Clutches for rail vehicles

Abstract

The invention relates to the field of rail vehicles and to a double cardan clutch for compensating for axial, radial and angular offsets between a gearbox and a wheel. The object of the invention is to provide an at least two-part clutch for rail vehicles, which is simple and safe to assemble, largely avoids damage during assembly of the clutch, and has a high-precision positioning of the engaged clutch halves. According to the invention, a clutch for rail vehicles is provided, which is a two-part and / or three-part clutch system, wherein a preassembled positioning bolt arranged axially in the second clutch shaft is present at least for aligning, centering, guiding and checking the second clutch half relative to the first clutch half, wherein the positioning bolt protrudes from the first clutch half on the side facing away from the end side of the first clutch shaft by a region, by means of which at least one force-locking connection of the first clutch half and the second clutch half is achieved.

Description

Technical Field

[0001] The invention relates to the field of rail vehicle technology and to a clutch for rail vehicles. The clutch according to the invention can be used in particular for rail vehicles which have a double cardan clutch to compensate for axial, radial and angular misalignment between a gearbox and a wheel. Background Art

[0002] Known clutches for rail vehicles are used as transmission means in order to transmit torque from a motor shaft to the wheels of the rail vehicle via a gearbox and a clutch arranged downstream and connected to the gearbox and the wheels.

[0003] Various solutions for such clutches are known from the prior art.

[0004] EP 1 940 667 A1 discloses a dual-joint clutch with two joint planes for rail vehicles, which comprises two clutch joints and is connected to one another for torque transmission via a hollow pinion shaft via a shaft surrounded by the hollow pinion shaft. One joint plane is assigned to a clutch joint with a crown toothing having angular and axial compensation capabilities, and the other joint plane is assigned to a torsionally rigid, flexurally elastic clutch joint. The clutch joint with the crown toothing has a replaceable sleeve with an internal toothing and a replaceable clutch hub with an associated external toothing, wherein the shaft designed as an intermediate shaft is connected to the replaceable clutch hub at the end region side, and the hollow pinion shaft is fastened outside the replaceable sleeve to the outer wall of the sleeve.

[0005] EP 1 197 412 A1 also discloses a drive unit for a rail vehicle having an electric motor suspended from the vehicle frame or chassis, a gearbox and a universal joint-acting clutch system, wherein the clutch system is arranged between the wheelset shaft and the gearbox. A first part of the clutch system is integrated into the driven gear of the gearbox and its lubricating oil circuit in the form of a crooked tooth clutch. A second part of the clutch system on the driven side is arranged between the gearbox and the wheelset.

[0006] From GB 600 389 a single drive for an axle with a cardan shaft and a gearbox for an electrically driven vehicle is known, in which there are two different cardan joint arrangements, each fastened to one end of the cardan shaft, one of which consists of an element equipped with a drive arm and operating with a mechanism which is rotationally integrated with a gear and rotates in an oil bath, while the other cardan joint arrangement consists of an elastic clutch which does not require lubrication.

[0007] Also known from EP 2776299 B1 is a gearbox unit for driving wheels, in particular wheels of rail vehicles, comprising a gearbox, a connecting shaft for connecting the wheel and the gearbox, and a two-part clutch system arranged between the wheel and the gearbox, arranged on the connecting shaft and acting on a universal joint, wherein the connecting shaft is guided by a hollow hub and a first part of the clutch system is arranged on the side facing the gearbox and a second part is arranged on the side of the wheel facing away from the gearbox, wherein the two parts of the connecting shaft are connected at a separation point by means of a central threaded piece.

[0008] A disadvantage of the solutions known from the prior art is that the assembly and disassembly of such clutches is complicated and damage can occur during assembly when the clutch halves to be joined are brought together. Furthermore, the solutions known from the prior art allow only insufficient precision when assembling the clutch. According to the prior art, it is not possible to control a correct and positionally accurate assembly in a simple manner. Summary of the invention

[0009] The object of the present invention is to provide an at least two-part clutch for a rail vehicle which is simple and safe to assemble, largely avoids damage during assembly of the clutch, and has a high-precision positioning of the engaged clutch halves.

[0010] This object is achieved by the invention described in the claims. Advantageous embodiments are the subject matter of the dependent claims, wherein the invention also includes the combination of the individual dependent claims in the sense of "and-linked", as long as they are not mutually exclusive.

[0011] The solution according to the invention relates to a clutch for a rail vehicle, comprising a two-part clutch system with a first clutch half facing the drive and a second clutch half facing the wheel, wherein the first clutch half is connected to the drive and has at least one clutch shaft and a drive-side sleeve, and wherein the second clutch half is connected to the wheel of the rail vehicle and has a second clutch shaft, wherein the second clutch shaft is guided through a hollow hub of the wheel, and wherein the separation point of the first and second clutch shafts is realized in such a way that toothings or friction surfaces are present on the respective end sides of the coupling shaft facing each other, the toothings or friction surfaces being at least force-sensitive. At least one torque is transmitted in a locking and / or form-locking manner, wherein a pre-assembled positioning bolt arranged axially in the second clutch shaft is present at least for aligning, centering, guiding and checking the second clutch half relative to the first clutch half, wherein the positioning bolt is arranged in a central axial through hole, which is present in the first clutch shaft, and wherein the positioning bolt protrudes from the first clutch half in an area on the side of the end side facing away from the first clutch shaft, wherein the positioning bolt has an external thread at least in this protruding area, a nut is screwed onto the external thread, and at least one force-locking connection between the first clutch half and the second clutch half is achieved by means of the nut.

[0012] The solution according to the invention also relates to a clutch for a rail vehicle, comprising a three-piece clutch system having a first clutch half facing a drive and a second clutch half facing a wheel and a transmission shaft, wherein the first clutch half is connected to the drive and has at least one clutch shaft and a drive-side sleeve, and wherein the second clutch half is connected to the wheel of the rail vehicle and has a second clutch shaft, wherein the second clutch shaft is guided through a hollow hub of the wheel, and wherein the separation point of the first and second clutch shafts from the transmission shaft is realized so that toothing and / or friction surfaces are present on the respective end sides of the coupling shaft and the transmission shaft facing each other, using the toothing or friction surfaces to transmit torque at least in a force-locking and / or form-locking manner, wherein the toothing or friction surfaces are arranged on the A transmission shaft is arranged axially aligned between the clutch shafts of the first and second clutch halves, and the transmission shaft is detachably connected to the first and / or second clutch half, and at least one pre-assembled positioning bolt centrally axially arranged in the transmission shaft exists at least for aligning, centering, guiding and checking at least the transmission shaft and the second clutch half relative to the first clutch half, wherein the positioning bolt is arranged in a central axial through hole, which exists at least in the first clutch shaft, and wherein the positioning bolt protrudes from the first clutch half in an area on the side of the end side facing away from the first clutch shaft, wherein the positioning bolt has an external thread at least in this protruding area, a nut is screwed onto the external thread, and the nut is used to achieve at least one force-locking connection between at least the first clutch half and the transmission shaft.

[0013] Advantageously, the first clutch half is a tooth clutch and / or the second clutch half which is detachable from the transmission shaft is a tooth clutch, annular plate clutch, sprag clutch, sprag clutch, plate clutch or guide rod clutch.

[0014] It is also advantageous if the transmission shaft is connected to the first and / or second clutch half by screwing with the aid of spur gears, face gears, pressure bands and / or sleeves.

[0015] It is also advantageous to pre-install two centrally arranged axially locating screws in the transmission shaft on the end region side.

[0016] In a particularly advantageous embodiment of the invention, a preassembled stay bolt center is arranged axially in the second clutch shaft, which stay bolt extends through the through-opening of the transmission shaft and the through-opening of the first clutch half and protrudes from the first clutch half.

[0017] For this purpose, it is advantageous if the at least one stay bolt is screwed in, glued in and / or pre-assembled by means of a press fit.

[0018] It is particularly advantageous if the fit between the through hole and the positioning bolt is designed as a sliding fit or a push fit.

[0019] Furthermore, it is advantageous if the transmission shaft is connected to the second clutch shaft of the second clutch half facing the wheel by means of a stop screw, a wheel-side screw or a pressure band.

[0020] In an advantageous embodiment, the drive-side sleeve has an opening with a closure element, wherein the closure element is particularly advantageously a closure plug or a closure screw.

[0021] In a further advantageous embodiment of the clutch, the first clutch half is connected to the gearbox or directly to the engine.

[0022] It is also advantageous if, in the clutch, the second clutch half is connected to the wheel and / or the contact element in a form-fitting, force-fitting or materially bonded manner.

[0023] The invention provides a clutch for a rail vehicle which is designed as a two-part or three-part clutch system and which is distinguished in particular by simple, cost-effective and safe assembly. Furthermore, the clutch according to the invention enables rapid and cost-effective maintenance and repair and, in the case of a three-part clutch system, rapid adaptation to different track widths of different track systems due to simplified production of the individual components.

[0024] This is achieved by a clutch for rail vehicles in which, in the case of a two-part clutch system, a centrally axially arranged retaining bolt is pre-assembled in the clutch shaft of the second clutch half. The centrally axially pre-assembled retaining bolt is introduced with one end into the clutch shaft of the second clutch half and can be screwed in there, for example, with a force fit, locked with a form fit and / or glued with a material fit. The other end of the retaining bolt passes completely through the through hole introduced centrally axially into the clutch shaft of the first clutch half and protrudes from the first clutch half. At least the protruding area of ​​the retaining bolt is arranged with an external thread, onto which a nut is screwed, with which the two clutch halves are connected in the two-part clutch system.

[0025] At least one retaining bolt according to the invention is also used in a three-part clutch system according to the invention, in which a transmission shaft is arranged axially aligned between a first clutch half assigned to the drive and a second clutch half assigned to the wheels, into which at least one retaining bolt is pre-assembled axially at one or both ends and centrally.

[0026] Compared to the solutions known from the prior art, several advantages and technical effects are achieved by means of the at least one preassembled positioning bolt.

[0027] On the one hand, the locating bolt according to the invention is a simple and effective assembly aid for aligning the two clutch halves when the first and second clutch halves are brought together. Thus, damage caused by the corresponding toothings present on the end sides of the first and second clutch shafts or on the end sides of the transmission shaft at the separation point of the two clutch halves colliding with each other is effectively and easily avoided.

[0028] A further advantage is that the retaining bolt according to the invention is a centering and guiding aid for finding the center position and for the controlled joining of the two clutch halves together. This allows the retaining bolt to be easily inserted into the opening of the prefabricated through-hole of the first clutch half when assembling the two clutch halves, and by subsequently guiding the retaining bolt through the through-hole already present in the first clutch half assigned to the drive and the first clutch shaft, a limited translational movement is achieved when joining the two clutch halves together.

[0029] Advantageously, the locating bolt has a section tapering toward the end of the locating bolt at the end inserted into the through hole of the first or second clutch shaft, so as to facilitate the non-destructive insertion of the locating bolt into the through hole during the clutch assembly process.

[0030] Another technical advantage is that the correct and positionally accurate assembly of the two clutch halves can be checked with the retaining bolt according to the invention. Thus, the correct fit of the first and second clutch halves can be checked by measuring the fit of the protruding projection of the retaining bolt or the nut on the opening of the retaining bolt through the drive-side sleeve, for example, based on a check dimension with the aid of a check gauge, and the position of the clutch halves can be corrected relative to each other if necessary.

[0031] After correct and positionally accurate assembly, the two clutch halves are screwed together by means of a nut through an external thread at the end of a retaining bolt protruding from the first clutch half. The two clutch halves are separated in a simple manner by dismantling and removing the nut from the retaining bolt according to the invention by means of a tool that can be inserted through the opening of the sleeve.

[0032] For a particularly precise joining of the two clutch halves, it is advantageous if the fit between the set screw and the through hole is designed as a sliding fit or a push fit. Due to the low friction of the set screw in the through hole when the clutch halves are joined, the sliding fit or the push fit between the through hole and the set screw enables the set screw to be inserted safely, accurately and quickly into the through hole of the first clutch half with little effort. In addition, due to the advantageous fit, a high degree of axial positioning accuracy is achieved even during the assembly of the first and second clutch halves, which avoids complex axial readjustment of the two clutch halves.

[0033] According to the invention, the clutch system between the first clutch half facing the drive and the second clutch half facing the wheel can have a transmission shaft axially aligned with the first and second clutch shafts. The first clutch half and the second clutch half are connected to the transmission shaft via a detachable connection.

[0034] According to the invention, the connection of the transmission shaft to the first clutch half assigned to the drive is always achieved via a central axially pre-assembled positioning bolt in the transmission shaft, which is guided in the first clutch half through a central axially introduced through-hole during assembly of the clutch and is tightened at its end with a nut.

[0035] The connection of the transmission shaft to the second clutch half assigned to the wheel can advantageously be designed in different ways. Thus, it is also possible to realize the connection by means of a retaining bolt which is already pre-assembled in the end region of the transmission shaft. As on the drive side, the second clutch half is tightened with a nut which is screwed onto the outer thread of the retaining bolt.

[0036] However, the connection between the transmission shaft and the second clutch half can also be realized by screws introduced on the wheel side or by means of a pressure band.

[0037] The detachable connection of the first and second clutch halves at both ends of the transmission shaft ensures that, in the event of wear of one or both clutch halves, they can be replaced independently of the transmission shaft. This saves maintenance and repair costs, since only the clutch halves that are actually worn need to be replaced. It is therefore not necessary to remove and replace the transmission shaft from the hollow wheel hub.

[0038] A further advantage of the detachable connection between the transmission shaft and the first and second clutch halves is that the three-part clutch system can be easily and cost-effectively adapted to different track widths of track systems in different regions by variable adaptation of the transmission shaft length.

[0039] Furthermore, the three-part clutch system enables the first clutch half, which is assigned to the drive, and the second clutch half, which is assigned to the wheels, to be variably combined with one another in terms of design and function, so that the use of the clutch can be variably adapted to the desired application. For example, the first clutch half, which is assigned to the drive, can be designed as a tooth clutch, and the second clutch half, which is assigned to the wheels, can be designed as an annular disk clutch, a sprag clutch, a sprag clutch, a plate clutch, a guide rod clutch or also as a tooth clutch. This enables a wide range of applications for the clutch according to the invention.

[0040] Another advantage of a three-piece clutch is that the manufacturing costs can be reduced compared to, for example, a two-piece clutch. Thus, cheaper materials can be used to manufacture the transmission shaft, which is less stressed, so that the material consumption can be reduced compared to a conventional two-piece clutch.

[0041] Advantageously, the torque transmission from the first clutch half to the transmission shaft and / or the transmission shaft to the second clutch half is realized by face gearing, face gears, knurling, pressure bands and / or sleeve threaded connections. This ensures a reliable torque transmission from the first clutch half assigned to the drive via the transmission shaft to the second clutch half assigned to the wheels.

[0042] In an advantageous embodiment of the first or second clutch half, the sleeve has an opening with a closure element to facilitate assembly and disassembly of the clutch. The opening is designed so that it is arranged axially aligned with the clutch shaft and the transmission shaft so that a suitable tool can be introduced and inserted for removing or tightening the nut on the set screw. The opening also enables controlled introduction of lubricant, relubrication of the clutch teeth and lubricant control.

[0043] In addition, the opening of the sleeve has a detachable closure element. The closure element can be a closure plug or a closure screw, which protects the clutch from dust and dirt.

[0044] In a particularly advantageous design of the clutch, the first clutch half is connected directly to the motor without a gearbox. The advantage of connecting the first clutch half directly to the motor is that the entire drive with the clutch system according to the invention is designed more economically and more lightly. As a result, no gearbox unit is required.

[0045] However, the first drive-side clutch half can also be connected to the transmission via the toothing of the sleeve.

[0046] In summary, the special advantages and technical effects of the clutch according to the invention are reflected in the fact that the use of pre-assembled positioning bolts in the second clutch half and / or the transmission shaft enables safe, cost-effective and time-saving assembly of the clutch while avoiding damage when the clutch halves are put together. In addition, the use of one or two positioning bolts realizes a simple solution for pre-centering and controlled guidance of the clutch halves. Another major advantage is that a check dimension is provided by means of the end of one or more positioning bolts protruding from one or more clutch halves, with which the correct fit and correct position of the clutch halves can be measured and determined, and corrections can be made before the final assembly of the clutch if necessary. The disadvantageous blind assembly known in the prior art of the two clutch halves is eliminated by the solution according to the invention. In addition, the three-piece clutch system provides the possibility of adapting the clutch to different track widths of rail vehicles by simply and time-saving replacement of the transmission shaft. BRIEF DESCRIPTION OF THE DRAWINGS

[0047] The present invention is explained in more detail below based on three embodiments. In the accompanying drawings:

[0048] Figure 1 A schematic cross-sectional view of a two-piece clutch system according to the invention with a retaining bolt arranged in the second clutch half is shown;

[0049] Figure 2 A schematic cross-sectional view of a three-piece clutch system with a two-sided locating bolt connection in a transfer shaft is shown;

[0050] Figure 3 A schematic cross-sectional view of a three-piece clutch system having a drive-side retaining bolt connection and a wheel-side threaded connection is shown;

[0051] Figure 4 A schematic cross-sectional view showing a three-piece clutch system with a drive-side locating bolt connection and a wheel-side pressure band; and

[0052] Figure 5 A schematic cross-sectional view of a three-piece clutch system with a locating bolt connection is shown. DETAILED DESCRIPTION

[0053] Example 1

[0054] according to Figure 1 A wheel drive with a two-piece clutch system for a rail vehicle is shown.

[0055] Here, Figure 1 The first clutch half 1 is shown, which is designed as a tooth clutch and is connected to a gearbox (not shown) via the toothing of a drive-side sleeve 13. The first clutch half 1 has a first clutch shaft 11, into which a through hole 8 is inserted axially. The first clutch shaft 11 is arranged axially aligned with a second clutch shaft 12. The second clutch shaft 12 is a component of the second clutch half 2 and has a centrally arranged axially arranged retaining screw 4 on the end region side, which is screwed into the second clutch shaft 12 via the internal thread 7 of the retaining screw 4. At the other end of the retaining screw 4 there is an external thread 6, onto which a nut 5 is screwed and thus the two clutch halves 1 and 2 are connected in a force-locking manner.

[0056] The grounding element 10 is connected via a detachable wheel connection 17 as an electrically conductive contact both to the second clutch half 2 and to the wheel 9 of the rail vehicle.

[0057] In the event of wear, for example, the first tooth clutch half 1 is removed from the opening of the sleeve 13 in order to replace the locking element 14, and the nut 5 is removed from the first clutch half 1 and the retaining bolt 4 is removed from the external thread 6 and then the first clutch half 1 is pulled out of the retaining bolt 4 and removed.

[0058] If the second clutch half 2 of the gear clutch is worn, the nut 5 is also removed from the first clutch half 1 and the retaining bolt 4 is removed from the external thread 6 and away from the wheel connection 17 and the connection of the grounding element 10 from the wheel 9. The second clutch half 2 with the grounding element 10 and the retaining bolt 4 can now be removed.

[0059] Example 2

[0060] according to Figure 2 , 3 4 and 5 show a wheel drive for a rail vehicle having a three-piece clutch system.

[0061] Here, Figure 2 The clutch system is shown with a clutch half 1 designed as a tooth clutch, wherein the tooth clutch engages with a gearbox (not shown) and a toothing on the end side of a transmission shaft 3. The first clutch half 1 has a first clutch shaft 11, into which the through hole 8 is introduced axially. The first clutch shaft 11 is arranged axially aligned with the transmission shaft 3 and the second clutch shaft 12.

[0062] The transmission shaft 3 has a centrally axially arranged retaining screw 4 at its left end, which is screwed into the transmission shaft 3 via an internal thread 7 of the retaining screw 4. At the other end of the retaining screw 4 there is an external thread 6, onto which a nut 5 is screwed and thus the transmission shaft 3 and the first clutch half 1 are connected in a force-fitting manner.

[0063] The transmission shaft 3 has a further set screw 4 at its right end, which is screwed into the transmission shaft 3 via the internal thread 7 of the set screw 4. At the end of the set screw 7 arranged on the right, there is an external thread 6, onto which a nut 5 is screwed, wherein the set screw 4 on the right is guided through a central axially arranged through hole 8 of the second clutch shaft 12 and protrudes from the second clutch half 2 with its external thread 6.

[0064] The second clutch shaft 12 is arranged axially aligned with the transmission shaft 3 and the first clutch shaft 11 and is a component of the second clutch half 2 .

[0065] The second clutch half 2 is designed as an annular disk clutch, which is detachably connected to the transmission shaft 3 by tightening the nut 5 and the set screw 4. The annular disk clutch is in turn connected to the wheel 9 of the rail vehicle in a non-positive and positive manner.

[0066] In the event that the first clutch half 1 is worn and replaced, for example, the locking element 14 is removed from the opening of the sleeve 13, and the nut 5 is removed from the first clutch half 1 and the positioning bolt 4 from the external thread 6 and away from it, and then the first clutch half 1 is pulled out of the positioning bolt 4 and removed.

[0067] In the event of wear of the second clutch half 2, the nut 5 is removed from the second clutch half 2 and the retaining bolt 4 is removed from the external thread 6. The second clutch half 2 with the grounding element 10 and the retaining bolt 4 can then be removed.

[0068] When one or both of the clutch halves 1 and / or 2 are replaced, the transmission shaft 3 can remain in the wheel hub of the wheel 9 and can be used for a subsequent connection to the new clutch half.

[0069] Figure 3 and 4 Also shown is a three-piece clutch system, in which the second clutch half 2 assigned to the wheels is connected via a clutch according to Figure 3 The threaded member 15 or according to Figure 4 The pressure belt 16 is connected to the transmission shaft 3.

[0070] Example 3

[0071] Figure 5A three-part clutch system is shown, in which a retaining bolt 4 is pre-assembled axially centrally in the second clutch half 2 assigned to the wheel. In this case, the retaining bolt 4 extends through a through hole 8 of the aligned transmission shaft 3 and further through a through hole 8 of the first clutch half 1 assigned to the drive. The end of the retaining bolt protrudes from the first clutch half 1, wherein the non-positive connection of the first clutch half 1, the transmission shaft 3 and the second clutch half 2 is achieved by means of a nut 5 screwed onto the outer thread 6 of the retaining bolt 4.

[0072] The clutch is assembled in such a way that the retaining bolt 4 is pre-assembled into the clutch shaft 12 in the second clutch half 2 assigned to the wheel. Subsequently, the transmission shaft 3 with the through hole 8 is pushed onto the retaining bolt 4, and then the first clutch half 1 with the through hole 8 assigned to the drive is also pushed onto the retaining bolt 4, and the clutch is connected with a force-locking connection by means of the nut 5. The correct fit of the first clutch half 1 and the transmission shaft 3 with the second clutch half 2 is checked by means of a check gauge through the opening of the drive-side sleeve 13 on the nut 5 and the protruding retaining bolt 4. After the assembly is completed, the opening of the sleeve 13 is closed by means of a closing element 14.

[0073] Reference numerals list

[0074] 1 First clutch half

[0075] 2 Second clutch half

[0076] 3 Transmission shaft

[0077] 4 Positioning bolts

[0078] 5 Nut

[0079] 6 Positioning bolt external thread

[0080] 7 Internal thread of positioning bolt

[0081] 8 Through holes

[0082] 9. Wheels

[0083] 10 Grounding element

[0084] 11 First clutch shaft

[0085] 12 Second clutch shaft

[0086] 13 Drive side sleeve

[0087] 14 Locking element

[0088] 15 Wheel side threaded piece

[0089] 16 Compression belt

[0090] 17 Wheel connection

Claims

1. A clutch for a rail vehicle, comprising a two-part clutch system, the clutch system having a first clutch half (1) facing the drive and a second clutch half (2) facing the wheel, wherein the first clutch half (1) is connected to the drive and has at least one first clutch shaft (11) and a drive-side sleeve (13), and wherein the second clutch half (2) is connected to a wheel (9) of the rail vehicle and has a second clutch shaft (12), wherein the second clutch shaft (12) is guided through a hollow hub of the wheel (9), and wherein the separation point of the first and second clutch shafts (11, 12) is realized in such a way that toothing or friction surfaces are present on the respective end sides of the clutch shafts (11, 12) facing each other, the toothing or friction surfaces transmitting at least one torque in a force-locking and / or form-locking manner, wherein the center is arranged axially on the second clutch shaft. A preassembled positioning bolt (4) in a clutch shaft (12) exists at least for aligning, centering, guiding and checking the second clutch half (2) relative to the first clutch half (1), wherein the positioning bolt (4) is arranged in a sliding fit or a push fit in a central axial through hole (8), the through hole being present in the first clutch shaft (11), and wherein the positioning bolt (4) protrudes from the first clutch half (1) in a gradually tapering area on the side facing away from the end side of the first clutch shaft (11), wherein the positioning bolt (4) has an external thread (6) and a check dimension at least in this protruding area, and the correct fit and correct position of the clutch halves are measured and determined by means of the check dimension, and a nut (5) is screwed onto the external thread, and the nut is used to realize at least one force-locking connection between the first clutch half (1) and the second clutch half (2).

2. A clutch for a rail vehicle, comprising a three-piece clutch system, the clutch system having a first clutch half (1) facing the drive and a second clutch half (2) facing the wheel and a transmission shaft (3), wherein the first clutch half (1) is connected to the drive and has at least one first clutch shaft (11) and a drive-side sleeve (13), and wherein the second clutch half (2) is connected to the wheel (9) of the rail vehicle and has a second clutch shaft (12), wherein the second clutch shaft (12) is guided through the hollow hub of the wheel (9), and wherein the separation point of the first and second clutch shafts (11, 12) and the transmission shaft (3) is realized so that toothing and / or friction surfaces are present on the respective end sides of the clutch shafts (11, 12) and the transmission shaft (3) facing each other, and the torque is transmitted at least in a force-locking and / or form-locking manner by means of the toothing or friction surfaces, wherein the transmission shaft (3) is arranged axially aligned between the clutch shafts (11, 12) of the first and second clutch halves (1, 2). The transmission shaft is detachably connected to the first and / or second clutch halves (1, 2), and a pre-assembled positioning bolt (4) arranged at least axially in the transmission shaft (3) exists at least for aligning, centering, guiding and checking at least the transmission shaft and the second clutch half (2) relative to the first clutch half (1), wherein the positioning bolt (4) is arranged in a sliding fit or a push fit in a central axial through hole (8), the through hole being present at least in the first clutch shaft (11), and wherein the positioning bolt (4) protrudes from the first clutch half (1) in a gradually tapering area on the side facing away from the end side of the first clutch shaft (11), wherein the positioning bolt (4) has an external thread (6) and a check dimension at least in this protruding area, and the correct fit and correct position of the clutch halves are measured and determined by means of the check dimension, and a nut (5) is screwed onto the external thread, and at least one force-locking connection of at least the first clutch half (1) and the transmission shaft (3) is achieved by means of the nut.

3. The clutch according to claim 2, wherein the first clutch half (1) is a tooth clutch and / or the second clutch half (2) which is detachable from the transmission shaft (3) is a tooth clutch, an annular plate clutch, a sprag ring clutch, a sprag set, a plate clutch or a guide rod clutch.

4. The clutch according to claim 2 or 3, wherein the connection of the transmission shaft (3) to the first and / or second clutch half (1, 2) is achieved by means of spur gears, flat gears, pressure bands and / or sleeve tightening. 5 . The clutch according to claim 2 , wherein two centrally axially arranged retaining bolts ( 4 ) are pre-assembled in the transmission shaft ( 3 ) at the end region side.

6. A clutch according to claim 2 or 3, wherein a pre-assembled positioning bolt (4) is arranged axially centrally in the second clutch shaft (12), the positioning bolt extending through the through hole (8) of the transmission shaft (3) and the through hole (8) of the first clutch half (1) and protruding from the first clutch half (1).

7. The clutch according to claim 1, wherein at least one retaining bolt (4) is screwed in, glued in and / or pre-assembled by means of a press fit.

8. The clutch according to claim 2 or 3, wherein the connection of the transmission shaft (3) to the second clutch shaft (12) of the second clutch half (2) facing the wheel (9) is realized by means of a set screw (4), a wheel-side threaded element (15) or a pressure band (16). 9 . The clutch according to claim 1 , wherein the drive-side sleeve ( 13 ) has an opening with a closure element ( 14 ). 10 . The clutch according to claim 9 , wherein the closure element ( 14 ) is a closure plug.

11. The clutch according to claim 9, wherein the closing element (14) is a closing screw.

12. The clutch according to any one of claims 1 to 3, wherein the first clutch half (1) is connected to a gearbox or directly to an engine.

13. The clutch according to claim 1, wherein the second clutch half (2) is connected to the wheel (9) and / or the contact element (10) in a form-fitting, force-fitting or material-locking manner.

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