EP3288814A1 - Articulation pour la liaison articulée d'une région d'extrémité côté caisse de wagon d'une barre d'attelage avec une caisse de wagon - Google Patents

Articulation pour la liaison articulée d'une région d'extrémité côté caisse de wagon d'une barre d'attelage avec une caisse de wagon

Info

Publication number
EP3288814A1
EP3288814A1 EP16720097.1A EP16720097A EP3288814A1 EP 3288814 A1 EP3288814 A1 EP 3288814A1 EP 16720097 A EP16720097 A EP 16720097A EP 3288814 A1 EP3288814 A1 EP 3288814A1
Authority
EP
European Patent Office
Prior art keywords
coupling rod
base plate
car body
linkage
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.)
Granted
Application number
EP16720097.1A
Other languages
German (de)
English (en)
Other versions
EP3288814B1 (fr
Inventor
Christoph Nikolaus
Arthur Kontetzki
Kay Uwe Kolshorn
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.)
Voith Patent GmbH
Original Assignee
Voith Patent GmbH
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 Voith Patent GmbH filed Critical Voith Patent GmbH
Publication of EP3288814A1 publication Critical patent/EP3288814A1/fr
Application granted granted Critical
Publication of EP3288814B1 publication Critical patent/EP3288814B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G1/00—Couplings comprising interengaging parts of different shape or form and having links, bars, pins, shackles, or hooks as coupling means
    • B61G1/10—Couplings comprising interengaging parts of different shape or form and having links, bars, pins, shackles, or hooks as coupling means having links or bars coupling or uncoupling by rotating around a vertical axis
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G7/00—Details or accessories
    • B61G7/10—Mounting of the couplings on the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G1/00—Couplings comprising interengaging parts of different shape or form and having links, bars, pins, shackles, or hooks as coupling means
    • B61G1/32—Couplings comprising interengaging parts of different shape or form and having links, bars, pins, shackles, or hooks as coupling means with horizontal bolt or pin
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G1/00—Couplings comprising interengaging parts of different shape or form and having links, bars, pins, shackles, or hooks as coupling means
    • B61G1/40—Couplings comprising interengaging parts of different shape or form and having links, bars, pins, shackles, or hooks as coupling means with coupling bars having an enlarged or recessed end which slips into the opposite coupling part and is gripped thereby, e.g. arrow-head type; with coupling parts having a tong-like gripping action
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G9/00—Draw-gear
    • B61G9/20—Details; Accessories
    • B61G9/24—Linkages between draw-bar and framework

Definitions

  • the invention relates to an articulation for the articulated connection of a carriage box-side end portion of a coupling rod to a car body of a rail-bound vehicle, wherein a longitudinal axis of the coupling rod coincides in the neutral position with the longitudinal direction of the rail vehicle and wherein the articulation comprises:
  • the spherical bearing is designed as a so-called spherolastic bearing, which accommodates the longitudinal, transverse and vertical forces which occur during the travel of the multi-unit vehicle between the adjacent bodies.
  • the constructive design in particular the energy dissipation elements in the form of the spring units and the connection elements determines the possible deflection angle, whereby this partly limited.
  • the invention therefore an object of the invention to provide a linkage of the type mentioned in such a way that it is securely supported for a different large deflection angle in the individual deflection directions and on the other just acting pressure and angle forces.
  • the solution according to the invention should be characterized by a low number of components and compact design.
  • the solution according to the invention is characterized by the features of claims 1 and 7, which describe two basic embodiments. Advantageous embodiments are described in the subclaims.
  • a pull-push device arranged in the carriage box-side end region of the coupling rod with a carriage-box-side support element arranged between the base plate and the carriage body, and a coupling-side support element, spring units being arranged between the base plate and the respective carriage-box-side and coupling head-side support elements,
  • the base plate is mounted pivotably in the bearing block transversely to the longitudinal direction in a horizontal plane and the coupling rod is mounted in the passage opening via a ball joint bearing.
  • the base plate is pivotable about an axis vertical to the longitudinal direction, in particular a vertically aligned to the coupling longitudinal axis in the neutral position axis.
  • a solution according to the invention is characterized in that the coupling rod is mounted on the car body via a ball joint bearing, wherein a first element of the ball joint bearing is formed by the bearing block or a connected thereto element and a second element of the ball joint bearing of the base plate and the base plate is connected to the carriage box end portion of the coupling rod.
  • the neutral position corresponds to the position of the coupling rod in the installed position in the unloaded state on a rail vehicle with respect to this.
  • a longitudinal axis of the coupling rod is aligned in the longitudinal direction of the rail-bound vehicle.
  • a deflection takes place under load out of this.
  • Both basic designs are characterized by the integration of a ball and socket joint for articulation to the car body of a rail vehicle, the function of the ball joint bearing was laid in both directly into the connection with the bearing block or the car body, whereby large deflection angle of the coupling rod to the neutral position are possible. While in the first basic version, the functions of the deflection for different angular ranges in the different directions is assigned to different components, this task is reserved in the second basic version in functional concentration solely the ball joint bearing, which realizes the connection to the car body.
  • the outer peripheral region of the passage opening of the base plate or a non-positive or positive-locking element form a ball socket of the ball joint bearing with a dome-like contact surface for a ball joint.
  • the ball joint has a passage opening for receiving the carriage box-side end portion of the coupling rod.
  • a sliding bearing in particular radial plain bearings, wherein the position assignment of coupling rod and base plate is not fixed in the axial direction.
  • the coupling rod is positively or non-positively connected to the ball joint, whereby a fixed position assignment between the coupling rod and the base plate is given.
  • the bearing block can be designed in many forms. This has two receiving openings, the center axis is formed extending in the installed position perpendicular to the longitudinal direction of the coupling rod in the neutral position, wherein the base plate is mounted on at least one respective rotary joint in one of the receiving openings. The function of the rotary joint can be realized via a pivot.
  • the bearing block on two closable via a bearing cap receiving openings the center axis is formed perpendicular to the longitudinal direction of the coupling rod extending in the neutral position.
  • the base plate is non-positively or positively connected to the bearing cap and rotatably mounted the bearing cap in the receiving opening.
  • This design provides an easy to implement and functional pivotal connection between the base plate and bearing block.
  • the second basic version has the advantage of a high functional concentration with low number of components and compact design, the pressure forces and tensile forces in the neutral position as well as force at an angle on safe be transferred to the bearing block.
  • the spring unit provided between the coupling-side support element and base plate preferably also comprises a plurality of spring elements arranged in series between the wagon-box-side support element and base plate, wherein the individual spring elements are coupled to one another via intermediate elements to form the units are, which can be used on standardized spring elements to form differently sized spring units.
  • these are formed with a device for preventing the climbing, in particular a climbing protection.
  • the bearing block at his on the coupling side supporting element facing end face contact surface areas which are arranged in the neutral position at a distance to contact surface areas on the coupling side support member and provided for deflection in the horizontal and / or vertical direction provided by the neutral position movement of the coupling rod to this plant and preferably a force and / or form fit.
  • the two contact points between the support element and the bearing block are no longer designed as rigid stops, but elastically, in particular as spring elements (eg leaf springs).
  • spring elements eg leaf springs
  • the possibility of movement of the coupling rod in the longitudinal direction is increased again.
  • a greater proportion of the longitudinal force is generated by the additional compression of the elastomeric elements and not at the point of contact. The leads to lower bending moment in the coupling rod, since the force vectors in sum receive a smaller distance to the center line of the coupling rod.
  • Figure 1 a illustrates in a simplified schematic representation in one
  • FIG. 1 b illustrates by way of example in an axial section the basic structure of a linkage according to the invention according to a first embodiment
  • Figure 2a illustrates in a schematic simplified representation in one
  • FIG. 2b shows an example in an axial section of the basic structure of a linkage according to the invention in a deflected position according to a second basic design
  • FIG. 3 illustrates a schematic simplified representation with reference to FIG.
  • FIG. 4 shows in a diagrammatically simplified representation in a view from above, by way of example, a deflection of the coupling rod at an angle to the longitudinal axis in a horizontal plane with additional pivoting of the base plate.
  • FIG. 1 a illustrates in a schematic simplified representation of the basic structure of a linkage 1 according to the invention for articulated connecting a coupling rod 2 with a schematically only indicated car body 3 according to a first basic design in a first functional position - the so-called neutral position, while the figure 1 b a exemplary design execution in a second functional position - one deflected position, here with deflection in the vertical direction to the longitudinal direction.
  • the linkage In the first functional position, the linkage is free of a deflection from its neutral position.
  • the coupling rod 2 is aligned in this functional state with its longitudinal axis L in the longitudinal direction of the rail vehicle.
  • the X-direction describes the extension in the longitudinal direction, which coincides with in the extension direction of the longitudinal axis L of the coupling rod 2 in the non-deflected state, ie the first functional position.
  • the Y direction describes the direction across this. This corresponds in the installation position of the coupling rod 2 on a rail vehicle of the transverse direction, while the Z direction describes the height direction.
  • the linkage 1 comprises a connectable to a car body base plate 4, in which a passage opening 5 is formed, through which a wagenkasten saler end portion 6 of the coupling rod 2 extends.
  • the linkage further comprises a train on the carriage side end portion 6 of the coupling rod 2 arranged push / push device 7.
  • the pull / push device 7 comprises on both sides of the base plate 4 arranged spring units 8, in particular 8.1, 8.2, which are supported on at least indirectly coupled to the coupling rod 2 support elements, in particular support plates 9 and 10.
  • the term plate is to be understood purely functional. In this is at least one support surface forming functional elements, which preferably have a smaller width in the longitudinal direction than the extension in the vertical or transverse direction.
  • the geometric configuration, in particular contour is preferably chosen rectangular or circular.
  • the spring unit 8.1 is in neutral position in Pressure direction of the coupling rod 2 in the direction (parallel to / along the longitudinal axis or with a directional component parallel to / along the longitudinal axis L) of the longitudinal axis L of the coupling rod connected to the coupling 2 towards the car body considered effective, while the second spring unit 8.2 in the pulling direction the coupling rod 2 is effective in the direction (parallel to / along the longitudinal axis or with a directional component parallel to / along the longitudinal axis L) of the longitudinal axis L of the coupling connected to the coupling rod 2.
  • the carriage box side arranged support plate is here designated 10 and non-rotatably, that is takeaway, connected to the end portion 6 of the coupling rod 2. The connection is positive or positive.
  • the coupling rod 2 is preferably designed in several parts and the support plate 10 is then formed integrally with a portion of this.
  • the support plate 10 viewed in the longitudinal direction between the base plate 4 and the car body is arranged.
  • the support plate 9 is viewed in the longitudinal direction of the coupling rod 2 as viewed from the base plate 4 in the direction of the car body 3 out.
  • the support plate 9 is at least indirectly rotatably connected to the coupling rod 2, that is, depending on the training carried out either integral with this or positively or non-positively or cohesively or a combination of these connected to this.
  • the front spring unit in particular elastomeric spring unit 8.1 is provided.
  • this includes a plurality, preferably two or more in series next to each other in the longitudinal direction and either directly touching or via intermediate elements 29 - as shown in Figure 1 a - against each other supportable elastic elements, in particular spring elements 8.1 a, 8.1 b.
  • a rear, in particular effective tensile force spring unit 8.2 provided between the base plate 4 and the carriage box side arranged support plate 10 .
  • the leadership of the carriage box-side end portion 6 of the coupling rod 2 through the base plate 4 via a spherical bearing, in particular ball joint bearing 1 first
  • This is formed in the simplest case as a ball joint, comprising a provided in the through hole 5 of the base plate 4 and a ball socket 12 with dome-shaped contact surface 14 forming formation, which cooperates with the peripheral surface of a ball joint 15.
  • the shaping can be formed directly on the base plate 4 or on a receptacle 13 that can be connected to it or inserted into the through-opening 5.
  • the ball joint 15 has a passage opening 25 for receiving or passing through the carriage box-side end region 6 of the coupling rod 2.
  • the center axis is arranged concentrically to the center axis of the through hole 5 in the installed position.
  • the base plate 4 is hinged to the car body.
  • the articulation via a bearing block 16 which is fixedly arranged on the car body 3.
  • the articulation of the base plate 4 on the bearing block 16 via at least one rotary joint 18, which is connected to the bearing block 16, preferably extends into an opening 19 on the bearing block and is coupled to the base plate 4.
  • the axis of rotation is denoted by D.
  • connection of the base plate 4 to the bearing block 16 takes place in the longitudinal direction of the longitudinal axis L viewed stationary, but in the transverse direction to this, that is pivotable in a horizontal plane.
  • the base plate 4 in the simplest case provided at their height provided spaced to the longitudinal axis L provided peripheral surfaces via a pivot 18 in the form of a pivot on the bearing block 16, in particular in a designated receiving opening 19 on the bearing block 16 rotatable about a central axis be supported 19 of the receiving opening.
  • the center axis of the receiving opening 19 coincides here with the axis of rotation D.
  • the bearing block 16 in the illustrated case has two bearing areas, which are arranged perpendicular to the longitudinal direction in the installation position spaced from each other and in which in each case viewed in the vertical direction, the base plate 4 is rotatably supported on both sides.
  • the geometric design of the individual plates, base plate 4, support plates 9 and 10, preferably takes place with a substantially square or rectangular cross-sectional area.
  • the cross-sectional area of the individual spring elements 8.1 a, 8.1 b and 8.2 is formed.
  • the deflection angle in the vertical direction and / or in the horizontal direction from the neutral position, which corresponds to the longitudinal direction L shown in FIG. 1a, is given as a function of the elasticity of the spring elements of the individual spring units 8.1 and 8.2.
  • the maximum deflection is represented by the elasticity of the spring unit 8.2 and the resulting theoretically possible deformation path.
  • the spring unit 8.1 here comprises two spring elements 8.1 a and 8.1 b, which bridge in the unloaded state, a distance between the base plate 4 and the support plate 9 with or free of bias.
  • the spring unit 8.1 is supported on the one hand on the base plate 4 and on the other hand on the support plate 9 from.
  • the spring element 8.1 b at a surface area on the face away from the car body 3 end face 20 of the base plate 4 and the spring element 8.1 a to a car body. 3 directed surface area 30 on the end face 17 on the support plate 9 from.
  • the directed to the car body 3 end face 17 of the support plate 9 is spaced from the base plate 4 and further viewed at a distance a in the installed position in the unloaded state in the longitudinal direction of the coupling rod 2 to the car body 3 directed away end faces 21 arranged on both sides of the longitudinal axis L storage areas of Bearing 16 is formed.
  • a Aufklettertik is realized, that limits the maximum deflection and avoid unwanted buckling in the vertical direction by the forces then brought together in operative connection
  • Surface portions 21 of bearing block 16 and 31 are supported by the end face 17 of the support plate.
  • the surface regions 30 and 31 are arranged offset to one another in the vertical direction, wherein, starting from the longitudinal axis L, the surface regions 31 are arranged at a greater distance therefrom than the surface region 30.
  • At least the individual surface region 21 on the bearing block 16 and preferably also the individual surface region 31 on the support plate 9 are curved in a view from above, so that in the deflection case in pivoting in the horizontal direction no Tilting and thus a point contact is given, but at least one line or surface contact.
  • Figure 1 a in the neutral position is shown in Figure 1 b for an advantageous structural design according to Figure 1 a in the deflected position. Visible here is the interaction of the individual surface areas 21 and 31 with each other.
  • the individual bearing cap 23 closes the opening 19 and has a first, on a surface area on the outer periphery of the bearing block 16 supporting part and a in the opening 19 on the bearing block 16 extending part.
  • the base plate 4 has for connection in the case shown a substantially X-shaped cross-section, other embodiments are conceivable.
  • the design of the through hole 5 and the ball joint bearing 1 1 correspond to that described in Figure 1 a.
  • the pivotal connection between base plate 4 and bearing block 16 is realized via a sleeve 22 arranged between opening 19 and bearing cap 23, which permits a relative movement at least over a partial area between bearing cap 23 and the base plate 4 and bearing block 16 connected thereto.
  • the embodiment according to Figures 1 a and 1 b is characterized in that a deflection relative to the mounting position perpendicular, in particular vertically or at least vertically with directional component, in particular vertical to the longitudinal direction of the rail vehicle via the ball joint bearing 1 1 is realized, wherein the deflection in the Horizontal plane, in particular with a directional component of the position of the longitudinal axis in neutral position transverse to this still on the pivot 18, ie the pivoting of the base plate 4 can be increased by a perpendicular to the longitudinal axis.
  • the design is suitable for compensating both tensile and compressive forces.
  • the on the operatively engageable surface areas 21 and 31 on bearing block 16 and support plate 9 allows direct support of the forces and discharge into the car body 3 free of unwanted dipping the coupling rod and releasing them from the bearing block 16 by force redirection directly through the support plate 9 the bearing block 16.
  • Figure 1 b shows a functional position with deflection in the vertical direction when pressurized. Visible is the resulting deformation of the spring units 8.1 and 8.2., A support of the forces to the impact of the take over in this view above the longitudinal axis arranged surface area 31 of the support plate 9 on the bearing block 16.
  • Figure 2a shows a particularly compact design of a linkage 1 according to a second basic design in neutral position, in which the storage of the coupling rod 2, in particular the carriage box-side end portion 6 directly via ball joint bearing 1 1 on the car body he follows.
  • the bearing block 16 is formed such that it forms a first element 26 of a ball joint bearing 1 1, while the base plate 4 connected to the coupling rod 2, in particular connected to the carriage box end portion 6 of the coupling rod 2 base plate 4, a second element 27 of the Ball joint bearing 1 1 trains.
  • the first element 26 of the ball joint bearing 25 is formed by a receptacle 28 connected to or formed by the bearing block 16, here a receiving element, while the second element of a cooperating with the receiving device 28, the through hole 5 for receiving the Coupling rod 2 forming base plate 4 is formed.
  • the first element 26, in this case the bearing block 16, preferably forms the ball socket 12 with a spherically curved surface, while the base plate 4 or an element connected thereto performs the function of the ball joint 15.
  • the rest of the design and arrangement of the elastic support provided for spring units 8.1, 8.2 and the support plates 9, 10 takes place in analogy to that described in Figures 1 a and 1 b. It is crucial that here the function of the ball joint bearing 1 1 is taken directly from the components base plate 4 and bearing block 16.
  • FIG. 2b shows the embodiment according to FIG. 2a during deflection from the neutral position.
  • the contact surfaces 21 on the bearing block 16 and / or 21 on the support plate 9 are formed such that when interacting the support plate 9 with the bearing block 16 enters a positive and / or non-positive connection to a climbing up the connected to the coupling rod 2 To avoid coupling.
  • the surface regions 21 and 31 are for this purpose preferably formed such that a stop is given in the vertical direction.
  • the coupling rod 2 is made of several parts.
  • the carriage box-side end region 6 is formed by a partial element 2.1, on which preferably the support plate 10 is already integrally formed. It is also conceivable a for-, or non-positive connection between sub-element 2.1 and support plate 10.
  • the sub-element 2.1 is non-positively or positively connected to a further sub-element 2.2.
  • the support plate 9 is integrally formed with the sub-element 2.2 or connected to this mit casserolefest by form or adhesion or material bond.
  • the sub-elements 2.1, 2.2 and possibly further sub-elements form the coupling rod. 2
  • FIG. 3 illustrates, in a schematically simplified representation, by way of example the elastic construction of a bearing block 16 in the case of a climb in FIG.
  • Operative connection can be brought surface area 31 on the support element 9.
  • the surface area 31 on the support element 9 is formed by a separate element in the form of a spring element 32. As shown in Figure 3, two such spring elements 32a are provided, which in the vertical direction
  • the spring elements 32a are formed as leaf springs. By compressing the spring elements 32a in the longitudinal direction, the possibility of movement of the coupling rod 2 in the longitudinal direction is additionally increased. Thus, a greater proportion of the longitudinal force is generated by the additional compression of the elastomeric elements and not on
  • FIG. 3 illustrates a possibility with the spring elements 32a. Also conceivable is the arrangement of spring elements 32b shown only schematically, alone or in addition, on the end face 21 of the bearing block 16.
  • FIG. 4 illustrates, in a highly schematic and greatly simplified and exaggerated depiction in a view from above on the bearing block 16, the enlargement of the deflection angle in the width direction, ie in the horizontal plane, achievable with the embodiment according to the invention with base plate 4 pivotable about the axis of rotation D.
  • the deflection of the coupling rod 2 by means of the spherical bearing 1 1 in the view of the horizontal plane, ie, a plane which is described by the longitudinal axis L and a perpendicular to this, in the width direction described, with respect to the longitudinal axis L is designated by alpha.
  • the pivotability of the base plate about the axis of rotation D is described relative to the neutral position by the pivot angle beta.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Pivots And Pivotal Connections (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

L'invention concerne une articulation (1) pour la liaison articulée d'une région d'extrémité côté caisse de wagon d'une barre d'attelage (2) avec une caisse de wagon (3) d'un véhicule roulant sur rails, un axe longitudinal de la barre d'attelage dans la position neutre coïncidant avec la direction longitudinale du véhicule ferroviaire, et l'articulation comprenant les éléments suivants : une plaque de base (4) accouplée par le biais d'un support de palier (16) pouvant être relié de manière fixe à la caisse de wagon, dans laquelle plaque de base est réalisée une ouverture de passage (5) à travers laquelle est guidée de manière longitudinale une région d'extrémité (6) côté caisse de wagon de la barre d'attelage, et un dispositif de choc/traction (7) disposé dans la région d'extrémité côté caisse de wagon de la barre d'attelage et comprenant un élément de support (10) côté caisse de wagon disposé entre la plaque de base et la caisse de wagon et un élément de support côté attelage, des unités ressort (8.1, 8.2) respectives étant disposées entre la plaque de base et les éléments de support (9, 10) respectifs côté caisse de wagon et côté tête d'attelage. L'invention est caractérisée en ce que la plaque de base est montée dans le support de palier de manière pivotante transversalement par rapport à la direction longitudinale dans un plan horizontal et la barre d'attelage est montée dans l'ouverture de passage par le biais d'un palier sphérique (11), en particulier d'un palier à rotule.
EP16720097.1A 2015-04-29 2016-04-28 Véhicule ferroviaire avec une articulation pour la liaison articulée d'une région d'extrémité côté caisse de wagon d'une barre d'attelage avec une caisse de wagon Active EP3288814B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102015207907 2015-04-29
PCT/EP2016/059483 WO2016174135A1 (fr) 2015-04-29 2016-04-28 Articulation pour la liaison articulée d'une région d'extrémité côté caisse de wagon d'une barre d'attelage avec une caisse de wagon

Publications (2)

Publication Number Publication Date
EP3288814A1 true EP3288814A1 (fr) 2018-03-07
EP3288814B1 EP3288814B1 (fr) 2021-04-21

Family

ID=55910239

Family Applications (1)

Application Number Title Priority Date Filing Date
EP16720097.1A Active EP3288814B1 (fr) 2015-04-29 2016-04-28 Véhicule ferroviaire avec une articulation pour la liaison articulée d'une région d'extrémité côté caisse de wagon d'une barre d'attelage avec une caisse de wagon

Country Status (5)

Country Link
US (1) US10246108B2 (fr)
EP (1) EP3288814B1 (fr)
CN (1) CN107531258A (fr)
DE (1) DE102016207256A1 (fr)
WO (1) WO2016174135A1 (fr)

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DE102016124808A1 (de) * 2016-12-19 2018-06-21 Voith Patent Gmbh Anlenkung zum gelenkigen verbinden einer kupplungsstange mit einem wagenkasten
DE102016125087A1 (de) 2016-12-21 2018-06-21 Voith Patent Gmbh Kupplungsanordnung, insbesondere für ein Schienenfahrzeug
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CN107804337B (zh) * 2017-11-28 2024-04-05 长沙开元仪器有限公司 一种轨道车辆及其连接装置
DE102020105294A1 (de) 2020-02-28 2021-09-02 Voith Patent Gmbh Kupplungsstangenanbindung zum beweglichen Anschluss einer Kupplungsstange an ein spurgebundenes Fahrzeug
CN113200070B (zh) * 2021-06-18 2022-10-14 中车株洲电力机车有限公司 一种车钩钩尾座安装结构

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EP3205550B2 (fr) * 2016-02-10 2024-04-17 Dellner Couplers AB Ensemble avec un support de palier et une tige de coupleur ou une tige de connexion ; cabine de véhicule à plusieurs cabines et procédé pour transmettre des forces de poussée appliquées à une tige de coupleur ou une tige de connexion à un support de palier

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CN107531258A (zh) 2018-01-02
US10246108B2 (en) 2019-04-02
EP3288814B1 (fr) 2021-04-21
DE102016207256A1 (de) 2016-11-03
WO2016174135A1 (fr) 2016-11-03
US20180050709A1 (en) 2018-02-22

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