE502005002232D1 (de) * 2005-08-10 2008-01-24 Voith Turbo Scharfenberg Gmbh Energieverzehrvorrichtung mit erhöhter Ansprechkraft
DE502006002332D1 (de) * 2006-05-18 2009-01-22 Voith Turbo Scharfenberg Gmbh Kupplungsvorrichtung mit Überlastsicherungsglied
PL1884434T3 (pl) * 2006-07-31 2009-04-30 Voith Turbo Scharfenberg Gmbh & Co Kg Układ przegubu do przegubowego łączenia dwóch sąsiednich nadwozi wagonowych
ITTO20060857A1 (it) 2006-12-01 2008-06-02 Ansaldobreda Spa Convoglio provvisto di interfacce che assorbono energia tra le carrozze in caso di collisione
US8714377B2 (en) * 2011-02-04 2014-05-06 Wabtec Holding Corp. Energy absorbing coupler
US9561807B2 (en) 2012-03-15 2017-02-07 Patentes Talgo, S.L. Elastic coupling between rail vehicle wagons
EP2886413A1 (en) * 2013-12-23 2015-06-24 Ego International B.V. Bearing bracket, assembly containing such a bearing bracket and system containing such an assembly
PL3162652T3 (pl) 2015-10-30 2023-05-08 Dellner Couplers Ab Kotwa obrotowa i wagon
EP3205551B2 (de) † 2016-02-12 2023-06-07 Faiveley Transport Schwab AG Kupplungseinrichtung für ein schienenfahrzeug
EP3372472B1 (en) * 2017-03-06 2022-05-04 Dellner Couplers AB Energy dissipating device suitable to be used as part of a connection device that connects a first car of a multi-car vehicle with a second car of a multi-car vehicle and method for dissipating energy in a connection device
RU183101U1 (ru) * 2018-03-20 2018-09-11 Валентин Карпович Милованов Узел крепления пальца беззазорного сцепного устройства
US20220242461A1 (en) * 2021-01-29 2022-08-04 Amsted Rail Company, Inc. Crash energy management systems for car coupling systems of rail cars
CA3222967A1 (en) * 2021-08-11 2023-02-16 Amsted Rail Company, Inc. Crash energy management systems for car coupling systems of rail cars

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
NL134701C (sv) * 1965-11-12
DE1912049C3 (de) * 1969-03-07 1981-08-13 Scharfenbergkupplung Gmbh, 3320 Salzgitter Vorrichtung zur Aufnahme übergroßer Stöße
EP1312527B1 (de) * 2001-09-17 2003-06-04 Voith Turbo Scharfenberg GmbH & Co. KG Gelenkanordnung
DE10153460A1 (de) * 2001-10-30 2003-05-22 Voith Turbo Scharfenberg Gmbh Kupplungsvorrichtung für die auf einem gemeinsamen Fahrwerk abgestützten Enden zweier gelenkig miteinander verbundenen, benachbarten Fahrzeugeinheiten eines schienengebundenen Gliederfahrzeuges

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2011162672A1 (en) * 2010-06-23 2011-12-29 Soldian Limited A buckling-resistant coupling arrangement for rail vehicles
WO2011162671A1 (en) * 2010-06-23 2011-12-29 Soldian Limited Shock-absorbing coupling arrangement
WO2011162673A1 (en) * 2010-06-23 2011-12-29 Soldian Limited Draftgear with stiffening beam through coupler head
WO2011162674A1 (en) * 2010-06-23 2011-12-29 Soldian Limited Shock-absorbing coupler head for a coupling arrangement
CN103003128A (zh) * 2010-06-23 2013-03-27 Ego国际公司 用于车钩装置的吸振车钩头
US8915385B2 (en) 2010-06-23 2014-12-23 Ego International B.V. Shock-absorbing coupler head for a coupling arrangement
CN103003128B (zh) * 2010-06-23 2016-03-30 Ego国际公司 用于车钩装置的吸振车钩头

Also Published As

Publication number Publication date
PL1663755T3 (pl) 2009-10-30
DE602004019944D1 (de) 2009-04-23
ATE425058T1 (de) 2009-03-15
SE526056C2 (sv) 2005-06-21
SE0302411L (sv) 2005-03-11
EP1663755A1 (en) 2006-06-07
WO2005023618A1 (en) 2005-03-17
DK1663755T3 (da) 2009-07-06
SE0302411D0 (sv) 2003-09-10

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