MXPA06008034A - Housing for long travel high capacity friction draft gear assembly - Google Patents

Abstract

A friction-type draft gear assembly (10) includes a housing (12) having an open front and a closed rear end with a first and second rear portions (13, 15) and a pair of ledge members (14) disposed intermediate such first and second rear portions and enabling the draft gear assembly (10) to fit into a draft gear pocket of a predetermined length. The first rear portion (13) is adapted to receive a compressible cushioning element (18) with a seating arrangement abutting one end thereof which extends longitudinally from the second portion (15) of the closed rear end toward the open front portion (20). The open front end is adapted to receive a friction cushioning element (42) which has a spring release mechanism (76) for continuously urging the friction cushioning element (42) outwardly from the compressible cushioning element (18) thereby releaseing such friction cushioning element after compression of such draft gear assembly (10). The open front end may incorporate additional side members (50) for direct attachment to a coupler.

Description

ACCOMMODATION FOR ASSEMBLY OF TRACTION APPARATUS OR COUPLING BY FRICTION OF HIGH CAPACITY AND TRAVEL LONG CROSS REFERENCE TO RELATED REQUESTS This application is related and claims priority of the patent application of E.U.A. provisional No. 60 / 537,294 filed on January 16, 2004. This application is also closely related to the co-pending patent of E.U.A. Serial No. 10 / 927,910 entitled "High-Capacity, Short-travel Friction Hitch Assembly" with the serial number of E.U.A. 10 / 928,843 entitled "Coupling device for short engagement travel and long cushion for use in a 24.625 inch cavity", presented together with the present. These applications have been assigned to the assignee of the present invention and their descriptions of these copending applications are hereby incorporated by reference.

FIELD OF THE INVENTION The present invention relates, in general, to assemblies of friction-type latching devices for use in cushioning dampened and engaged shocks normally encountered by rolling stock on railway tracks during the constitution and operation of a train consisting of a structure of rail, and more particularly, this invention relates to a friction type attachment apparatus assembly having a longer travel.

BACKGROUND OF THE INVENTION N Friction-type towing device assemblies are widely used in the railroad industry in the United States to provide protection to a train car by absorbing shocks in both jammed and dampened conditions that must meet various requirements of the American Rail Association ( AAR). In one aspect, a hooking device must be capable of maintaining the minimum shock absorbing capacity during its useful life required by the AAR M-901-G standard to be at least 16,329.32 kilograms measured during a hammer test. of fall.

In another aspect, the AAR governs the working action of this coupling device so that it is achieved without exceeding a reaction pressure of 226,796.15 kilograms acting on the heads of cargo wagons to avoid thus affecting the coupler shaft. In a further aspect, the hitch apparatus must fit within a standard 62.53 centimeter long rail car cavity.

The patents of E.U.A. No. 5,152,409, 5,590,797, and 3,368,698, all owned by the assignee of the present invention and incorporated herein by reference, refer to commonly used friction engaging apparatuses, which are installed in alignment with a central rail car head. train that has a pair of front seals and a pair of rear seals. These latching devices include a housing that fits fully into the front and rear detents and has an open front portion disposed adjacent a pair of front seals and a closed rear portion that engages a pair of rear seals. A compressible cushion element is positioned within the rear portion of the housing. A friction pad element is adopted in the front portion of the housing. The latching devices further include a spring release mechanism for continuously urging the cushioning element outwardly from the cushioning element compressible thereby releasing the cushioning element by friction after compression of the latching devices. The compressible cushion element is typically either of a full spring configuration as shown in the U.S. Patents. No. 5,152,409 and 5,590,797 or a combination of spring and hydraulic assembly as shown in the US patent. No. 3,368,698.

It is now known that certain railroads require a higher protection for the train car by allowing an extended trip of approximately 12.07 centimeters to satisfy the requirements. At the same time, the coupling device with this extended travel must fit within the identical length of the 62.55 centimeter hitch for the attachment device since the latching devices currently in use are capable of traveling only 8.26 centimeters.

BRIEF DESCRIPTION OF THE INVENTION The present invention provides a friction engaging apparatus assembly for railroad cars that has a higher shock absorbing capacity while accommodating in a cavity for attachment devices of 62.53 centimeters in standard length within the central head. The friction engagement apparatus assembly comprises a housing closed at one end and open at the opposite end. The housing has a double rear chamber adjacent to the closed end and a front chamber adjacent to the open end which is in open communication with the rear double chamber.

The rear double chamber has a first larger rear portion and a second smaller rear portion disposed adjacent the closed end of a pair of flange elements disposed intermediate the first and second rear portions to enable the second portion to fit between a pair of later checkpoints.

The first back portion is adapted to receive a compressible cushion element with a pair of spring elements extending longitudinally from the second portion toward the open front portion.

The use of a double rear chamber makes it possible to use the longer spring elements, which in combination, makes possible a longer travel distance of 12.07 centimeters and, more importantly, makes it possible for the friction engagement apparatus assembly achieve a higher shock absorption capacity while it fits in the cavity for standard attachment devices that is 62.55 centimeters long.

Alternatively, the second back portion can be adapted to receive a compressible cushion element that is a hydraulic assembly or a well known stack of elastomeric pads or any combination thereof.

In addition, the open end can be provided with an extension portion that incorporates standard fork characteristics for direct attachment to a coupler of this railway car.

OBJECTIVES OF THE INVENTION Therefore, one of the main objects of the present invention is to provide a friction engagement apparatus assembly which protects a rail car by absorbing shocks under both coupling and damping conditions.

A further object of the present invention is to provide a friction engaging apparatus assembly having a higher shock absorbing capacity than the coupling apparatus assemblies currently in use.

Another object of the present invention is to provide a friction engagement apparatus assembly having a higher shock absorption and having a greater travel distance.

Yet another object of the present invention is to provide a friction engagement apparatus assembly having a higher shock absorbing capacity and having a longer travel distance and also fitting into a cavity of 62.55 centimeters in length.

A further object of the present invention is to provide a friction engagement apparatus assembly having a higher shock absorbing capacity and having a longer travel distance capable of direct attachment to a rail car coupler.

These and other objects and advantages of the present invention will become more apparent to those skilled in the relevant art from the following more detailed description, particularly, when this description is taken in conjunction with the accompanying drawings and the appended claims.

BRIEF DESCRIPTION OF THE DRAWINGS Figure 1 is a perspective view of a friction engagement apparatus assembly of the present invention installed in a rail car cavity of 62.55 centimeters in length, partially illustrated.

Figure 2 is a longitudinal cross-sectional view of a friction engagement apparatus assembly of the present invention.

Figure 3 is a perspective view of the friction engagement apparatus assembly of the present invention having an integrated fork portion for direct attachment to a coupler of a rail car.

DETAILED DESCRIPTION OF THE INVENTION Before proceeding to the more detailed description of the present invention, it should be noted that for reasons of clarity the identical components having identical functions have been identified with identical reference numbers throughout the different views, which have been illustrated in the figures of the drawings.

The present invention enables a higher shock absorbing capacity of the friction engagement apparatus assembly having a longer travel distance of 12.07 centimeters and which fits within a 62.55 centimeter long cavity when employing a new construction of housing having an extended rear portion, which makes it possible to adapt a longer spring design resulting in a longer travel distance and, most importantly, a higher shock absorbing capacity.

Referring to the present invention, as shown in Figure 1, a friction engaging apparatus assembly, generally designated 10, of the present invention, is disposed within a cavity 102 of a central head, generally designated 100, of a train car that is not shown, but is well known in the art. A front detent 104 and an axially opposed rear detent 106 are attached to each lateral element 103 of the central head 100 and form a cavity for latching devices 108 of a first predetermined length that is 62.55 centimeters. A coupler arm 112 of a coupler 109 extends from a typical coupler elbow 110 into the cavity 102. The coupler 109 is generally disposed along the longitudinal axis 116 of the center head 100. The elbow 110 of the coupler arm 109 couples an element similar that protrudes from a second wagon or train locomotive to connect train wagons for your journey along the railway tracks. A front coupler follower 114 is disposed intermediate the coupler arm 112 and the friction engagement apparatus assembly 10 to uniformly transmit the blows from the coupler elbow 110.

The friction engagement apparatus assembly 10 includes a housing, generally designated 12, having a first closed end that faces toward the rear detents 106, and a second open end that faces toward the coupler 109. The first closed end comprises a first back portion 13 having a first predetermined cross section and a second predetermined length, and a second back portion 15 having a second predetermined cross section and a third predetermined length and which is axially aligned with the first back portion 13. The second rear portion 15 is disposed adjacent a bottom wall 16 which, in combination, closes the end of housing 12. A pair of flange elements 14 having a predetermined width are intermediate intermediate the first and second rear portions 13 and 15 respectively , and splice a work surface 107 of the pair of the rear detents 106. This pair of flange elements 14 makes it possible for the second rear portion 15 of the first closed end to extend into the head 100 beyond the work surface 107 of the rear detents 106. It will be appreciated that this second portion the rear 15 will be at least partially arranged intermediate the rear detents 106.

A front portion 20 of the second open end of the housing 12 having a third predetermined cross section and a fourth predetermined length is disposed adjacent the first back portion 13. This front portion 20 is axially opposed to the first closed end and is maintained in open communication with the same. Preferably, this third predetermined cross section is equal to the first predetermined cross section of the first back portion 13.

The second rear portion 15 is adapted to receive therein a compressible cushioning means, generally designated 18, which has one end thereof by splicing at least a portion of an interior surface 22 of the lower wall 16 of the housing 12. A positioning means 36 disposed adjacent the inner surface 22 of the lower wall 16 can be provided to maintain that end of the compressible cushioning element 18 located centrally within the second rear portion 15 of the housing 12 during compression and extension of this element of compressible cushion 18.

As best shown in Figure 2, the compressible cushion member 18 further extends within the first back portion 13.

The compressible cushion element 18 can compress at least one cushion spring and a hydraulic assembly as shown in the US patent. No. 3,368,698 or at least one pile of elastomeric pads as shown in the patent of US Pat. No. 6,488, 162 and patent of E.U.A. No. 6,446,820, but preferably the compressible cushioning element 18 comprises at least one cushioning spring 28 and, still more preferably, the compressible cushioning element 18 comprises a pair of first and second elastic compression means, which are a pair of first and second spring elements 28 and 28a, respectively. The pair of first and second spring elements 28 and 28a respectively have a fifth predetermined length and first and second spring speeds predetermined respectively to enable the highest shock absorbing capacity of the friction engaging apparatus assembly 10 in combination with the housing 12 having a second rear portion 15.

A seat means 24 that splices the pair of first and second springs 28 and 28a respectively is adapted inside the housing 12 for longitudinal movement therein to compress and respectively release the compressible cushioning element 18 during the application and release of a force in the hitch assembly 10.

A friction padding means, generally designated 42, is disposed at least partially within the front portion 20 of the housing 12. The friction padding means 42 absorbs energy during the application of a force sufficient to cause a compression of the assembly. latching device 10.

Those skilled in the art will understand that a combination of the second predetermined length of the first back portion 13, the fourth predetermined length of the front portion 20, the exposed portion of the friction cushioning means 42 and the predetermined thickness of the coupler follower 114 will be approximately equal to or slightly smaller than the first predetermined length of the cavity for latching devices 108. The friction cushioning means 42 includes a pair of laterally spaced outer stationary plates 44 having an inner friction surface 48 and an outer surface opposite 46 engaging in housing 12. A pair of spaced laterally movable plates 50 of substantially uniform thickness having an outer friction surface 52 and an inner friction surface 54 and at least one substantially flat edge 56 intermediate to the surface of exterior friction 52 and a surface of inner friction 54, is disposed within the open end of the engagement apparatus assembly 10. The inner friction surface 54 having an edge 56 thereof that engages the seat means 24. At least a portion of the outer friction surface 52 movably and frictionally couples the inner friction surface 48 of the outer stationary plate 44.

A pair of laterally spaced conical plates 58 having an outer friction surface 60 and an opposing inner friction surface 62 are adapted adjacent to the movable plates 50. The outer friction surface 60 movably and frictionally engages at least a portion of the inner friction surface 54 of the movable plate 50.

The friction cushioning means 42 further includes a pair of laterally spaced wedge shoes 64 which have at least a portion of an outer friction surface 66 that movably and frictionally engages at least a portion of the interior friction surface 62. of the conical stationary plate 58. The wedge shoes 64 have at least a portion of an edge 68 which engages seat means 24 and a predetermined conical portion 70 on an opposite edge thereof.

A central wedge 72 having a pair of matching conical portions 74 for engaging the conical portion 70 of the wedge shoes 64 is provided to initiate frictional engagement of the friction pad 42.

The friction engagement apparatus assembly 10 further includes a spring release means 76 that engages and extends longitudinally between the seat means 24 and the center wedge 72 to continuously drive the friction pad 42 outwardly from the middle of the vehicle. compressible cushion 18 for releasing the friction cushioning means 42 when an applied force compressing the friction engaging assembly assembly 10 is removed.

In operation after impact on a coupler elbow 110 the damping stroke is transmitted from the coupler arm 112 through the coupler follower 114 to the center wedge 72, causing it to act through the wedge shoes 64 and compress in this way all the cushioning elements simultaneously. These parts will provide sufficient cushioning for light damping bumps. After a suitable trip, however, the coupler follower 114 will butt the outer ends of the movable plates 50 introducing energy absorbing friction between the movable plates 50 and the stationary plates 58 and 44 which have been pressed together by the action of the wedge shoes 64. By continuing this action, the pressure between the adjacent surfaces of the interleaved plates has been greatly increased due to the fact that the shoes wedge 64 are loaded against the cushioning means 42. The absorption and dissipation of energy through friction and compression of the cushioning mechanism continues until the friction engagement apparatus assembly 10 is closed including compression of the cushioning element 18. The extension of this cushioning element 18 within the second rear portion 15 of the housing 12 allows a longer travel thereof and, more importantly, makes it possible for the friction engaging apparatus assembly 10 to absorb more shock absorbing shocks. Highs of the coupler 109.

During the release of the friction engaging apparatus assembly 10, the compressible cushioning element 18 is held in alignment by the seating means 24.

The housing, generally designated 200, for a friction engaging apparatus assembly 10 containing an integral fork portion, best shown in Figure 3, has a pair of opposed first follower openings 220 having a fifth predetermined length and a first predetermined height that are disposed within the first front portion 210 of the second open end. A second front portion 216 extends outward from the first front portion 210 and contains a pair of oppositely disposed vertical side elements 218. Each side member 218 is adapted with a second follower opening 222 of a sixth predetermined length and a second predetermined height and a longitudinally disposed opening 224 for attachment to the coupler arm 112 with a standard coupling key (not shown).

Preferably, a pair of horizontal surfaces arranged in opposite shape 217 are provided intermediate to the side elements 218 forming a box-like structure, better illustrated in Figure 1, to reinforce the structural integrity of these vertical side elements 218 during the operation of the Friction coupling apparatus assembly 10.

Those skilled in the art will readily understand that a pair of opposing round openings can be placed within the horizontal surfaces 217 for attachment to a coupler 109 that is of a standard F-shaft coupler with a coupler pin (not shown).

A pair of front flange elements 211 having a second predetermined width are intermediate to the first and second front portions 210 and 216 respectively, and splice the work surface 105 of each of the front seals 104 to the assembly friction engagement 10 being at the end of a full engagement trip.

Although a currently preferred embodiment and several alternative embodiments of the present invention have been described in considerable detail above with particular reference to the figures of the drawing, it should be understood that the various additional modifications and / or adaptations of the present invention may be made and / or to be glimpsed by those skilled in the relevant art without departing from either the spirit of the present invention or the scope of the appended claims.

Claims (26)

1. A housing for a high-capacity, long-travel friction-type towing vehicle assembly that makes it possible to cushion damping and coupling impacts normally encountered in rolling stock of rail cars during a coupling operation from this rail car to a train and during the normal operation of this train consists of a track structure, these damping and coupling blows transmitted by a coupler and a coupler follower of this car, the coupler follower has a first thickness predetermined, the coupling apparatus assembly disposed within a central head of this intermediate rail car a pair of front seals and a pair of axially opposed rear seals, the front and rear seals form a cavity for attachment apparatus of 62.55 centimeters, the housing is characterized because it comprises: (a) a first end having a first portion of a predetermined first cross section and a second predetermined length, a second portion of a second predetermined cross section and a third predetermined length that is axially aligned with the first portion, the second portion being closed by an end wall, and a pair of flange elements having a predetermined width arranged intermediate the first and second portions and splicing a work surface of each of these rear detents; (b) a second end having a fourth predetermined length that is disposed adjacent the first portion of the first end, the second end is axially opposite the first end and further is in open communication with the first portion thereof and (c) whereby the pair of flange elements make it possible to extend the second portion of the first end into this head beyond the working surfaces of the pair of rear retainers for their intermediate arrangement to these rear retainers, the extension it makes possible a longer trip of this hitch assembly while retaining a capacity of the hitch apparatus to fit within a 62.55 cm cavity.

2. The housing for a high-capacity, long-travel railroad-type friction-type hook assembly according to claim 1, characterized in that the end wall has an interior surface.

3. The housing for a high-capacity, long-travel railroad-type friction-type towing apparatus assembly according to claim 2, characterized in that the first end further includes a positioning means arranged adjacent to the inner surface of the end wall for maintaining centrally one end of a compressible cushion element disposed in the second portion of the first end during compression and extension of the compressible cushion element, the end splices at least a portion of the inner surface of the end wall which closes to the first end of the In the housing, the compressible cushion member extends longitudinally from the inner surface of the end wall within the first portion of the first end.

4. The housing for a high-capacity, long-travel railroad-type friction-type hook assembly assembly according to claim 3, characterized in that the compressible cushion member includes at least one elastic compression means of a fifth predetermined length.

5. The housing for a high-capacity, long-travel railroad-type friction-type vehicle assembly according to claim 4, characterized in that the at least one elastic compression means is at least one of a spring element, assembly hydraulic, stack of elastomeric pads and combination thereof.

6. The housing for a high-capacity, long-travel railroad-type friction-type hook assembly assembly according to claim 5, characterized in that the at least one elastic compression means is a pair of a first spring element having a first predetermined spring speed and a second spring element having a second predetermined spring speed.

7. The housing for a high-capacity, long-travel railroad-type friction-type hitching apparatus assembly according to claim 3, characterized in that the first portion of the first end is adapted to receive a seating means having at least a portion thereof. of a surface thereof by splicing an axially opposite end of the compressible cushion member and mounted to move longitudinally within the housing to respectively compress and release the compressible cushion member during application and release of a force exerted on this latch assembly.

8. The housing for an assembly of friction type hooking apparatus for high-capacity and long-distance railway wagons according to claim 1, characterized in that the second end is adapted to receive at least partially a friction-bearing means for absorbing the energy during compression of the hooking apparatus assembly, and a spring release means engaging and extending longitudinally between the seat means and the friction padding means to continuously drive the cushioning means by friction outward from the middle of compressible cushion to thereby release the friction cushion element when an applied force compressing the fastener assembly is removed.

9. The housing for a high-capacity, long-travel railroad-type friction-type hitching apparatus assembly according to claim 3, characterized in that a combination of the second predetermined length of the first portion, the fourth predetermined length of the second end, an exposed portion of the friction cushioning means and the first predetermined thickness of the coupler follower is one that is equal to and smaller than a cavity for engaging assemblies of 62.53 centimeters in length.

10. The housing for a high-capacity, long-travel railroad-type friction-type hook assembly assembly according to claim 1, characterized in that the second end further includes a pair of vertical side elements disposed extending outwardly therefrom. .

11. The housing for a friction-type hook assembly for high-capacity and long-distance railway carriages according to claim 10, characterized in that each of the pair of vertical side elements includes an aperture arranged longitudinally for attachment to the coupling arm with a standard coupling key.

12. A housing for a high-capacity, long-travel friction-type towing vehicle assembly that makes it possible to cushion damping and coupling impacts normally encountered in rolling stock of train cars during a coupling operation of the train. railway wagon to a train and during the normal operation of the train consists of a track structure, these damping and coupling bumps are transmitted by a rail car coupler, the coupling apparatus assembly arranged inside a central head of this rail car between a pair of front seals and a pair of axially opposed rear seals, the front and rear seals form a cavity for attachment device of 62.55 centimeters, the housing is characterized in that it comprises: (a) a first end having a first back portion of a first predetermined cross section and a second cross section default, a second portion of a second predetermined cross section and a third predetermined length that is axially aligned with the first portion, the second portion is closed by an end wall, and a pair of flange elements having a predetermined width arranged intermediate to the first and second later portions and that join a work surface of each one of the later catches; (b) a second end having a first front portion of a third predetermined cross section and a fourth predetermined length that is disposed adjacent the first portion of the first end, the second end is axially opposite to the first end and furthermore is in open communication with the first portion thereof, a second front portion extending outward from the first portion to be fixed to the coupler; (c) whereby a combination of the second predetermined length of the first back portion and the fourth predetermined length of the first front portion is one of equal to and smaller than a cavity for attachment appliances of 62.55 centimeters in length; Y (d) whereby the pair of flange elements make it possible for the second rear portion of the first end to extend within the intermediate head to the pair of rear detents beyond the working surfaces thereof.

13. The housing for a high-capacity and long-travel railroad-type friction-type towing apparatus assembly according to claim 12, characterized in that the second end includes a pair of front flange elements having a second predetermined width arranged intermediate to each other. the first and second front portions.

14. The housing for a high-capacity, long-travel railroad-type friction-type hook assembly assembly according to claim 12, characterized in that the first portion includes a pair of opposed first follower openings having a fifth predetermined length and a first predetermined height and that join the pair of front flange elements.

15. The housing for a high-capacity, long-travel railroad-type friction-type hitching apparatus assembly according to claim 12, characterized in that the second front portion includes a pair of vertical side elements arranged in an opposite manner.

16. The housing for a high-capacity, long-travel railroad-type friction-type towing apparatus assembly according to claim 15, characterized in that the second end includes a pair of second following openings of a sixth predetermined length and a second predetermined height. , each of the second follower openings being arranged in one of the first front portion and the vertical side element of the second end portion of the second end.

17. The housing for a high-capacity, long-travel railroad-type friction-type hook assembly assembly according to claim 16, characterized in that the fifth predetermined length of the pair of first follow-up openings is one longer and equal to the sixth length. predetermined torque of the second follower openings.

18. The housing for a high-capacity, long-travel railroad-type friction-type hitching apparatus assembly according to claim 17, characterized in that the fifth predetermined length of the pair of the first follow-up openings is longer than the sixth predetermined length of the pair of the second openings.

19. The housing for an assembly of friction-type hooking apparatus for high-capacity and long-distance railway carriages in accordance with claim 15, characterized in that each of the vertical side elements includes an aperture arranged longitudinally for attachment to a coupling arm with a standard coupling key.

20. The housing for a high-capacity, long-travel railroad-type friction-type hitching apparatus assembly according to claim 12, characterized in that the second front portion further includes a pair of opposite horizontal surfaces that are positioned intermediate to the side elements. verticals forming a box-shaped structure.

21. The housing for a high-capacity, long-travel railroad-type friction-type hitching apparatus assembly according to claim 20, characterized in that the second end includes a pair of opposing openings disposed within the opposite horizontal surfaces for attachment thereto. a coupler arm with a standard coupler pin.

22. The housing for a high-capacity, long-travel railroad-type friction-type hook assembly assembly according to claim 12, characterized in that the third predetermined cross-section of the first front portion is equal to the first predetermined cross section of the first posterior portion.

23. The housing for a high-capacity, long-travel railroad-type friction-type towing apparatus assembly according to claim 12, characterized in that the second open end is adapted to fully receive a friction-bearing means for absorbing energy during a compression of the hooking device assembly, and a spring release means engaging and extending longitudinally between the seat means and the friction padding means to continuously drive the cushioning means by friction outwardly from the compressible cushioning means to release the friction padding element when an applied force compressing the latching apparatus assembly is removed.

24. A housing for a high-capacity, long-travel friction-type towing vehicle assembly that makes it possible to cushion damping and coupling impacts normally encountered in rolling stock of train cars during a coupling operation of the train. railway wagon to a train and during the normal operation of the train consists of a track structure, these damping and coupling bumps are transmitted by a rail car coupler, the coupling apparatus assembly arranged inside a central head of this rail car between a pair of front seals and a pair of axially opposite rear seals, the front and rear seals form a cavity for attachment device of 62.55 centimeters, the housing is characterized because it comprises: (a) a first end having a predetermined first cross section and a second predetermined length, the second portion is closed by an end wall, the end wall splices a work surface of each of the rear detents; (b) a second end having a first front portion of a third predetermined length and a fourth predetermined length that is disposed adjacent the first end, the second end is axially opposite to the first end and further is in open communication therewith, a second front portion extending outwardly from the first front portion to be fixed to the coupler; Y (c) a pair of opposed follower openings having a predetermined length, the pair of opposed follower openings being disposed within the second end.

25. The housing for a high-capacity, long-travel railroad-type friction-type towing apparatus assembly according to claim 24, characterized in that the predetermined length of the pair of opposing follower openings is equal to a travel distance of the hooking apparatus. friction type for high capacity railway wagons.

26. The housing for a high-capacity, long-travel railroad-type friction-type towing apparatus assembly according to claim 24, characterized in that the second end includes a pair of front flange elements having a second predetermined width arranged intermediate to each other. the first and second front portions.