PULL AND SHOCK DEVICE FOR A DRIVE COUPLING AND DRIVE COUPLING

Description

[0001] The present invention relates to a pulling and buffing device for a train coupling, in particular a central buffer coupling, and to a train coupling with such a pulling and buffing device.

[0002] Generic traction and buffer devices are used in train couplings to cushion traction and compression shocks. They comprise a spring device that transmits traction and compression forces between opposing first and second connections of the traction and buffer device. For example, DE 20 2004 014 532 U1 discloses a spring mechanism installation box with a spring mechanism that is connected, on the one hand, in an articulated manner to a coupling arm and, on the other hand, to an installation box screwed to a stop plate of the vehicle. Compressive forces are transmitted to the compression stops on the vehicle via a traction-compression piece, a spring, a rear plate, and a housing, and traction forces are transmitted to traction stops via a hinge pin, the housing, the rear plate, the spring, and the traction-compression piece. Thus, the single spring transmits both traction and compression forces.

[0003] A disadvantage of a draw and buffer device of the type described, with one or more springs subjected to the full tensile and compressive force in both axial directions, is the load change with a zero crossing in the spring, which has an adverse effect on train dynamics. Furthermore, the spring travel cannot be changed without changing the spring characteristics, which complicates the installation of such spring mechanism installation boxes in various train couplings, since additional spacers must be provided in the comparatively large installation space to transfer the compressive forces into the car structure. This involves additional effort and additional weight for the draw and buffer device.

[0004] It is also known to combine springs with damping devices in traction and shock absorbing devices, wherein the damping devices are, in particular, friction dampers or hydraulic dampers. For example, reference is made to WO 2007 / 103087 A1, US 3,447,693 A, US 3,368,698 A, and US 3,150,782 A.

[0005] WO 2013 / 040119 A1 discloses the combination of an elastomer part with friction damping for a traction and impact device of a traction coupling. Here, too, a pressure plate is provided at each end of a stack of elastomer elements, so that compressive forces are transmitted across the entire elastomer stack in both the tensile and compressive directions. The spring travel is therefore identical in both axial directions, and the traction and impact device must be supplemented with spacers or similar when installed in different environments.

[0006] EP 1 225 114 B1 discloses a pulling and buffering device for a central buffer coupling, in which a coupling arm or coupling shaft is supported by a joint on a joint pin. Under tensile load, the coupling shaft transmits the tensile force via the joint pin, an upper chord, a lower chord, an end plate, a tension-side play cushion, a stop plate, and a spring system to a pressure plate, which is supported against vehicle-side tension stops. During compressive load, the coupling shaft transmits the compressive force via a joint play cushion, without play, to the joint pin, which is supported against the pressure plate. The pressure plate compresses the spring system and transmits the compressive forces via the stop plate against the vehicle-side pressure stops. Thus, here too, the spring system is loaded in both directions over the full spring stroke.

[0007] WO 2016 / 026708 A1 discloses a pulling and pushing device for a train coupling with a reversible and an irreversible energy-absorbing device. The energy-absorbing device with irreversible energy absorption is connected in series with the reversible energy-absorbing device, whereby the energy-absorbing device with irreversible energy absorption is irreversibly deformed or destroyed if a predefined maximum pulling / pushing force is exceeded.

[0008] EP 1 732 798 B1 discloses a heavy-duty long-stroke friction clutch drawbar assembly for absorbing both trailer and train loads applied to a central sleeper member of a rail vehicle during train formation and track operation of the train formation, comprising a friction clutch mechanism having various pairs of plate members and a wedge member for absorbing thermal energy generated during closure of the friction clutch drawbar assembly.

[0009] US 6,681,943 B2 discloses a generic pulling and buffering device for a train coupling with the features summarized in the preamble of claim 1. The pulling and buffering device has two spring elements arranged one behind the other in the axial direction, which are compressed together in series in the buffering direction, i.e., during a pressure force transfer from one vehicle to the next, whereas only one of the two spring elements is compressed in the pulling direction. This is achieved by positioning an end plate of a cross member between the two spring elements.The coupling shaft engages the cross member with a coupling shaft bolt, and within the cross member a pressure plate is arranged which can be displaced in the axial direction and which has a contact surface for the coupling shaft. This means that the coupling shaft can transmit compressive forces to the pressure plate via the contact surface, and the pressure plate transmits the compressive force to a corresponding second connection on a vehicle structure via the first spring element arranged within the cross member, the end plate, and the second spring element arranged outside the cross member. The contact surface of the pressure plate facing the coupling shaft is concave, and the end face of the coupling shaft has a correspondingly convex surface, so that when the coupling shaft is rotated over the coupling bolt relative to the pressure plate, no transverse forces can be transmitted to the pressure plate except for residual frictional forces.The pressure plate can thus be moved within the cross member without lateral force. When tensile forces are transmitted via the coupling shaft, the coupling shaft pulls the cross member via the coupling shaft bolt against the spring force of the spring element located inside the cross member, thereby relieving the load on the spring element located outside the cross member. Thus, the spring travel in the two axial directions is different.

[0010] US 1,303,943 A discloses a pulling and pushing device for a train coupling in which a friction damper and a spring damper are arranged one behind the other. The coupling shaft is rigidly connected to a housing that accommodates a compression spring. The housing is pivotally connected to a fork, which forms part of the friction damper.

[0011] A disadvantage of the known generic design is that an additional reset device must be provided to center the coupling shaft in its central position. Such a reset device, in turn, results in additional weight and requires additional installation space.

[0012] Based on the generic state of the art, the object is to provide a pulling and buffering device for a train coupling, in particular a central buffer coupling, which advantageously enables the provision of different spring travels in the pulling direction and the pushing direction and at the same time enables an integrated, cost-effective and easy center reset, which, if possible, does not require any additional installation space.

[0013] The object of the invention is achieved by a pulling and buffering device for a train coupling, in particular a central buffer coupling, having the features of claim 1. The dependent claims describe advantageous and particularly expedient embodiments of the invention.

[0014] A pulling and buffing device according to the invention for a train coupling, which is suitable for a coupling for the mechanical coupling of two wagons of a rail vehicle, which is particularly suitable for a center buffer coupling, but can also be used in a side buffer, for example as a long spring mechanism in a side buffer, is characterized by a small housing, low weight and easy adaptability to different installation spaces without the need to provide comparatively heavy spacers. Preferably, for example, the housing described below and optionally other components of the pulling and buffing device can be manufactured from sheet metal parts, which can be produced, for example, by punching or flame cutting. The spring stroke, in particular in the buffing direction, can be easily increased without the need to also increase the spring stroke in the pulling direction.This serves to increase load securing by reducing acceleration and end forces due to greater energy absorption during coupling and shunting impacts.

[0015] During operation, longitudinal dynamics can be advantageously reduced by an asymmetric spring characteristic of the drawbar and buffer device in both axial directions. The preferred box construction using joined sheet metal components ensures a flexible and cost-effective design that can be easily adapted to different installation space depths and heights.

[0016] In detail, a pulling and buffering device according to the invention for a train coupling, in particular a central buffer coupling, has a first connection for a coupling shaft and a second connection which is designed to fasten the pulling and buffering device to a vehicle structure, for example to a vehicle frame or car body of a rail vehicle.

[0017] Furthermore, a spring device is provided which transmits tensile forces and compressive forces between the first connection and the second connection, as well as a first pressure plate for introducing compressive forces in a first axial direction into the spring device and a second pressure plate for introducing compressive forces in a second axial direction, which is opposite to the first axial direction, into the spring device.

[0018] The first pressure plate is arranged at a first axial end of the spring device, and the second pressure plate is arranged remotely from the first pressure plate in the first axial direction and is connected to the first connection in a tension-resistant manner. The at least substantially planar contact surface of the first pressure plate, directed in the second axial direction, is tiltable relative to the oppositely aligned contact surface of the clutch shaft. This means that the first pressure plate is rotatable relative to the clutch shaft. For example, the clutch shaft is rotatable relative to the first pressure plate about a clutch shaft bolt. Such a clutch shaft bolt can be arranged remotely from the first pressure plate in the second axial direction.

[0019] The spring device has at least two damping and / or resilient sub-devices arranged one behind the other in the first axial direction, and the second pressure plate is arranged in the first axial direction between the sub-devices in a pressure-force-transmitting manner, in series with the first sub-device and the second sub-device.

[0020] According to the invention, the first pressure plate has a free, at least substantially flat contact surface directed in the second axial direction for free contact with an opposite contact surface of the coupling shaft, and the second pressure plate is arranged on the first connection so as to be pivotable about a first axis of rotation which is parallel to this flat contact surface of the first pressure plate.

[0021] Because two at least substantially flat contact surfaces of the first pressure plate and the coupling shaft abut one another in the pressure direction, advantageously preloaded by the spring device, the two at least substantially flat contact surfaces tilt relative to one another when the coupling shaft is deflected from its central position, resulting in a restoring moment that acts to return the coupling shaft to its central position, i.e., to the fully axially aligned position. The preferably pressurized, yet free contact of the two at least substantially flat surfaces and the possibility of tilting the two at least substantially flat surfaces relative to one another thus represents a center reset integrated into the pulling and pushing device.

[0022] To prevent the adverse influence of transverse forces on the spring assembly despite generating a corresponding restoring moment, the second pressure plate can be pivoted about the axis of rotation parallel to the contact surface of the first pressure plate. Under both tensile and impact loads, the first section of the spring assembly, positioned between the first pressure plate and the second pressure plate, is subjected exclusively to compression.

[0023] The second pressure plate can, for example, have a through-opening through which a tension rod is guided, which receives and preferably pre-tensions the first sub-device and the second sub-device of the spring device on both sides of the second pressure plate.

[0024] The second pressure plate advantageously has two pivot pins arranged on opposite sides, which engage in an upper flange and a lower flange of a housing which forms the first connection at one axial end.

[0025] The engagement of the second pressure plate with the pivot pins in the housing can preferably be provided in the region of the second opposite axial end of the housing.

[0026] Preferably, a third pressure plate is provided at a second axial end of the spring device opposite the first axial end.

[0027] It is advantageous if the third pressure plate is connected to the second connection in a pressure-resistant and, in particular, tensile-resistant manner, or in a manner that is limitedly displaceable in the first and second axial directions. For example, the third pressure plate can be connected to the second connection in a manner that is pivotable about a second axis of rotation that is parallel to the first axis of rotation.

[0028] If a housing is provided that forms the first connection, the second pressure plate is preferably held in an articulated manner therein, and the first sub-assembly of the spring device is preferably arranged within the housing. The first pressure plate can be mounted in the housing between the first connection and the second pressure plate so as to be reciprocally displaceable in the first and second axial directions, wherein the housing preferably forms a linear guide for the first pressure plate.

[0029] The first pressure plate preferably has, in the second axial direction, in addition to the illustrated at least substantially planar contact surface, a front-end stop surface for at least one vehicle stop of a vehicle equipped with the coupling shaft. For example, the side with the contact surface and the stop surface is designed in a stepped manner, for example, with a central protruding region that forms the planar contact surface, and with an outer region that surrounds the central region on both sides or completely, forming the at least one front-end stop surface.

[0030] The first connection is preferably formed by a coupling shaft bolt, which is mounted, for example, in a fixed and rotatable manner in the housing. The fixed arrangement does not preclude a small axial play, for example, of a maximum of 1 cm in any axial direction, in particular a maximum of 5 mm, 3 mm, 2 mm, or less. Alternatively, the coupling shaft bolt can be displaced within the housing, with the displaceability preferably being limited in both axial directions. The displaceability in the axial direction is then generally greater than half the diameter or the diameter of the coupling shaft bolt.

[0031] Particularly advantageously, the first subassembly or the second subassembly of the spring assembly is permanently preloaded. Particularly preferably, both subassemblies are permanently preloaded.

[0032] The first sub-device and the second sub-device can, for example, form a stroke in the first axial direction of more than 110 mm, in particular of more than 120 mm or more than 130 mm.

[0033] Particularly preferably, the first sub-device and the second sub-device have different stroke lengths. For example, the first sub-device has a shorter stroke length than the second sub-device.

[0034] The first sub-device and the second sub-device can preferably each be designed as a compression spring, for example, made of a polymer. According to a further embodiment, at least one of the two sub-devices, for example, the second sub-device, is designed as a damper. In this case, the other sub-device, in particular the first sub-device, can preferably be designed as a compression spring, in particular made of a polymer.

[0035] A train coupling according to the invention, in particular a central buffer coupling, has a coupling shaft which forms an at least substantially flat contact surface at its free end and which is pivotable about a vertical axis, as well as a pulling and pushing device according to the invention of the type shown, wherein the contact surface of the first pressure plate, in particular subjected to a compressive force in the second axial direction by the spring device, freely rests against the contact surface of the coupling shaft.

[0036] Thus, the coupling shaft can transmit the compressive forces transmitted from one vehicle to another via the traction coupling via the first and second pressure plates to the two subassemblies of the spring device, which then operate synchronously according to one embodiment. It is not necessary for the coupling shaft bolt to be mounted in an elongated hole, as was previously the case. Rather, the coupling shaft bolt can be arranged in a tension- and compression-resistant manner relative to the second pressure plate, for example, if the coupling shaft bolt and the second pressure plate are held stationary in the housing in both axial directions.

[0037] Play in the coupling joint can ensure that both subassemblies are always subjected to compressive force at the same time.

[0038] Traction forces that are transmitted from one vehicle to another via the traction coupling, however, are only transmitted via the first sub-device, with the second sub-device preferably remaining pre-tensioned.

[0039] The second sub-assembly can be preloaded significantly higher than the first spring assembly, so that normal traction loads are cushioned in both the tensile and compressive directions by the first sub-assembly, whereas the second sub-assembly, which is then designed as a damper, only acts in the compressive direction during comparatively larger coupling impacts and during sharp traction changes. Such a two-stage preload reduces load change reactions during driving.

[0040] The invention will be described below using exemplary embodiments and the figures.

[0041] They show: Figure 1 a three-dimensional representation of a draw and buffing device in a train coupling; Figure 2 the draw and buffing device from the Figure 1 in a vertical sectional view; Figure 3 the pulling and buffing device from the Figure 1 in a horizontal plan view; Figure 4 an enlarged view of the pulling and buffing device from the Figure 1 ; Figure 5 a tie rod with the second pressure plate and the two subassemblies of the pulling and pushing device according to the Figures 1 to 4 ; Figure 6 an alternative design of the traction and buffing device with a damper as a second sub-device; Figure 7 a vertical sectional view of the traction and buffing device from the Figure 6 ; Figure 8 a horizontal plan view of the pulling and buffing device from the Figure 6; Figure 9 shows a three-dimensional representation of a pulling and buffing device in a train coupling according to a further embodiment; Figure 10 shows a three-dimensional representation of a pulling and buffing device in a train coupling according to yet another embodiment; Figure 11 shows the pulling and buffing device from the Figure 9 in a vertical sectional view; Figure 12 the pulling and buffing device from the Figure 9 in a horizontal plan view.

[0042] In the Figures 1 to 5An embodiment of a traction and buffing device according to the invention is shown, as are further components of a traction coupling according to the invention in dashed lines. The traction coupling has a coupling shaft 3, which is pivotally mounted in a housing 10 of the traction and buffing device by means of a coupling shaft pin 14, so that it can be pivoted about a vertical axis 19. The housing 10 accordingly forms a first connection 1 for the coupling shaft 3, wherein tensile forces and compressive forces can be transmitted in opposite axial directions via the first connection 1.

[0043] The second connection 2 of the draw and buffing device, with which the draw and buffing device is fastened to a vehicle structure, is formed by a bracket 20 which can be fastened, in particular screwed, to a vehicle body or vehicle frame, for example.

[0044] The draw and buffer device is arranged in a vehicle interface 21, for example UIC-530 vehicle interface, which is shown by a double-dotted dashed line.

[0045] In the area of ​​the first connection 1, vehicle stops 13 are provided, which can be used to transmit compressive forces to the drawbar and buffer device, as explained below. The tensile forces in the area of ​​the first connection 1, however, are transmitted via the coupling shaft bolt 14.

[0046] In the area of ​​the second connection 2, compressive and tensile forces are transmitted via a third pressure plate 7, which is mounted in the bracket 20 in an articulated manner, i.e. pivotable about a second rotational axis 18, which is vertically aligned, and which is displaceable to a limited extent in both axial directions. Alternatively, the third pressure plate could also be rigidly connected to the bracket 20 or be formed by it, for example, as will be described below with reference to a further embodiment and the Figures 6 to 8 shown.

[0047] A first pressure plate 5 is mounted in the housing 10 and is reciprocally displaceable in both axial directions. The first pressure plate 5 has an at least substantially flat contact surface 5.1 directed toward the coupling shaft 3, against which the coupling shaft 3 rests with an at least substantially flat contact surface 3.1 at its end. Because the two at least substantially flat contact surfaces 3.1, 5.1 freely abut one another, being preloaded against one another by the spring device 4, they can tilt against one another when the coupling shaft 3 is pivoted from its shown central position about the vertical axis 19, thereby exerting a restoring force on the coupling shaft 3.

[0048] At the same time, it is avoided that transverse forces are transferred to the spring device 4.

[0049] The spring device 4 has a first sub-device 4.1 and a second sub-device 4.2, in the Figures 1 to 5In the exemplary embodiment shown, each is in the form of a compression spring, in particular a polymer compression spring. The first pressure plate 5 is arranged at the end of both sub-assemblies 4.1, 4.2 on the side of the first connection 1, and a second pressure plate 6 is arranged in the axial direction from the first connection 1 to the second connection 2 between the two sub-assemblies 4.1 and 4.2. Furthermore, the second pressure plate 6 is mounted in the housing 10 so as to be pivotable about a vertical first axis of rotation 17, which is parallel to the contact surface 5.1, so that no transverse forces are transmitted to the spring device 4 via the second pressure plate 7 either. The first pressure plate 5 is preferably not pivotable.

[0050] The second pressure plate 6 is connected to the first connection 1, i.e., the coupling shaft bolt 14 and thus the coupling shaft 3, via the housing 10, here with an upper and a lower beam, in a tensile and pressure-resistant manner. The third pressure plate 7 is supported against the second pressure plate 6 by the second sub-assembly 4.2 of the spring assembly 4, subjecting it to compression.

[0051] The first subassembly 4.1 is also positioned between the first pressure plate 5 and the second pressure plate 6, subjected to compression preload. The compression preload is achieved by the tie rod 22, which is guided through an internal bore in the second pressure plate 6 and through the two subassemblies 4.1, 4.2 and is connected to the first pressure plate 5 and the third pressure plate 7 in a tension-resistant manner.

[0052] The first pressure plate 5 is thus arranged at the first axial end 8 of the spring device 4 and the third pressure plate 7 is arranged at the second axial end 9 of the spring device 4.

[0053] The first pressure plate 5 is mounted in the housing 10 by means of a linear guide 11 and, in addition to the contact surface 5.1, has stop surfaces 12 which are aligned in the same direction and against which the vehicle stops 13 strike when the first pressure plate 5 is arranged in its maximum end position moved relative to the first connection 1.

[0054] Thus, when the pulling and pushing device is subjected to compressive stress, the coupling shaft 3 presses the first pressure plate 5 via the compression spring 15, which forms the first sub-device 4.1, the second pressure plate 6, the compression spring 15, which forms the second sub-device 4.2, and the third pressure plate 7 against the bracket 20, so that compressive forces can be transmitted mechanically. When tensile stress is applied, the coupling shaft 3 pulls the housing 10 via the coupling shaft bolt 14 and thus the second pressure plate 6 against the compressive force of the first sub-device 4.1 and the first pressure plate 5 against the vehicle stops 13, so that the tensile force is cushioned. At the same time, the second sub-device 4.2 is only slightly relieved, and the tensile force is transmitted to the bracket 20 via the tie rod 22 and the third pressure plate 7.

[0055] From the Figure 5the arrangement of the second pressure plate 6 is again visible, which forms the first axis of rotation 17 with a lower and an upper pin, in that these pins are rotatably mounted in the housing 10, not shown.

[0056] The embodiment according to the Figures 6 to 8 differs from the embodiment according to the Figures 1 to 5 only in that the second sub-device 4.2 is formed by a damper 16, in particular a pneumatic and / or hydraulic damper, whereas the first sub-device 4.1 is in turn formed by a compression spring 15. Furthermore, the damper 16 is rigidly connected to the bracket 20, so that the bracket 20 forms the third pressure plate 7. Alternatively, a third pressure plate 7 could also be connected to the bracket 20 in an articulated manner, for example, pivotable about a vertical axis of rotation.

[0057] The damper 16 is advantageously connected in series with the compression spring 15 and only responds to comparatively large pressure surges. Advantageously, tensile forces are at least largely not transmitted via the hydraulic damper 16.

[0058] The compression spring 15 can be designed, for example, as a polymer spring, and the damper 16 as a gas-hydraulic or fluid elastomer damper. If the damper preload is significantly higher than the spring preload, normal traction loads in both the rebound and compression directions are absorbed by the spring 15, while the damper 16 acts only in the compression direction for higher coupling impacts and during sharp traction changes. This two-stage preload reduces load change reactions during driving.

[0059] In the Figures 9 , 11 and 12A further embodiment of a traction and buffer device according to the invention is shown, as are further components of a traction coupling according to the invention in dashed lines. The same reference numerals are used for the corresponding components as in the previous embodiments.

[0060] The coupling shaft 3 is in turn pivotably mounted around the coupling shaft pin 14 in the housing 10 of the pulling and pushing device and can thus be pivoted about a vertical axis 19. The housing 10 can, for example, be constructed from sheet metal.

[0061] In contrast to the embodiment according to the Figures 1 to 5 , in which, for example, the first sub-device 4.1 has a stroke of 40 mm and the second sub-device 4.2 has a stroke of 110 mm, the first sub-device 4.1 according to the embodiment in the Figures 9 , 11 and 12In particular, the first sub-assembly 4.2 has a stroke of 60 mm, and the second sub-assembly 4.2 has a stroke of 90 mm. Thus, in both embodiments, a total stroke of 150 mm is achieved in the compression direction, but in the first embodiment, a stroke of 40 mm in the tension direction, and in the second embodiment, a stroke of 60 mm in the tension direction.

[0062] In the embodiment according to the Figures 9 , 11 and 12 The spring device 4 is preferably arranged entirely within the housing 10. The housing 10 is designed to be comparatively open.

[0063] The housing 10, in turn, forms a first connection 1 for transmitting tensile and compressive forces to the housing 10. Compressive forces can be transmitted from the coupling shaft 3 via the first pressure plate 5, via the compression spring 15, which forms the first sub-assembly 4.1, the second pressure plate 6, the compression spring 15, which forms the second sub-assembly 4.2, and the third pressure plate 7, to the vehicle stops 13 in the area of ​​the second connection 2 of the pulling and buffering device. When tensile stress is applied, the coupling shaft 3, via the coupling shaft bolt 14, pulls the housing 10 and thus the second pressure plate 6 against the compressive force of the first sub-assembly 4.1 and the first pressure plate 5 against the vehicle stops 13 in the area of ​​the first connection 1 of the pulling and buffering device, so that the tensile force is transmitted mechanically. At the same time, the second sub-assembly 4.2 is more or less relieved, and the preload of the spring 4.2 and thus the installation dimension of the conditioned spring is held by the plate 6 and plate 7, whereby the upper chord 23 and lower chord 24 support the plate 7 and the tension rod 22 only assumes a guiding function for the springs.

[0064] Additionally or alternatively, it is possible for the third pressure plate 7 to project radially into a recess in the housing 10, so that the housing 10 can exert a tensile force on the third pressure plate 7 in the second axial direction when the housing 10 is displaced in the second axial direction.

[0065] The third pressure plate 7 is connected in a tensile-resistant manner to the vehicle stops 13 in the area of ​​the second connection 2 of the pulling and buffer device, so that the tensile forces are transmitted from the third pressure plate 7 to the vehicle stops 13.

[0066] The second pressure plate 6 is advantageously mounted in a fixed position in the housing 10, so that it always moves together with the housing 10. In the illustrated embodiment, the housing 10 has an upper flange 23 and a lower flange 24, in which the coupling shaft bolt 14 is held, in particular in a form-fitting and / or fixed manner, as well as two side parts 25, which are mounted, in particular screwed, to the upper flange 23 and the lower flange 24 from the side and which hold the second pressure plate 6 immovably in the axial direction. For example, the second pressure plate 6 engages in corresponding recesses in the side parts 25.

[0067] The first pressure plate 5 can be held longitudinally displaceably (displaceable in the axial direction) in the upper chord 23 and the lower chord 24, in particular again in a corresponding recess. The upper chord 23 and the lower chord 24 thus form a linear guide 11 for the first pressure plate 5. The upper chord 23 and the lower chord 24 can form the illustrated stop for the third pressure plate 7.

[0068] The upper chord 23, the lower chord 24 and the side parts 25 can all be made of sheet metal.

[0069] Since the second pressure plate 6 moves together with the housing 10 in the first axial direction when subjected to a compressive load, the coupling shaft bolt 14 can also move together with the housing 10 and together with the coupling shaft 3 in the first axial direction, so that the coupling shaft bolt 3 does not have to be guided in an elongated hole in the housing 10. The two sub-assemblies 4.1, 4.2 operate synchronously during the pressure force transmission, i.e., the compression springs 15 are compressed simultaneously. The stroke of the first sub-assembly 4.1 can be ensured by a play in the coupling joint, in particular between the coupling shaft bolt 14 and the components surrounding it in the coupling shaft 3.

[0070] Such kinematics can also be advantageously used in the embodiment according to the Figures 1 to 5 can be achieved.

[0071] The design according to the Figure 10 is identical in functionality to that of the Figures 9 , 11 and 12 However, in this case, the housing 10 is advantageously manufactured as a cast and / or forged component, in particular with an upper flange 23 and a lower flange 24 that are screwed together. The second pressure plate (not shown) can, for example, be constructed in one piece with the housing 10 or, in turn, be inserted into it in a form-fitting manner. List of reference symbols

[0072] 1First connection 2Second connection 3Coupling shaft 3.1Contact surface 4Spring device 4.1First sub-device 4.2Second sub-device 5First pressure plate 5.1Contact surface 6Second pressure plate 7Third pressure plate 8First axial end 9Second axial end 10Housing 11Linear guide 12Stop surface 13Vehicle stop 14Coupling shaft bolt 15Compression spring 16Damper 17First rotation axis 18Second rotation axis 19Vertical axis 20Bracket 21Vehicle interface 22Tension rod 23Upper chord 24Lower chord 25Side part

Claims

1. Pulling and pushing device for a train coupling, in particular central-buffer coupling, having a first connection (1) for a coupling shaft (3), and having a second connection (2) which is configured for the fastening of the pulling and pushing device to a vehicle structure; having a spring device (4) which transmits tensile forces and compressive forces between the first connection (1) and the second connection (2); having a first pressure plate (5) for introducing compressive forces into the spring device (4) in a first axial direction, and having a second pressure plate (6) for introducing compressive forces into the spring device (4) in a second axial direction, which is opposite to the first axial direction; wherein the first pressure plate (5) is arranged at a first axial end (8) of the spring device (4), and the second pressure plate (6) is arranged at a distance from the first pressure plate (5) in the first axial direction and is connected in a tension-resistant manner to the first connection (1); wherein the spring device (4) comprises at least two damping and / or resilient sub-devices (4.1, 4.2) which are arranged one behind the other in the first axial direction, and the second pressure plate (6) is arranged in series with the first sub-device (4.1) and the second sub-device (4.2) and so as to transmit compressive forces between the sub-devices (4.1, 4.2) in the first axial direction, characterized in that the first pressure plate (5) has a free, at least substantially planar abutment surface (5.1) directed in the second axial direction that serves for the tiltable free abutment of a mating abutment surface (3.1) of the coupling shaft (3), and the second pressure plate (6) is connected to the first connection (1) so as to be pivotable about a first axis of rotation (17) which is parallel to the abutment surface (5.1) of the first pressure plate (5).

2. Pulling and pushing device according to Claim 1, characterized in that a third pressure plate (7) is arranged at a second axial end (9) of the spring device (4), which is opposite the first axial end (8).

3. Pulling and pushing device according to Claim 2, characterized in that the third pressure plate (7) is connected in a pressure-resistant manner to the second connection (2) and in particular in a tension-resistant manner thereto or thereto so as to be displaceable to a limited extent in the first and second axial directions.

4. Pulling and pushing device according to Claim 3, characterized in that the third pressure plate (7) is connected to the second connection (2) so as to be pivotable about a second axis of rotation (18) which is parallel to the first axis of rotation (17).

5. Pulling and pushing device according to one of Claims 1 to 4, characterized in that provision is made for a housing (10) which forms the first connection (1) and in which the second pressure plate (6) is held in a positionally fixed manner or with which the second pressure plate (6) is formed in one piece, wherein the first sub-device (4.1) is arranged within the housing (10).

6. Pulling and pushing device according to Claim 5, characterized in that the first pressure plate (5) is mounted in the housing (10) so as to be displaceable in a reciprocal manner in the first and second axial directions between the first connection (1) and the second pressure plate (6).

7. Pulling and pushing device according to Claim 6, characterized in that the housing (10) forms a linear guide (11) for the first pressure plate (5).

8. Pulling and pushing device according to one of Claims 1 to 7, characterized in that the first pressure plate (5) has at least one end-face stop surface (12), directed in the second axial direction, for at least one vehicle stop (13) of a vehicle that is provided with the coupling shaft (3).

9. Pulling and pushing device according to one of Claims 5 to 7, or according to Claim 8 where dependent on one of Claims 5 to 7, characterized in that the first connection (1) is formed by a coupling-shaft pin (14) which is mounted, in particular in a positionally fixed manner, in the housing (10).

10. Pulling and pushing device according to one of Claims 1 to 9, characterized in that the first sub-device (4.1) and / or the second sub-device (4.2) are / is permanently pressure-preloaded.

11. Pulling and pushing device according to one of Claims 1 to 10, characterized in that the first sub-device (4.1) and the second sub-device (4.2) together form a stroke travel in the first axial direction of more than 110 mm, in particular of more than 120 mm or more than 130 mm.

12. Pulling and pushing device according to one of Claims 1 to 11, characterized in that the first sub-device (4.1) and the second sub-device (4.2) have stroke travels of different lengths.

13. Pulling and pushing device according to Claim 12, characterized in that the first sub-device (4.1) has a shorter stroke travel than the second sub-device (4.2).

14. Pulling and pushing device according to one of Claims 5 to 13, characterized in that the housing (10) is formed by joined sheet-metal components.

15. Pulling and pushing device according to one of Claims 1 to 14, characterized in that the first sub-device (4.1) and the second sub-device (4.2) are each in the form of a compression spring (15), in particular composed of a polymer.

16. Pulling and pushing device according to one of Claims 1 to 14, characterized in that at least one of the two sub-devices (4.1, 4.2), in particular the second sub-device (4.2), is in the form of a damper.

17. Pulling and pushing device according to Claim 16, characterized in that the other one of the two sub-devices (4.1, 4.2), in particular the first sub-device (4.1), is in the form of a compression spring (15), in particular composed of a polymer.

18. Train coupling, in particular central-buffer coupling, having a coupling shaft (3) which has an at least substantially planar abutment surface (3.1) at its free end and which is pivotable about a vertical axis (19), and having at least one pulling and pushing device according to one of Claims 1 to 17, wherein the abutment surface (5.1) of the first pressure plate (5) abuts freely against the abutment surface (3.1) of the coupling shaft (3) so as to be subjected to a compressive force in the second axial direction by way of the spring device (4).