EP3825202B1 - Barre de traction, en particulier pour un accouplement de pare-chocs central d'un véhicule ferroviaire, et écrou destinée au raccordement d'un tirant ancrage d'une barre de traction à un tube de traction de la barre de traction - Google Patents

Barre de traction, en particulier pour un accouplement de pare-chocs central d'un véhicule ferroviaire, et écrou destinée au raccordement d'un tirant ancrage d'une barre de traction à un tube de traction de la barre de traction Download PDF

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Publication number
EP3825202B1
EP3825202B1 EP20208624.5A EP20208624A EP3825202B1 EP 3825202 B1 EP3825202 B1 EP 3825202B1 EP 20208624 A EP20208624 A EP 20208624A EP 3825202 B1 EP3825202 B1 EP 3825202B1
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EP
European Patent Office
Prior art keywords
tie
tie rod
inner nut
nut
nut part
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.)
Active
Application number
EP20208624.5A
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German (de)
English (en)
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EP3825202C0 (fr
EP3825202A1 (fr
Inventor
Karsten Kalmus
Thomas Gläser
Waldemar Ollenborger
Fabian HENCHE
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Faiveley Transport Witten GmbH
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Faiveley Transport Witten GmbH
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Filing date
Publication date
Priority claimed from DE102020102305.7A external-priority patent/DE102020102305A1/de
Application filed by Faiveley Transport Witten GmbH filed Critical Faiveley Transport Witten GmbH
Publication of EP3825202A1 publication Critical patent/EP3825202A1/fr
Application granted granted Critical
Publication of EP3825202C0 publication Critical patent/EP3825202C0/fr
Publication of EP3825202B1 publication Critical patent/EP3825202B1/fr
Active 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
    • B61G9/00—Draw-gear

Definitions

  • the present invention relates to a tie rod, in particular for a central buffer coupling of a rail vehicle, comprising a tie rod and a tie rod, the tie rod being connected to the tie rod by means of a screw connection, the screw connection comprising a nut screwed onto the end of the tie rod. Furthermore, the present invention relates to a nut for connecting a tie rod of a tie rod to a tie rod of the tie rod, a coupling, in particular a central buffer coupling, for a rail vehicle, a rail vehicle with a coupling, and a method for connecting a tie rod of a tie rod to a tie rod of the tie rod .
  • a special embodiment of such couplings is the so-called central buffer coupling, which is a combination of a buffer and a coupling.
  • Central buffer couplings can be used in all types of rail vehicles.
  • a special area of application are regional and trams as well as underground and suburban trains.
  • a central buffer coupling comprises a tie rod, the task of which is to transmit forces between the individual carriages of the rail vehicle in both the tensile and compressive directions and to absorb shocks.
  • Tension rods usually include a tie rod, which is connected to a tension tube, also known as a deformation tube.
  • the towing tube On the vehicle side, the towing tube has a towing eye.
  • the tie rod On the opposite side, the tie rod is connected to a tie rod head, which in turn can be coupled via coupling heads or directly to another coupling of an adjacent carriage of the rail vehicle.
  • the tie rod is guided through an opening in the bottom of the tie rod and secured by means of a nut placed on the end of the tie rod on the inside of the tie rod.
  • the pulling forces acting on the coupling are transmitted from the head of the pull rod to the pull eye via this connection.
  • a spring pack can also be provided within the pull rod, which can be compressed in the pull and push directions and thus enables shocks to be dampened.
  • the pulling device essentially consists of a support plate that can be connected to the vehicle, a pull rod that penetrates the support plate, and a spring.
  • the pull rod has a coupling body at its front end and a nut at its rear end, which interacts with the spring by arranging a pulling element.
  • the pulling and buffering device has an energy absorption system on the pressure side and an energy absorption system on the tension side, which are connected in series and arranged within a housing.
  • the object of the present invention is to provide a drawbar, in particular for a central buffer coupling of a rail vehicle, with which the risk of unwanted train separations is reduced or eliminated.
  • the object of the invention is a nut for connecting a tie rod of a tie rod to a tie rod of the tie rod, a coupling, in particular a central buffer coupling, for a rail vehicle, a rail vehicle with a coupling and a method for connecting a tie rod of a tie rod with provide a pull tube of the pull rod, with which the aforementioned advantage is achieved.
  • a tie rod is proposed, in particular for a central buffer coupling of a rail vehicle, comprising a tie rod and a tie rod, the tie rod being connected to the tie rod by means of a screw connection, the screw connection comprising a nut screwed onto the end of the tie rod, the
  • the nut is designed in two parts and comprises an inner nut part and a clamping part, with the clamping part being placed on the inner nut part and the inner nut part being clamped to the tie rod, it also being proposed that the inner nut part have an internal thread and be screwed onto an external thread of the tie rod, and that the clamping part has an internal thread and is screwed onto an external thread of the nut inner part.
  • the end of the nut is screwed onto the tie rod, which means that the nut is screwed onto one end of the tie rod.
  • the end of the tie rod is preferably that end which faces away from a tie rod head of the tie rod.
  • the end of the tie rod that is to say with one end of the tie rod, can be guided through an opening, in particular through a hole, in a bottom of the tension tube.
  • the nut can be placed from the inside of the tie rod onto the end of the tie rod protruding through the opening.
  • An inwardly directed flange bordering the opening in the bottom of the tension tube can bear on one side against a flange of the nut.
  • the nut is designed in two parts and has an inner nut part and a clamping part.
  • the clamping part is placed on the nut inner part and clamps the nut inner part with the tie rod.
  • the nut inner part has an inner bore in which the end of the tie rod is received.
  • the clamping part can also have an inner bore.
  • a radially inwardly directed force can be exerted on the inner nut part by the clamping part, which force presses the inner nut part against the tie rod at least in certain areas.
  • Yet another advantage of the invention is that the nut according to the invention can be placed on the tie rods of existing tie rods without reworking.
  • Other known solutions require additional machining on the tie rod, e.g. a cross hole for a dowel pin to secure a castellated nut.
  • the invention provides a simple retrofit solution with which the risk of unintentional train separations can be reduced or eliminated even with existing tie rods.
  • the tie rod preferably comprises a spring assembly which is designed to dampen shocks in the tension and compression directions.
  • the internal thread of the nut inner part and the external thread of the tie rod form a right-hand thread and/or that the internal thread of the clamping part and the external thread of the nut inner part form a left-hand thread.
  • the right-hand thread and the left-hand thread can also be interchanged.
  • the deformation section is arranged at the end on the nut inner part, which means that the deformation section is arranged in a section or region of the nut inner part which faces away from the tie rod and/or a tie rod head.
  • the pressure section of the clamping part is located in a region or section of the clamping part which faces away from the tie rod and/or a tie rod head. At least in the state in which it is completely arranged on the inner nut part, the pressure section exerts a radially inwardly directed force on the deformation section, so that the deformation section is elastically deformed and is pressed against the tie rod. This increases the frictional force between the end of the tie rod and the deformation section. The resulting increased frictional contact between the inner part of the nut and the tie rod secures the connection against unintentional loosening.
  • the elastic deformation of the deformation section is preferably elastic bending.
  • the deformation section preferably includes part of the internal thread of the nut inner part.
  • the diameter of the inner bore of the clamping part decreases due to the inner conical surface from the side facing the tie rod in the direction of the side of the clamping part facing away from the tie rod. Due to this decrease in the inner diameter of the clamping part, a continuously increasing, radially inwardly directed force is exerted on the deformation section of the nut inner part by the inner conical surface of the clamping part when the clamping part is placed or screwed onto the nut inner part. The force causes deformation or bending of the deformation portion of the nut inner, whereby the nut inner part is clamped with the tie rod in the sense of a clamping safety device.
  • the deformation section has an outer conical surface.
  • the outer conical surface is then formed in such a way that the outer diameter of the nut inner part decreases in the region of the deformation section from the side facing the tie rod to the side facing away from the tie rod.
  • the clamping part and the inner nut part preferably have different material properties.
  • the clamping part comprises a hardened metal, in particular hardened steel, or the clamping part consists of a hardened metal, in particular hardened steel, and the inner nut part comprises an unhardened metal, in particular unhardened steel, or consists of an unhardened metal, in particular from an unhardened steel.
  • the clamping part it is also possible for the clamping part to consist of or include an unhardened metal, in particular an unhardened steel, and for the inner nut part to consist of or include a hardened metal, in particular hardened steel.
  • the clamping part or the inner nut part comprises a hardened metal, in particular a hardened steel
  • the metal or the steel can also be surface-hardened.
  • the metal or steel does not have to be hardened through.
  • the pressure section preferably does not include an internal thread and the deformation section does not include an external thread.
  • the pressure section comprises part of the internal thread of the clamping part and for the deformation section to comprise part of the external thread of the inner nut part.
  • the deformation section has at least one cutout, in particular a notch or an incision, on the end and/or that the deformation section has at least one projection, in particular a lamella or a tab, on the end, with the at least one projection more preferably the outer one Includes cone surface.
  • the at least one recess, notch or incision preferably forms at least one projection which is arranged at the end of the nut inner part and is aligned in an axial direction and which is part of the deformation section.
  • the at least one projection preferably has the outer conical surface of the nut inner part.
  • the projections are of different lengths.
  • the inner nut part has a, preferably circumferential, material taper, wherein the material taper is more preferably arranged on a bottom of the recess and/or on a base of the projection.
  • the tapering of the material Due to the tapering of the material, an area of increased elasticity is created in the inner part of the nut.
  • the tapering of the material is preferably part of the deformation section. Since the tapering of the material is preferably arranged on the bottom of the at least one recess or on the base of the at least one projection, the at least one projection can be at one of the Clamping part are bent radially inward force in the material taper inward to be clamped to the end of the tie rod.
  • the at least one projection preferably the at least one tab or lamella, has an internal thread which is pressed into an external thread of the tie rod during deformation.
  • the tapering of the material is a groove, the groove preferably being arranged circumferentially on the inside in the nut inner part.
  • the groove has an angular or semi-circular cross section.
  • the clamping part has a, preferably circumferential, material taper, the material taper preferably being a groove, the groove particularly preferably being arranged circumferentially on the inside of the clamping part, the groove particularly preferably having an angular or semi-circular cross-section having.
  • the securing element provides additional protection against loosening of the nut.
  • the screw has a left-hand thread and is screwed into a bore in the end face of the tie rod.
  • Screwing the screw with a left-hand thread in the face of the tie rod prevents the inner part of the nut from detaching from the tie rod if the screw were to become loose.
  • the clamping part has securing projections at the end and that the securing element has an arm, the arm extending in a radial direction between the projections of the nut inner part and the securing projections of the clamping part.
  • securing projections can be provided which protrude beyond the end face of the tie rod in the axial direction of the tie rod when they are arranged on the tie rod.
  • the securing projections are particularly preferably arranged on an end face or on an end edge of the clamping part.
  • the securing element is fastened on the end face of the tie rod and has an arm which is directed outwards in a radial direction of the tie rod and protrudes between the projections of the deformation section and the securing projections of the clamping part.
  • the arm thus represents, so to speak, a bolt which is in a positive fit with the ends of the projections of the nut inner part and the securing projections of the clamping part.
  • the inner nut part has a flange, the flange resting on an inwardly directed flange of the tension tube.
  • the inwardly directed flange of the tie tube is the area of the bottom of the tie tube which encloses or borders the opening through which the end of the tie rod is guided.
  • the inwardly directed flange of the draw tube rests against the flange of the nut without play.
  • the maximum torque acting on the nut, in particular on the inner part of the nut, during operation is determined by the frictional connection at the annular contact surface between the flange of the inner part of the nut and the inwardly directed flange of the tension tube.
  • the pull rod, in particular the nut and the pull tube are designed in such a way that the maximum torque is as low as possible even under unfavorable conditions.
  • the maximum torque is generally determined by the maximum pulling force, the friction value of the contact surface and the effective lever arm of the contact surface to the central axis of the tie rod.
  • the nut is preferably designed in such a way that the lever arm of the contact surface is as small as possible, ie the annular contact surface on the flange of the nut inner part or on the inwardly directed flange of the tension tube has the smallest possible diameter.
  • the flange of the nut inner part is hexagonal.
  • a further solution to the problem on which the invention is based consists in providing a nut for connecting a tie rod of a tie rod to a tie tube of the tie rod.
  • the nut has an inner nut part and a clamping part, the inner nut part having an inner thread and being screwable onto an outer thread of the tie rod, and the clamping part having an inner thread and being screwable onto an outer thread of the inner nut part.
  • the nut according to the invention can have all the features of the nut described in connection with the pull rod described above.
  • the inner nut part can have a deformation section and the clamping part can have a pressure section.
  • a further solution to the problem on which the invention is based consists in providing a coupling, in particular a central buffer coupling, for a rail vehicle with a drawbar as described above and/or with a nut as described above.
  • Yet another solution is to provide a rail vehicle with a hitch as described, and/or nut and/or drawbar as described.
  • a further solution of the invention lies in the provision of a method for connecting a tie rod of a tie rod to a tie tube of the tie rod using a nut as described above, one end of the tie rod passing through an opening of the tie tube is guided, with the inner nut part being screwed onto the end of the tie rod and tightened until the connection is free of play, with the inner nut part being at least temporarily secured against rotation, for example held in place, with the clamping part being screwed onto the inner nut part so that the inner part of the nut is clamped with the end of the tie rod.
  • the center buffer coupling 10 includes a pull rod 100, which 2 shown in a perspective view.
  • the pull rod 100 includes a housing 11.
  • the pull rod also includes 100 a drawbar head 12 which can be coupled to a further coupling of an adjacent car of the rail vehicle.
  • the pull rod On the vehicle side, the pull rod also has a pull rod eye 13 .
  • FIG. 3 shows a cross-sectional view of the tie rod 100.
  • a tie rod 14 connected to the tie rod head 12 is arranged in the housing 11.
  • FIG. The tie rod 14 is guided with one end 15 through an opening 16 in a base 17 of a tie tube 18 .
  • a nut 19 is screwed onto the tie rod 14 from the inside of the tie tube 18 at the end.
  • the nut 19 comprises a nut inner part 20 and a clamping part 21.
  • the opening 16 in the bottom 17 of the tension tube 18 is bordered by an inwardly directed flange 22 which bears against a flange 23 of the nut inner part 20.
  • the pull rod 100 also includes a cover 25 and a pull rod 26 with the pull rod eye 13.
  • a spring assembly 27 which is designed to damp shocks in pressure and tensile loads and braces the tension tube 18 against the nut 19 . Due to its two-part design consisting of the inner nut part 20 and the clamping part 21, the nut 19 forms a clamping safety device, with which the risk of the nut 19 being unintentionally released from the tie rod 14 is reduced or eliminated.
  • the inner nut part 20 of the nut 19 is shown in a perspective view and in a cross-sectional view.
  • the inner nut part 20 has a hexagonal flange 23 .
  • the inner nut part 20 comprises a deformation section 28.
  • the deformation section 28 is formed by a plurality of projections 29a, 29b, which are formed by recesses 31 arranged in the edge 30 of the inner nut part 20.
  • the projections 29a, 29b can be elastically bent or deformed inwards when a force acts radially inwards on them.
  • the material taper 33 is designed as a groove 47 with a semi-circular cross section.
  • An external thread 37 is arranged on the outside 36 of the nut inner part 20 .
  • In the inner bore 32 there is an internal thread 45 provided, which also extends over the projections 29a, 29b.
  • part of the projections 29a has a greater length than the remaining projections 29b.
  • the protrusions 29a of longer length and the protrusions 29b of shorter length are arranged along the edge 30 alternately.
  • FIG. 5 a perspective view of the clamping part 21 is shown.
  • the clamping part 21 has an internal thread 39 .
  • a circumferential groove 41 in an internal bore 40 of the clamping part 21 is arranged between the internal thread 39 and a pressure section 42 of the clamping part 21 .
  • the edge 43 of the clamping part 21 has securing projections 44 .
  • the functioning of the two-part nut 19 is based on the 6 explained in more detail.
  • the inner nut part 20 is screwed with the inner thread 45 onto an outer thread 46 of the end 15 of the tie rod 14 until the flange 23 of the inner nut part 20 rests against the flange 22 of the tension tube 18 .
  • Internal thread 45 of the nut inner part 20 and external thread 46 of the tie rod 14 form a right-hand thread. Due to the design, a distance remains between the flange 22 and a shoulder 24 of a slide bushing 24a surrounding the tie rod 14.
  • the clamping part 21 is then screwed with its internal thread 39 onto the external thread 37 of the nut inner part 20 .
  • the internal thread 39 of the clamping part 21 and the external thread 37 of the nut inner part 20 are designed as left-hand threads.
  • the deformation section 28 of the nut inner part 20 has an outer conical surface 48 so that the outer diameter of the nut inner part 20 decreases in the direction pointing away from the tie rod 14 in the region of the deformation section 28 .
  • the pressure section 42 of the clamping part 21 has an inner conical surface 49 so that the inner diameter of the inner bore 40 of the clamping part 21 decreases in the direction pointing away from the tie rod 14 in the area of the pressure section 42 .
  • FIG. Included the internal thread 45 of the inner nut part 20 is pressed into the outer thread 46 of the tie rod 14 in the region of the deformation section 28, so that greater frictional contact is produced between the inner nut part 20 and the end 15 of the tie rod 14. The increased frictional contact results in the nut 19 being clamped on the end 15 of the tie rod 14.
  • 7 shows a perspective view of the nut 19 screwed onto the end 15 of the tie rod 14, comprising the inner nut part 20 and the clamping part 21.
  • a securing element 51 is fastened with a screw 52 on the end face 50 of the tie rod 14 .
  • the longer projections 29a of the deformation section 28 of the nut inner part 20 and the securing projections 44 of the clamping part 21 protrude in the axial direction 38 beyond the end face 50 of the tie rod 14 .
  • Securing element 51 has an arm 54 directed outwards in radial direction 53, which protrudes between the ends of longer projections 29a of deformation section 28 of nut inner part 20 and the securing projections 44 of clamping part 21 and forms a latch by means of a positive fit, which prevents mutual twisting from clamping part 21 to nut inner part 20 is prevented.

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  • Mechanical Engineering (AREA)
  • Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)

Claims (13)

  1. Barre de traction (100), en particulier pour un attelage à tampon central (10) d'un véhicule sur rails, comprenant un tirant d'ancrage (14) et un tirant tubulaire (18), sachant que le tirant d'ancrage (14) est relié au moyen d'une liaison à vis au tirant tubulaire (18), sachant que la liaison à vis comprend un écrou (19) vissé en extrémité sur le tirant d'ancrage (14), caractérisée en ce que l'écrou (19) est constitué en deux parties et comprend une partie intérieure d'écrou (20) et une partie de serrage (21), sachant que la partie de serrage (21) est posée sur la partie intérieure d'écrou (20) et bloque la partie intérieure d'écrou (20) avec le tirant d'ancrage (14), sachant que la partie intérieure d'écrou (20) comporte un filetage intérieur (45) et est vissée sur un filetage extérieur (46) du tirant d'ancrage (14) et que la partie de serrage (21) comporte un filetage intérieur (39) et est vissée sur un filetage extérieur (37) de la partie intérieure d'écrou (20).
  2. Barre de traction (100) selon la revendication 1, caractérisée en ce que la partie intérieure d'écrou (20) comporte en extrémité une section de déformation (28) et en ce que la partie de serrage (21) comporte en extrémité une section de pression (42), sachant que la section de pression (42) exerce une force sur la section de déformation (28) de telle sorte que la section de déformation (28) est déformée de façon élastique et est comprimée contre le tirant d'ancrage (14).
  3. Barre de traction (100) selon la revendication 2, caractérisée en ce que le filetage intérieur (45) de la partie intérieure d'écrou (20) est comprimé dans la zone de la section de déformation (28) dans le filetage extérieur (46) du tirant d'ancrage (14) de telle sorte que la force de frottement est augmentée entre la partie intérieure d'écrou (20) et le tirant d'ancrage (14).
  4. Barre de traction (100) selon la revendication 2 ou 3, caractérisée en ce que la section de pression (42) comporte une surface conique intérieure (49) et/ou en ce que la section de déformation (28) comporte une surface conique extérieure (48).
  5. Barre de traction (100) selon l'une quelconque des revendications 2 à 4, caractérisée en ce que la section de déformation (28) comporte en extrémité au moins un évidement (31), en particulier une encoche ou une entaille, et/ou en ce que la section de déformation (28) comporte en extrémité au moins une saillie (29a, 29b), en particulier une lamelle ou une attache, sachant que la saillie (29a, 29b) comprend de préférence la surface conique extérieure (48).
  6. Barre de traction (100) selon la revendication 5, caractérisée en ce que la section de déformation (28) comporte en extrémité au moins deux, de préférence au moins cinq, de façon préférée en plus au moins dix, de façon préférée en particulier exactement dix évidements (31), et/ou en ce que la section de déformation (28) comporte en extrémité au moins deux, de préférence au moins cinq, de façon préférée en plus au moins dix, de façon préférée en particulier exactement dix saillies (29a, 29b), sachant que les saillies (29a, 29b) sont tout particulièrement de préférence différentes en longueur.
  7. Barre de traction (100) selon l'une quelconque des revendications précitées, caractérisée en ce que la partie intérieure d'écrou (20) comporte une diminution de matière (33) de préférence circulaire, sachant que la diminution de matière (33) est disposée de préférence sur un fond (35) de l'évidement (31) et/ou est disposée sur une base (34) de la saillie (29a, 29b), sachant que la diminution de matière (33) est en particulier de préférence une rainure (47), sachant que la rainure (47) est disposée, de façon tout particulièrement préférée, de manière circulaire à l'intérieur dans la partie intérieure d'écrou (20).
  8. Barre de traction (100) selon l'une quelconque des revendications précitées, caractérisée en ce qu'un élément de fixation (51) est disposé en extrémité sur le tirant d'ancrage (14), est fixé en particulier avec une vis (52), sachant que l'élément de fixation (51) est constitué pour éviter une torsion de la partie de serrage (21) vis-à-vis de la partie intérieure d'écrou (20), sachant que la partie de serrage (21) comporte de préférence en extrémité des saillies de fixation (44), sachant que l'élément de fixation (51) comporte un bras (54), sachant que le bras (54) s'étend dans une direction radiale (53) entre les saillies (29a) de la partie intérieure d'écrou (20) et les saillies de fixation (44) de la partie de serrage (21).
  9. Barre de traction (100) selon l'une quelconque des revendications précitées, caractérisée en ce que la partie intérieure d'écrou (20) comporte un collet (23), sachant que le collet (23) repose sur un collet (22) dirigé vers l'intérieur du tirant tubulaire (18), sachant que le collet (23) de la partie intérieure d'écrou (20) est de préférence hexagonal.
  10. Ecrou (19) destiné à la liaison d'un tirant d'ancrage (14) d'une barre de traction (100) avec un tirant tubulaire (18) de la barre de traction (100), caractérisé en ce que l'écrou (19) est constitué en deux parties et comprend une partie intérieure d'écrou (20) et une partie de serrage, sachant que la partie de serrage (21) est posée sur la partie intérieure d'écrou (20) et la partie intérieur d'écrou (20) est prévue pour le blocage avec le tirant d'ancrage (14), sachant que la parie intérieure d'écrou (20) comporte un filetage intérieur (45) et peut être vissée sur un filetage extérieur (46) du tirant d'ancrage (14) et en ce que la partie de serrage (21) comporte un filetage intérieur (39) et peut être vissée sur un filetage extérieur (37) de la partie intérieure d'écrou (20).
  11. Attelage (300), en particulier attelage à tampon central (10), pour un véhicule sur rails avec une barre de traction (100) selon l'une quelconque des revendications 1 à 9.
  12. Véhicule sur rails avec un attelage (300) selon la revendication 11.
  13. Procédé destiné à relier un tirant d'ancrage (14) d'une barre de traction (100) avec un tirant tubulaire (18) de la barre de traction (100) en utilisant un écrou (19) selon la revendication 10, sachant qu'une extrémité (15) du tirant d'ancrage (14) est passée par une ouverture (16) du tirant tubulaire (18), sachant que la partie intérieure d'écrou (20) est vissée et serrée sur l'extrémité (15) du tirant d'ancrage (14), jusqu'à ce que la liaison soit sans jeu, sachant que la partie intérieure d'écrou (20) est fixée, par exemple maintenue, au moins provisoirement contre toute torsion, sachant que la partie de serrage (21) est vissée sur la partie intérieure d'écrou (20) de telle manière que la partie intérieure d'écrou (20) est bloquée avec l'extrémité (15) du tirant d'ancrage (14).
EP20208624.5A 2019-11-20 2020-11-19 Barre de traction, en particulier pour un accouplement de pare-chocs central d'un véhicule ferroviaire, et écrou destinée au raccordement d'un tirant ancrage d'une barre de traction à un tube de traction de la barre de traction Active EP3825202B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102019131370 2019-11-20
DE102020102305.7A DE102020102305A1 (de) 2019-11-20 2020-01-30 Zugstange, insbesondere für eine Mittelpufferkupplung eines Schienenfahrzeugs, und Mutter zur Verbindung eines Zugankers einer Zugstange mit einem Zugrohr der Zugstange

Publications (3)

Publication Number Publication Date
EP3825202A1 EP3825202A1 (fr) 2021-05-26
EP3825202C0 EP3825202C0 (fr) 2023-06-07
EP3825202B1 true EP3825202B1 (fr) 2023-06-07

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EP20208624.5A Active EP3825202B1 (fr) 2019-11-20 2020-11-19 Barre de traction, en particulier pour un accouplement de pare-chocs central d'un véhicule ferroviaire, et écrou destinée au raccordement d'un tirant ancrage d'une barre de traction à un tube de traction de la barre de traction

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Publication number Priority date Publication date Assignee Title
GB792960A (en) * 1953-06-05 1958-04-09 George Spencer Moulton & Co Improvements in and relating to central buffing and draw gear
DE2946296C2 (de) * 1979-11-16 1984-04-26 Ringfeder Gmbh, 4150 Krefeld Zugeinrichtung für Schienenfahrzeuge
DE10101470B4 (de) * 2001-01-12 2009-02-26 Faiveley Transport Remscheid Gmbh Zug- und Stossvorrichtung mit Kupplungsarm von Mittelpufferkupplungen
DE202005004502U1 (de) 2005-03-17 2005-05-19 Faiveley Transport Remscheid Gmbh Zug- und Stoßvorrichtung für Mittelpufferkupplungen von Schienenfahrzeugen

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EP3825202C0 (fr) 2023-06-07
EP3825202A1 (fr) 2021-05-26

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