COUPLING FOR RAIL VEHICLES

Description

[0001] The invention relates to the field of rail vehicle technology and concerns a coupling for rail vehicles. The coupling according to the invention can be used in particular in rail vehicles that have a double-cardanic coupling for compensating axial, radial, and angular misalignments between the transmission and the wheel.

[0002] Known couplings for rail vehicles are used as transmission means to transfer the torque emanating from a motor shaft to the wheel of the rail vehicle via a gearbox and a subsequently arranged coupling connected to the gearbox and the wheel.

[0003] Various solutions for such couplings are known from the state of the art.

[0004] EP 1 940 667 A1 discloses a cardanic double-joint coupling for rail vehicles with two joint planes. The coupling contains two coupling joints and is connected to one another for torque transmission by a hollow pinion shaft via a shaft enclosed by the hollow pinion shaft. One joint plane is assigned to a coupling joint with crowned toothing with angular and axial compensation capacity, and the other joint plane is assigned to a torsionally rigid, flexurally elastic coupling joint. The coupling joint with crowned toothing has a replaceable sleeve with internal toothing and a replaceable coupling hub with corresponding external toothing. The shaft, designed as an intermediate shaft, is connected at its end to the replaceable coupling hub, and the hollow pinion shaft is fastened outside the replaceable sleeve to the outer wall of the sleeve.

[0005] Also known from EP 1 197 412 A1 is a drive unit for rail vehicles comprising an electric motor suspended from the vehicle frame or the chassis, a transmission, and a cardan-type coupling system. The coupling system is arranged between a wheelset shaft and the transmission. A first part of the coupling system, in the form of a curved-tooth coupling, is integrated into the output gear of the transmission and its lubricating oil circuit. A second part of the coupling system, on the output side, is provided between the transmission and the wheelset.

[0006] From GB 600 389 a single drive for an axle with cardan shaft and gearbox for electrically powered vehicles is known, in which two different cardan devices are present, each attached to one end of the cardan shaft, one of which consists of an element equipped with drive arms and working by means integrated in rotation with a gear and rotating in an oil bath, while the other cardan device consists of a flexible coupling that does not require lubrication.

[0007] Also known from EP 2 776 299 B1 is a gear unit for driving a wheel, in particular a wheel of a rail vehicle, with a gear, a connecting shaft for connecting the wheel and the gear, and a two-part coupling system provided between the wheel and the gear, arranged on the connecting shaft and acting in a cardanic manner, wherein the connecting shaft is guided through the hollow wheel hub and a first part of a coupling system is arranged on the side of the wheel facing the gear and a second part is arranged on the side of the wheel facing away from the gear, wherein the two parts of the connecting shaft are connected at the separation point by means of a central screw.

[0008] From CN 203 496 892 U, a low-floor vehicle transmission and wheel-to-wheel connection structure is known, in which the transmission output shaft is a hollow shaft with a center hole and an axle or an end of the wheel is provided with a threaded hole and the hollow shaft is firmly connected to the axle or the wheel by a preloaded large screw passing through the center hole.

[0009] The disadvantage of the prior art solutions is that the assembly and disassembly of such couplings is complex, and damage can occur during assembly when joining the coupling halves. Furthermore, the prior art solutions only allow for insufficient precision during assembly of the coupling. A simple way to monitor correct and precisely positioned assembly is not possible with the current state of the art.

[0010] The object of the present invention is to provide a coupling for rail vehicles which is at least two-part and which is easy and safe to assemble, largely avoids damage during assembly of the coupling and has a high positional accuracy of the joined coupling halves.

[0011] The problem is solved by the invention defined in the patent claims. Advantageous embodiments are the subject of the dependent claims, whereby the invention also includes combinations of the individual dependent claims in the sense of an AND connection, as long as they are not mutually exclusive.

[0012] The solution according to the invention relates to a coupling for rail vehicles, comprising a two-part coupling system which has a first coupling half facing a drive and a second coupling half facing a wheel, wherein the first coupling half is connected to the drive and has at least a first coupling shaft and a drive-side sleeve, and wherein the second coupling half is connected to a wheel of the rail vehicle and has a second coupling shaft, wherein the second coupling shaft is guided through a hollow hub of a wheel, and wherein the separation point of the first and second coupling shafts is realized in such a way that on the respective mutually facing end faces of the coupling shafts, toothings or friction surfaces are present which transmit at least one torque at least in a force-locking and / or form-locking manner,wherein a pre-assembled stud bolt arranged centrally axially in the second coupling shaft is provided at least for aligning, centering, guiding, and testing the second coupling half relative to the first coupling half, wherein the stud bolt is arranged within a centrally axial through-bore provided in the first coupling shaft, and wherein the stud bolt protrudes from the first coupling half with a region on the side facing away from the end face of the first coupling shaft, wherein the stud bolt has an external thread at least in this protruding region, onto which a nut is screwed, with which at least one force-locking connection between the first coupling half and the second coupling half is realized.

[0013] The solution according to the invention also relates to a coupling for rail vehicles, comprising a 3-part coupling system, which has a first coupling half facing a drive and a second coupling half facing a wheel and a transmission shaft, wherein the first coupling half is connected to the drive and has at least a first coupling shaft and a drive-side sleeve, and wherein the second coupling half is connected to a wheel of the rail vehicle and has a second coupling shaft, wherein the second coupling shaft is guided through a hollow hub of a wheel, and wherein the separation point of the first and second coupling shaft with the transmission shaft is realized in such a way that on the respective mutually facing end faces of the coupling shafts and the transmission shaft, toothings and / or friction surfaces are present, with which a torque can be transmitted at least in a force-locking and / or form-locking manner,wherein a transmission shaft is arranged axially aligned between the coupling shafts of the first and second coupling halves, which transmission shaft is detachably connected to the first and / or second coupling half, and wherein at least one pre-assembled stud bolt arranged centrally in the transmission shaft is provided at least for aligning, centering, guiding, and testing at least the transmission shaft and the second coupling half with respect to the first coupling half, wherein the stud bolt is arranged within a centrally axial through-bore which is present at least in the first coupling shaft, and wherein the stud bolt protrudes from the first coupling half with a region on the side facing away from the end face of the first coupling shaft, wherein the stud bolt has an external thread at least in this protruding region, onto which a nut is screwed,with which at least one force-locking connection of at least the first coupling half and the transmission shaft is realized.,

[0014] Advantageously, the first coupling half is a toothed coupling and / or the second coupling half which can be detachable from the transmission shaft is a toothed coupling, a ring disc coupling, a wedge pack ring coupling, a wedge pack, a plate coupling or a link coupling.

[0015] Also advantageously, the connection of the transmission shaft with the first and / or the second coupling half is realized by means of spur gearing, face gearing, interference fit and / or flange screwing.

[0016] It is also advantageous if two centrally axially arranged stud bolts are pre-assembled in the transmission shaft at the end area.

[0017] In a particularly advantageous embodiment of the invention, a pre-assembled stud bolt is arranged centrally axially in the second coupling shaft, which stud bolt extends through a through-bore of the transmission shaft and a through-bore of the first coupling half and protrudes from the first coupling half.

[0018] It is also advantageous if at least one stud bolt is screwed in, glued in and / or pre-assembled by means of a press fit.

[0019] It is particularly advantageous if the fit between the through hole and the stud bolt is designed as a sliding fit or sliding fit.

[0020] Furthermore, it is advantageous if the connection between the transmission shaft and the second coupling shaft of the second coupling half facing the wheel is realized by means of a stud bolt, a wheel-side screw or a press fit.

[0021] 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.

[0022] In a further advantageous embodiment of the clutch, the first clutch half is connected to a gearbox or directly to an engine.

[0023] And also advantageously, the connection of the second coupling half to the wheel and / or the earthing contact element is realized in a form-fitting, force-fitting or material-fitting manner.

[0024] The present invention provides a coupling for rail vehicles, designed as a 2-part or 3-part coupling system, which is particularly characterized by simple, cost-effective, and safe assembly. Furthermore, the coupling according to the invention enables quick and cost-effective maintenance and repair, and in the case of a 3-part coupling system, the simplified production of the individual parts allows for quick adaptation to different track widths of different rail systems.

[0025] This is achieved by a coupling for rail vehicles in which, in a two-part coupling system, a centrally axially arranged stud bolt is pre-assembled in the coupling shaft of the second coupling half. One end of the centrally axially pre-assembled stud bolt is inserted into the coupling shaft of the second coupling half and can, for example, be screwed in with a force fit, locked with a form fit and / or glued in with a material fit. The other end of the stud bolt is completely passed through a through hole that is centrally axially arranged in the coupling shaft of the first coupling half and protrudes from the first coupling half. At least the protruding area of ​​the stud bolt is provided with an external thread onto which a nut is screwed, which is used to connect the two coupling halves in a two-part coupling system.

[0026] At least one stud bolt according to the invention is also used in the three-part clutch system according to the invention. In a three-part clutch system, a transmission shaft is arranged axially aligned between the first clutch half assigned to the drive and the second clutch half assigned to the wheel, into which at least one stud bolt is pre-mounted axially and centrally at one or both ends.

[0027] With at least one pre-assembled stud bolt, several advantages and technical effects are achieved compared to the solutions known from the state of the art.

[0028] On the one hand, the stud bolt according to the invention represents a simple and effective assembly aid for aligning the two coupling halves when bringing the first and second coupling halves together. Damage caused by collisions with the corresponding toothings present on the end faces of the first and second coupling shafts or on the end face of the transmission shaft at the point where the two coupling halves are separated is thus effectively and easily avoided.

[0029] A further advantage is that the stud bolt according to the invention serves as a centering and guiding aid for finding the central position and for the controlled joining of the two coupling halves. This ensures that, when assembling the two coupling halves, the stud bolt can be easily inserted into the opening of the prefabricated through-bore of the first coupling half. By subsequently guiding the stud bolt through the through-bore in the first coupling half assigned to the drive, a defined translational movement is achieved when the two coupling halves are joined.

[0030] Advantageously, the stud bolt has a section tapered towards the end of the stud bolt at the end that is inserted into the through-bore of the first or second coupling shaft in order to facilitate damage-free insertion of the stud bolt into the through-bore during assembly of the coupling.

[0031] A further technical advantage is that the stud bolt according to the invention can be used to check the correct and precisely positioned assembly of the two coupling halves. This makes it possible to determine the correct fit of the first and second coupling halves using a specified test dimension, for example, a gauge, by measuring the protruding portion of the stud bolt or the fit of the nut on the stud bolt through the opening of the drive-side sleeve, and to correct the relative position of the coupling halves if necessary.

[0032] After correct and precisely positioned assembly, the two coupling halves are screwed together using a nut via the external thread located at the end of the stud bolt protruding from the first coupling half. The two coupling halves are easily separated by loosening and removing the nut from the stud bolt according to the invention using a tool that can be inserted through the opening in the sleeve.

[0033] For particularly precise joining of the two coupling halves, it is advantageous if the fit between the stud bolt and the through-hole is designed as a sliding fit or a sliding fit. A sliding fit or a sliding fit of the through-hole and stud bolt enables safe, precise, and quick insertion of the stud bolt into the through-hole of the first coupling half with minimal force due to the low friction of the stud bolt in the through-hole when joining the coupling halves. Furthermore, this advantageous fit ensures that a high degree of axial positioning accuracy is achieved during assembly of the first and second coupling halves, avoiding the need for complex axial readjustment of the two coupling halves.

[0034] According to the invention, the clutch system can have a transmission shaft arranged axially aligned with the first and second clutch shafts between the first clutch half facing the drive and the second clutch half facing the wheel. The first and second clutch halves are each connected to the transmission shaft via a detachable connection.

[0035] According to the invention, the connection of the transmission shaft with the first coupling half assigned to the drive is always realized via the stud bolt pre-assembled centrally and axially in the transmission shaft, which, during assembly of the coupling, is guided through the centrally and axially introduced through-bore in the first coupling half and is screwed at its end with a nut.

[0036] The connection between the transmission shaft and the second coupling half associated with the wheel can advantageously be configured in various ways. For example, the connection can also be realized using a stud bolt that is pre-assembled in the end area of ​​the transmission shaft. As on the drive side, the second coupling half is screwed onto the external thread of the stud bolt.

[0037] It is also possible that the connection between the transmission shaft and the second coupling half is realized by a screw fed on the wheel side or by a press fit.

[0038] The detachable connections at both ends of the transmission shaft to the first and second coupling halves ensure that, in the event of wear, one or both of the coupling halves can be replaced independently of the transmission shaft. This saves maintenance and repair costs, as only the coupling halves that are actually worn need to be replaced. This eliminates the need to remove and replace the transmission shaft from the hollow wheel hub.

[0039] A further advantage of detachable connections between the transmission shaft and the first and second coupling halves is that the 3-part coupling system can be easily and cost-effectively adapted for different track gauges of different regional rail systems by variably adjusting the length of the transmission shaft.

[0040] In addition, the three-part clutch system allows the first clutch half assigned to the drive and the second clutch half assigned to the wheel to be variably combined in terms of design and function, allowing the use of the clutch to be variably adapted to the desired applications. For example, it is possible for the first clutch half assigned to the drive to be designed as a gear clutch, and the second clutch half assigned to the wheel to be designed as a ring-disk clutch, wedge-pack ring clutch, wedge-pack plate clutch, link clutch, or also as a gear clutch. This enables a wide range of applications for the clutch according to the invention.

[0041] Another advantage of a three-part clutch is that manufacturing costs can be reduced compared to, for example, a two-part clutch. This makes it possible to use more cost-effective material for the less stressed transmission shaft, thereby reducing material costs compared to conventional two-part clutches.

[0042] Advantageously, the torque transmission from the first coupling half to the transmission shaft and / or from the transmission shaft to the second coupling half is realized via spur gearing, face gearing, knurling, an interference fit, and / or a flange connection. This ensures reliable torque transmission from the first coupling half assigned to a drive via the transmission shaft to the second coupling half assigned to the wheel.

[0043] In an advantageous embodiment of the first or second coupling half, the sleeve has an opening with a closure element for easy assembly and disassembly of the coupling. The opening is designed to be axially aligned with the coupling shafts and the transmission shaft, allowing a suitable tool to be inserted and used to loosen or tighten the nut on the stud bolt. The opening also allows for the controlled introduction of lubricant, relubrication of the coupling gearing, and lubricant monitoring.

[0044] In addition, the sleeve opening features a removable closure element. This closure element can be a plug or a screw plug that protects the coupling from dust and dirt.

[0045] In a particularly advantageous embodiment of the coupling, the first coupling half is connected directly to a motor without a gearbox. The direct connection of the first coupling half to a motor has the advantage that the entire drive with the inventive coupling system is more cost-effective and lightweight. A gearbox unit is therefore not required.

[0046] It is also possible that the first coupling half on the drive side is connected to a gearbox via a toothing of the sleeve.

[0047] In summary, the particular advantages and technical effects of the coupling according to the invention are that the use of a pre-assembled stud bolt in the second coupling half and / or in the transmission shaft enables safe, cost- and time-saving assembly of the coupling while avoiding damage when bringing the coupling halves together. In addition, the use of one or two stud bolts provides a simple solution for pre-centering and controlled guidance of the coupling halves. A further significant advantage is that the end of the stud bolt(s) protruding from the coupling half(s) provides a test gauge with which the correct fit and position of the coupling half can be measured and determined, and if necessary, corrections can be made before final assembly of the coupling.The disadvantageous blind assembly of the two coupling halves, previously known from the prior art, is eliminated with the solution according to the invention. Furthermore, a three-part coupling system offers the possibility of adapting the coupling to different rail vehicle track gauges by simply and time-savingly replacing the transmission shaft.

[0048] The invention is explained in more detail below using three exemplary embodiments. Fig. 1 shows a schematic sectional view of the 2-part coupling system according to the invention with a stud bolt arranged in the second coupling half, Fig. 2 shows a schematic sectional view of a 3-part coupling system with a stud bolt connection on both sides in the transmission shaft, Fig. 3 shows a schematic sectional view of a 3-part coupling system with a drive-side stud bolt connection and a wheel-side screw connection, Fig. 4 shows a schematic sectional view of a 3-part coupling system with a drive-side stud bolt connection and a wheel-side interference fit, and Fig. 5 shows a schematic sectional view of a 3-part coupling system with a stud bolt connection Example 1

[0049] According to Fig. 1 A wheel drive for a rail vehicle with a 2-part coupling system is shown.

[0050] This shows Fig. 1 a first coupling half 1, which is designed as a toothed coupling and is connected to a gearbox (not shown) via the teeth of the drive-side sleeve 13. The first coupling half 1 has a first coupling shaft 11, in which a through-bore 8 is centrally and axially introduced. The first coupling shaft 11 is arranged axially aligned with the second coupling shaft 12. The second coupling shaft 12 is a component of the second coupling half 2 and has, at its end, a centrally and axially arranged stud bolt 4, which is screwed into the second coupling shaft 12 via the internal thread 7 of the stud bolt 4. At the other end of the stud bolt 4 there is an external thread 6, onto which a nut 5 is screwed, thus connecting the two coupling halves 1 and 2 in a force-fitting manner.

[0051] An earthing contact element 10 is connected to both the second coupling half 2 and the wheel 9 of the rail vehicle via the detachable wheel connections 17 as an electrically conductive contact.

[0052] In the event of wear, for example, of the first gear coupling half 1, the closure element 14 is removed from the opening of the sleeve 13 for replacement and the nut 5 is loosened and removed from the first coupling half 1 and the stud bolt 4 from the external thread 6 and then the first coupling half 1 is pulled from the stud bolt 4 and removed.

[0053] In the event of wear of the second coupling half 2 of the gear coupling, the nut 5 of the first coupling half 1 and the stud bolt 4 are also loosened and removed from the outer thread 6, and the wheel connections 17 and the connection of the grounding contact element 10 are released from the wheel 9. The second coupling half 2 with the grounding contact element 10 and stud bolt 4 can now be removed. Example 2

[0054] According to the Fig. 2 , 3 and 4 A wheel drive for a rail vehicle with a 3-part coupling system is shown.

[0055] This shows Fig. 2 a clutch system with a clutch half 1, which is designed as a toothed clutch, wherein the toothed clutch engages with a gear (not shown) and the toothing on the end face of a transmission shaft 3. The first clutch half 1 has a first clutch shaft 11, in which a through-bore 8 is formed centrally and axially. The first clutch shaft 11 is arranged axially aligned with the transmission shaft 3 and the second clutch shaft 12.

[0056] The transmission shaft 3 has a centrally axially arranged stud bolt 4 at its left end, which is screwed into the transmission shaft 3 via the internal thread 7 of the stud bolt 4. At the other end of the stud bolt 4, there is an external thread 6 onto which a nut 5 is screwed, thus non-positively connecting the transmission shaft 3 to the first coupling half 1.

[0057] The transmission shaft 3 has at its right end another stud bolt 4, which is screwed into the transmission shaft 3 via the inner thread 7 of the stud bolt 4. At the end of the right-hand stud bolt 7 there is an outer thread 6, onto which a nut 5 is screwed, wherein the right-hand stud bolt 4 is guided through a centrally axially arranged through-bore 8 of the second coupling shaft 12 and protrudes from the second coupling half 2 with its outer thread 6.

[0058] The second coupling shaft 12 is arranged axially aligned with the transmission shaft 3 and the first coupling shaft 11 and is a component of the second coupling half 2.

[0059] The second coupling half 2 is designed as a ring-disk coupling, which is detachably connected to the transmission shaft 3 by screwing the nut 5 to the stud bolt 4. The ring-disk coupling, in turn, is connected to the wheel 9 of the rail vehicle in a force-locking and form-locking manner.

[0060] In case of wear and replacement, for example of the first coupling half 1, the closure element 14 is removed from the opening of the sleeve 13 and the nut 5 is loosened and removed from the first coupling half 1 and the stud bolt 4 from the external thread 6 and then the first coupling half 1 is pulled from the stud bolt 4 and removed.

[0061] In case of wear of the second coupling half 2, the nut 5 of the second coupling half 2 and the stud bolt 4 are loosened and removed from the outer thread 6. The second coupling half 2 with the grounding contact element 10 and the stud bolt 4 can then be removed.

[0062] In case of replacement of one or both coupling halves 1 and / or 2, the transmission shaft 3 can remain in the wheel hub of the wheel 9 and is available for subsequent connection to the new coupling halves.

[0063] The Fig. 3 and Fig. 4 also show a 3-part clutch system, whereby the second clutch half 2 assigned to the wheel is connected to the transmission shaft 3 via a screw 15 Fig. 3 or with a press bandage 16 according to Fig. 4 is connected. Example 3

[0064] The Fig. 5shows a 3-part coupling system in which the stud bolt 4 is axially pre-assembled centrally in the second coupling half 2 assigned to the wheel. In this case, the stud bolt 4 extends through a through-bore 8 of the aligned transmission shaft 3 and further through the through-bore 8 of the first coupling half 1 assigned to the drive. The end of the stud bolt protrudes from the first coupling half 1, whereby the force-locking connection of the first coupling half 1, the transmission shaft 3, and the second coupling half 2 is realized by means of a nut 5 screwed onto the external thread 6 of the stud bolt 4.

[0065] The coupling is assembled by pre-assembling the stud bolt 4 into the second coupling half 2 assigned to the wheel in the coupling shaft 12. The transmission shaft 3 with the through-bore 8 is then pushed onto the stud bolt 4, and then the first coupling half 1 assigned to the drive, with the through-bore 8, is also pushed onto the stud bolt 4 and the coupling is non-positively connected using a nut 5. The correct fit of the first coupling half 1 and the transmission shaft 3 to the second coupling half 2 is checked using a test gauge through the opening in the drive-side sleeve 13 at the nut 5 and the protruding stud bolt 4. After assembly, the opening in the sleeve 13 is closed using a closure element 14. List of reference symbols

[0066] 1First coupling half 2Second coupling half 3Transmission shaft 4Stud 5Nut 6Outer thread of the stud 7Inner thread of the stud 8Through hole 9Wheel 10Grounding contact element 11First coupling shaft 12Second coupling shaft 13Drive-side sleeve 14Locking element 15Wheel-side screw 16Interference fit 17Wheel connection

Claims

1. Coupling for rail vehicles, comprising a 2-part coupling system having a first coupling half (1), which is directed towards a drive, and having a second coupling half (2), which is directed towards a wheel (9) of a rail vehicle, wherein the first coupling half (1) is connected to the drive and has at least a first coupling shaft (11) and a drive-side sleeve (13), and wherein the second coupling half (2) is connected to the wheel (9) of the rail vehicle and has a second coupling shaft (12), wherein the second coupling shaft (12) is led through a hollow hub of the wheel (9), and wherein the separation point of the first and second coupling shafts (11, 12) is realized in such a way that, on the respective mutually facing end faces of the coupling shafts (11, 12), toothings or friction surfaces that transmit at least one torque at least in a force-fitting and / or form-fitting manner are provided, characterized in that provision is made of a pre-fitted stud bolt (4) which is arranged centrally axially in the second coupling shaft (12) and which serves at least for alignment, centring, guidance and checking of the second coupling half (2) in relation to the first coupling half (1), wherein the stud bolt (4) is arranged within a centrally axial passage bore (8) which is provided in the first coupling shaft (11), and wherein, on the side directed away from the end face of the first coupling shaft (11), a region of the stud bolt (4) projects out of the first coupling half (1), wherein, at least in this projecting region, the stud bolt (4) has an outer thread (6) onto which a nut (5) is screwed, by way of which nut at least a force-fitting connection of the first coupling half (1) and the second coupling half (2) is realized.

2. Coupling for rail vehicles, comprising a 3-part coupling system having a first coupling half (1), which is directed towards a drive, and having a second coupling half (2), which is directed towards a wheel, and having a transmission shaft (3), wherein the first coupling half (1) is connected to the drive and has at least a first coupling shaft (11) and a drive-side sleeve (13), and wherein the second coupling half (2) is connected to a wheel (9) of the rail vehicle and has a second coupling shaft (12), wherein the second coupling shaft (12) is led through a hollow hub of a wheel (9), and wherein the separation point of the first and second coupling shafts (11, 12) with respect to the transmission shaft (3) is realized in such a way that, on the respective mutually facing end faces of the coupling shafts (11, 12) and of the transmission shaft (3), toothings and / or friction surfaces by way of which a torque is able to be transmitted at least in a force-fitting and / or form-fitting manner are provided, wherein, between the coupling shafts (11, 12) of the first and second coupling halves (1, 2), there is arranged in an axially aligned manner a transmission shaft (3) which is connected so as to be releasable from the first and / or second coupling half (1, 2), characterized in that provision is made of at least one pre-fitted stud bolt (4) which is arranged centrally axially in the transmission shaft (3) and which serves at least for alignment, centring, guidance and checking of at least the transmission shaft and the second coupling half (2) in relation to the first coupling half (1), wherein the stud bolt (4) is arranged within a centrally axial passage bore (8) which is provided at least in the first coupling shaft (11), and wherein, on the side directed away from the end face of the first coupling shaft (11), a region of the stud bolt (4) projects out of the first coupling half (1), wherein, at least in this projecting region, the stud bolt (4) has an outer thread (6) onto which a nut (5) is screwed, by way of which nut at least a force-fitting connection of at least the first coupling half (1) and the transmission shaft (3) is realized.

3. Coupling according to Claim 1 or 2, in which the first coupling half (1) is a toothed coupling and / or the second coupling half (2), which is releasable from the transmission shaft (3), is a toothed coupling, an annular disc coupling, an annular wedge assembly coupling, a wedge assembly, a plate coupling or a link coupling.

4. Coupling according to Claim 2 or 3, in which the connection of the transmission shaft (3) to the first and / or to the second coupling half (1, 2) is realized by means of a face toothing, a crown toothing, an interference fit and / or a flange screw connection.

5. Coupling according to at least one of Claims 2 to 4, in which two centrally axially arranged stud bolts (4) are pre-fitted in the transmission shaft (3) in end regions.

6. Coupling according to at least one of Claims 2 to 4, in which a pre-fitted stud bolt (4) is arranged centrally axially in the second coupling shaft (12) and extends through a passage bore (8) of the transmission shaft (3) and a passage bore (8) of the first coupling shaft (1) and projects out of the first coupling half (1).

7. Coupling according to at least one of the preceding claims, in which the at least one stud bolt (4) is pre-fitted in a manner screwed in place, adhesively bonded in place and / or by means of an interference fit.

8. Coupling according to at least one of the preceding claims, in which the fit of passage bore (8) and stud bolt (4) is in the form of a slide fit or push fit.

9. Coupling according to at least one of Claims 2 and 4 to 6, in which the connection of transmission shaft (3) and second coupling shaft (12) of the second coupling half (2), which is directed towards the wheel (9), is realized by means of a stud bolt (4), a wheel-side screw (15) or an interference fit (16) .

10. Coupling according to at least one of the preceding claims, in which the drive-side sleeve (13) has an opening with a closure element (14).

11. Coupling according to Claim 10, in which the closure element (14) is a closure plug or a closure screw.

12. Coupling according to at least one of the preceding claims, in which the first coupling half (1) is connected to a transmission or directly to a motor.

13. Coupling according to at least one of the preceding claims, in which the attachment of the second coupling half (12) to the wheel (9) and / or to an earthing contact element (10) is realized in a form-fitting, force-fitting or materially bonded manner.