Coupling rear part assembly for transmitting compressive forces of a draw and buffer device of a train coupling into a railway vehicle structure and train coupling

Abstract

The invention relates to a coupling rear section assembly for transmitting compressive forces from a draw and buffer device of a train coupling into a railway vehicle structure, and in particular for integrating it into a predefined installation space of the railway vehicle structure, especially the UIC installation space of a railway vehicle defined by the railway vehicle structure. The assembly comprises a longitudinally extending base structure with an interface provided at the first end region for interaction with the draw and buffer device, an interface provided at the second end region for interaction with the railway vehicle structure, and a connection area for at least indirect connection with the railway vehicle structure. The invention is characterized by the following features: a mounting plate for attaching the base structure to the railway vehicle structure, wherein the base structure can be connected to the mounting plate in a manner displaceable transversely to the longitudinal direction.A positioning device is provided for aligning the position of the base structure on the mounting plate.

Description

[0001] The invention relates to a coupling rear part assembly for transmitting compressive forces from a traction and buffer device of a train coupling to a rail vehicle structure. The invention further relates to a train coupling with such a coupling rear part assembly.

[0002] In rail vehicles, particularly freight wagons, the installation space for attaching coupling devices and introducing tensile and impact forces into the structure defined by the rail vehicle is standardized and specified in UIC 530, particularly with regard to key boundary conditions. The tensile and compressive forces are introduced at corresponding stops or contact surfaces provided on the rail vehicle structure in the installation space. The standard installation space is characterized by a longitudinal extension, with the distance between the tensile and compressive contact surfaces being standardized. The installation space is not necessarily formed by closed wall areas, but is described in an open form by the rail vehicle structure, in particular its support structure consisting of longitudinal and transverse beams. The rail vehicle structure can also be partially a welded construction.

[0003] In train couplings, traction / buffing devices are generally used to cushion train shocks and pressure surges. These comprise energy-absorbing devices, particularly in the form of regenerative energy-absorbing elements, such as spring devices and / or damping devices and / or irreversible energy-absorbing elements, such as deformation tubes. The traction and compression forces are transmitted between the opposing first and second connections of the traction and buffering device, and their interaction with the traction and compression stops is transmitted to the rail vehicle structure.

[0004] The pressure stops for introducing impact forces acting on the train coupling into the rail vehicle structure, in particular the impact forces acting when a train and buffer device interacts with the rail vehicle structure, are either formed integrally on the rail vehicle structure or welded to it or otherwise connected in a form-fitting or force-fitting manner.

[0005] Since the standard specifications are still based on the design of annular spring mechanisms as a tension and buffer device, and today's tension and buffer devices are often designed with a smaller axial extension compared to these, spacer devices are used which are designed and arranged in such a way that the impact forces are transferred to the rail vehicle structure. These include, for example, spacer elements as lateral force-transmitting components and components forming the compression stops, which are attached to the rail vehicle structure, in particular the longitudinal members, preferably welded to them. Another design involves the use of spacer elements which centrally absorb the compressive forces of a tension and buffer device interacting with it and transfer the rail vehicle structure, in particular to the load-bearing vehicle structure. These are secured to the rail vehicle structure in the vertical direction via support plates.

[0006] The aforementioned designs of the compression stops that interact directly with the drawbar and buffing gear, particularly their arrangement and fastening, are subject to the tolerances of the selected connection type, particularly the welded construction tolerances of the steel structure in the vehicle body shell. In the worst case, the required alignment of the force-bearing component surfaces and thus the aligned contact of the force-bearing component surfaces between an installed drawbar and buffing gear, the spacer elements, and the rail vehicle structure can no longer be ensured. This can lead to one-sided loads in the connection between the force-bearing spacer elements and the compression stops. Bolts are then subjected to shear stress and can be loosened if necessary.

[0007] The invention was therefore based on the object of further developing the spacer device, also referred to as a coupling rear part arrangement, in such a way that optimal force introduction into the rail vehicle structure is ensured, regardless of the existing tolerances of the installation space determined by the rail vehicle structure when interacting with a pulling and buffing device. Furthermore, this design should also be suitable for compensating for the tolerances easily and with minimal time expenditure during installation.

[0008] The object is achieved according to the invention by an embodiment according to the independent claims. Further advantageous embodiments of the present invention can be found in the subclaims.

[0009] A coupling rear part arrangement for transmitting compressive forces of a traction and buffing device of a train coupling into a rail vehicle structure and for integration into a predefined installation space of the rail vehicle structure, in particular the UIC installation space of a rail vehicle defined by the rail vehicle structure, comprising a base structure extending in a longitudinal direction with an interface provided in the first end region for interacting with the traction and buffing device, an interface provided in the second end region for interacting with the rail vehicle structure and a connection region for at least indirectly connecting to the rail vehicle structure is characterized by the following features: - a retaining plate for attaching the base structure to the rail vehicle structure; - the base structure can be connected to the holding plate in a manner that allows it to be moved transversely to the longitudinal direction; - a positioning device for aligning the position of the base structure on the holding plate.

[0010] The longitudinal direction refers, in particular, to the extension of the coupling rear part assembly in its installed position in the rail vehicle structure between the drawbar and buffer gear. The longitudinal direction coincides with the longitudinal direction of the rail vehicle containing the rail vehicle structure. The direction transverse to the longitudinal direction describes the extension in the width direction, in particular in any horizontal plane.

[0011] The term "rail vehicle structure" refers to any structure consisting of one or more components or assemblies that define or limit the specified installation space for accommodating and, in particular, supporting the drawbar and buffer gear, as well as the connection area with a coupling shaft of a coupling and parts of the coupling shaft. The rail vehicle structure can be a vehicle underframe, in particular a car body, or a sub-area thereof. The definition or limitation of the installation space is achieved, in particular, by components, in particular frame components, supports, etc.

[0012] The term "installation space" refers specifically to the required arrangement area of ​​the coupling components on the rail vehicle structure for mounting / connecting the coupling to it. Specifically, "installation space" refers to the space defined according to UIC-503-1. This is defined by the corresponding interfaces between the coupling and the coupling components and the rail vehicle structure and is therefore not necessarily intended to be a closed space.

[0013] A pulling and pushing device is understood in particular to be a device which is suitable for transmitting pulling and pushing forces and for damping pulling and pushing shocks.

[0014] A train coupling is understood, in particular, to be a device for mechanically connecting two adjacent rail vehicles to a complementary mating coupling. The train coupling can also be supplemented with additional coupling devices for transmitting data, power, and / or fluids.

[0015] A retaining bar in the sense of the invention is understood in particular to be a component which, on the one hand, assumes the function of indirectly fastening the base structure to the rail vehicle structure and, on the other hand, fixes the position of the coupling rear part arrangement in the longitudinal direction of the installation space and thus the stop surface areas in interaction with the pulling and buffing device and the rail vehicle structure.

[0016] The solution according to the invention offers the advantage of being able to cover a multitude of installation situations with different tolerances using a standardized coupling rear section arrangement when interacting with a pulling and buffing device. To do this, the basic structure only needs to be positioned transversely to the longitudinal direction in relation to the retaining plate. The basic structure and thus the areas on it forming pressure stops and the retaining plate remain unchanged. The solution according to the invention ensures optimal alignment of the force introduction surfaces of the pulling and buffing device and the rail vehicle structure while compensating for the tolerances of the installation space. The positioning device adapts to the optimized installation position of the installation space extending horizontally, i.e. transversely to the longitudinal direction.This prevents the pressure surfaces or lateral surface areas of the base structure from coming into contact with the vehicle-side weld seams. Additional machining work, such as chamfering the components to ensure clearance between the weld seams of the vehicle undercarriage, is eliminated.

[0017] There are a number of options for connecting the base structure to the mounting plate. This can be done using force and / or, preferably, form-fitting.

[0018] In a preferred embodiment, the connection is form-fitting, with the form-fitting connection between the base structure and the retaining plate being effective at least in the longitudinal and vertical directions of the base structure. The form-fitting connection is designed and arranged in such a way that the base structure can still be guided and thus displaced transversely to the longitudinal direction on the retaining plate. Thus, after assembly in the installation space, the retaining plate forms the fixed guide, and the base structure forms the component or assembly guided by it during positioning and alignment.

[0019] The positive connection between the base structure and the retaining plate is designed to be bilateral in the longitudinal direction, i.e., effective in both directions. The positive connection between the base structure and the retaining plate is designed to be vertically effective in at least one direction, but according to a particularly advantageous embodiment, it is also designed to be vertically effective in both directions.

[0020] The positive connection can be implemented in various ways. It can be achieved using complementary positive locking elements on the two components to be joined. In a first preferred variant, these elements combine functions to provide both the positive locking in the longitudinal and vertical directions. According to a further variant, these elements only provide the positive locking in one of the directions. The advantage of the first variant lies in the combination of functions.

[0021] It is also conceivable to design the complementary form-locking elements required for the form fit integrally on the retaining plate and / or base structure components or as separate elements on these. For direct guidance and minimization of components, the former design is selected and the base structure is guided directly on the retaining plate. In this case, the retaining plate can be of particularly simple design. The guide surfaces are the front and rear end-face surface areas viewed in the longitudinal direction in the installed position and the adjoining areas in the vertical direction. In a particularly advantageous design, the basic structure has projections on its side facing downwards in the vertical direction in the installed position, which projections are designed in the vertical direction and longitudinal direction to form a space for receiving a partial area of ​​the end-face area of ​​the retaining plate.

[0022] The connection of the retaining plate to the rail vehicle structure is force-locked and / or form-locked, preferably by means of a screw connection to the vehicle structure.

[0023] The positive connection between the base structure and the retaining plate, which serves to secure the vertical position of the side wall areas of the base structure in the rail vehicle structure, whereby the retaining plate is screwed to the side longitudinal beams of the underframe, ensures that no shear forces can act on the vertical screw connection, which can be caused by the force-transmitting components settling during the coupling impact or by high compressive forces that occur during train travel.

[0024] The design of the rear coupling section is variable in determining its overall length. Only the length must be adjusted to accommodate different lengths of the drawbar and buffer gear or different depths of the rail vehicle structure. Attachment to the vehicle undercarriage can always be achieved using the standardized interface holes provided on these.

[0025] The coupling rear section is installed into the rail vehicle structure, particularly the vehicle undercarriage, as a pre-assembled unit. This simplifies assembly work.

[0026] The deliberate separation of the drawbar and buffing gear and the rear coupling section has the advantage of equipping new vehicles whose coupling installation space no longer complies with the UIC 530 standard. A further resulting advantage is that the drawbar and buffing gear can be manufactured in a more lightweight manner when equipping new vehicles with corresponding force introduction surfaces adapted to the drawbar and buffing gear.

[0027] For the retrofitting of existing vehicles, the advantage of a coupling rear section manufactured separately from the main drawbar and buffing device assembly lies in the selection of low-strength structural steels, which are cheaper to manufacture than the high-strength steels of the power-transmitting components of the drawbar and buffing device.

[0028] The basic structure comprises at least two side wall regions extending in the longitudinal direction and arranged at a distance transverse to the longitudinal direction, which are connected to one another via cross-connecting devices, wherein the basic structure is either a) is completely constructed as an integral component or b) is formed from interconnected components.

[0029] In an advantageous embodiment, embodiment b) is characterized in that the transverse connecting devices between the side wall regions are formed by plate-shaped connecting wall regions, which are connected to the side wall regions via connecting devices. In embodiment a) and the advantageous embodiment b), the base structure is thus present as a fixed structure with a high degree of rigidity and dimensioning. The actual positioning is achieved by positioning the base structure as a unit transversely to the longitudinal direction on the support plate.

[0030] The sidewall areas are aligned longitudinally and extend in a vertical plane. The outer surfaces of the sidewall areas are aligned horizontally and, in the installed position, face the boundaries of the installation space of the rail vehicle structure, which are arranged in the horizontal plane on both sides of the longitudinal direction.

[0031] Alternatively, the cross-connecting devices can also be designed and arranged in such a way that they simultaneously perform the function of the connecting wall sections for forming the basic structure and also that of the positioning device. In the simplest case, adjustable, telescopic elements are provided between the side wall sections.

[0032] The positioning device is arranged and designed to be suitable for fixing the base structure in its position relative to the holding plate in a direction transverse to the longitudinal direction.

[0033] In an advantageous embodiment, the positioning device comprises spacer elements that can be arranged on the side wall regions and extend transversely to the longitudinal direction of the side wall regions.

[0034] In an advantageous further development, the spacer elements are adjustable and / or detachably connectable to the side wall areas.

[0035] According to a particularly advantageous embodiment of this development, the spacer elements are formed by adjustable clamping elements, in particular clamping screws, arranged on the side wall regions and oriented transversely to the longitudinal direction. The clamping screws can be separate clamping elements arranged on the side wall regions, which only serve the function of adjusting the position of the base structure relative to the retaining plate by interacting with the surrounding structure during installation in the rail vehicle structure, or they can be integrated into the connection of the side wall regions to the transverse connecting devices for forming the base structure, with a corresponding design, so that additional connecting devices for forming the base structure can be dispensed with.

[0036] The design with clamping elements arranged on the basic structure, in particular clamping screws, has the advantage that these are already provided on the basic structure in a captive manner.

[0037] In alternative embodiments, the spacer elements can be formed by plate-shaped elements which can be inserted between the side wall area and the rail vehicle structure and can optionally be fixed to the retaining plate in a captive manner.

[0038] Another alternative embodiment is characterized by the fact that the spacer elements are formed by plate-shaped elements that can be inserted between the side wall area of ​​the base structure and the retaining plate, in particular a stop on the retaining plate. Positioning is then achieved by the design of the plate-shaped elements.

[0039] The coupling rear part assembly is preferably mounted as a separately pre-assembled unit separate from the drawbar and buffing device. In an alternative embodiment, however, it can also be connected to a component of the drawbar and buffing device in the first end area and thus form a single structural unit with it.

[0040] A train coupling for a rail vehicle with a coupling head for at least mechanical connection to a counter-train coupling comprises a coupling rod, a pulling and pushing device and preferably a coupling rear part arrangement according to one of claims 1 to 16.

[0041] The invention is explained below with reference to figures. Fig. 1a and Fig. 1b illustrates the arrangement and exemplary design of a coupling rear part arrangement for transmitting compressive forces into the rail vehicle structure; Fig. 2a shows, by way of example, the separate design of the coupling rear part arrangement 100 in interaction with the pulling and pushing device; Fig. Figure 2b shows an example of a possible connection between the drawbar and buffer device and the coupling rear part arrangement; Fig. 3a shows a perspective view of a particularly advantageous coupling rear part arrangement according to Fig. 1a; Fig. 3b shows a view of an embodiment according to Fig. 3a in longitudinal direction; Fig. 3c shows a top view; Fig. 4a to 4c illustrate further designs of a positioning device.

[0042] Fig. 1a illustrates, by way of example, in a schematically simplified representation, an arrangement of an embodiment of a coupling rear part arrangement 100 designed according to the invention with positioning devices 104 for adaptation and alignment in a predefined installation space E of a rail vehicle structure 105 defining this installation space. Also shown is a pulling and buffing device 10 which interacts with the coupling rear part 100 for transmitting compressive forces into the rail vehicle structure 105. This comprises a pulling / buffing device housing 1 for receiving and indirectly supporting energy absorption elements for integration into the predefined installation space E, which is only indicated here by dash-dotted lines. Fig. 1b shows the arrangement according to Fig. 1a from below. The rail vehicle structure 105 is not explicitly shown in this illustration.

[0043] The installation space E is preferably the so-called UIC installation space of a rail vehicle. Its dimensions are partially standardized. The draw / buffing gear housing 1 defines a receiving space 11 for the arrangement of the energy-absorbing elements and, if necessary, other functional elements, such as plates or stop-forming elements, in particular pressure plates for interacting with corresponding components in the installation space E, and / or preloading devices for energy absorption.

[0044] The coupling rear part assembly 100 is characterized by an extension in the longitudinal direction, width direction, and height direction. A coordinate system is created to clarify the individual directions. The X-direction corresponds to the longitudinal direction, which, when installed in a rail vehicle, corresponds to the longitudinal direction of the vehicle. The Y-direction corresponds to the width direction, i.e., the direction perpendicular to the longitudinal axis viewed in a horizontal plane, and the Z-direction corresponds to the height direction.

[0045] The pulling and buffing device 10 comprises a pulling and buffing device housing 1 with a housing structure 2 defining a receiving space 11 and, optionally, additional spacer and / or guide elements provided, for example, on its outer circumference 13 for adjusting to the required installation dimensions in the vertical direction for fitting into the installation space E. The pulling / buffing device housing 1 further forms, in a first axial end region 6, a first connection 5 for interacting or coupling with a coupling rod (not shown in detail here). This first connection 5 is designed, in particular, in the form of a receptacle 7 for a coupling shaft bolt.

[0046] The pulling and buffing device 10 further comprises a second connection arranged in the end region directed away from the first end region 6 for at least indirectly introducing compressive forces into the rail vehicle structure 105. The compressive forces are introduced via the coupling rear part arrangement 100 designed according to the invention. This transfers the compressive forces from the second connection into the rail vehicle structure 105. For this purpose, the coupling rear part arrangement 100 has a first end region 109 for interacting with the pulling and buffing device 10 and a second end region 110, which interacts with the pressure stop 106. For this purpose, corresponding stop surface regions 111 and 112 are provided on the coupling rear part arrangement 100. These are designed to be complementary to the stop surfaces on the second connection of the pulling and buffing device 10 and the pressure stop 106 and are preferably aligned to run in a vertical direction.

[0047] The coupling rear part assembly 100 functions as a distance compensation device and for introducing the compressive forces. It comprises a base structure 101 forming the stop surfaces 111 and 112 and a retaining plate 102 for fastening it to the rail vehicle structure 105. Connecting devices 107 are provided for fastening the retaining plate 102 to the rail vehicle structure 105. These are preferably designed in the form of screw connections.

[0048] The base structure 101 is connectable to the retaining plate 102 so as to be displaceable transversely to the longitudinal direction. The connection is made by a positive connection 108, which forms a positive connection that is effective at least in the longitudinal direction of the base structure 101 and optionally additionally in at least one vertical positive connection, here acting in both directions. For this purpose, the base structure 101 comprises, in the connection area to the retaining plate 102, and the retaining plate 102 comprises, in the connection area to the base structure 101, complementary positive locking elements that are integrally formed thereon. In the illustrated case and in the Fig. As can be seen even more clearly in Figures 3a to 3c, these form-locking elements are formed by first guide devices 113 provided on the underside of the base structure 101, viewed in the vertical direction in the installed position, which directly interact with second guide devices 114 provided on the holding plate 102. The base structure 101 is movable transversely to the longitudinal direction relative to the holding plate 102. Furthermore, a positioning device 104 is provided, which serves to align the position of the base structure 101 on the holding plate 102 transversely to the longitudinal direction.

[0049] The positioning device 104 is arranged and designed to be suitable for fixing the base structure 101 in its position relative to the holding plate in a direction transverse to the longitudinal direction, wherein the position fixing takes place in cooperation with the rail vehicle structure 105. The positioning device 104 comprises spacer elements 115 which can be arranged on the side wall regions of the base structure 101 and extend transversely to the longitudinal direction from the side wall regions 121. These spacer elements are preferably adjustable and can be detachably connected to the side wall regions 121. In an advantageous embodiment according to Fig. 3a to 3c, the spacer elements 115 are formed by adjustable clamping elements, in particular clamping screws 115a, arranged on the side wall regions 121 and oriented transversely to the longitudinal direction.

[0050] The Fig. 3a to 3c illustrate by way of example a particularly advantageous embodiment of the coupling rear part arrangement 100 according to Fig. 1a and Fig. 1b, with the clamping screws 115a in different views. The clamping screws 115a function, in a concentrated function, on the one hand as connecting devices between the side wall regions 121 extending in the longitudinal direction and forming the stop surfaces 111 and 112, and the transverse connecting regions 122 connecting these to one another to form the basic structure 101. The transverse connecting regions 122 are formed here by wall elements in the form of sheet metal elements oriented in the width direction, i.e., transversely to the longitudinal direction.

[0051] The connection between them is established via the clamping screws 115a. The clamping screws 115a have a region that is directed horizontally away from the side wall areas and interacts with the components of the rail vehicle structure 105 that define the installation space.

[0052] Fig. 3a shows a perspective view of a particularly advantageous coupling rear part arrangement 100. Fig. 3b a view of this in a position according to Fig. 1a and Fig. 3c a view from above.

[0053] The Fig. 4a to 4c show further embodiments of the positioning devices 104. In all embodiments, the basic structure is formed by two side wall regions 121 which are connected to one another via cross-connecting devices 122 in plate form. Fig. 4a shows an embodiment also with clamping screws 115, which also serve as a fastening device with the intermediate elements connected to the cross-connecting devices to form the basic structure 101. Fig. 4b shows a design with separately arranged spacer elements 123, which can be securely coupled to the holding plate 102. The Fig. 4c shows an embodiment of the positioning device with a plate element 124 between side wall area 121 and holding plate 2.

Claims

[1] Coupling rear assembly for transmitting compressive forces of a draw and buffer device of a train coupling into a railway vehicle structure and in particular for integrating into a predefined installation space of the railway vehicle structure, in particular the UIC installation space of a railway vehicle defined by the railway vehicle structure comprising a basic structure extending in a longitudinal direction with an interface provided in the first end area for interaction with the train and buffer device, an interface provided in the second end area for interaction with the railway vehicle structure and a connection area for at least indirect connection with the railway vehicle structure; characterized by the following characteristics: - a mounting plate for attaching the base structure to the rail vehicle structure; - the basic structure can be connected to the mounting plate in a way that allows it to be moved transversely to the longitudinal direction; - a positioning device for aligning the position of the base structure on the mounting plate. [2] Coupling rear part arrangement according to claim 1, characterized by that the basic structure is positively connected to the retaining plate, in particular via a positively connecting connection that is effective at least in the longitudinal direction of the basic structure and optionally additionally effective in at least one vertical, preferably both directions. [3] Coupling rear part arrangement according to claim 1 or 2, characterized by , that the basic structure in the connection area to the retaining plate and the retaining plate in the connection area to the basic structure comprise complementary form-locking elements, which are integrally formed on these or are formed by separate components and which interact directly or indirectly via intermediate elements. [4] Coupling rear part arrangement according to claim 3, characterized by, that the positive locking elements are formed by first guide devices provided on the underside of the basic structure when viewed in the vertical direction in the installation position, which interact with second guide devices provided on the retaining plate. [5] Coupling rear part arrangement according to one of the preceding claims, characterized by that the basic structure comprises two longitudinally extending side wall areas spaced apart in a direction transverse to the longitudinal direction, which are connected to each other via transverse connection devices, wherein the basic structure is designed as an integral component or is formed from interconnected components. [6] Coupling rear part arrangement according to claim 5, characterized by , that the cross-connecting devices between the side wall areas are formed by plate-shaped connecting wall areas, which are connected to the side wall areas via connecting devices. [7] Coupling rear part arrangement according to any one of claims 1 to 6, characterized by that the positioning device is arranged and designed in such a way as to be suitable for fixing the basic structure in its position relative to the holding plate in a direction transverse to the longitudinal direction. [8] Coupling rear part arrangement according to claim 7, characterized by that the positioning device comprises spacer elements that can be arranged on the side wall areas and extend transversely to the longitudinal direction from the side wall areas. [9] Coupling rear part arrangement according to claim 7, characterized by that the distance elements are adjustable. [10] Coupling rear part arrangement according to claims 7 to 9, characterized by that the spacer elements can be detachably connected to the side wall areas. [11] Coupling rear part arrangement according to one of claims 7 to 10, characterized by, that the spacer elements are formed by adjustable clamping elements, in particular clamping screws, arranged on the side wall areas and aligned transversely to the longitudinal direction. [12] Coupling rear part arrangement according to claim 11, characterized by , that the connecting devices for connecting the plate-shaped connecting wall areas to the side wall areas include the spacer elements. [13] Coupling rear part arrangement according to claim 8, characterized by , that the spacer elements are formed from plate-shaped elements which can be inserted between the side wall area and the rail vehicle structure and can optionally be fixed securely to the retaining plate. [14] Coupling rear part arrangement according to claim 8, characterized by , that the spacer elements are formed from plate-shaped elements which can be inserted between the side wall area of ​​the basic structure and the rail vehicle structure. [15] Coupling rear part arrangement according to claim 8, characterized by , that the spacer elements are formed from plate-shaped elements which can be inserted between the side wall area of ​​the base structure and the retaining plate, in particular a stop on the retaining plate. [16] Coupling rear part arrangement according to any one of claims 1 to 15, characterized by that this includes the draw and buffer device and that the basic structure in the first end area is connected to a component of the draw and buffer device. [17] A coupling for a rail vehicle comprising a coupling head for at least mechanical connection with a counter-coupling, a coupling rod and a draw and buffer device and a coupling rear assembly according to any one of claims 1 to 16.

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