Traction buffer device and traction coupling for traction coupling

Abstract

The invention relates to a traction damper for a traction coupling, in particular a middle buffer coupling, having a first joint for transmitting tensile and compressive forces for a coupling rod, having a second joint for transmitting tensile and compressive forces for fastening the traction damper to a vehicle structure, wherein the second joint is positioned axially away from the first joint, having a spring device which transmits tensile and compressive forces between the first joint and the second joint, wherein the spring device comprises a hydraulic damper having a piston which is movable in the axial direction and a piston rod which is connected to the piston and extends in the axial direction. The traction damper according to the invention is characterized in that the spring device further comprises two separate compression springs which are positioned side by side on the piston rod, which are arranged in parallel to the hydraulic damper in the force flow in the pressure direction of the spring device and are arranged in series in a mutually supporting manner.

Description

Technical Field

[0001] The present invention relates to a traction buffer device for a traction coupling, particularly an intermediate buffer coupling, and a traction coupling having such a traction buffer device. Background Technology

[0002] For example, this type of traction buffer device is disclosed in patent document US 3,031,089 A. It includes a spring device having a hydraulically operated compression damper and at least one pressure spring. According to a first embodiment, the hydraulic damper absorbs pressure shocks, and the pressure spring buffers tensile shocks. According to another embodiment, a second pressure spring is arranged parallel to the hydraulic damper and parallel to the first pressure spring in the force flow; this pressure spring buffers both pressure and tensile shocks. According to a third embodiment, two pressure springs buffering tensile shocks are arranged parallel to each other in the force flow, combined with a hydraulic damper that reduces pressure shocks. The hydraulic damper includes an internal return spring that, after a pressure shock, returns the piston rod of the damper to its original position. The hydraulic damper only reduces pressure shocks.

[0003] The disadvantages of the traction buffer device according to US 3,031,089 A are that it requires a considerable axial installation space, and the pressure shock is essentially reduced solely by the hydraulic damper, as the parallel-arranged pressure springs, if necessary, have relatively small spring travel. Since the damping effect of the hydraulic damper depends on mass and speed, there is almost no damping at low speeds in the first and third embodiments. The traction buffer device will always buffer the entire stroke along the pressure direction under quasi-static load, which is related to the corresponding mechanical load. Furthermore, there are hard metal stops during load changes, which contribute to noise and wear. Additionally, the different, successively spaced stop surfaces must be aligned relative to each other to ensure proper function. The installation of the traction buffer device is also correspondingly complex. Failure of the hydraulic damper quickly leads to the complete failure of the traction buffer device.

[0004] For example, a traction coupling is known from patent document WO 2007 / 103087 A1, in which a spring is combined with a friction damper.

[0005] Patent document US 3,556,311 A discloses a combination of a rubber buffer and an air damper.

[0006] Patent document US 3,854,596 A discloses a combination of a hydraulic damper and an elastomer buffer.

[0007] Patent document DE 20 2004 014 532 U1 discloses a spring mechanism mounting box having a spring mechanism hinged on one side to a connector arm and on the other side to the mounting box, which is bolted to a vehicle stop plate, wherein pressure is transmitted to a pressure stop relative to the vehicle via a tension member, a spring, a rear plate, and a housing, and tension is transmitted to a tension stop via a joint pin, a housing, a rear plate, a spring, and a tension member.

[0008] Patent document WO 2013 / 040119 A1 discloses a combination of an elastomer component and a friction damper for a traction buffer device in a traction connector. A pressure plate is provided at each end of the elastic element stack, thereby transmitting pressure through the entire elastomer stack in both the tensile and compressive directions. Therefore, the spring travel is the same along both axes, and when installed in different environments, the traction buffer device must be supplemented accordingly with spacers or the like.

[0009] Patent document EP 1 225 114 B1 discloses a traction buffer device for an intermediate buffer connector, wherein the connector arm or connector rod is supported on a joint pin by a joint, wherein during tensile load, the connector rod transmits the tensile force to a pressure plate supported on a tensile stop on the vehicle side via the joint pin, upper wing plate, lower wing plate, end plate, a clearance spring damping device on the traction side, a stop plate, and a spring system. During depressurization load, the connector rod transmits the pressure without clearance to the joint pin, which is supported on the pressure plate, via the joint clearance spring damping device, wherein the pressure plate compresses the spring system and transmits the pressure to a pressure stop on the vehicle side via the stop plate.

[0010] Patent document WO 2016 / 026708 A1 discloses a traction buffer device for a traction connector, which has a reversible energy dissipation device and an irreversible energy dissipation device. The energy dissipation device with irreversible energy dissipation is connected in series with the reversible energy dissipation device, wherein when a predefined maximum tensile / impact force is exceeded, the energy dissipation device with irreversible energy dissipation is irreversibly deformed or damaged.

[0011] Patent document EP 1 732 798 B1 discloses a high-power friction-connected traction device arrangement with a long stroke for absorbing trailer and train loads applied to the intermediate crossbeam element of the rail vehicle during train formation and track operation. The arrangement has a friction connection mechanism with different pairs of plate elements and wedge elements to absorb heat generated during the closure of the friction-connected traction device arrangement.

[0012] Patent document US 3,150,782 A discloses a traction buffer device for a traction coupling, wherein a hydraulic damper is connected in parallel with a plurality of pressure springs so as to buffer tension and impact forces simultaneously with the pressure springs and the damper.

[0013] Patent document US 3,368,698 A discloses a traction buffer device for a traction coupling, wherein a hydraulic damper is arranged in parallel with a plurality of pressure springs in a force flow, and an additional return spring is engaged with the damper housing to return the traction buffer device to its initial position.

[0014] Patent document US 3,447,693 A discloses a traction damping device with a hydraulic damper and springs, wherein the hydraulic damper is arranged parallel to a plurality of pressure springs within a friction damping device. Pressure springs are arranged between a can-shaped plunger and the bottom of a housing forming a damping cavity to press the plunger to its fully displaced position. Summary of the Invention

[0015] The technical problem to be solved by the present invention is to provide a traction buffer device for a traction coupling, which allows for a compact structure for a smaller installation depth, preferably omitting the spring return action inside the damper, and particularly preferably having different spring forces and spring strokes in the traction buffer device to avoid zero-crossing load changes in the spring. The traction buffer device should be robustly configured and retain sufficient spring characteristics in both the tension and impact directions even if the hydraulic damper fails.

[0016] The technical problem according to the invention is solved by a traction buffer device according to the invention for traction couplings, especially intermediate buffer couplings. Advantageous and particularly suitable designs of the invention are described in the specification, and a traction coupling according to the invention is given.

[0017] According to the invention, a traction buffer device for a traction coupling is provided, wherein the traction coupling is particularly designed as an intermediate buffer coupling, the traction buffer device having a first joint for the coupling rod, wherein the first joint is designed to transmit tensile and compressive forces. Furthermore, a second joint is provided for fastening the traction buffer device to the vehicle structure, wherein the second joint is also designed to transmit tensile and compressive forces. The second joint is positioned axially away from the first joint.

[0018] A spring device is also provided, which transmits tension and pressure between the first and second joints. The spring device includes a hydraulic damper, which is axially positioned particularly between the first and second joints and / or advantageously forms one of the two joints. The hydraulic damper has an axially movable piston and an axially extending piston rod connected to the piston.

[0019] According to the invention, the spring device further includes two separate pressure springs positioned side-by-side on the piston rod. These two pressure springs are connected in parallel with the hydraulic damper in the force flow along the pressure direction of the spring device, i.e., along the direction of the pressure acting on the spring device, and are arranged in series with each other. More than two pressure springs may also be provided. Furthermore, the two separate pressure springs support each other in the axial direction, wherein preferably a plate, referred to herein as an intermediate plate, is arranged between the two pressure springs, through which the two springs support each other in the pressure direction.

[0020] According to the invention, the first pressure spring of the two individual pressure springs is arranged such that it is compressed by tension and pressure acting on the spring assembly, and the second pressure spring of the two individual pressure springs is arranged such that it is compressed only by pressure acting on the spring assembly. A housing is provided to accommodate the two pressure springs, the housing forming the first joint, and the housing accommodating and guiding a first pressure plate that is axially movable, wherein the first pressure plate includes a first contact surface for the first pressure spring of the two individual pressure springs to transmit pressure.

[0021] Arranging two pressure springs on the piston rod of the hydraulic damper and connecting them in parallel with the hydraulic damper to absorb or reduce pressure shocks allows for a very compact axial implementation of the traction buffer. Furthermore, even if the hydraulic damper fails, the traction buffer provides a large spring travel that ensures reliable pressure shock absorption. The arrangement of two pressure springs sequentially mounted on the piston rod also provides sufficient reduction of pressure shocks under quasi-static pressure conditions.

[0022] Another advantage of arranging two separate pressure springs on the piston rod of the hydraulic damper is stroke limitation and therefore overload protection for the two separate pressure springs by blocking them when the maximum stroke of the pressure springs is reached.

[0023] According to a preferred embodiment of the invention, the hydraulic damper is designed as a compression damper (German: Verdrängungsdämpfer) and, for example, can displace damping fluid through at least one throttling point during piston rod compression, thereby applying a corresponding braking effect to the piston rod. For example, the piston may have at least one such throttling point. Alternatively, throttling points may also be provided in other components of the damper.

[0024] Preferably, the hydraulic damper has two damping chambers fluidly interconnected via at least one throttling point, the piston separating the two damping chambers from each other. Thus, as the piston rod moves in and the piston moves, the volume of the first damping chamber can be reduced, and the volume of the second damping chamber can be increased, wherein fluid simultaneously flows from the first damping chamber into the second damping chamber through at least one throttling point. Measures can be provided such that damping is substantially avoided when the piston rod moves out and thus when the first damping chamber increases and the second damping chamber decreases, for example, by providing an additional fluid-conducting connection relative to the compensation chamber on the second damping chamber, so that fluid can be at least partially expelled into the compensation chamber when the piston rod moves out. In this case, the hydraulic damper functions only when pressure is applied to the spring assembly, and substantially does not dampen when tension is applied to the spring assembly.

[0025] Preferably, the damper has a damper housing from which the piston rod extends and can be pushed more or less into the damper housing, wherein the two compression springs are located axially adjacent to the damper housing outside the housing. Advantageously, only the pushing of the piston rod is damped. However, in principle, only the removal of the piston rod may be damped, or both the pushing and removing of the piston rod may be damped. The damper housing itself may not have compression springs and / or other spring elements, so the return of the piston or piston rod is preferably achieved by at least one of the two separate compression springs on the piston rod.

[0026] To reduce vibration behavior under varying loads, two compression springs can be integrated into a spring assembly such that the first compression spring of the two individual compression springs is compressed by both tension and compression acting on the spring assembly, while the second compression spring of the two individual compression springs is compressed only by compression acting on the spring assembly, and the second compression spring does not contribute to spring damping under tension and / or is not arranged in the force flow.

[0027] According to a preferred embodiment, an intermediate plate is arranged between the two compression springs, the intermediate plate being tensilely connected to the first joint and having opposing contact surfaces for the two compression springs. This allows both springs to act together in the direction of pressure on the spring assembly, while only one compression spring is active under tensile load.

[0028] Particularly preferably, a housing is provided to accommodate two pressure springs and, in particular, an intermediate plate. The housing may, for example, have an upper wing and a lower wing suitably connected to each other, for example, by a plurality of side plates, particularly sheet metal plates. The housing forms a first joint, particularly a first joint for receiving a connector rod pin, and the housing accommodates a first pressure plate movable in the axial direction, wherein the first pressure plate includes a first contact surface for the first of the two pressure springs and, in particular, for the piston rod, so as to transmit pressure through the first contact surface. In particular, the first pressure plate is guided within the housing by a linear guide device.

[0029] The intermediate plate can be fixedly arranged in the shell so that tensile force can be transmitted to the intermediate plate through the shell.

[0030] The traction connector according to the invention, particularly the intermediate buffer connector, has a connector rod portion that can deflect about a vertical axis and a traction buffer device of the type shown herein. The first joint is formed by a receiving portion for a connector rod pin or by the connector rod pin itself, the connector rod portion being rotatably connected to the traction buffer device via the connector rod pin. Preferably, the connector rod portion has at least a substantially flat abutment surface at its free end, and when the first pressure plate is pressurized by the spring device, a second abutment surface of the first pressure plate freely abuts against the abutment surface of the connector rod portion.

[0031] The contact surface between the first pressure plate and the connector rod is preferably tiltable so that the first pressure plate can rotate relative to the connector rod. For example, the connector rod can rotate relative to the first pressure plate about a connector rod pin. Since the two at least substantially flat contact surfaces of the first pressure plate and the connector rod are in contact with each other in a prestressed manner along the pressure direction by a spring device, when the connector rod deviates from its intermediate position, these two at least substantially flat contact surfaces tilt relative to each other, thereby generating a restoring torque that returns the connector rod to its intermediate position, i.e., a position fully axially oriented. Therefore, the pressurization, but free contact, of the two at least substantially flat surfaces and the possibility of these two at least substantially flat surfaces tilting relative to each other implies intermediate reset integrated into the traction buffer device.

[0032] The traction buffer device according to the invention can preferably be mounted on the vehicle underframe by only one stop each in the tension and compression directions. The installation of the traction buffer device between the two stops is preferably gapless. After assembling the traction buffer device in the traction coupling and between the stops on the vehicle underframe, prestress can be applied to the two compression springs to ensure gapless installation.

[0033] The traction buffer device according to the invention may not have tie rods, i.e., it may not have bolted connections, which extend axially and bear the tensile or compressive force transmitted by the traction buffer device.

[0034] The traction buffer device according to the invention allows for a large spring travel, for example, exceeding 100 mm, 130 mm, 150 mm, or more, even under low pressure. Therefore, higher energy consumption can be achieved in the traction buffer device under low acceleration conditions. Attached Figure Description

[0035] The invention will now be described illustratively with the aid of embodiments and accompanying drawings.

[0036] In the attached diagram:

[0037] Figure 1 A schematic three-dimensional view of a traction coupling according to the invention, having a traction buffer device according to the invention, is shown;

[0038] Figure 2 Show Figure 1 Side view of the traction coupling in the middle;

[0039] Figure 3 Show Figure 1 Top view of the traction coupling in the middle;

[0040] Figure 4 Another embodiment of a traction coupling having a traction buffer device according to the invention is shown;

[0041] Figure 5 An embodiment for a hydraulic damper is shown. Detailed Implementation

[0042] Figure 1An embodiment of the traction buffer device according to the invention is shown, which takes the form of a long-stroke spring mechanism in a traction connector. The traction connector herein includes a connector rod 3 and a traction buffer device, the connector rod extending axially along the traction buffer device in its intermediate position and deflectable about a vertical axis 15 extending centrally through a connector rod pin 14, and the traction buffer device having a first joint 1 for transmitting tension and pressure, wherein the first joint 1 is formed by a receiving portion 13 in the housing 12 for the connector rod pin 14 or by the connector rod pin 14 itself.

[0043] The housing 12 of the traction buffer device includes an upper wing 18 and a lower wing 19, which are connected to each other by side members, which in this case are sheet metal plates 20 bolted to the upper wing 18 and the lower wing 19. This allows for a weight-optimized housing 12, which can be manufactured by flame-cut sheet metal.

[0044] The housing 12 has a linear guide 11 for a first pressure plate 7, which is axially movable within the housing 12 in the linear guide 11. The first pressure plate 7 includes an axially oriented abutment surface, referred herein as a second abutment surface 7.2. The first pressure plate 7 rests freely and obliquely against the similarly substantially flat abutment surface 3.1 of the connector rod portion 3 with the second abutment surface 7.2, which is at least substantially flat.

[0045] The first contact surface 7.1 of the first pressure plate 7 is oriented axially away from the connector rod 3 and is pressurized by the piston rod 6.2 of the hydraulic damper 6 and the first pressure spring 5.1. The first pressure spring 5.1 rests against the intermediate plate 8, which is fixedly mounted in the housing 12, on the axial side away from the first pressure plate 7. The second pressure spring 5.2 rests against the intermediate plate 8 on the side away from the first pressure spring 5.1, and is axially supported on the damper housing 6.6.

[0046] The first pressure spring 5.1 and the second pressure spring 5.2 both surround the piston rod 6.2 of the hydraulic damper 6 and together with the hydraulic damper 6 form the spring device 4.

[0047] For example, the first pressure spring 5.1 and the second pressure spring 5.2 can be designed as polymer springs. The hydraulic damper 6 is preferably a compression damper.

[0048] When pressure is applied to the traction damping device, the two pressure springs 5.1 and 5.2 act in parallel with the hydraulic damper 6. During this process, the contact surface 3.1 of the connector rod 3 presses against the second contact surface 7.2 of the first pressure plate 7. The first pressure plate, in turn, presses against the first pressure spring 5.1 via the first contact surface 7.1. The first pressure spring, in turn, presses against the second pressure spring 5.2 via the intermediate plate 8. The second pressure spring, in turn, presses against the damper housing 6.6, which is supported on the vehicle stop 9 by a central force guide plate 10, which is specifically designed to be convex. The vehicle stop 9 is specifically mounted on the vehicle underframe. Simultaneously, the first pressure plate 7 presses against the piston rod 6.2 of the hydraulic damper 6, thereby pushing the piston rod 6.2 into the damper housing 6.6.

[0049] The damper housing 6.6 forms the second joint 2 of the traction buffer device.

[0050] Under tensile load, i.e., when a tensile force is applied to the traction buffer, the connector rod 3 pulls the housing 12 via the connector rod pin 14, and thus pulls the intermediate plate 8. This intermediate plate applies pressure to the first pressure spring 5.1 toward the first pressure plate 7, thereby pressing the first pressure plate 7 against the axial vehicle stop 17 in the vehicle chassis of the vehicle having the connector rod 3. The vehicle interface 16 is shown in dashed lines in the figure.

[0051] Therefore, only the first pressure spring 5.1 works in the pulling direction, while the second pressure spring 5.2 does not work, and the hydraulic damper 6 also does not work.

[0052] The damper housing 6.6 is tensilely supported on the housing 12 by the opening 21 or a similar shoulder on the damper; therefore, the hydraulic damper 6 is also supported by the housing 12 in the tensile direction (in the direction of force). Figure 2 and Figure 3 (From center to left) Apply force at the level of the prestress of spring 5.5 and prevent spring 5.2 from loosening from the installation position.

[0053] Since the pressure springs 5.1 and 5.2 and the hydraulic damper 6 act in parallel along the pressure direction, quasi-static and slow motion along the pressure direction can be absorbed by the pressure springs 5.1 and 5.2. At higher speeds along the pressure direction, the hydraulic damper 6, due to its preferred and unique characteristic curve, together with the progressively increasing energy dissipation of the pressure springs 5.1 and 5.2, absorbs the impact. This characteristic curve of the hydraulic damper exhibits a sharp increase in force at the beginning of the stroke followed by a constant force level. The combination of the damper 6 and the pressure springs 5.1 and 5.2, especially the polymer pressure springs, allows for a significant reduction in pressure and acceleration. On the other hand, along the pulling direction, only the first pressure spring 5.1 is active, thereby preventing vibrations caused by load changes.

[0054] The connector rod 3 has sufficient axial clearance in its pin receiving portion, for example by providing an elongated hole, so that the connector rod can be fully inserted into the housing 12 to compress the pressure springs 5.1 and 5.2 by the first pressure plate 7 and push in the piston rod 6.2 of the damper 6. The connector rod pin 14 is not loaded in the pressure direction.

[0055] exist Figure 4 One embodiment is shown, except for the construction of the housing 12, which is similar to that according to [the previous embodiment]. Figures 1 to 3 The implementation method is the same. The difference is that the shell 12 is assembled from a cast or forged upper wing plate 18 and a lower wing plate 19, which are directly fastened to each other with bolts.

[0056] Figure 5 An embodiment of a hydraulic damper is shown, which can be used according to... Figures 1 to 3 The spring device 4 is used in other designs according to the invention. The first pressure spring 5.1, the second pressure spring 5.2, and the intermediate plate 8 are movably arranged on the piston rod 6.2. Figures 1 to 4 The first pressure plate 7, not shown in detail here, is engaged at the free end away from the damper housing 6.6. A piston 6.1 is connected to the end of the piston rod 6.2 located inside the damper housing 6.6, which separates the first damping cavity 6.4 from the second damping cavity 6.5. Since the piston rod 6.2 is shown in the state of being completely removed from the damper housing 6.6, the volume of the second damping cavity 6.5 is close to zero in this state, while the volume of the first damping cavity 6.4 is at its maximum.

[0057] The piston 6.1 has a throttling point 6.3 in the form of an orifice. The first damping cavity 6.4 is fluidly connected to the second damping cavity 6.5 through this throttling point. Therefore, when the piston 6.1 moves to reduce the volume of the first damping cavity 6.4, the fluid must be moved from the first damping cavity 6.4 to the second damping cavity 6.5 through the throttling point 6.3.

[0058] A compensation chamber 68 is also provided in the damper housing 6.6, which is connected to the second damping chamber 6.5 via a fluid-conducting connection 6.7. Therefore, when the piston rod 6.2 is removed from the damper housing 6.6, fluid can be diverted from the second damping chamber 6.5 to the compensation chamber 6.8 through the fluid-conducting connection 6.7, so as to avoid or at least greatly reduce damping.

[0059] The damping fluid is preferably oil.

[0060] List of reference numerals

[0061] 1 First Connector

[0062] 2 Second connector

[0063] 3. Connector rod section

[0064] 3.1 Attach to the back surface

[0065] 4. Spring device

[0066] 5.1 First pressure spring

[0067] 5.2 Second pressure spring

[0068] 6 hydraulic dampers

[0069] 6.1 Piston

[0070] 6.2 Piston Rod

[0071] 6.3 Throttling point

[0072] 6.4 Damping cavity

[0073] 6.5 Damping cavity

[0074] 6.6 Damper Housing

[0075] 6.7 Fluid conduction connection part

[0076] 6.8 Compensation Room

[0077] 7 First pressure plate

[0078] 7.1 First Attachment to the Backing

[0079] 7.2 Second backing

[0080] 8 intermediate plates

[0081] 9 vehicle stops

[0082] 10. Central force-inducing plate

[0083] 11 Linear Guidance Device

[0084] 12 shells

[0085] 13 Reception Department

[0086] 14 Connector rod pin

[0087] 15 Vertical axis

[0088] 16 vehicle interfaces

[0089] 17 vehicles stopped

[0090] 18 upper wing

[0091] 19 Lower Wing

[0092] 20 sheet metal

[0093] 21. Leave blank space

Claims

1. A traction damper for a traction coupling, having a first joint (1) for transmitting tensile and compressive forces for a coupling rod (3); Second joint (2) for transmitting tensile and compressive forces for fastening a traction buffer device to a vehicle structure, wherein the second joint (2) is located axially away from the first joint (1); having a spring device (4) which transmits tensile and compressive forces between the first joint (1) and the second joint (2), wherein the spring device (4) comprises a hydraulic damper (6) having a piston (6.1) which is movable in the axial direction and a piston rod (6.2) which is connected to the piston and which extends in the axial direction; characterized in that the spring device (4) further comprises two separate compression springs (5.1, 5.2) which are positioned side by side on the piston rod (6.2) and which are arranged in parallel to the hydraulic damper (6) in the force flow in the direction of the spring device (4) and in series in a mutually supporting manner, wherein a first compression spring (5.1) of the two separate compression springs (5.1, 5.2) is arranged such that it is compressed by tensile and compressive forces acting on the spring device (4) and a second compression spring (5.2) of the two separate compression springs (5.1, 5.2) is arranged such that it is compressed only by compressive forces acting on the spring device (4), and a housing (12) is provided which accommodates the two compression springs (5.1, 5.2), forms the first joint (1) and accommodates and guides a first pressure plate (7) which is movable in the axial direction, wherein the first pressure plate (7) comprises a first abutment surface (7.1) for the first compression spring (5.1) of the two separate compression springs (5.1, 5.2) in order to transmit compressive forces.

2. The traction buffering device of claim 1, wherein, The hydraulic damper (6) is designed as a squeeze damper.

3. The traction buffering device of claim 2, wherein, The damper (6) comprises two damping chambers (6.4, 6.5) which are connected to one another in fluid communication by at least one throttle point (6.3), the piston (6.1) separating the two damping chambers from one another.

4. The traction buffering device of claim 3, wherein, The damper (6) has a damper housing (6.6) from which the piston rod (6.2) protrudes and into which the piston rod (6.2) can be pushed, wherein the two separate compression springs (5.1, 5.2) are located next to the damper housing in the axial direction outside the damper housing (6.6).

5. The traction buffering device of claim 4, wherein, The damper housing (6.6) is free of compression springs and / or other spring elements.

6. A traction buffering arrangement according to any one of claims 4 or 5, characterized in that At least one of the two compression springs (5.1, 5.2) exerts a restoring force for moving the piston rod (6.2) out of the damper housing (6.6).

7. The traction buffering device of claim 6, wherein, The first compression spring (5.1) of the two separate compression springs (5.1, 5.2) exerts a restoring force for moving the piston rod (6.2) out of the damper housing (6.6).

8. The traction cushion of claim 1, wherein The hydraulic damper (6) only acts in the case of a compressive force being exerted on the spring device (4).

9. The traction cushion of claim 1, wherein, An intermediate plate (8) is arranged between the two pressure springs (5.1, 5.2), which is connected tensilely to the first joint (1) and has abutment faces for the two pressure springs (5.1, 5.2) facing away from one another.

10. The traction buffering device of claim 9, wherein, The housing (12) is provided, which accommodates the two pressure springs (5.1, 5.2) and the intermediate plate (8), which housing has an upper wing plate (18) and a lower wing plate (19), which housing forms the first joint (1) in the form of an accommodation (13) for a coupling rod pin (14) and guides the first pressure plate (7) in a linear guide device (11), wherein the first pressure plate (7) comprises a first abutment face (7.1) for a first pressure spring (5.1) of the two individual pressure springs (5.1, 5.2) and for a piston rod (6.2).

11. The traction buffering device of claim 10, wherein, The intermediate plate (8) is arranged positionally fixed in the housing (12).

12. The traction cushion of claim 1, wherein, The traction coupling is an intermediate cushion coupling.

13. Towing coupling having a coupling shank (3) deflectable about a vertical axis (15) and a towing cushion device according to any one of claims 1 to 12, wherein The first joint (1) consists of an accommodation (13) for a coupling rod pin (14), by means of which the coupling rod (3) is connected deflectably to the traction cushion device, or consists of the coupling rod pin (14).

14. Towing coupling according to claim 13, with a towing cushion according to any one of claims 10 or 11, characterized in that, The coupling rod (3) has at least substantially flat abutment faces (3.1) at its free end, wherein the second abutment face (7.2) of the first pressure plate (7) is free to abut against the abutment faces (3.1) of the coupling rod (3) under the pressure exerted by the spring device (4).

15. The drawbar coupling according to claim 13, wherein, The traction coupling is an intermediate cushion coupling.

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