Joint assembly for an articulated connection of two adjacent car bodies of a track-guided vehicle

Abstract

The invention relates to a joint assembly for an articulated connection of two adjacent car bodies of a rail vehicle. The joint assembly comprises the following: a first joint arm (10); a second joint part (20); a joint bearing (30) with a joint pin (31) for connecting the joint heads of the joint arms in an articulated manner on a joint plane, wherein a bearing axis (Z) which is common to the joint assembly (1) is formed by the joint pin (31), and the joint bearing (30) has bearing shells (62) for supporting the joint pin (31) on both sides; at least one energy absorption device which is integrated into the joint assembly; and a driver element with an angled design in order to interact with a chassis with end regions which are offset in the axial direciton.

Description

[0001] Articulated arrangement for the articulated connection of two adjacent car bodies of a track-guided vehicle

[0002] The invention relates to a joint arrangement for the articulated connection of two adjacent car bodies of a track-guided vehicle, in particular with the features of the preamble of claim 1.

[0003] The invention therefore relates in particular to a joint arrangement comprising a first articulated arm and a second articulated arm, which are articulated to one another in a joint plane by means of a joint bearing. The joint bearing has in particular a joint pin which forms a common pivot axis for the joint arrangement. This joint pin is preferably supported on both sides via bearing shells of the joint arrangement. The first articulated arm has an end region on the car body side, which is connected or connectable to a base plate of a first car body, and an opposite front end region with a first joint head, while the second articulated arm has an end region on the car body side, which is connected to a base plate of a second car body, and an opposite front end region with a second joint head which is at least partially complementary to the first joint head.

[0004] Joint arrangements are known in a variety of designs from the prior art. Reference is made to EP 1884 434 B1, DE 201 21 562 U1, and WO 2020 / 035196 A1, for example. A permanent structural connection between two rail vehicle subassemblies is also previously known from EP 3 626 573 B1.

[0005] Articulated joints designed as spheroidal elastic joints absorb the longitudinal, transverse, and vertical forces that occur between adjacent car bodies during travel of a multi-unit rail vehicle. However, when designing a joint arrangement for driving dynamics, crash behavior must be considered in addition to the loads that occur during operation. It should be noted that the energy absorption element typically provided in or integrated into the spherical bearing is a regenerative energy absorption element, particularly an elastomer element, which serves solely to dampen the tensile and impact forces transmitted via the articulated joint during normal ferry operation. It is known that this regenerative energy absorption element absorbs forces up to a defined magnitude and transmits any forces exceeding this magnitude undamped to the vehicle underframe or car body.Although tensile and impact forces that occur between the individual car bodies during normal ferry operation are absorbed by this regenerative shock absorption system, if the operating load is exceeded, for example when the vehicle strikes an obstacle or brakes abruptly, this energy absorption element, which is usually integrated into the joint bearing, is no longer sufficient to absorb the total energy generated. Therefore, in the event of a crash, additional shock absorption devices, particularly in the form of destructive energy absorption elements, must be incorporated into the energy absorption concept of the entire vehicle so that the resulting impact energy can be absorbed directly in the joint arrangement or in the vehicle undercarriage. Otherwise, the car body would be subjected to extreme loads and could potentially be damaged or even destroyed.In such a case, the car body of rail vehicles also runs the risk of derailing.

[0006] To protect the vehicle undercarriage from damage in the event of severe rear-end impacts, a destructive energy-absorbing element is often used. This element is designed, for example, to only respond after the energy consumption of the regenerative energy-absorbing element, provided, for example, in the spherical bearing, has been exhausted, and to at least partially absorb and dissipate the energy transmitted through the force flow via the energy-absorbing element. Destructive energy-absorbing elements are particularly suitable, for example, deformation tubes, in which the impact energy is destructively converted into deformation work and heat through a defined deformation (plastic deformation) of a section of the deformation tube.

[0007] An energy-absorbing element based on the principle of a deformation tube is characterized by having a defined response force without force peaks. According to known designs from the prior art, such deformation tubes are integrated into at least one of the articulated arms. An articulated arm with an integrated deformation tube is thus to be understood as a functional force transmission unit, with the articulated arm being formed from a first force transmission element in the form of the deformation tube and a second force transmission element in the form of a joint head provided on the front end region of the articulated arm. Both components are connected to one another in a force-locking manner such that tensile and impact forces can be transmitted in the longitudinal direction of the joint arrangement.The destructively designed energy-absorbing element typically forms the end section of the articulated arm on the car body side, while the end section of the articulated arm on the front side corresponds to the joint head. Generally, the end section of the articulated arm on the car body side is connected to the so-called base plate of the car body, into which the forces transmitted by the articulated arms of the joint arrangement are introduced, or from which the forces to be transmitted by the articulated arms of the joint arrangement are introduced from the car body into the corresponding articulated arm.

[0008] The joint head at the front end section of the first articulated arm of a joint arrangement can generally be engaged with a correspondingly complementary joint head of an adjacent car body, which is designed at the front end section of the second articulated arm of the joint arrangement. During the transmission of tensile and impact forces, the force flow runs from the base plate of the first car body via the preferably destructively designed energy-absorbing element, possibly integrated into the first articulated arm, the first joint head to the second articulated arm, which is assigned to the adjacent second car body. The second articulated arm can also be equipped with a destructively designed energy-absorbing element.However, it would also be conceivable for the second articulated arm to have a joint head only at its front end section, while the end section on the car body side is essentially rigidly connected directly to the base plate of the second car body. Analogously, the first articulated arm could also be free of a destructive energy-absorbing element, which could be assigned to the second articulated arm.

[0009] Figure 1 shows, by way of example, a joint arrangement 1 of this type known from the prior art, comprising a first articulated arm 10 and a second articulated arm 20. The joint arrangement 1 has a driver element 50, wherein a first end region 51 of the driver element 50 can be brought into operative connection with a chassis (not shown in Figure 1) to be arranged below the joint arrangement 1, in particular a bogie. A car body-side end region 11 of the first articulated arm 10 is connected or connectable to a base plate 2 of a first car body, while a front end region 12 of the first articulated arm 10 opposite the car body-side end region of the articulated arm 10 is provided with a first joint head 15.Likewise, the second articulated arm 20 has an end region 21 on the car body side, which is connected or connectable to a base plate 4 of a second car body, and an opposite end region 22 with a second articulated head 25 that is at least partially complementary to the first articulated head 15. For example, the first articulated head 15 of the first articulated arm 10 can be designed as a joint fork and the second articulated head 25 of the second articulated arm 20 as a joint eye. Of course, other embodiments are also possible. The first articulated head 15 of the first articulated arm 10 and the second articulated head 25 of the second articulated arm 20 are articulated to one another via a articulated bearing 30. For this purpose, the articulated bearing 30 has a pivot pin 31, which defines the bearing axis Z, which functions as the pivot axis for the joint arrangement 1.The spherical plain bearing 30 further has bearing shells 32 on both sides of the rod ends 15, 25 to support the pivot pin 31 of the spherical plain bearing 30 on both sides. The second end region 52 opposite the first end region 51 of the driver element 50 is connected to the bearing shells 32 arranged on both sides. The pivot pin 31 of the spherical plain bearing 30 is designed as a bolt 31 extending horizontally and perpendicular to the longitudinal direction of the joint assembly 1.

[0010] In addition, the joint arrangement 1 according to Figure 1 has energy absorption devices in the form of destructively designed energy absorption elements 13a, 23a, which are integrated into the first and second joint arms 10, 20 in such a way that the force flow of the tensile and impact forces occurring during normal ferry operation and to be transmitted by the joint arrangement 1 runs via the joint arms 10, 20, the joint bearing 30, the joint pin 31 and the energy absorption elements 13a, 23a integrated in the corresponding joint arms 10, 20 and the respective base plates 2, 4 into the car body. For this purpose, the deformation tube 13a or 23a is clamped between a conical ring (not shown here) and a ring segment on the one hand and an end plate 13b, 23b acting as a pressure plate on the other. In this example, the end plate 13b is in turn connected to the respective base plate 2, 4 via fastening elements, in particular screws.

[0011] During normal ferry operation, when tensile and impact forces are transmitted, the force flow from the first to the second car body runs via the base plate 2 of the first car body, the screws of the destructively designed energy absorption element 13a integrated in the first articulated arm 10 at the car body-side end section, the end plate 13b, the deformation tube 13a, the joint fork 15 to the joint pin 31 and to the regeneratively designed energy absorption element (spheroidal elastic bearing) integrated in the joint bearing, which is not explicitly shown in Figure 1. The force flow then continues from the joint bearing 30 or joint pin 31 to the second joint head 25 designed as a joint eye at the front end section 22 of the second articulated arm 20 and finally via the destructive energy absorption element integrated in the car body-side end section of the second articulated arm 20 to the base plate 4 of the second car body (not explicitly shown).The two deformation tubes 13a and 23a are designed in such a way that when an amount of energy that can be transferred through the force flow via the respective deformation tubes 13a and 23a is exceeded, a plastic deformation of the respective elements takes place, so that as a result of the interaction of the end regions of the joint fork or joint eye with the deformation tubes, the base plates 2 and 4 of the respective car bodies are displaced relative to one another in the longitudinal direction of the joint arrangement 1. As a result of the plastic deformation of the deformation tubes 13a and 23a, at least part of the transferred amount of energy is absorbed by the respective energy absorption elements and converted into deformation work and heat, and thus dissipated. The shortening of the first and second articulated arms 10 and 20 caused by the plastic deformation of the respective deformation tubes 13a and 23a has the direct consequence that the end faces of the respective car bodies orthe associated base plates 2 and 4 of the respective car bodies are displaced relative to one another in the longitudinal direction of the joint arrangement. The maximum amount of displacement caused by energy absorption is referred to herein as the "longitudinal stroke" or "stroke". In the joint arrangement shown in Figure 1, the total stroke occurring during energy absorption is composed of the individual longitudinal strokes of the respective destructively designed energy absorption elements 13 and 23 integrated in the first and second articulated arms 10 and 20, respectively, and the individual longitudinal stroke of the regeneratively designed energy absorption element (elastomer element) provided in the joint bearing 30. After exhaustion of the total longitudinal stroke provided for energy absorption, i.e.After the operating load of all the energy absorption devices integrated in the joint arrangement - the regeneratively designed energy absorption element in the articulated bearing and the destructively designed energy absorption elements in the articulated arms - has been exhausted, the force flow to be transmitted between the adjacent car bodies must be transferred directly via the respective base plates 2 and 4, whereby only a predeterminable maximum force flow may be transmitted via the articulated connection formed by the articulated arms 10 and 20 and the articulated bearing, so that a predictable and, in particular, predefined sequence of events can be achieved in the event of a crash. The design of the joint arrangement with destructively designed energy absorption elements, as described in Figure 1, requires appropriate installation space to ensure a predefined total longitudinal stroke of a specific size in the axial direction.Furthermore, in the event of a trigger, the actual possible stroke for the movement of the individual articulated arms relative to the base plates is severely limited by the arrangement and design of the driver element with corresponding stop surfaces for interaction with corresponding surface areas on the respective base plates.

[0012] The object of the invention is to further develop a joint arrangement in such a way that in the event of a crash, ie when a predefined permissible operating load, in particular impact force, is exceeded, a maximum energy absorption can be achieved with a pre-determined sequence of events, wherein the greatest possible total stroke within the joint arrangement is to be provided while at the same time the available installation space for the joint arrangement is minimal.

[0013] The object is achieved according to the invention by an embodiment according to the independent claim. Further advantageous embodiments of the present invention can be found in the subclaims.

[0014] A joint arrangement for the articulated connection of two adjacent car bodies of a rail vehicle comprises a first articulated arm having a car body-side end region connected or connectable to a base plate of a first car body, and an opposite front end region with a first joint head. The joint arrangement further comprises a second articulated arm having a car body-side end region connected or connectable to a base plate of a second car body, and an opposite front end region with a second joint head that is at least partially complementary to the first joint head, in order to be articulatedly connected to the first joint head. For the articulated connection of the first and second joint heads in a joint plane, a joint bearing with a joint pin is provided, wherein the joint pin forms a common pivot axis for the joint arrangement.The joint bearing has bearing shells for supporting the pivot pin on both sides. At least one energy-absorbing device is provided in the joint arrangement, comprising at least one destructive energy-absorbing element assigned to one of the joint arms. The joint arrangement has a driver element connected to one of the joint arms. This has a first end region which, in the installed position on the vehicle, can be brought into operative connection with a chassis or bogie arranged below the joint arrangement, and a second end region via which the driver element is connected to the first articulated arm. The driver element, in the first end region in the installed position, is characterized by a driver axis oriented perpendicular to the longitudinal axis, which axis coincides with a center axis of a receiving device provided on the chassis or bogie, particularly when the driver element interacts with the chassis or bogie.The first and second end regions of the driver element are offset from one another in the axial direction and the longitudinal direction of the joint assembly, respectively. The driver element is offset between the first and second end regions, forming a free space between the driver element and the outer circumference of the joint assembly.

[0015] In other words, the connecting area between the first and second end areas of the driver element is designed or shaped in such a way that a free space extending in the longitudinal direction of the joint arrangement in the installed position is formed between the outer contour of the driver element and the outer circumference of the articulated arms and the spherical plain bearing. The connecting area, or the outer circumference formed by it, on the side facing the second base plate extends over a partial area at a distance from the joint forks and spherical plain bearing.

[0016] The term driver element here refers to a driver. This can be designed integrally or in multiple parts. The offset design of the driver element according to the invention, with the provision of a distance from the outer circumference of the joint arrangement that describes a free space, allows the relative movement of the coupled articulated arms with respect to the base plate assigned to the second articulated arm, while accommodating components arranged around the outer circumference of the articulated arms and their connections to the respective base plates. In particular, the free space thus created above the first end region of the driver element offers the possibility of accommodating the partial region of the base plate lying below the axis of the second articulated arm, so that the driver element connected to the first articulated arm can be moved considerably further in the longitudinal direction of the joint arrangement than in designs from the prior art, thus enabling a greater overall stroke.This is particularly the case when the outer circumference of the spherical bearings and articulated arms is designed and dimensioned to move through the base plate, particularly the through-hole provided for supporting the respective articulated arm. In the known designs with a coplanar arrangement of the first and second end regions without any offset, the maximum stroke is limited if the permissible load is exceeded, at the latest, by the interaction of the stop surfaces on the driver element with the base plate.

[0017] The cranked design also allows the connection area of ​​the driver to the articulated arm to be designed more freely. This no longer necessarily has to be in the area of ​​the spherical bearing.

[0018] The distance between the driver element and the outer circumference of the joint arrangement, which describes a free space to the outer circumference of the joint arrangement, viewed in the longitudinal direction, is preferably selected and designed such that the driver element connected to the first articulated arm is suitable for moving into the area of ​​the vertical plane described by the base plate and beyond when a predefined maximum impact load is exceeded and the relative movement of the articulated arms connected to one another with respect to the base plate connected to the second articulated arm is exceeded.This design offers the advantage of a possible relative movement of an articulated arm connected to the driver element relative to the base plate of the articulated arm connected to it in such a way that the entire articulated bearing and also parts of the first articulated arm move through it in order to achieve a significantly longer stroke and use of more energy absorption to reduce this energy input in deformation work than with conventional solutions.

[0019] This design is particularly advantageous in combination with an energy absorption device in the joint arrangement, in which one of the joint arms, in particular the second joint arm, is provided with a destructive

[0020] Energy absorption element in the form of a deformation tube is assigned. According to a first particularly advantageous embodiment with destructive

[0021] As an energy absorption element, the deformation tube is mounted on one side in its joint-side end region at least indirectly on the base plate assigned to the second articulated arm, extending in the direction away from the joint bearing. The deformation tube is freely cantilevered. The second articulated arm has, in its car body-side end region, a first bearing section for at least indirectly supporting the base plate and a guide section arranged downstream of this when viewed in this direction. In the installed position, the guide section projects at least partially into the deformation tube and rests on the inner surface of the deformation tube, with an expansion section being provided between the bearing section and the guide section, which interacts with the deformation tube when a maximum permissible impact load is exceeded, expanding and thus dissipating impact energy.In this case, the second articulated arm and the spherical bearing connected to it are immersed at least partially, preferably completely, into the deformation tube and are guided via the guide section on its inner circumference, wherein, with the movement in this direction, the guide section on the second articulated arm leads the widened section arranged between it and the bearing section. Depending on the design and position of the offset on the driver element and thus the free space thus formed between the spherical bearing and the driver element, either only the second articulated arm can be immersed through the base plate into the deformation tube, or the second articulated arm can be immersed together with at least a portion of the spherical bearing or even a portion of the first articulated arm.Preferably, the movement is determined by a design and dimensioning of the outer peripheral surfaces of the articulated arms and the spherical bearing in such a way that a surface area is provided for interaction with a stop on or in the base plate.

[0022] In a particularly advantageous development, the carrier element, first articulated arm, and base plate are formed integrally. This creates a division into a rigid articulated arm and an articulated arm designed for destructive energy absorption. The offset design of the carrier element allows for better separation of the car body loads from the articulated loads, allowing for a more cost-effective and lightweight design of the individual components.

[0023] In order to ensure the best possible stiffening and stabilizing effect and thus also protection against climbing in the event of a crash by the possibility of at least partial, preferably complete immersion of the spherical bearing in the deformation tube, the driver element is designed and configured in such a way that the driver axis that can be described by the first end region for interaction with a chassis or bogie lies in a plane that can be described by the bearing axis of the spherical bearing and a perpendicular to this and to the longitudinal direction of the joint arrangement, in particular the extension of which intersects the pivot axis.

[0024] If stiffening of the joint arrangement is not desired, the driver element is designed and configured such that the driver axis defining the first end region for interaction with a chassis or bogie is offset from a plane defined by the pivot axis of the spherical plain bearing and a perpendicular to this and the longitudinal direction, in particular its extension is offset from the pivot axis. In this case, in the event of a crash, the spherical plain bearing does not fully engage the deformation tube, or in the case of a particularly shortened design of the first articulated arm and connection of the first end region of the driver element in the area of ​​the joint head, does not engage at all. The distance between the base plates achievable by shortening when the permissible operating load is exceeded then corresponds to the dimensions of the first articulated arm.

[0025] There are a variety of design options for the combination with a destructive energy absorption element. A first, particularly advantageous, design with a freely cantilevered deformation tube has already been mentioned. In this case, the deformation tube has a first section at its joint-side end section that is firmly connected to the bearing section of the articulated arm. This first section has a second, larger cross-section than a second section located further towards the car body-side end region of the deformation tube (freely cantilevered end region of the deformation tube). The articulated arm is braced in the region of its bearing section between the base plate and this section of the deformation tube located further towards the car body-side end region, and in the region of the guide section it rests against the inner surface of this section of the deformation tube located further towards the car body-side end region.This section of the deformation tube, which is arranged further towards the car body side, forms at least the area of ​​the deformation tube that is theoretically available for expansion in the event of a crash and an adjoining guide area for the articulated arm, which in this case is movable relative to the base plate.

[0026] The guide section of the articulated arm projects at least partially into this section of the deformation tube which lies further towards the end region on the car body side, the cross section of which is smaller before the energy absorption device is activated compared to the cross section of the deformation tube in the first section in the articulated end region. Since, on the one hand, the guide section of the articulated arm rests on the inner surface of the section which lies further towards the end region on the car body side and which has not (yet) expanded before the energy absorption device is activated, when the energy absorption device is activated, i.e. when the articulated arm moves towards the base plate which can be connected to the car body relative to the base plate, the guide section of the articulated arm runs along the surface of the not yet expanded cross section of the section which lies further towards the end region on the car body side, thus providing axial guidance.This guide prevents unwanted tilting of the deformation tube during deformation, so that plastic deformation, in particular expansion of the deformation tube, proceeds in a predictable and defined manner. The leading guide during expansion prevents uncontrolled buckling of the deformation tube. The length of the deformation tube does not necessarily have to be dimensioned such that the guide section of the articulated arm is provided until the end position of the spherical bearing is reached when the permissible operating load is exceeded. Due to the cantilevered connection of the deformation tube, the guide section can also move out of it, whereby the full length of the deformation tube is still used for energy absorption.

[0027] In a first embodiment, the widening of the deformation tube outside the first section provided in the joint-side end area for connection to the base plate is achieved by the shaping caused by the cross-sectional difference between the bearing section and the guide section on the articulated arm in the car body-side end area, in that the transition area interacts directly with the inner circumference or the inner surface of the deformation tube and thus widens the section adjoining the first section firmly connected to the base plate and intended for deformation, further towards the car body-side end area of ​​the deformation tube, during the movement in this direction, wherein during this movement the guide section on the articulated arm in the section in the deformation tube further towards the car body-side end area always leads the widening.The bearing section and the guide section in the car body-side end region of the articulated arm are integrally constructed, and the transition region between the bearing section and the guide section on the articulated arm is preferably conical, forming at least one conical surface for interacting with the inner circumference of the deformation tube. The completely integral design of the bearing section, guide section, and joint head, i.e., the entire articulated arm and the transition region for providing a surface interacting with the inner surface of the deformation tube, offers the advantage of a very compact structural unit with a high degree of functional concentration of the individual components.

[0028] In a further refinement of the first embodiment of the destructive energy dissipation device, the bearing section and the guide section of the car body-side end region of the articulated arm can be designed integrally, with a separate conical ring being provided for interaction with the inner circumference of the deformation tube, which is connected to the bearing section and the guide section, forming the expansion section on the articulated arm. The connection can be realized, in particular, by force or form locking. This solution with a separate conical ring offers the advantage that, with regard to the design of the car body-side end region, standardized articulated arms can be designed. These can be combined with conical rings equipped with differently designed conical ring surfaces and can thus additionally influence the expansion process.

[0029] In an alternative embodiment to the integral formation of the bearing section and guide section on the articulated arm, the articulated arm can also be formed in multiple parts in its end region on the car body side, with the individual components being connected to one another or coupled in a force-transmitting manner. According to a first variant of this alternative embodiment, the bearing section and guide section of the end region of the articulated arm on the car body side are formed from separate components coupled to one another and arranged coaxially to one another, in particular a bearing component integrally formed with the joint head and a guide component. A conical ring forming the widening section is provided for interacting with the inner circumference of the deformation tube, which conical ring is formed integrally with the bearing component or the guide component.

[0030] According to a second of these alternative embodiments, the bearing section and guide section of the car body-side end region of the articulated arm are formed by separate components coupled to one another and arranged coaxially with one another, in particular a bearing component integrally formed with the joint head and a guide component. A conical ring forming the widening section is provided for interacting with the inner circumference of the deformation tube, which is connected to the bearing component or the guide component in a force-locking or form-locking manner. In this second case, the separate provision of the conical ring offers the same advantages as separate provision with an integral design of the bearing section and guide section.

[0031] In all of the aforementioned designs, in a particularly advantageous embodiment, the articulated arm is clamped between the base plate and the section of the deformation tube located further toward the car body end area and forming the deformation section via the conical ring or conical surface, ensuring zero play. This provides a simple force-transmitting connection between the articulated arm and its car body end area, or mounting it in the base plate.

[0032] The articulated arm is clamped between the base plate and the deformation tube and the deformation tube is designed in such a way that when a pre-determined operating load is exceeded, the articulated arm moves in the direction of the end area of ​​the deformation tube on the car body side and, in the process, plastically deforms the section of the deformation tube lying further in the direction of the end area on the car body side, expanding its cross-section.

[0033] According to a second embodiment of the energy absorption device with at least one destructive energy absorption element in the form of a deformation tube assigned to the articulated arms, this is clamped between a conical ring coupled to the car body-side end region of the articulated arm and an end plate connected to the base plate via fastening devices.

[0034] To limit the stroke and divert the forces in the event of a crash into the car body directly via the corresponding base plate, this has a stop for a surface area provided on the pivot bearing or one of the articulated arms in an area between the pivot head and the respective base plate. This can be formed on the base plate or by a separate component connected to the base plate. Depending on the design and geometric shape of the joint arrangement, the base plate forms a stop for a surface area in the event of relative movement to it, which is provided either a) on the articulated arm mounted in it or b) the pivot bearing or c) the articulated arm articulated to the articulated arm mounted in this base plate in an area between the pivot head and the base plate connected to the other articulated arm.Variants b) and c) require, under the condition of an appropriate design with regard to the outer circumference of the articulated arms up to the respective surface area for interaction with the stop on the front plate, the at least partial immersion of the spherical bearing and / or the other articulated arm into the deformation tube and thus allow particularly large strokes.

[0035] Preferably, the first joint head is designed as a joint fork, and the second joint head of the spherical plain bearing is designed as a joint eye. This alternative design is also possible with appropriate configuration.

[0036] Regenerative energy absorption is preferably provided in all designs of the spherical bearing.

[0037] The invention is explained below with reference to the figures. The figures show in detail: Figure 1 shows an embodiment of a joint arrangement according to the prior art; Figure 2 shows a first advantageous embodiment of an inventive

[0038] Joint arrangement in perspective view;

[0039] Figure 3 shows the installation of a joint arrangement according to Figure 2 in a

[0040] Rail vehicle:

[0041] Figure 4 is a sectional view of an embodiment according to Figure 2 in a plane defined by the joint axis and the longitudinal direction of the joint arrangement in the unloaded state;

[0042] Figure 5 shows an embodiment according to Figure 2 after the energy absorption device has been activated, in a section in a plane which can be described by the joint axis and the longitudinal direction of the joint arrangement;

[0043] Figure 6a shows a second advantageous embodiment of an inventive

[0044] Joint arrangement in perspective view;

[0045] Figure 6b shows an embodiment according to Figure 6a after the

[0046] Energy consumption device.

[0047] Figure 2 illustrates a first advantageous embodiment of a joint arrangement 1 according to the invention. Figure 3 shows a simplified schematic representation of the integration of such a joint arrangement 1 in a rail vehicle 3, in particular for connecting two carriages 26 and 27 arranged one behind the other. To clarify the individual directions, a coordinate system is applied to the joint arrangement 1 as an example. The X direction describes the longitudinal direction, which in the installed position of the joint arrangement 1 coincides with the longitudinal direction of the rail vehicle and in particular with the axes of the articulated arms which are coaxial in the undeflected state. This is designated L. The Y direction describes the width direction, i.e. transverse to the longitudinal direction, and the Z direction describes the height direction.

[0048] The directions also apply to the other figures. The joint arrangement 1 comprises a first articulated arm 10 and a second articulated arm 20. A car body-side end region 11 of the first articulated arm 10 is connected or connectable to a base plate 2 of a first car body 6, while a front end region 12 of the first articulated arm 10, opposite the car body-side end region of the articulated arm 10, is provided with a first joint head 15. Similarly, the second articulated arm 20 has a car body-side end region 21 connected or connectable to a base plate 4 of a second car body 7, as well as an opposite front end region 22 with a second joint head 25 that is at least partially complementary to the first joint head 15. The first joint head 15 of the first articulated arm 10 is designed as a joint fork and the second joint head 25 of the second articulated arm 20 is designed as a joint eye.Of course, other embodiments are also conceivable. The first joint head 15 of the first articulated arm 10 and the second joint head 25 of the second articulated arm 20 are articulated to one another via a joint bearing 30. For this purpose, the joint bearing 30 has a joint pin 31 which defines the bearing axis Z, which functions as the pivot axis for the joint arrangement 1. The joint pin 31 of the joint bearing 30 is designed as a horizontally extending bolt perpendicular to the longitudinal direction of the joint arrangement 1. The joint bearing 30 also has bearing shells 32 on both sides of the joint heads 15, 25 in order to support the joint pin 31 of the joint bearing 30 on both sides. In the embodiment shown in Figure 2, the bearing shells 32 are formed directly by the first articulated arm 10, in particular the front end section 12 of the first articulated arm. The front end area 12 is designed as a split joint fork.The division preferably occurs in a horizontal plane defined by the X and Y directions. Other configurations are also conceivable, with the one shown in Figure 2 allowing for a particularly compact design.

[0049] The first articulated arm 10 is directly connected to the base plate 2, preferably formed as an integral component therewith. Furthermore, the first articulated arm 10 also comprises a driver element 50, wherein a first end region 51 of the driver element 50 can be brought into operative connection with a chassis (not shown in Figure 2, but shown in Figure 3) to be arranged below the joint arrangement 1, in particular the bogie 5 of the rail vehicle 3.

[0050] The second end region 52, facing away from the first end region 51, is connected to the first articulated arm 10, specifically in the end region 11 on the car body side. According to a particularly advantageous embodiment shown in the figure, the base plate 2, articulated arm 10, and driver 50 are designed as an integral component. The driver 50 extends from the base plate 2 in a vertical direction in the installed position downwards to the bogie 5. The driver element 50 can be designed in various ways in the first end region 51 for interaction with a chassis or bogie 5; preferably, it is pin-shaped and characterized by a driver axis M or, if designed as a pin, a pin axis, which coincides with the center axis of a receiving area on the bogie 5 and is aligned perpendicular to the longitudinal direction of the joint arrangement 1.

[0051] In the embodiment according to Figure 2, the driver axis M preferably extends in a joint axis Z defined by the articulated bearing 30 and a plane perpendicular to this axis, which can be described vertically and perpendicular to the longitudinal direction. Preferably, the driver axis M extends through a joint point G defined by the joint axis Z and the longitudinal direction, in particular by the intersection point of the articulated arms 10, 20 coupled via the bearing axis.

[0052] According to the invention, the two end regions 51 and 52 are offset from one another, viewed in the longitudinal direction of the joint arrangement 1. The driver element 50 is connected in the second end region 52 to the car body-side end region 11 of the first articulated arm 10; preferably, the connection is made in the region of the connection of the first articulated arm 10 to the base plate 2. This results in a cranked shape of the driver element 50 due to the offset between the connection region of the second end region 52 on the first articulated arm 10 and the first end region 51 forming a driver region. The cranked configuration is achieved by forming a clearance 53 between the driver element 50 and the articulated arms 10, 20 and the pivot bearing 30 in the circumferential direction.The free space extends longitudinally over a portion of the length of the joint bearing 30 and the second joint arm 20, and vertically essentially from the outer circumference of the joint arrangement in this length. In the configuration shown in Figure 2, the second end region 52 is connected to the end region 12 of the joint arm 10 at a distance from the end region 12 of the joint arm 10 and thus outside the joint bearing 30.

[0053] Particularly advantageously, the driver element 50, the first articulated arm 10 and the base plate 2 are formed integrally and thus form a rigid articulated part with regard to the connection to the car body of the car 26.

[0054] The design according to Figures 2 and 3 is characterized in that an energy absorption device 6 is provided only on one side of the joint arrangement 1. This is provided here in the connection 7 between the second articulated arm 20 and the second base plate 4 and comprises a deformation tube 8, which is at least indirectly mounted on one side in the base plate 4, in particular is firmly connected to it and is oriented so as to project freely from the base plate 2 in the direction of the car body and thus away from the joint bearing 31. The structure of the energy absorption device 6 is shown in detail in a sectional view for the design according to Figure 2 in Figure 4.

[0055] For this purpose, the deformation tube 8 is supported with its joint-side end region 16 on one side and at least indirectly on the base plate 4 assigned to the second articulated arm 20, extending in the direction away from the joint bearing 30. In the illustrated case, the deformation tube 8 is clamped between two partial plates of the base plate 4. The second articulated arm 20 has, in its car body-side end region 21, a first bearing section 24 for at least indirect support on the base plate 4 and a guide section 28, which projects at least partially into the deformation tube 8 and bears against the inner surface 9 of the deformation tube 8.The deformation tube 8 has, at its joint-side end region 16, a section 17 which is firmly connected to the bearing section 24 of the articulated arm 20 and which has a larger cross-section than a section 18 lying further in the direction of the car body-side end region 19 of the deformation tube 8, wherein the articulated arm 20 is braced in the region of its bearing section 24 between the base plate 4 and this section 18 of the deformation tube 8 lying further in the direction of the car body-side end region and in the region of the guide section 28 rests against the inner surface 9c of this section 18 of the deformation tube 8 lying further in the direction of the car body-side end region.The bearing section 24 and the guide section 28 of the car body-side end region 21 of the second articulated arm 20 are designed integrally and a transition region 29 between the bearing section 24 and the guide section 28 on the articulated arm 20 is conical, forming at least one conical surface 33 for interaction with the inner circumference 9 of the deformation tube 8.

[0056] Figure 5 shows the joint arrangement 1 according to Figure 2 after a crash. This shows the immersion of a portion of the rigid articulated arm 10 into the deformation tube 8, with the immersion here extending into the region of the pivot bearing 30. This is possible because the dimensions describing the outer circumference of the articulated arms 10 and 20 and of the pivot bearing 30 up to the stop 40 in the installed state are selected to be smaller than those of the through-opening through the base plate 4, and furthermore, the free space 53 enables the lower end region of the base plate to be accommodated and thus moved away from underneath when the driver part 50 is displaced in the direction of the second base plate 4.From Figure 5 it can be seen that the immersion takes place up to a stop 40 on the base plate 4 in that a surface area 42 for interacting with this on the joint bearing 30, in particular the joint head 15 of the first articulated arm 10, comes to rest on the latter during movement relative to the base plate 4. Furthermore, the guidance of the guide section 28 in the car body-side end region of the second articulated arm 20 on the inner circumference 9 of the deformation tube 8 is still visible. The deformation tube 8 itself is widened by the immersion of the articulated arm 20 with the bearing section 24 into the section 18 lying further in the direction of the car body-side end region 19 of the deformation tube 8 in the areas in which it has come into operative connection with the bearing section 24, the wall being stiffened by the deformation.Compared to the design shown in Figure 2, the overall joint assembly 1 is shortened by the stroke possible due to the intended energy absorption. The longitudinal distance between the base plates 2 and 4 is reduced.

[0057] The design shown in Figures 2 to 5 with the arrangement of the driver axis M of the first end region 51 of the driver part 50 in the normal position in the installed position in the region of the vertical plane defined by the pin axis Z enables a joint arrangement with stiffening effect and climbing protection in the event of a crash,

[0058] Figure 6a, in contrast, shows a second embodiment in a view according to Figure 2 with anti-climbing protection. The only difference is the arrangement of the driver axis M of the first end region 51 relative to the articulation point G or the joint bearing plane with an offset thereto. The second partial region 52 of the driver part 50 is placed on the first articulated arm 10 in the region of the joint bearing 30, although this is displaced far in the direction of the end region of the first articulated arm 10 on the car body side. This results, with the same intended installation space, in a longitudinally extended design of the articulated arm 20, in particular of the joint head 25, which is designed as a fork eye and whose outer dimensions in the circumferential direction, i.e. cross-section up to the bearing part of the articulated arm, are dimensioned such that the joint head can at least partially immerse itself in the deformation tube 8 mounted on the base plate 4.Preferably, only the area directly mounted in the area of ​​the second base plate 4, in particular the bearing section, the downstream widened section, and the guide section in the car body-side end area of ​​the second articulated arm 20 are equipped with a cylindrical profile. Due to the direct connection of the second end area 52 of the driver element 50 in the area of ​​the articulated bearing 30 or the joint head 15 on the first articulated arm 10 and the offset of the driver axis M of the first end area 51 relative to the latter in an area between the articulated bearing plane and the second base plate 4, the first end area of ​​the driver element 50 can be moved in the longitudinal direction of the joint arrangement 1 up to behind the second base plate 4, but immersion of the articulated bearing 30 into the deformation tube 8 is not possible.Therefore, either a stop provided on the second articulated arm 20 or at the latest the joint bearing 30 on the second base plate 4 comes to a stop.

[0059] Figure 6b shows the position in the event of a crash, which is characterized by the fact that, due to the direct connection of the driver element 50 to the spherical bearing area 30, the two base plates 2 and 4 are moved together to a distance defined by the extension of the spherical bearing 30 in the longitudinal direction.

[0060] In Figures 2 to 6, destructive energy absorption devices 6 are assigned to only one of the articulated arms, here the articulated arm 20. The integration of further destructive energy absorption into the first articulated arm is conceivable, but not shown.

[0061] List of reference symbols

[0062] 1 joint arrangement

[0063] 2 Base plate of the first car body

[0064] 3 Rail vehicle

[0065] 4 Base plate of the second car body

[0066] 5 bogie

[0067] 6 Energy absorption device

[0068] 7 Connection of second articulated arm with second base plate

[0069] 8 Deformation tube

[0070] 9 inner circumference; surface

[0071] 9c Surface in section 18

[0072] 10 first articulated arm

[0073] 11 Car body end area of ​​the first articulated arm

[0074] 12 front end area of ​​the first articulated arm

[0075] 13 Energy absorption element in the first articulated arm

[0076] 13a Deformation tube

[0077] 13b Conical ring

[0078] 13c front plate

[0079] 15 first joint head

[0080] 16 joint-side end area deformation tube

[0081] 17 first section deformation tube

[0082] 18 second section further towards the car body end area of ​​the deformation tube

[0083] 19 Car body end area of ​​the deformation tube

[0084] 20 second articulated arm

[0085] 21 Car body end area of ​​the second articulated arm

[0086] 22 front end area of ​​the second articulated arm

[0087] 23 Energy absorption element

[0088] 23a Deformation tube

[0089] 23b Front plate 24 Bearing section

[0090] 25 second joint head

[0091] 26 cars

[0092] 27 cars

[0093] 28 Guide Section

[0094] 29 Transition area

[0095] 30 spherical bearings

[0096] 31 pivot pins

[0097] 32 joint shells

[0098] 33 Conical surface

[0099] 40 Stop on second base plate

[0100] 42 Surface area of ​​​​spherical bearing

[0101] 50 driver element

[0102] 51 first sub-area

[0103] 52 second sub-area

[0104] 53 open space

[0105] M driving axis

[0106] G Articulation point

[0107] Z bearing axis d1 distance stop base plate second car body and surface area 42

Claims

Claims: Articulated joint (1) for connecting two adjacent car bodies (26, 27) of a rail vehicle, wherein the articulated joint (1) comprises: a first articulated arm (10) which has a car body-side end region (11) connected or connectable to a base plate (2) of a first car body and an opposite end region (12) with a first articulating head (15); a second articulated arm (20) which has a car body-side end region (21) connected or connectable to a base plate (4) of a second car body and an opposite end region (22) with a second articulating head (25) which is at least partially complementary to the first articulating head (15);a articulated bearing (30) with a joint pin (31) for connecting the first and second joint heads (15, 25) in a joint plane, wherein the joint pin (31) forms a common bearing axis (Z) for the joint arrangement (1), and wherein the articulated bearing (30) has bearing shells (62) for supporting the joint pin (31) on both sides; at least one energy absorption device (6) integrated in the joint arrangement (1); - a drive element (50) connected to the first articulated arm (10) with a first end region (51) which can be brought into operative connection with a chassis, in particular a bogie, to be arranged below the articulated arrangement (1) and a second end region (52) via which the drive element (50) is connected to the first articulated arm (10), wherein the drive element (50) in the first end region (51) in its installed position is characterized by a drive axis (M) oriented perpendicular to the longitudinal axis, which in particular when the drive element (50) interacts with the chassis or bogie coincides with a central axis of a receiving device for the drive element (50) provided thereon; characterized in this respect: that the first and second end regions (51, 52) of the drive element (50) are arranged offset from each other in the axial direction or in the longitudinal direction of the joint arrangement (1) and the drive element (50) is cranked between the first and second end regions (51, 52) forming a gap (53) between the drive element (50) and the outer circumference of the joint arrangement (1).

2. Joint arrangement (1 ) according to claim 1 , characterized in that the distance between the drive element (50) and the outer circumference of the joint arrangement (1 ) describing a free space (53) to the outer circumference of the joint arrangement (1 ) is selected and designed in such a way that the drive element (50) connected to the first joint arm (10) is suitable to move with its first end region (51 ) into the region of the vertical plane describable by the base plate (4) and beyond when a predefined operating load is exceeded in the longitudinal direction during relative movement of the joint arms (10, 20) connected to each other articulated relative to the base plate (4).

3. Joint arrangement (1 ) according to claim 1 or 2, characterized in that the second end region (52) of the drive element (50) is connected to the car body-side end region (11 ) of the first articulated arm (10), 4. Joint arrangement (1 ) according to one of claims 1 to 3, characterized in that the drive element, (50) the first joint arm (10) and the base plate (2) associated with the first joint arm (10) are integrally formed.

5. Joint arrangement (1) according to one of claims 1 to 4, characterized in that the drive element (50) is designed and configured such that the first end region (51) is designed to interact The drive axis (M), which can be described by a chassis or bogie, lies in a plane described by the bearing axis (Z) of the articulated bearing (30) and a perpendicular to this and to the longitudinal direction (L), in particular the extension of which intersects the bearing axis (Z). Articulated joint (1) according to one of claims 1 to 4, characterized in that the drive element (50) is designed and configured such that the drive axis (M), which can be described by the first end region (51) for interaction with a chassis or bogie, lies offset from a plane described by the bearing axis (Z) of the articulated bearing (30) and a perpendicular to this and to the longitudinal direction, in particular the extension of which runs offset from the bearing axis (Z).Joint arrangement (1 ) according to one of claims 1 to 6, characterized in that the second joint arm (20) has in its car body-side end region (21 ) a bearing section (24) for at least indirect support on the base plate (4), in particular for support in a through-opening on the base plate (4) and at least joint bearing (30) and second joint arm (20) are characterized in the longitudinal direction from the joint bearing (30) to the bearing section (24) by an outer circumference in the circumferential direction which is smaller than that of the bearing section (24) of the second joint arm (20). Joint arrangement (1 ) according to one of claims 1 to 7, characterized in that the at least one energy absorption device (6) integrated in the joint arrangement (1 ) comprises at least one destructive energy absorption element in the form of a deformation tube (8) associated with the second joint arm (20) with a joint-side end region (16) and a car body-side end region (19).Joint arrangement (1 ) according to claim 8. characterized in that the deformation tube (8) with its articulating end region (16) is supported on one side and at least indirectly on the base plate (4) associated with the second articulating arm (20), extending freely cantilevered away from the articulating bearing (30) and the second articulating arm (20) has in its car body-side end region a first bearing section (24) for at least indirect support on the base plate (4) and a guide section (28) downstream of this in the direction of the end region, which projects at least partially into the deformation tube (8) and bears against the inner surface (9) of the deformation tube (8), wherein an expansion section is provided between bearing section (24) and guide section (28), which interacts with the inner circumference (9) of the deformation tube (8).Joint arrangement (1) according to claim 9, characterized in that the deformation tube (8) has at its joint-side end section (16) a section that can be connected or clamped to the bearing section (24) of the second joint arm (2), which has a larger cross-section compared to a section located further towards the car body-side end region (19) of the deformation tube, wherein the second joint arm (20) is clamped in the area of ​​its bearing section (24) between the base plate (4) and this section located further towards the car body-side end region (19) of the deformation tube (8) and in the area of ​​the guide section (28) rests against the inner surface (9) of this section of the deformation tube (8) located further towards the car body-side end region (19).Joint arrangement (1 ) according to one of claims 9 or 10, characterized in that the bearing section (24) and the guide section (28) of the car body-side end region (21 ) of the second joint arm (20) are integrally designed and the transition region (29) between bearing section (24) and guide section (28) on the joint arm. (20) is designed as a widening section conically forming at least one conical surface (33) for interaction with the inner circumference (9) of the deformation tube (8).

12. Joint arrangement (1 ) according to one of claims 9 or 10, characterized in that the bearing section (24) and the guide section (28) of the car body-side end region (21 ) of the second joint arm (20) are integrally designed and a conical ring is provided for forming the expansion section for interaction with the inner circumference (9) of the deformation tube (8), which is connected to the bearing section (24) and to the guide section (28) of the second joint arm (20).

13. Joint arrangement (1) according to one of claims 9 or 10, characterized in that the bearing section (24) and the guide section (28) of the car body-side end region (21) of the second joint arm (20) are formed of interconnected and coaxially arranged separate components - a bearing component integrally formed with the joint head (25) and a guide component - and a conical ring forming the expansion section is provided for interaction with the inner circumference (9) of the deformation tube (8), which in a first embodiment is integrally formed with the bearing component or the guide component or in a second embodiment is force-fit or form-fit connected to the bearing component or the guide component.

14. Joint arrangement (1) according to one of claims 9 to 13, characterized in that the second joint arm (20) is clamped without play between the base plate (4) and the section of the deformation tube (8) which lies further towards the end area (19) on the side of the car body via the conical ring or the conical surface.

15. Joint arrangement (1) according to any one of claims 9 to 14, characterized in that the second articulated arm (20) is clamped between the base plate (4) and the deformation tube (8) and the deformation tube (8) is designed such that when a predetermined operating load is exceeded, the second articulated arm (20) moves in the direction of the car body end region (19) of the deformation tube (8) and plastically deforms the section of the deformation tube (8) lying further in the direction of the car body end region (19) by means of the widening section, thereby expanding the cross-section.

16. Joint arrangement (1 ) according to claim 8, characterized in that the deformation tube is clamped between an annular element having a conical surface forming a widening section and cooperating with the car body-side end region of the wide joint arm and an end plate clamped to the base plate via fastening elements.

17. Joint arrangement (1) according to one of the preceding claims, characterized in that at least one of the base plates (2, 4) forms or has a stop for a surface area during relative movement of the interconnected joint arms (10, 20) when a predetermined operating load is exceeded relative to the base plate (2, 4), which is provided either d) on the joint arm (10, 20) mounted in this base plate or e) on the joint bearing (30) or f) on the joint arm (10) articulatedly connected to the joint arm (20) mounted in this base plate (4) in an area between the joint head (15) and the base plate (2).

18. Joint arrangement (1) according to one of the preceding claims, characterized in that the first joint head (15) is designed as a joint fork and the second joint head (25) of the joint bearing (30) is designed as a joint eye.

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