Towing cushion and towing coupling for a towing coupling

Abstract

The invention relates to a traction damper for a traction coupling, in particular a middle buffer coupling, having a first joint for a coupling rod and a second joint designed to fasten the traction damper to a vehicle structure; having a spring device which transmits tensile and compressive forces between the first joint and the second joint; wherein the spring device (4) comprises a pressure spring (5) and a hydraulic and / or pneumatic damper (6); and the pressure spring (5) and the damper (6) are arranged in series with respect to one another in the force flow from the first joint (1) to the second joint (2) in order to transmit the compressive force from the pressure spring (5) to the damper (6). The traction damper according to the invention is characterized in that the spring constant of the pressure spring (5) is smaller than the spring constant of the damper (6).

Description

TECHNICAL FIELD

[0001] The invention relates to a traction damping device for a traction coupling, in particular an intermediate cushion coupling, and to a traction coupling having such a traction damping device. BACKGROUND

[0002] Traction damping devices of this type are used in traction couplings in order to dampen tensile and compressive forces. The traction damping device has a spring device which transmits tensile and compressive forces between opposite first and second joints of the traction damping device. For example, the patent document DE 20 2004 014 532 U1 discloses a spring mechanism mounting box which has a spring mechanism which is articulated on one side to a coupling arm and on the other side to a mounting box which is fastened with bolts to a stop plate of a vehicle, wherein the compressive force is transmitted via a tensile-compressive piece, a spring, a back plate and a housing to a compressive stop relative to the vehicle and the tensile force is transmitted via a joint pin, a housing, a back plate, a spring and a tensile-compressive piece to a tensile stop. Thus, the only spring transmits the tensile and compressive forces.

[0003] However, it is disadvantageous for traction damping devices of the type shown, which have one spring or a plurality of springs which are loaded along both axial directions with the entire tensile and compressive force, that the load in the spring has a zero crossing, which has a disadvantageous effect on the traction dynamics. Furthermore, the spring travel cannot be changed without changing the spring characteristics, which makes it difficult to install such a spring mechanism mounting box in various different traction couplings, since additional spacers have to be provided in order to guide the compressive force into the vehicle structure in the case of a relatively large installation space. This is associated with the costs and additional weight of the traction damping device.

[0004] Traction damping devices of this type are disclosed, for example, in the patent document US 3 031 089 A. The traction damping device comprises a spring device which has a hydraulic extrusion damper and at least one pressure spring, wherein, according to a first embodiment, the hydraulic damper absorbs the compressive force and the pressure spring dampens the tensile force. According to a further embodiment, a second pressure spring is provided in the force flow parallel to the hydraulic damper and parallel to the first pressure spring, which pressure spring dampens the compressive and tensile forces. According to a third embodiment, two pressure springs which dampen the tensile force are arranged parallel to one another in the force flow, in combination with a hydraulic damper which attenuates the compressive force. The hydraulic damper comprises an internal return spring which, after a compressive force, returns the piston rod of the damper. The hydraulic damper only attenuates the compressive force.

[0005] The disadvantage of the traction buffer device according to US 3 031 089 A is that the traction buffer device requires a comparatively large axial installation space and that the pressure impact is essentially only attenuated by the hydraulic damper, since the parallel arranged pressure springs comprise a comparatively small spring travel if necessary. Since the damping action of the hydraulic damper depends on mass and speed, there is almost no damping at low speeds in the first and third embodiment. The traction buffer device will always buffer the entire travel under quasi-static loads in the pressure direction, which is associated with a corresponding mechanical load. Furthermore, there are hard metal stops during load changes, which cause noise and wear. Furthermore, the different successively arranged stop faces have to be aligned relative to one another in order to ensure the prescribed function. The installation of the traction buffer device is also correspondingly complex. A failure of the hydraulic damper quickly leads to a complete failure of the traction buffer device.

[0006] It is also known for traction couplings to combine a spring with a friction damper, which is disclosed, for example, in the patent document WO 2007 / 103087 A1.

[0007] The patent document US 3 556 311 A discloses a combination of a rubber buffer with an air damper.

[0008] The patent document US 3 854 596 A discloses a combination of a hydraulic damper and an elastomer buffer.

[0009] The patent document DE 20 2004 014 532 U1 discloses a spring mechanism mounting box, which has a spring mechanism that is articulated on one side with a coupling arm and on the other side with the mounting box, which is fastened with bolts to a stop plate of a vehicle, wherein the pressure is transmitted via a pull pressure piece, a spring, a rear plate and a housing to a pressure stop relative to the vehicle and the pull force is transmitted via a joint pin, a housing, a rear plate, a spring and a pull pressure piece to a pull force stop.

[0010] The patent document WO 2013 / 040119 A1 discloses a combination of an elastomer component with a friction damper for a traction buffer device of a traction coupling. Here, too, one pressure plate is arranged on each end of the elastomer element stack, so that the pressure is transmitted via the entire elastomer stack in both the pull force direction and the pressure direction. The spring travel is thus the same in both axial directions, and the traction buffer device has to be supplemented accordingly by spacer blocks or the like when installed in different environments.

[0011] Patent document EP 1 225 114 B1 discloses a traction damping device for an intermediate buffer coupling, in which the coupling arm or coupling rod is supported via a joint on a joint pin, wherein, during tensile load, the coupling rod transmits the tensile force via the joint pin, an upper wing plate, a lower wing plate, an end plate, a gap spring damper on the traction side, a stop plate and a spring system to a pressure plate which is supported on a tensile stop on the vehicle side. During pressure load, the coupling rod transmits the pressure without play via a joint gap spring damper to the joint pin, which is supported on the pressure plate, wherein the pressure plate compresses the spring system and transmits the pressure via the stop plate to a pressure stop on the vehicle side.

[0012] Patent document WO 2016 / 026708 A1 discloses a traction damping device for a traction coupling, which has a reversible energy-dissipating device and an irreversible energy-dissipating device. The energy-dissipating device with irreversible energy consumption is connected in series with the reversible energy-dissipating device, wherein the energy-dissipating device with irreversible energy consumption is irreversibly deformed or destroyed when a predefined maximum tensile force / impact force is exceeded.

[0013] Patent document EP 1 732 798 B1 discloses a high-power friction-connection traction device arrangement with long travel for absorbing trailer and train loads which are exerted on the intermediate cross member element of a rail vehicle during the marshalling of the train and the track operation of the train marshalling, which arrangement has a friction-connection mechanism with different pairs of plate elements and wedge elements in order to absorb thermal energy generated during the closure of the friction-connection traction device arrangement.

[0014] Patent document US 3 150 782 A discloses a traction damping device for a traction coupling, in which a hydraulic damper is connected in parallel with a plurality of pressure springs in order to damp tensile and impact forces simultaneously with the pressure springs and the damper.

[0015] Patent document US 3 368 698 A discloses a traction damping device for a traction coupling, in which a hydraulic damper is arranged in parallel with a plurality of pressure springs in the force flow, in addition with an additional return spring which engages on the damper housing in order to return the traction damping device to its initial position.

[0016] Patent document US 3 447 693 A discloses a traction damping device for a traction coupling of this type. A hydraulic damper is arranged in parallel with a plurality of pressure springs within a frictional damper device. Between the pot-shaped plunger and the bottom of the housing forming the damping chamber, pressure springs are arranged in order to press the plunger into its fully moved-out position.

[0017] In the known embodiment, the pressure spring and the damper are connected in parallel in order to achieve a correspondingly large equivalent spring constant. The equivalent spring constant is the spring constant of the entire spring device with the pressure spring and the damper. The spring connected in series with the damper is also compressed simultaneously with the damper (German: einfedern).

[0018] The disadvantage of the known embodiment is that, in practice, the sealing system of the damper usually determines the service life of the traction buffer device, since the sealing system fails first. Furthermore, the metal pressure spring used is relatively stiff, but suffers from a set behavior, which leads to a change in the spring constant over time. SUMMARY

[0019] The technical problem addressed by the present application is to provide a traction buffer device for traction couplings, in particular intermediate buffer couplings, which is distinguished by a particularly long service life, whose spring constant remains as constant as possible over the service life and which is inexpensive to manufacture, and which can be easily installed in a variety of different installation spaces even without additional spacer blocks.

[0020] The technical problem according to the application is solved by a traction buffer device for traction couplings, in particular intermediate buffer couplings, having a first joint for a coupling rod and a second joint designed to fasten the traction buffer device to a vehicle structure, having a spring device which transmits tensile and compressive forces between the first joint and the second joint, wherein the spring device comprises a pressure spring and a hydraulic and / or pneumatic damper, and the pressure spring and the damper are arranged in series with respect to one another in the force flow from the first joint to the second joint in order to transmit the compressive force from the pressure spring to the damper, wherein, according to the application, the spring constant of the pressure spring is smaller than the spring constant of the damper, wherein the minimum force for initially compressing the damper is greater than the pressure for compressing the pressure spring by at least 50% of its spring travel. Advantageous and particularly expedient design options of the application are described in the description.

[0021] The traction buffer device for a traction coupling according to the application is suitable for use in a coupling for mechanically coupling two carriages of a rail vehicle, in particular for an intermediate buffer coupling, but also for a lateral buffer, for example as a long spring mechanism in a lateral buffer, and is characterized by a small housing, low weight and easy adaptation to different installation spaces without having to provide relatively heavy spacers. Preferably, the housing and, if necessary, further components of the traction buffer device described hereinafter can be manufactured from sheet metal parts, which can be produced, for example, by stamping or flame cutting. A hydraulic and / or pneumatic damper is combined with a pressure spring, preferably a polymer spring, wherein the combination of spring and damper is designed such that the pressure spring absorbs a higher proportion of small strokes and traction forces, while the damper only comes into play in the case of relatively large forces due to the correspondingly high prestress, thereby protecting the sealing system of the damper, since the vast majority of strokes occurring in practical use are absorbed by the maintenance-free pressure spring, in particular a polymer spring. At the same time, the vibration behavior of the train is reduced due to the small stroke of the pressure spring and the force jump to the damper prestress in the case of larger strokes.

[0022] In detail, the traction buffer device for a traction coupling, in particular an intermediate buffer coupling, according to the application has a first joint for a coupling rod and a second joint designed to fasten the traction buffer device to a vehicle structure, for example to a frame or a car body of a rail vehicle.

[0023] The traction buffer device according to the application also has a spring device which transmits tensile and compressive forces between the first joint and the second joint. The spring device comprises at least one pressure spring, in particular exactly one pressure spring, and at least one hydraulic and / or pneumatic damper, in particular exactly one hydraulic and / or pneumatic damper. The pressure spring and the damper are arranged in series with respect to one another in the force flow from the first joint to the second joint in order to transmit the pressure from the pressure spring to the damper.

[0024] According to the application, the spring constant of the pressure spring is smaller than the spring constant of the damper. The spring constant, also referred to as spring stiffness, spring hardness, spring coefficient, reference quantity or direct constant, indicates the ratio of the force acting on the spring to the resulting spring deflection, i.e. in this case the compression. By selecting different spring constants of the pressure spring and the damper according to the application, it is achieved that the damper only comes into play in the case of relatively large tensile forces and impact forces transmitted by the traction buffer device, while the pressure spring is additionally compressed if it has not yet been fully compressed in the case of larger forces, or the pressure spring is only compressed in the case of correspondingly smaller transmitted forces.

[0025] Preferably, the minimum force for initial compression of the damper, i.e. the force at which the compression of the damper begins, is greater than the pressure for compressing the pressure spring by at least 50%, preferably by at least 70% or by at least 90% of its spring travel, or even greater than the pressure for compressing the pressure spring by 100%, i.e. for a complete compression. Thereby, the response or compression of the damper is limited to situations in which relatively large forces occur, so that the damper is subjected to correspondingly lower wear.

[0026] Preferably, the pressure spring is made of plastic, in particular a polymer. Such plastic springs have a good spring deflection curve and are at least substantially not subject to shrinkage.

[0027] According to one embodiment of the application, the damper or the pressure spring is pressurized by a first pressure plate which is axially displaceable at the end side. Such a first pressure plate is held, for example, by a linear guide in the housing, as will also be described below. The first pressure plate can also form one half of a stable joint which causes a central resetting of the coupler lever.

[0028] In the region of the second joint, a second pressure plate can be provided on which the spring or damper is supported at its other axial end, wherein the second joint is formed, for example, by a carrier, the second pressure plate being arranged in the carrier axially displaceable and in particular rotatably about a vertical rotation axis. In this way, the traction buffer according to the application has a particularly slim shape and can be manufactured at low cost.

[0029] The second carrier can form, for example, a linear guide for the second pressure plate, so that the second pressure plate is reliably guided axially.

[0030] It is particularly preferred that the traction buffer comprises a housing which forms the first joint, in particular in the form of a receptacle for a coupler lever pin, and which forms the second joint, in particular in the form of a carrier, wherein the housing surrounds the pressure spring and the damper on at least two sides. The housing has, for example, an upper wing plate and a lower wing plate which are arranged on both sides of the damper and the pressure spring. The upper wing plate and the lower wing plate can be connected to one another by a vertical component, in particular a sheet metal part, and can also be made as a sheet metal part. It is particularly preferred that the housing is generally composed of sheet metal parts, in particular sheet metal plates, which can be manufactured at low cost and are easily adaptable to different installation spaces. The sheet metal parts can be manufactured, for example, by punching or flame cutting, which is particularly cost-effective.

[0031] It is particularly preferred that the first pressure plate has a free, at least substantially planar first abutment face pointing in the direction of the first joint, which is used for the free abutment of a mirror-symmetrical second abutment face of the coupling rod. A stabilizing joint is thus created between these two abutment faces. Since the two at least substantially planar abutment faces of the first pressure plate and the coupling rod advantageously abut against each other in the pressure direction in a prestressed manner by the spring device, when the coupling rod deviates from its neutral position, these two at least substantially planar abutment faces tilt relative to each other, thereby creating a restoring torque that brings the coupling rod back into its neutral position, i.e. into a fully axial orientation. The preferably prestressed, but free abutment of the two at least substantially planar faces and the possibility of these two at least substantially planar faces to tilt relative to each other thus means an integrated intermediate restoring in the traction suspension.

[0032] In addition to the at least substantially planar abutment face, the first pressure plate preferably has an end-side stop face in the axial direction pointing towards the first joint, for at least one vehicle stop of the vehicle equipped with the coupling rod. For example, the side with the abutment face and the stop face is designed in a stepped manner, for example with a protruding intermediate region forming the planar abutment face and outer regions on both sides or all around the intermediate region forming the at least one end-side stop face.

[0033] The first joint preferably consists, as shown, of a receptacle for a coupling rod pin, which is for example position-fixed and rotatably movable supported in the housing. The position-fixed arrangement does not exclude the possibility of a small axial play, which is for example a maximum of 1 cm, in particular a maximum of 5 mm, 3 mm, 2 mm or less in each axial direction. Alternatively, a mobility of the coupling rod pin in the housing can be considered, wherein this mobility is preferably limited in both axial directions. The mobility in the axial direction is then typically greater than the diameter or half the diameter of the coupling rod pin.

[0034] The traction coupling, in particular the intermediate cushion coupling according to the application, has a coupling rod, which has an at least substantially planar second abutment face at its free end, and which is deflectable about a perpendicular axis, and said traction coupling has a traction suspension according to the application of the type described, wherein the first abutment face of the first pressure plate freely abuts on the second abutment face of the coupling rod, in particular in a prestressed manner by a spring device in the second axial direction.

[0035] The coupling rod can thus transmit a pressure transmitted from one vehicle to the other vehicle via the traction coupling to the other vehicle via the first and second pressure plates and the spring device with pressure spring and damper located therebetween, which in particular forms the spring device alone. Attached Figure Description

[0036] The invention will now be described illustratively with the aid of embodiments and accompanying drawings.

[0037] In the attached diagram:

[0038] Figure 1 A three-dimensional diagram of the traction buffer device in the traction coupling is shown;

[0039] Figure 2 Show Figure 1 The traction buffer device in the installation environment, along with other components of the installation environment;

[0040] Figure 3 Show Figure 1 A horizontal top view of the traction buffer device in the middle;

[0041] Figure 4 Show Figure 3 The traction buffer device in the installation environment, along with other components of the installation environment;

[0042] Figure 5 Show Figure 1 A vertical cross-sectional view of the traction buffer device in the middle;

[0043] Figure 6 Another embodiment of the traction buffer device according to the present invention is shown;

[0044] Figure 7 Show Figure 6 A vertical cross-sectional view of the traction buffer device in the middle;

[0045] Figure 8 Show Figure 6 A horizontal top view of the traction buffer device in the middle. Detailed Implementation

[0046] Figures 1 to 5 An embodiment of the traction buffer device according to the invention is shown, and other components of the traction connector according to the invention are shown in dashed lines. The traction connector has a connector rod 3, which is hingedly supported in the housing 12 of the traction buffer device by a connector rod pin 14, so that the connector rod can deflect about a vertical axis 15. Therefore, the housing 12 forms a first joint 1 for the connector rod 3 or its connector rod pin 14 with a receiving portion 13, through which tension and pressure can be transmitted in opposite axial directions.

[0047] The second joint 2 of the traction buffer device is formed by a bracket 9, through which the traction buffer device is fastened to the vehicle structure. The bracket can be fastened, for example, to the vehicle body or frame, especially by bolts. The bracket 9 is a component of the housing 12.

[0048] The traction buffer device is arranged in a vehicle interface 16, for example a UIC-530 vehicle interface, which is indicated by a double-dotted line.

[0049] In the region of the first joint 1, vehicle stops 17 are provided, by means of which pressure can be transmitted to the traction buffer device, which will be explained below. In contrast, the tensile force in the region of the first joint 1 is transmitted by the coupling rod pin 14.

[0050] In the region of the second joint 2, the pressure and the tensile force are transmitted by a second pressure plate 8, which is supported in a hinged manner, i.e. deflectably and in a limited manner in both axial directions, about a vertically oriented rotation axis 10 in a carrier 9. Alternatively, the second pressure plate 8 can also be rigidly connected to the carrier 20 or consist of the carrier, for example, as will be explained below by means of a further embodiment and Figures 6 to 8 is shown.

[0051] The first pressure plate 7 is supported in both axial directions in a mutually interchangeable manner in the housing 12. The first pressure plate 7 has a first at least substantially flat abutment face 7.1 which is directed towards the coupling rod 3, which abuts with an end-side at least substantially flat second abutment face 3.1 on this first abutment face of the first pressure plate. The two at least substantially flat abutment faces 3.1, 7.1 abut freely on one another, wherein the two abutment faces are prestressed on one another by means of a spring device 4 arranged between the first pressure plate 7 and the second pressure plate 8, as a result of which the two abutment faces can be tilted on one another when the coupling rod 3 is deflected about the vertical axis 15 from its shown intermediate position, so that a restoring force is exerted on the coupling rod 3.

[0052] At the same time, lateral forces are avoided which are transmitted to the spring device 4.

[0053] The housing 12 consists of a sheet metal structure which is made of sheet metal plates, which housing has an upper wing plate 18 and a lower wing plate 19 which are arranged parallel to one another and are rigidly connected to one another by means of two vertical sheet metal plates 20. The sheet metal plates 20 arranged at the ends of the upper wing plate 18 and the lower wing plate 19 together with the rear sections of the upper wing plate 18 and the lower wing plate 19 form the carrier 9.

[0054] The first pressure plate 7 is held in a linear guide device 11 in the housing 12. For example, the linear guide device 11 consists of the upper wing plate 18 and the lower wing plate 19.

[0055] In the shown embodiment, the second pressure plate 8 is also guided in a linear guide device 11 in the region of the carrier 9, i.e. in the housing 12.

[0056] The spring arrangement 4 is composed of a pressure spring 5 and a hydraulic and / or pneumatic damper 6, wherein the pressure spring 5 and the damper 6 are arranged in series along the direction of force flow from the first joint 1 to the second joint 2 or from the first pressure plate 7 to the second pressure plate 8. The pressure spring 5 is directly supported on the end side of the damper 6. The spring constants of the pressure spring 5 and the damper 6 are so different that, when the first pressure plate 7 and the second pressure plate 8 are pushed together, the pressure spring 5 first compresses over a predetermined stroke, for example at least 50%, 70% or 90% of the spring stroke of the pressure spring, before the damper 6 begins to compress.

[0057] In Figure 2 the side stops 21 for the introduction of pressure are shown. The housing 12 is supported on these side stops.

[0058] The housing 12 guides the two pressure plates 7 and 8 and completely accommodates the spring arrangement 4 and forms the first joint 1 and the second joint 2, thereby achieving an extremely compact design. Due to this design of the housing 12, the housing 12 can easily be adapted to different installation lengths.

[0059] In the embodiment according to Figures 6 to 8 an intermediate plate 22 is provided axially between the pressure spring 5 and the damper 6. The intermediate plate 22 is positionally fixedly supported in the housing 12 in both axial directions, but is preferably rotatably supported about a vertical axis of rotation in order to avoid lateral forces being introduced into the pressure spring 5. The second pressure plate 8 is movable relative to the housing 12 and is composed of a carrier 9, but can also be hingedly connected to the carrier. When the damper 6 compresses, the housing 12 moves towards the carrier 9, which is otherwise advantageously composed according to the embodiment in Figures 1 to 5 for example from an upper wing plate 18, a lower wing plate 19 and at least two sheet metal plates 20. In this embodiment, the coupling lever pin 14 can also be positionally fixedly accommodated in the housing 12 in addition to the axial clearance.

[0060] In the design according to Figures 6 to 8 when a tensile force is transmitted with the traction buffer device, the damper 6 is not loaded with pressure, but only the pressure spring 5 is loaded. The damper load can thus be further reduced.

[0061] When the traction buffer device is subjected to pressure, the coupling lever 3 presses the first pressure plate 7 via the pressure spring 5, the intermediate plate 22 and the damper 6 against the carrier 9, so that the pressure can be transmitted by the pressure spring 5 and the damper 6. In the case of a tensile load, the coupling lever 3 pulls the housing 12 and thus the intermediate plate 22 via the coupling lever pin 14 against the pressure of the pressure spring 5 and pulls the first pressure plate 7 against the vehicle stop 13, so that the tensile force is cushioned. At the same time, the tensile force is transmitted to the carrier 9 via the damper 6 and / or, if necessary, via the tension rod and the second pressure plate 8.

[0062] The damper 6 is also connected in series with the pressure spring 5 and only comes into play in the case of relatively large pressure surges.

[0063] In both embodiments, for example, the pressure spring 5 can be designed as a polymer spring and the damper 6 can be designed as a gas-hydraulic or fluid-elastic damper. If the damper prestress is significantly higher than the spring prestress, the normal traction loads are absorbed by the spring 5 in the tensile direction and in the pressure direction, while the damper 6 only comes into play in the pressure direction for higher connection surges and in the case of strong traction variations. This two-stage prestressing reduces the load change reactions in driving operation.

[0064] List of reference signs

[0065] 1 first joint

[0066] 2 second joint

[0067] 3 coupling rod

[0068] 3.1 second abutment face

[0069] 4 spring device

[0070] 5 pressure spring

[0071] 6 damper

[0072] 7 first pressure plate

[0073] 7.1 first abutment face

[0074] 8 second pressure plate

[0075] 9 bracket

[0076] 10 rotational axis

[0077] 11 linear guide device

[0078] 12 housing

[0079] 13 receptacle

[0080] 14 coupling rod pin

[0081] 15 vertical axis

[0082] 16 vehicle interface

[0083] 17 vehicle stop

[0084] 18 upper wing plate

[0085] 19 lower wing plate

[0086] 20 sheet metal plate

[0087] 21 side stop

[0088] 22 intermediate plate

Claims

1. A traction buffer device for a traction coupling, It has a first joint (1) for the connector rod (3) and a second joint (2) designed to fasten the traction buffer to the vehicle structure; It has a spring device (4) that transmits tension and pressure between the first joint (1) and the second joint (2); wherein The spring device (4) includes a pressure spring (5) and a hydraulic and / or pneumatic damper (6); and The pressure spring (5) and the damper (6) are arranged in series with respect to each other in the force flow from the first joint (1) to the second joint (2) so as to transmit pressure from the pressure spring (5) to the damper (6); Its features are, The spring constant of the pressure spring (5) is less than the spring constant of the damper (6), wherein the minimum force for initially compressing the damper (6) is greater than the pressure for compressing the pressure spring (5) by at least 50% of its spring stroke.

2. The traction buffer device according to claim 1, characterized in that, The minimum force used to initially compress the damper (6) is greater than at least 70% or 90% of the pressure used to compress the pressure spring (5) of its spring stroke.

3. The traction buffer device according to claim 2, characterized in that, The minimum force used to initially compress the damper (6) is greater than the pressure used to compress the pressure spring (5) by 100% of its spring stroke.

4. The traction buffer device according to claim 1, characterized in that, The pressure spring (5) is made of plastic.

5. The traction buffer device according to claim 4, characterized in that, The pressure spring (5) is made of polymer.

6. The traction buffer device according to claim 1, characterized in that, The damper (6) or the pressure spring (5) is pressurized by a first pressure plate (7) on the axially movable end side.

7. The traction buffer device according to claim 6, characterized in that, A second pressure plate (8) is provided in the region of the second joint (2), and the pressure spring (5) or the damper (6) is supported on the second pressure plate by its other axial end.

8. The traction buffer device according to claim 7, characterized in that, The second connector (2) is formed by a bracket (9), and the second pressure plate (8) is axially movable and rotatably arranged in the bracket (9) about a vertical axis of rotation (10).

9. The traction buffer device according to claim 8, characterized in that, The bracket (9) forms a linear guide device (11) for the second pressure plate (8).

10. The traction buffer device according to claim 1, characterized in that, The traction buffer device includes a housing (12) that forms the first joint (1) and the second joint (2), wherein the housing (12) surrounds the pressure spring (5) and the damper (6) on at least two sides.

11. The traction buffer device according to claim 10, characterized in that, The first connector (1) is in the form of a receiving part (13) for the connecting rod pin (14).

12. The traction buffer device according to claim 10, characterized in that, The second connector (2) is in the form of a bracket (9).

13. The traction buffer device according to claim 10, characterized in that, The housing (12) is assembled from sheet metal parts.

14. The traction buffer device according to claim 13, characterized in that, The housing (12) is assembled from sheet metal plates.

15. The traction buffer device according to claim 6, characterized in that, The first pressure plate (7) has a free, at least substantially flat first abutment surface (7.1) pointing toward the first joint (1), which is used to freely abut against a mirror image of the second abutment surface (3.1) of the connector rod (3).

16. The traction buffer device according to claim 1, characterized in that, The traction connector is an intermediate buffer connector.

17. A traction coupling, It has a connector rod (3) that can deflect about a vertical axis (15), and It has at least one traction buffer device according to any one of claims 1 to 16, wherein A first pressure plate (7) is provided, the first pressure plate (7) having a first abutment surface (7.1) that is at least substantially flat and points toward the connector rod portion (3). in, The connector rod has a second abutment surface (3.1) at its free end that is at least substantially flat, and the first abutment surface (7.1) abuts freely against the second abutment surface (3.1) of the connector rod (3) in such a manner that pressure is applied by the spring device (4).

18. The traction coupling according to claim 17, characterized in that, The traction connector is an intermediate buffer connector.

Images