EP2356009B1 - Unité d'accouplement - Google Patents

Unité d'accouplement Download PDF

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Publication number
EP2356009B1
EP2356009B1 EP09799497.4A EP09799497A EP2356009B1 EP 2356009 B1 EP2356009 B1 EP 2356009B1 EP 09799497 A EP09799497 A EP 09799497A EP 2356009 B1 EP2356009 B1 EP 2356009B1
Authority
EP
European Patent Office
Prior art keywords
shaft
housing
coupling unit
unit according
bearing
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.)
Not-in-force
Application number
EP09799497.4A
Other languages
German (de)
English (en)
Other versions
EP2356009A1 (fr
Inventor
Andreas Krome
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.)
Schaeffler Technologies AG and Co KG
Original Assignee
Schaeffler Technologies AG and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Schaeffler Technologies AG and Co KG filed Critical Schaeffler Technologies AG and Co KG
Priority to PL09799497T priority Critical patent/PL2356009T3/pl
Publication of EP2356009A1 publication Critical patent/EP2356009A1/fr
Application granted granted Critical
Publication of EP2356009B1 publication Critical patent/EP2356009B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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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

Definitions

  • the invention relates to a coupling unit, in particular for the semi-permanent connection of two wagons of a rail vehicle.
  • the task of this close coupling is to transmit the tensile and compressive forces in the vehicle longitudinal direction during acceleration and braking from one car to the other. Furthermore, it should transmit the lateral forces when cornering and weight forces.
  • the clutch should have a mobility to ensure all three spatial axes. When cornering, the main motion angles occur around the vertical z-axis. If depressions or crests are run over, tilting angles also occur around a horizontally extending y-axis and roll angles about an x-axis extending in the longitudinal direction of the traction, which are to be compensated by the clutch. Furthermore, a short coupling should have no linear degrees of freedom to avoid jerking during load changes.
  • DE 69315632 which at the same time constitutes the closest prior art, is based on the fact that a radial spherical plain bearing with a horizontal bearing axis forms the central element of the articulated connection.
  • the spherical plain bearing has the required rotational angular mobilities in all three pivot axes.
  • the joint bearing is fixed for this purpose via its outer ring in a coupling housing.
  • the housing is a joint head and is connected in the vehicle longitudinal direction in a suitable manner with the vehicle frame of one of the wagon ends to be connected. Usually this is a welded joint used.
  • the joint bearing is fixed via its inner ring with a shaft or a shaft and these in turn in a housing.
  • This fixation of the shaft or of the shaft in or on the housing takes place in such a way that the shaft or the shaft rests on one of its sides against the housing or in a shape of the housing and bears against a wedge or a clamping plate, which lies opposite the molding. held in this position.
  • the shaft is provided with flats against which the wedges for fixing the shaft in the housing. So that the wedges or clamping plates maintain their position, they are detachably connected to the housing. It is also noticeable that the wedging of the shaft or of the shaft is always carried out in such a way that the respective wedge or the respective clamping plate of the shaft or the shaft is arranged side by side in the vehicle longitudinal direction.
  • shaft and inner ring are made in one piece.
  • the housing in turn is also connected in the vehicle longitudinal direction with the end of the second wagon to be connected. Again, a welded joint is usually used for this purpose.
  • the housing is often shaped below so that it can be supported directly on the center plate of the bogie. In this way, the required articulated connection is formed.
  • These state-of-the-art solutions are available with maintenance-type spherical plain bearings (grease / oil lubrication) or with maintenance-free spherical plain bearings (sliding layers between outer and inner ring).
  • maintenance-requiring solutions with other storage solutions are known, but do not reach the ever-increasing life requirements.
  • the coupling unit should also ensure sufficient stiffness with the lowest possible component weight.
  • a simple separation and connection of the coupling unit should be possible even after many years of use.
  • the coupling unit should also be simple in construction, inexpensive to produce and quick to install. A sealing of the bearing elements in the coupling unit should be possible.
  • a coupling unit is proposed in particular for the semi-permanent connection of two rail cars of a rail vehicle, with a first housing for attachment to a first railroad car and a pivotally and rotatably coupled to the first housing second housing for attachment to a second railroad car, wherein on the second housing a bearing outer ring is fixed with a hollow spherical inner bearing surface, which is slidably guided on a bearing inner ring with a spherical outer surface and the bearing inner ring with an inner bore on a shaft which is fixed to the first housing, wherein the shaft at a first end one or two in the Axial direction of the shaft extending flattenings and at a second end one or two extending in the axial direction of the shaft second flats and at least one clamping piece is provided that against one of the flats and an opening portion in the first Geh äuse rests and thereby secures the shaft against rotation.
  • the clamping piece is cuboid, wedge-shaped or cylindrical. According to a further embodiment, the clamping piece consists of at least two clamping piece parts.
  • the flattenings on the first shaft end are aligned parallel to one another and / or the flattenings on the second shaft end are aligned parallel to one another.
  • the first flats and / or the second flats are arranged differently close to the axis of symmetry of the shaft.
  • the bearing inner ring and the shaft are integrally formed as a component.
  • a first support ring on the shaft adjacent to the bearing inner ring and the first housing and / or a second support ring adjacent to the bearing inner ring and the first housing are arranged.
  • the support rings and the bearing inner ring are designed as one component.
  • a first sealing bellows and / or a second sealing bellows are arranged to extend around the shaft, the first sealing bellows sealingly abutting the second housing and the bearing inner ring and / or the first support ring and the second sealing bellows on the second housing and Bearing inner ring and / or the second support ring sealingly.
  • a first clamping element is arranged to extend around the shaft on the first sealing bellows, which presses the first sealing bellows against the first supporting ring and / or on the second sealing bellows a second clamping element is arranged running around the shaft, which surrounds the second sealing bellows against the first second support ring presses.
  • a projection for supporting on a rotary pan is formed on the first housing.
  • sliding material is arranged between the bearing inner ring and the bearing outer ring.
  • an opening is provided on the first housing, which has a central at least partially cylindrical opening portion for receiving the shaft and an inner opening portion for receiving the clamping piece.
  • the inner opening area is at least partially cuboidal.
  • the inner cylindrical opening region has an open position.
  • the shaft has at least two axial bores at the first end and / or second end.
  • the shaft protrudes beyond the housing, so that at least one of the flattening pairs (13a, 13b or 14a, 14b) is arranged partially outside the housing.
  • Fig. 1 shows a schematic sectional view as an elevation of a coupling unit according to the invention according to a first embodiment.
  • the coupling unit has a hatched first housing 1 for attachment to a first railway car (not shown) and a pivotally and rotatably coupled to the first housing 1 also shown hatched second housing 2 for attachment to a second railway wagon (not shown).
  • a bearing outer ring 3 is mounted with a hollow spherical inner bearing surface 4.
  • a bearing inner ring 6 is shown with a spherical outer surface 7.
  • the bearing outer ring 3 is slidably guided on the bearing inner ring 6.
  • the bearing inner ring 6 has an inner bore 8 through which a shaft 10 passes.
  • the shaft 10 has shaft ends 11, 12 which are fixed in the material of the first housing 1.
  • a radial spherical plain bearing 15 is formed with a substantially horizontal Lagerachsauscardi.
  • the bearing outer ring 3 is fixed in the second housing 2.
  • the shaft 10 and the bearing inner ring 6 are realized as two components.
  • shaft 10 and inner ring 6 can also be designed as one component.
  • the radial spherical plain bearing 15 is provided in this embodiment for freedom from maintenance with sliding material 5, for example, sliding fabric or a sliding coating, for example made of bronze or Teflon on the inner bearing surface 4 of the bearing outer ring 3. Lubrication with grease between outer ring 3 and inner ring 6 is also provided.
  • support rings 16a, 16b are arranged on the shaft 10, which fix the inner ring 6 relative to the first housing 1 and position.
  • these support rings 16a, 16b and the bearing inner ring 6 can also be designed as one component.
  • the bellows 18a, 18b extend from the second housing 2 to the respective support ring 16a or 16b and up to the first housing 1.
  • an ingress of liquid, dust or dirt in the radial pivot bearing 15 can be prevented. This serves to increase the service life of the radial spherical plain bearing 15 and to extend the maintenance intervals.
  • the bellows 18a, 18b are designed so that they slip on at least one attachment point outside / inside at excessive pivot angles, or allow elastic deformation.
  • this clamping elements 21 a, 21 b are mounted around the bellows 18 a, 18 b, which press the bellows 18 a, 18 b against the support rings 16 a and 16 b.
  • the clamping elements 21 a, 21 b may be designed as wire rings, worm springs, hose clamps or the like.
  • the clamping elements 21 a, 21 b may be made of steel, plastic or other suitable permanently elastic materials.
  • Fig. 2 shows a schematic representation of a side view of a coupling unit according to the invention according to a second embodiment.
  • the coupling unit off Fig. 2 is essentially like that Fig. 1 built up.
  • the first housing 1 has a projection 19, which extends substantially planar. With this approach 19, it is possible that the first housing 1 (not shown) on a rotary pan is supported.
  • the approach 19 is designed so that the first housing 1 can be supported directly on the turntable (center plate).
  • the first housing 1 has lateral stiffeners 20, here in the form of stiffening ribs 20.
  • the stiffening ribs 20 have the task of avoiding a gaping of the open top first housing 1 at high tensile loads.
  • the shaft 10 has at its first end 11 axially extending and opposing flats 13a, 13b and accordingly - not shown here - at its second end 12 axially extending and opposing flats 14a, 14b.
  • the opposing flats 13a, 13b are designed asymmetrically in this embodiment. The same applies to the flats 14a, 14b. That is, the flattening 13a shown in the picture above is closer to the central axis of the shaft 10 than the flattening 13b and therefore has a larger width.
  • the flats 13a, 13b can also be made symmetrical.
  • asymmetric design of the flats 13a, 13b and 14a, 14b on the shaft 10 the contact area between the shaft 10 and the first housing 1 in the locked state of the shaft 10 in the vehicle longitudinal direction is different in size.
  • the coupling unit in the vehicle longitudinal direction can transmit higher compressive forces than tensile forces.
  • the carrying capacity of the contact shaft / first housing 1 can be adapted to these different requirements. Due to the different sized contact surfaces also in the vertical direction down a greater load capacity than upwards.
  • the first housing 1 has an opening 30, through which the shaft 10 can be inserted at an insertion side 31 of the first housing 1 into the first housing 1.
  • the opening 30 has, for each shaft end 11, 12, substantially three partial areas 32, 34, 36.
  • the first of the insertion 31 outgoing opening portion 32 is formed substantially cuboid and is still funnel-shaped above, which facilitates insertion during assembly of the shaft 10.
  • This first opening region 32 merges into a substantially cylindrical central opening region 34.
  • the central opening region 34 merges into a third inner opening region 36, which is designed in a partially parallelepipedal manner.
  • the opening width of the first opening region is barely larger than the wave width in the region of the flattened portions 13a, 13b, 14a, 14b, ie the distance of the flattened portions 13a, 13b or 14a, 14b from each other.
  • the diameter of the cylindrical central opening region 34 corresponds approximately For mounting the shaft 10 in the first housing 1, this is aligned for insertion into the first opening portion 32 so that the flats 13a, 13b, 14a, 14b parallel to the insertion or the side surfaces of the first cuboid opening portion 32nd are aligned.
  • the shaft 10 is then lowered into the opening 30 until the end of the cylindrical central opening area 34 is reached. At this point, the shaft is rotated by 90 °.
  • the cylindrical surfaces of the shaft and of the central opening region 34 come into contact in the region of contact zones 35a, 35b.
  • the shaft 10 is fixed after this rotation in the vehicle longitudinal direction, as well as vertically up and down.
  • the cylindrical contact zones 35a, 35b on the outer circumference of the shaft 10 between the flats 13a, 13b and 14a, 14b take over the function to transmit the tensile and compressive forces from the driving operation to carry the weight of the wagon supporting down and lifting forces upwards from the driving dynamics or lifting work in eg maintenance / accident situations record.
  • the shaft 10 in this embodiment at the shaft ends 11, 12 frontally two axial bores 40 are introduced. By means of suitable tools which engage in these holes 40, the rotation of the shaft 10 is simplified.
  • the shaft 10 can also be made longer, so that it protrudes beyond the housing 1. Then tools such as wrench for rotating the shaft 10 at the flats 13 a, 13 b and 14 a, 14 b are brought into engagement.
  • a clamping piece 50 is inserted at each of the shaft ends 11, 12 in the inner opening portion 36. Inserted presses the clamping piece 50 against one of the flats 13a, 13b and 14a, 14b of the shaft 5 and the first housing 1 and thereby prevents rotation of the shaft 10.
  • the clamping piece 50 can be secured for example by screwing or other suitable measures against falling out.
  • the shaft 10 can be produced inexpensively with the flats 13a, 13b.
  • the cylindrical Shaft 10 has a high bearing capacity compared to the solutions of the prior art, since the flats 13a, 13b are arranged perpendicular to the main load zone and also relatively small.
  • the housing parts 1, 2 are easy to manufacture, since a few surfaces are to be processed as functional surfaces.
  • the assembly is easy, in particular by the first open top housing 1 and the attachment by clamping. Another advantage is the seal.
  • the actual functional surfaces of the radial joint bearing 15 are protected from contamination and moisture. As a result, less wear on the sliding layer occurs and longer maintenance intervals are possible, in particular for maintenance-requiring bearings.
  • the coupling unit according to the invention provides a better corrosion protection of the internal parts or it is a lesser or no further corrosion protection of these parts required because they are well protected.
  • the coupling unit according to the invention is based on the basic structure "radial spherical plain bearing with horizontal bearing axis". With this configuration, an optimum in terms of bearing / housing stiffness, total mass, power capacity, pressure distribution, travel angle, bearing life and required installation space is achieved.
  • Fig. 3 shows a schematic sectional view of a coupling unit according to the invention according to a third embodiment.
  • the coupling unit corresponds to those of the Fig. 1 and Fig. 2 ,
  • the clamping piece 50 is mounted between the upper shaft flat 13a and the lateral casing stiffener 20. Since this clamping piece is used only for rotary fixing of the shaft 10, it is not involved in the actual power flow between the shaft 10 and the first housing 1 for transmitting the operating loads. This represents a serious difference to existing solutions.
  • the basic principle of the invention is that a flattened cylindrical shaft 10 is inserted into a radially one-sided open substantially cylindrical central opening portion 34.
  • the shaft 10 is so strong flattened so that it fits just by the one-sided radial first opening portion 32 adjacent to the central opening portion 34.
  • the shaft 10 is fixed.
  • the shaft 10 is narrower in the region of the flattening 13a than its nominal outside diameter. This can be achieved by two flattening but also by a single flattening.
  • the flattening 13a is simultaneously used as a contact surface for a clamping piece 50, which prevents rotation of the shaft 10. As a result, the shaft 10 is locked.
  • one side of the cylindrical bore 36a in the first housing can receive an open position 60, which allows insertion of the shaft with subsequent rotation.
  • the provision of only one flattening 13a makes it possible to realize the shaft 10 of the coupling unit according to the invention more cost-effectively, since fewer flattenings have to be produced.
  • Fig. 4 shows a schematic sectional view of a part of a coupling unit according to the invention according to a fourth embodiment.
  • the clamping piece 50 is formed in several parts from a first clamping piece part 50.1 and a second clamping piece part 50.2 and arranged on a housing reinforcement 20.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Pivots And Pivotal Connections (AREA)
  • Mounting Of Bearings Or Others (AREA)
  • Sealing Devices (AREA)

Claims (15)

  1. Unité d'accouplement servant notamment à réaliser une liaison semi permanente de deux wagons d'un véhicule sur rails, avec un premier carter (1) servant à la fixation à un premier wagon de voie ferrée et un deuxième carter (2), couplé au premier carter (1) de façon à pouvoir pivoter et à pouvoir tourner, servant à la fixation à un deuxième wagon de voie ferrée, une bague extérieure de palier de roulement (3) dotée d'une surface de palier de roulement intérieur (4) étant fixée au deuxième carter (2) en forme de sphère creuse guidée de façon glissante sur une bague intérieure de palier de roulement (6) dotée d'une surface extérieure (7) en forme de sphère et la bague intérieure de palier de roulement (6) dotée d'un alésage intérieur (8) reposant sur un arbre (10) fixé au premier carter (1) dans une zone d'ouverture centrale (34), l'arbre (10) comportant au niveau d'une première extrémité (11) un ou deux méplats (13a, 13b) s'étendant dans la direction axiale de l'arbre (10) et au niveau d'une deuxième extrémité (12) un ou deux deuxièmes méplats (14a, 14b) s'étendant dans la direction axiale de l'arbre (10) et au moins une pièce de serrage (50) étant prévue, celle-ci reposant contre un des méplats (13a, 13b, 14a, 14b) et la zone d'ouverture centrale (34) dans le premier carter (1), sécurisant ainsi l'arbre (10) contre la torsion ; caractérisée en ce que :
    les extrémités (11, 12) de l'arbre (10) sont disposées de façon à pouvoir tourner dans la zone d'ouverture centrale (34) ;
    l'arbre (10), lorsqu'il tourne dans la section d'ouverture centrale (34), pivote d'une position d'encastrement dans une position d'extrémité et est fixé par ce seul pivotement tant dans les deux prolongements de la direction longitudinale du véhicule que verticalement, vers le haut et le bas, dans la section d'ouverture centrale (34).
  2. Unité d'accouplement selon la revendication 1, caractérisée en ce que la pièce de serrage (50) prend une forme de parallélépipède rectangle, une forme de cale ou une forme cylindrique.
  3. Unité d'accouplement selon la revendication 1 ou 2, caractérisée en ce que la pièce de serrage (50) se compose d'au moins deux parties de pièce de serrage (50.1, 50.2).
  4. Unité d'accouplement selon l'une quelconque des revendications précédentes, caractérisée en ce que les méplats (13a, 13b) sont orientés parallèlement les uns par rapport aux autres au niveau de la première extrémité d'arbre (11) et/ou que les méplats (14a, 14b) sont orientés parallèlement les uns par rapport aux autres au niveau de la deuxième extrémité d'arbre (12).
  5. Unité d'accouplement selon l'une quelconque des revendications précédentes, caractérisée en ce que les premiers méplats (13a, 13b) et/ou les deuxièmes méplats (14a, 14b) sont disposés à proximité variable au niveau de l'axe de symétrique de l'arbre (10).
  6. Unité d'accouplement selon l'une quelconque des revendications précédentes, caractérisée en ce que la bague intérieure de palier de roulement (6) et l'arbre (10) prennent la forme d'un composant réalisé d'un seul tenant.
  7. Unité d'accouplement selon l'une quelconque des revendications précédentes, caractérisée en ce qu'une première bague de maintien (16a) est disposée sur l'arbre (10) de façon connexe à la bague intérieure de palier de roulement (6) et au premier carter (1) et/ou qu'une deuxième bague de maintien (16b) est disposée de façon connexe à la bague intérieure de palier de roulement (6) et au premier carter (1).
  8. Unité d'accouplement selon l'une quelconque des revendications précédentes, caractérisée en ce que les bagues de maintien (16a, 16b) et la bague intérieure de palier de roulement (6) prennent la forme d'un composant.
  9. Unité d'accouplement selon l'une quelconque des revendications précédentes, caractérisée en ce qu'un premier soufflet de joint (18a) et/ou un deuxième soufflet de joint (18b) sont disposés de façon à s'étendre autour de l'arbre (10), le premier soufflet de joint (18a) reposant de façon étanche contre le deuxième carter (2) et la bague intérieure de palier de roulement (6) et/ou la première bague de maintien (16a) et le deuxième soufflet de joint (18b) reposant de façon étanche contre le deuxième carter (2) et la bague intérieure de palier de roulement (6) et/ou la deuxième bague de maintien (16b).
  10. Unité d'accouplement selon l'une quelconque des revendications précédentes, caractérisée en ce qu'un appendice (19) est réalisé au niveau du premier carter (1) pour permettre le maintien contre une tuile tournante.
  11. Unité d'accouplement selon l'une quelconque des revendications précédentes, caractérisée en ce qu'un matériau glissant (5) est disposé entre la bague intérieure de palier de roulement (6) et la bague extérieure,de palier de roulement (3).
  12. Unité d'accouplement selon l'une quelconque des revendications précédentes, caractérisée en ce qu'une ouverture (30) est prévue au niveau du premier carter (1), celle-ci comportant une région d'ouverture (34) centrale au moins en partie cylindrique servant à recevoir l'arbre (10) et une région d'ouverture intérieure (36) servant à recevoir la pièce de serrage (50).
  13. Unité d'accouplement selon l'une quelconque des revendications précédentes, caractérisée en ce que la région d'ouverture cylindrique intérieure (36) comporte une zone libre (60).
  14. Unité d'accouplement selon l'une quelconque des revendications précédentes, caractérisée en ce que l'arbre (10) comporte au moins deux alésages axiaux (40) au niveau de la première extrémité (11) et/ou de la deuxième extrémité (12).
  15. Unité d'accouplement selon l'une quelconque des revendications précédentes, caractérisée en ce que l'arbre (10) ressort au-delà du carter (1), de sorte qu'au moins une des paires de méplats 13a, 13b ou 14a, 14b est disposée en partie à l'extérieur du carter (1).
EP09799497.4A 2008-11-13 2009-11-06 Unité d'accouplement Not-in-force EP2356009B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL09799497T PL2356009T3 (pl) 2008-11-13 2009-11-06 Jednostka sprzęgająca

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102008057055A DE102008057055A1 (de) 2008-11-13 2008-11-13 Kupplungseinheit
PCT/DE2009/001576 WO2010054630A1 (fr) 2008-11-13 2009-11-06 Unité d'accouplement

Publications (2)

Publication Number Publication Date
EP2356009A1 EP2356009A1 (fr) 2011-08-17
EP2356009B1 true EP2356009B1 (fr) 2014-06-25

Family

ID=41667377

Family Applications (1)

Application Number Title Priority Date Filing Date
EP09799497.4A Not-in-force EP2356009B1 (fr) 2008-11-13 2009-11-06 Unité d'accouplement

Country Status (5)

Country Link
US (1) US8590718B2 (fr)
EP (1) EP2356009B1 (fr)
DE (1) DE102008057055A1 (fr)
PL (1) PL2356009T3 (fr)
WO (1) WO2010054630A1 (fr)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
MX2019005853A (es) * 2016-11-17 2019-10-15 Kaci Intermodal Systems Llc Acoplador de riel articulado.
CN110711941A (zh) * 2019-09-26 2020-01-21 苏州苏媛爱德克机械有限公司 波纹管焊接装置以及焊接方法
DE102020202938A1 (de) 2020-03-06 2021-09-09 Gebhardt Fördertechnik GmbH Sortierförderer sowie Förderwagen für einen Sortierförderer
CN113682339B (zh) * 2021-10-27 2021-12-21 南通市弘达轨道交通配件有限公司 一种轨道交通用润滑型球铰
CN115056815B (zh) * 2022-07-14 2024-03-12 株洲时代新材料科技股份有限公司 胶轮列车车端铰接机构

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5172819A (en) * 1990-05-08 1992-12-22 Westinghouse Air Brake Company Bearing assembly for an articulated coupling apparatus which connects adjacent ends of a pair of railway cars together
AU651820B2 (en) 1990-05-08 1994-08-04 Westinghouse Air Brake Company Bearing assembly for an articulated coupling apparatus which connects adjacent ends of a pair of railway cars together
US5271511A (en) * 1992-08-04 1993-12-21 Westinghouse Air Brake Company Removable shaft member engageable in a ball portion of articulated bearing assembly
US5544767A (en) * 1995-06-28 1996-08-13 Westinghouse Air Brake Company Freight railway car slackless drawbar assembly
DE102006036245A1 (de) * 2006-08-03 2008-02-07 Schaeffler Kg Gelenkkupplung für Schienenfahrzeuge

Also Published As

Publication number Publication date
EP2356009A1 (fr) 2011-08-17
PL2356009T3 (pl) 2014-11-28
US8590718B2 (en) 2013-11-26
US20110240585A1 (en) 2011-10-06
DE102008057055A1 (de) 2010-05-20
WO2010054630A1 (fr) 2010-05-20

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