Articulated rail connection

Abstract

Articulated rail connection for rail joints (1a, 1b) of profiled running rails, wherein in the upper joint area of adjacent rail joints (1a, 1b) an upper articulated connection (7, 8, 9) with at least one articulated connection part (7, 8, 9) in the form of a loose bearing cheek (7) bridging the joint area (S) is provided, and wherein in the lower joint area (S) of adjacent rail joints (1a, 1b) a lower articulated connection (28, 29) is realized, characterized in that the loose bearing cheek (7) is equipped with a tensile strength of more than 600 MPa.

Description

The invention relates to an articulated rail connection for rail joints of profiled running rails, wherein an upper articulated connection with at least one articulated connection part in the form of a movable bearing cheek bridging the joint region is provided in the upper joint region of adjacent rail joints, and wherein a lower articulated connection is realized in the lower joint region of adjacent rail joints.That is, the at least one joint connecting part of the upper joint connection is, without limitation, the movable bearing cheek bridging the joint region in the upper joint region. For this purpose, the movable bearing cheek can interact with two mutually opposite fixed bearing cheeks as further joint connecting parts on the two rail joints to be connected. However, this applies only by way of example. This is because in principle it is also possible at this point to implement joint connection parts other than the aforementioned fixed bearing cheeks which are situated opposite one another.In contrast to the movable bearing cheek, the respective fixed bearing cheek is typically fixedly connected to one of the two abutment regions and is connected to the fixed bearing cheek at the other abutment region, namely via the movable bearing cheek, namely in an articulated manner. In contrast, the movable bearing cheek enters into an articulated connection with the two fixed bearing cheeks at the opposite rail joints.In addition to this conceivable design of the upper articulated connection, the lower articulated connection usually also has one or more articulated connection parts. This can be, by way of example and likewise not by way of limitation, a pivot bearing shell and a pivot bearing blade engaging therein. Instead of the pivot bearing shell and the pivot bearing blade, other joint connection parts can also be used in this connection for the lower joint connection. The respective all joint connecting parts are usually forged and are produced, for example, in connection with a swaging process.In this way, the individual profiled running rails or rail joints of a rail track can be articulated to one another, inter alia of a single-rail suspension track. The rail track as such is connected to a track superstructure for example via suspension chains. As a result, the rail track can be used overall in order, by way of example, to be able to guide a single-rail suspension track in the track superstructure with the aid of said rail track and to use the rail track accordingly as a travel track. Such a rail track is described in detail, for example, in DE 196 16 937 C1.Typically, the individual rail strands and thus also their rail joints have an I-shaped cross section in the region of the articulated rail connection. In addition, an upper flange of the rail joint is designed to be substantially U-shaped, while a lower flange has an inverted U-shaped character, as can be seen from EP 1 841 674 B1, which is based on the applicant, according to FIG. 3 therein. The individual cars of a single-rail suspension track are generally guided suspended on the relevant rail track with the aid of rollers. The individual rollers engage to the right and left of an I-shaped web and rest on the inverted U-shaped lower flange. This results in unavoidable impacts in the area of the respective articulated rail connection, which are introduced into the rail track in the area of the articulated rail connection.That is, the articulated rail connection is not only subject to a requirement such that it can be realized simply by coupling the individual rail joints to one another by a rotational movement in the region of the articulated rail connection. It is also important to set the upper and lower joint areas as small as possible with regard to their gap size in order to keep play occurring at this point and during operation and increasing over the period of use as small as possible. This is because otherwise damage to the rollers of the individual cars of the single-rail suspension track and / or individual ones or all of the articulated connecting parts, i.e. substantially the movable bearing cheek, the pivot bearing shell and / or the pivot bearing blade and / or individual ones or all fixed bearing cheeks, may possibly be damaged or, in the extreme case, may even tear or break. This represents a considerable safety risk.Steel is indeed used as material at this point and the aforementioned joint connections are forged. Thus, the articulated rail connection known from practice takes place and is substantially also operated in the further prior art according to EP 1 546 461 B1. As a result, the material loss is reduced in contrast to, for example, machining and as a rule a specific change of the structure (in the material steel used) and thus a higher strength occurs, which is advantageous for the articulated connection for the reasons described above.In the case of swaging used advantageously here as a production method for the joint connection parts, increased strength likewise occurs because in this case, in addition, any defects such as pores and / or voids are also closed, which are often observed in the production of cast parts.In principle, such forging methods and in particular swaging methods or else pressure forming methods according to DIN 8583-4 for producing the joint connecting parts can be realized relatively cost-effectively. However, such forging methods generally have the problem that a particular dimensional accuracy cannot be ensured. In the case of the previously known articulated connecting parts and the realization of an articulated rail connection with their aid according to the generic type, this leads to relatively large tolerances being observed in practice and during operation. Due to the shock-like load during the travel operation of a rail track equipped therewith and a single-rail suspension track which uses the rail track as a travel track, these lead to the forced gap between the individual rail shocks being enlarged and, as a result, not only the running rollers of the individual cars being increasingly damaged, but also the articulated rail connection as such.In order to counter the problem of increasing gap formation between the individual rail joints, the generic prior art according to EP 4 481 115 A1 in connection with the movable bearing cheek as a forged joint connecting part proposes that the forged joint connecting part or movable bearing cheek in question is additionally at least partially calibrated. For this purpose, a machining operation following forging is used in the form of a surface pressing with a predetermined pressure. This has in principle proved successful.However, in practice, in addition to the increasing gap formation between the individual rail joints, increased requirements are placed on the movable bearing cheek. Although the movable bearing cheek has achieved advances in terms of dimensional accuracy as a result of the calibration according to the prior art carried out, it generally and still has to absorb considerable forces in the longitudinal direction of the rail track and consequently in the longitudinal direction of the articulated rail connection as such. Such forces acting in the longitudinal direction can be attributed not only to any movements in the track superstructure, but are brought about mainly by the operation as a single-rail suspension track and the load by the cars guided on the rail track. In fact, the load respectively introduced into the rail track via the rollers not only corresponds to weight forces acting on the rail track, but tensile and compressive forces in the longitudinal direction are also transmitted to the rail track via the rollers when the individual cars of the single-rail suspension track are braked, run through gradient or gradient paths or are aligned at an angle to one another simply and gripping the individual rail impacts.These described loads on the rail track are transmitted in the case of the articulated rail connection of the aforementioned type mainly to the movable bearing cheek, because the latter in effect couples the two rail joints to one another in a mechanically articulated manner in the region of the upper articulated connection. As a result, the mechanical load-bearing limit of such movable bearing cheeks is often exceeded in practice, with the result that the movable bearing cheek has damage and has to be replaced. The invention starts here.The invention is based on the technical problem of further developing such an articulated rail connection for rail joints of profiled running rails in such a way that the upper articulated connection to the movable bearing cheek bridging the joint region is reinforced taking into account the loads occurring.To solve this technical problem, the invention proposes, in a generic articulated rail connection for rail joints of profiled running rails, that the movable bearing cheek be equipped with a tensile strength of more than 600 MPa. In this context, it has proven to be especially favorable if the movable bearing cheek is additionally heat-treated and tempered and reaches a tensile strength of more than 1200 MPa.In this way, according to the invention, the movable bearing cheek is particularly expanded, which bridges the joint region of adjacent rail joints as an essential component of the upper articulated connection. Since longitudinal forces which are predominantly introduced into the rail track are observed in the joint region and correspond at this point to tensile and compressive loads, the movable bearing cheek and the particular tensile strength achieved by it are of increased importance. As is generally known, the tensile strength represents a material characteristic for the evaluation of the strength behavior. The tensile strength is thus given as the maximum mechanical tensile stress of the formula R m which can be used to load a sample of the material. When the tensile strength is exceeded, the material fails because a material sample tears and the material plastically deforms. The tensile strength R m is determined in the usual manner in a tensile test, namely in connection with the series of standards ISO 6892 for metallic materials.In addition, it has proven to be favorable in this context if the movable bearing cheek has a yield point of more than 300 MPa. The yield point is given here by the formula symbol Re and denotes the maximum stress under uniaxial loading by the tensile strength of the relevant material, namely without plastic permanent deformations being observed. This means that the material used at this point deforms elastically. The measurement of the upper yield point and thus of the highest tensile stress before the flow is determined in accordance with the standard ISO 6892-1. As a rule, the movable bearing cheek has a yield point which reaches values of 600 MPa and more.In any case, the material selection for the steel material of the movable bearing cheek, which is predetermined by the required tensile strength and the optional yield strength, ensures that even the highest possible loads of the articulated rail connection according to the invention can be absorbed. The invention is based on the finding that stress peaks must be absorbed by the movable bearing cheek at this point, namely generally in its longitudinal direction, so that the achieved tensile strength of more than 1200 MPa is of particular importance within the scope of the preferred variant and after the additional heat treatment and tempering.Moreover, the invention has recognized that primarily the upper articulated connection is loaded in this connection and consequently has to be improved. This is because the lower articulated connection usually provides an axis of rotation for swivel movements of the rail joints, so that the main loads of the rail track formed in this way must be absorbed by the upper articulated connection and here in particular the movable bearing cheek.In this context, it has additionally proven advantageous if the movable bearing cheek is produced from a boron-alloyed heat-treated steel. The heat-treated steel in turn contains max. 0.33 wt % carbon, 0.35 wt % silicon, 1.45 wt % manganese and 0.005 wt % boron. The strength properties described after the annealing are achieved in particular by the constituents of carbon and manganese and in particular by the low proportion of boron. Specifically, the boron-alloyed tempered steel advantageously used at this point is, without limitation, the 30MnB5 grade steel according to DIN EN ISO 683-2. This is to be understood as merely exemplary and in no way restrictive.In addition, it has proven advantageous if, in addition to the movable bearing cheek, the two fixed bearing cheeks already mentioned above are provided as further joint connecting parts of the upper joint connection. The movable bearing cheek is in this context typically equipped with two axial webs on both sides. In addition, the design is made such that the axial webs engage in associated axial recesses of one of the two fixed bearing cheeks.Finally, the movable bearing cheek typically has a rotary receptacle and a stop tongue adjoining it. The stop tongue is in turn equipped with a bore for a guide bolt engaging therein. The guide bolt generally engages in arc-shaped elongated holes on two cheeks of the relevant fixed bearing cheek. For this purpose, the slots are curved and thereby permit corresponding rotational movements of the rail joints with respect to one another.As a result, an upper articulated rail connection for rail joints of profiled running rails is provided which mechanically satisfies particularly high loads. The invention is based on the finding that such high loads in the connecting region must be absorbed primarily by the movable bearing cheek, which is designed to be correspondingly resistant for this purpose. The criterion according to the invention relevant at this point represents the tensile strength of the movable bearing cheek or of the material for the movable bearing cheek, which advantageously reaches values of more than 1200 MPa. This provides a particularly long service life without the risk of damage. The essential advantages can be seen here.The invention is explained in more detail below with reference to a drawing which merely represents an exemplary embodiment; it shows: FIGS. 1 and 2 show the articulated rail connection in a perspective overview, partially with components removed, FIG. 3 shows the movable bearing cheek in a perspective illustration, FIG. 4 shows the movable bearing cheek in a front view with the associated calibration surfaces, FIG. 5 shows a fixed bearing cheek in a schematic front view, FIG. 6 shows another further adjacent fixed bearing cheek in a front view, FIG. 7 shows the pivot bearing blade in perspective, and FIG. 8 shows the pivot bearing shell receiving the pivot bearing blade likewise in a perspective view.In the overview FIGS. 1 and 2 an articulated rail connection for rail joints 1 a, 1 bof profiled running rails is shown. The rail joints 1a, 1b have, within the scope of the example shown, a shape I-shaped in cross section. This defines an upper flange 2 and a lower flange 4 forming running surfaces 3. Wheels of individual cars of a single rail suspension track are usually guided and moved on the running surfaces 3. However, this is not obligatory.As shown in FIGS. 1 and 2, both the upper flange 2 and the lower flange 4 have respective pocket-shaped recesses 5 in cross section. As a result, the overall I-shaped rail joints 1 a, 1 bare designed with a substantially U-shaped upper flange 2 with U-legs 6 and a recess 5 arranged therebetween. The same applies to the lower flange 4, which has an inverted U-shaped profile with associated U-legs 6, which have the recess 5 between them.It can be seen that the two adjacent rail joints 1a, 1b on the upper flange 2 are equipped with a joint connection 7, 8, 9. The upper articulated connection 7, 8, 9 has at least one movable bearing cheek 7 bridging an upper impact region S. Two fixed bearing cheeks 8, 9 cooperate with the movable bearing cheek 7, which fixed bearing cheeks are composed of the two fixed bearing cheek components or cheeks shown in FIGS. 4 and 5 and lying opposite one another. In this case, the fixed bearing cheek 8 is provided on the one hand on the one rail joint 1 a, whereas the other rail joint 1 bis equipped with the further second fixed bearing cheek 9.In addition, a suspension device 10, 11, 12 is also visible for fastening the rail joints 1 a, 1 bto a track extension, not shown, or to the ceiling thereof. For this purpose, the suspension device 10, 11, 12 is composed of a bracket 10, a rocker 11 with two rocker flanges 11 a, 11 band finally suspension means 12. The suspension means 12 are, without limitation, suspension chains which connect the rocker 11 to the ceiling of the track superstructure. The link plate 10 is in turn connected in an articulated manner to the rocker 11 and additionally ensures an articulated connection to the movable bearing cheek 7.In detail, the movable bearing cheek 7 has, as shown in FIG. 2, a rotary receptacle 13 in which the bracket 10 is mounted rotatably in the longitudinal direction of the rail by means of a cheek rotary blade 10 a. This indicates the double arrow drawn in FIG. 2. In fact, at this point, a pocket rotary receptacle is realized overall because the movable bearing cheek 7 is fixed on the rail joint 1 ain the region of its rotary receptacle 13 between the two cheeks of the fixed bearing cheek 8.The rotary cheek plate 10 aof the bracket 10 has a bore 14 which corresponds to corresponding bores 15 in the two cheeks of the fixed bearing cheeks 8 on the one rail joint 1 a. In fact, the bores 14, 15 in question pass through a common bearing bolt 16.In addition to the cheek turning blade 10a, the tab 10 is equipped with a swing arm turning blade 10b which is received between the two swing arm flanges 11a, 11b of the swing arm 11. In this case, too, a rotatable mounting is realized in substantially the rail longitudinal plane already discussed above. For this purpose, the rocker rotary blade 10 bis equipped with a bore 17, to which bores 18 in the two rocker flanges 11 a, 11 bcorresponds. A common bearing bolt 19 penetrates the aforementioned bores 17, 18 so that the desired rotational hingeability in the rail and also in the longitudinal plane of the rocker is achieved.It can be seen from FIGS. 2, 3, 4 that the movable bearing cheek 7 is equipped with two axial webs 20 on both sides. The axial webs 20 engage in associated axial recesses 21 of the fixed bearing cheek 8 on the rail joint 1 a(cf. FIGS. 1, 2 and 5 ). In this way, the movable bearing cheek 7 can be perfectly aligned in the mounting position shown in full line in FIG. 2 in comparison with the two cheeks of the fixed bearing cheek 8. In the transport position of the rail joints 1a, 1b, on the other hand, the movable bearing cheek 7 assumes the position indicated by dot-dash lines in FIG. 2.In order to be able to assume both the assembly and the transport position correctly, one or more positioning webs 22 may additionally be realized on the foot side of the movable bearing cheek 7, which engage in an associated positioning recess 23 in the upper flange 2 or in the associated recess 5. However, this is not obligatory already because the movable bearing cheek 7 illustrated in a perspective in FIG. 3 does not have such positioning webs 22 and also does not have to have these for the following reasons.In addition to the rotary receptacle 13, the movable bearing cheek 7 also has a stop tongue 24 adjoining the rotary receptacle 13, and the stop tongue 24 in turn carries a guide bolt 25 which engages in arcuate slots 26 of the two cheeks on the bearing cheek 9 on the other rail joint 1 b(cf. FIGS. 2 and 3 ). The slots 26 are provided in the form of a curve so that the rotational movements of the rail joints 1a, 1b, indicated by a double arrow in FIG. 1, relative to one another about a pivot point D or a corresponding axis of rotation D which is situated underneath in the region of the lower flange 4 or beneath it can be carried out without tilting.In addition, the overview according to FIGS. 1 and 2 also shows a lower articulated connection 28, 29. The lower articulated connection 28, 29 is essentially composed of a pivot bearing blade 28 shown in detail and additionally in FIG. 7 and additionally of a pivot bearing shell 29, which is per se the subject matter of FIG. 8. The joint connecting parts which are relevant in detail and for the respective joint connection 7, 8, 9 or 28, 29, that is to say substantially the movable bearing cheek 7, the pivot bearing shell 29 and the pivot bearing blade 28, and the cheeks or the two fixed bearing cheeks 8, 9, are forged or die forged overall.According to the invention, the design is made such that the movable bearing cheek 7 is equipped with a tensile strength R m of more than 600 MPa. According to the exemplary embodiment, the movable bearing cheek 7 is additionally heat-treated and tempered and reaches a tensile strength R m of more than 1200 MPa. For this purpose, the movable bearing cheek 7 is made in the example from a boron-alloyed tempered steel. The heat-treated steel is, without limitation, the type 30MnB5 steel according to DIN EN ISO 683-2. In fact, the boron-alloyed tempered steel in question contains max. 0.33 wt % carbon, 0.35 wt % silicon, 1.45 wt % manganese and 0.005 wt % boron, the individual gram specifications representing maximum values in each case. In addition, still further alloying constituents can be added. As a result, a yield point Re of more than 300 MPa and in particular of more than 600 MPa is additionally achieved and observed for the movable bearing cheek 7.In addition, a further feature is that the forged joint connection part 7, 8, 9, 28 in question is at least partially calibrated. This means that the articulated connection part 7, 8, 9, 28 in question has at least one calibrated surface 30, 31. The calibrated surface 30, 31 is, in the context of the example illustrated and not restrictively, a calibrated centering surface 30, as is illustrated in detail in FIGS. 4 and 5. In fact, at this location, the movable bearing cheek 7, as well as the fixed bearing cheek 8 receiving the movable bearing cheek 7, is equipped with one such centering surface or with a plurality of calibrated centering surfaces 30.Alternatively or additionally, the calibrated surface 30, 31 can also be configured as a calibrated contact surface 31, as is the subject matter of FIG. 6 within the scope of the upper articulated connection 7, 8, 9. In fact, the calibrated contact surface 31 is found here on the fixed bearing cheek 9 and interacts, according to the exemplary embodiment, with the stop tongue 24 of the movable bearing cheek 7.If the lower articulated connection 28, 29 according to FIGS. 7, 8 are considered, calibrated contact surfaces 31 are provided in each case in this connection, namely, according to the exemplary embodiment, on the pivot bearing blade 28 and opposite one another. This is of course true and, like the explanations given above, is only exemplary.Thus, the calibrated surface 30, 31 concerned is produced by a machining operation following forging. This machining process is a surface pressure. The surface pressing is carried out at a predetermined pressure, and usually with the intervention of a correspondingly shaped press ram, which deforms and "re-presses" the respective calibrated surface 30, 31 in the desired manner. This re-pressing means that, following the process of forging or swaging, a targeted compressive deformation is again carried out, which in this way generates the relevant calibrated surface 30, 31. The compressive deformation implies that the respective calibrated surface 30, 31 deviates from its desired specifications during swaging and can be approximated to the desired specifications by the additional compressive deformation.This is achieved by recourse to a press ram adapted to the size of the calibrated surface. This pressing ram is moved until the desired surface pressure is reached in the region of the calibrated surface 30, 31. This can additionally be done in the sense of a regulation in such a way that the pressing ram is moved until the calibrated surface 30, 31 reaches a specific setpoint dimension, as has already been explained above. For example, in the pivot bearing blade shown in FIG. 7 with the two calibration surfaces 31 lying opposite one another, this corresponds to the respective calibration surfaces 31 not only being aligned exactly parallel to one another in each case, but also having a particular dimensional accuracy with regard to their distance from one another. This dimensional stability can reach values which have a tolerance of a few tenths of a millimeter, which is less than plus minus 0.2 mm within the scope of the example.It is equally possible to realize and implement corresponding guide surfaces 32 on the pivot bearing blade 28 in a particularly dimensionally accurate manner with regard to the set radius. A dimensional accuracy for the radius is observed taking into account a tolerance of at most 0.4 mm. This is also carried out by a setpoint / actual value comparison in the sense of the described regulation.In addition to the pivot bearing blade 28, which is equipped with the two mutually opposite calibration surfaces 31 which interact with corresponding stops 33 of the pivot bearing shell 29, and the arcuate guide surface 32 on a pivot nose 34 of the pivot bearing blade 28, which has already been discussed, it should be taken into account that the pivot bearing blade 28 is additionally equipped with lateral fins or projections 35. When the swivel bearing blade 28 is welded in the recess 5 of the lower flange 4, these fins or projections 35 prevent any welding material from reaching the region of the mutually opposite calibration surfaces 31.It can be seen from the detailed illustration in FIGS. 3 and 4 that the movable bearing cheek 7 is also equipped with two mutually opposite calibration surfaces 30. The two calibration surfaces 30 are located on the axial webs 20, namely on the head side in each case, as can be seen with reference to FIG. 3. It can be seen that the respective head-side inclined surfaces of these axial webs 20 are designed as respective calibration surfaces 30, specifically as centering surfaces 30.The fixed bearing cheek 8 receiving the movable bearing cheek 7 or its opposing cheeks according to FIG. 5 is or are equipped with associated centring surfaces 30, namely in the region of its axial recess 21 receiving the axial webs 20, the centring surfaces 30 likewise being located on the head side of this axial recess 21, the invention thereby taking into account the fact that at this point the main aspect is a clearance-free connection on the head side of the movable bearing cheek 7 to the associated fixed bearing cheek 8. This is necessary in order to absorb forces acting on the movable bearing cheek 7 correctly by the suspension device 10, 11, 12 which generate a torque on the movable bearing cheek 7 with respect to the axis defined by the bolt 25.It can be seen from the illustration in FIG. 6 that the fixed bearing cheek 9 is likewise equipped with a calibrated surface 31 in the form of a contact surface 31 there. In fact, the stop tongue 24 of the movable bearing cheek 7 abuts against the calibrated abutment surface 31 in question, namely against the arcuate counterstop 27 of the fixed longitudinal cheek 9 realized in this way and in this connection enables the previously described pivoting movements about the pivot point or the axis of rotation D. For this purpose, the calibrated abutment surface 31 on the fixed bearing cheek 9 is again equipped with a tolerance of less than 0.2 mm in the example with respect to the radius set at this point. Tolerances of this kind of a few tenths of a millimeter, at the maximum four tenths of a millimeter, as described, can be realized and implemented in the case of the die-forged individual joint connecting parts, namely the movable bearing cheek 7 and also the pivot bearing blade 28 and also the fixed bearing cheeks 8, 9, only if the relevant surfaces 30, 31 are calibrated, as described. That is, the surfaces 30, 31 are each calibrated surfaces 30, 31 which are "pressed" by a machining operation following the swaging operation, with recourse to a pressing punch.References included in the specificationThis list of documents cited by the applicant has been produced in an automated manner and is only included for the better information of the reader. The list is not part of the German patent application or utility model application. The DPMA does not take any adhesion for any faults or omissions.Patent Literature citedDE 196 16 937 C1

[0005] EP 1 841 674 B1

[0006] EP 1 546 461 B1

[0008] EP 4 481 115 A1

[0011]

Claims

Articulated rail connection for rail joints (1a, 1b) of profiled running rails, wherein an upper articulated connection (7, 8, 9) with at least one articulated connection part (7, 8, 9) in the form of a movable bearing cheek (7) bridging the joint region (S) is provided in the upper joint region of adjacent rail joints (1a, 1b), and wherein a lower articulated connection (28, 29) is realized in the lower joint region (S) of adjacent rail joints (1a, 1b), characterized in that the movable bearing cheek (7) is equipped with a tensile strength of more than 600 MPa.Connection according to claim 1, characterised in that the movable bearing cheek (7) is additionally heat-treated and tempered and reaches a tensile strength of more than 1200 MPa.Connection according to claim 1 or 2, characterised in that the movable bearing cheek (7) is produced from a boron-alloyed heat-treated steel.Compound according to claim 3, characterised in that the tempered steel max. 0.33 wt % carbon, 0.35 wt % silicon, 1.45 wt % manganese and 0.005 wt % boron.Compound according to Claim 3 or 4, characterized in that the heat-treated steel is 30MnB5 according to DIN EN ISO 683-2.Connection according to one of Claims 1 to 5, characterized in that the movable bearing cheek (7) has a yield point (Re) of more than 300 MPa, in particular of more than 600 MPa.Connection according to one of Claims 1 to 6, characterized in that, in addition to the movable bearing cheek (7), two fixed bearing cheeks (8, 9) are provided as further joint connecting parts (7, 8, 9) of the upper joint connection (7, 8, 9).Connection according to one of Claims 1 to 7, characterized in that the movable bearing cheek (7) is equipped with two axial webs (20) on both sides.Connection according to claim 8, characterised in that the axial webs (20) engage in associated axial receptacles (21) of a fixed bearing cheek (8, 9).Connection according to one of Claims 1 to 9, characterized in that the movable bearing cheek (7) is equipped with a rotary receptacle (13) and an adjoining stop tongue (24).Connection according to claim 10, characterised in that the stop tongue (24) has a bore for a guide bolt (25) engaging therein, which engages in arc-shaped slots (26) on two cheeks of a fixed bearing cheek (8, 9).

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