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] The invention relates to a joint arrangement for connecting two adjacent car bodies of a track-guided vehicle, specifically with the features from the preamble of claim 1.

[0002] The invention 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 in particular has a pivot pin which forms a common pivot axis for the joint arrangement. This pivot pin is preferably supported on both sides by bearing shells of the joint arrangement. The first articulated arm has a car body-side end region connected or connectable to a base plate of a first car body and an opposing end region with a first joint head, while the second articulated arm has a car body-side end region connected to a base plate of a second car body and an opposing end region with a second joint head that is at least partially complementary to the first joint head.

[0003] Joint arrangements are known in a variety of designs from the prior art. Reference is made, by way of example, to publications EP 1884 434 B1, DE 201 21 562 U1 and WO 2020 / 035196 A1. A permanent structural connection between two railway vehicle subassemblies is also known from EP 3 626 573 B1.

[0004] WO 2005 / 023619 A1 discloses a modular joint design with the aim of ensuring the joint connection remains permanent and the connecting component for mounting on the vehicle is detachable.

[0005] Joint connections designed as spheroidal elastic joints absorb the longitudinal forces, transverse forces and vertical forces occurring between the adjacent car bodies during the movement of the multi-section rail vehicle.

[0006] When designing a joint arrangement from a vehicle dynamics perspective, crash behavior must be considered in addition to the loads occurring during operation. It is important to note that the energy-absorbing element typically provided in or integrated into the joint bearing is a regeneratively designed energy-absorbing element, in particular an elastomer element, which serves solely to dampen the tensile and impact forces transmitted via the joint connection during normal driving. It is known that this regeneratively designed energy-absorbing element absorbs forces up to a defined level and transmits any forces exceeding this level undamped into the vehicle underframe or car body.While this regenerative shock absorber absorbs tensile and impact forces that occur between the individual car bodies during normal operation, it is insufficient to absorb all the energy generated when the operating load is exceeded, for example, when the vehicle collides with an obstacle or brakes abruptly. Therefore, in the event of a crash, additional shock absorbers, particularly destructive energy-absorbing elements, must be integrated into the overall vehicle energy absorption concept so that the impact energy can be absorbed directly in the articulation joint or the vehicle underframe. Otherwise, the car body would be subjected to extreme stresses and could potentially be damaged or even destroyed.In the case of rail vehicles, there is also a risk of the car body derailing in such a case.

[0007] To protect the vehicle underbody from damage during severe impacts, a destructively designed energy-absorbing element is frequently employed. This element is designed, for example, to activate only after the energy absorbed by the regeneratively designed energy-absorbing element (e.g., located in the articulated bearing) has been exhausted. It then absorbs and dissipates at least some of the energy transferred through the force flow via the energy-absorbing element. Deformation tubes are particularly suitable as destructively designed energy-absorbing elements. In these tubes, the impact energy is converted into deformation work and heat through a defined deformation (plastic deformation) of a section.

[0008] An energy-absorbing element based on the principle of a deformation tube is characterized by a defined response force without force peaks. According to known embodiments in the prior art, such deformation tubes are integrated into at least one of the articulated arms. An articulated arm with an integrated deformation tube can thus be understood as a functional force transmission unit, wherein the articulated arm is 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 rod end provided at the end face of the articulated arm. Both components are connected to each other in such a way 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 on the front of the articulated arm corresponds to the joint head. The end section of the articulated arm on the car body side is fundamentally connected to the so-called base plate of the car body, into which the forces transmitted by the articulated arms of the joint assembly are introduced, or from which the forces to be transmitted by the articulated arms of the joint assembly are transferred from the car body to the corresponding articulated arm.

[0009] The ball joint at the end face of the first articulated arm of a joint assembly can generally engage with a correspondingly complementary ball joint at the end face of the second articulated arm of an adjacent car body. During the transmission of tensile and impact forces, the force flows from the base plate of the first car body, via the energy-absorbing element (optionally integrated into the first articulated arm and preferably designed to be destructive), through the first ball joint to the second articulated arm, which is associated with the adjacent second car body. The second articulated arm can also be equipped with a destructively designed energy-absorbing element.It is also conceivable, however, that the second articulated arm only has a joint head at its end section facing the car body, while the end section facing the car body is essentially rigidly connected directly to the base plate of the second car body. By analogy, the first articulated arm could also be free of a destructive energy-absorbing element, with this element being assigned to the second articulated arm.

[0010] The Figure 1 Figure 1 shows an example of such a joint arrangement 1 known from the prior art, comprising a first articulated arm 10 and a second articulated arm 20. The joint arrangement 1 has a drive element 50, wherein a first end region 51 of the drive element 50 is operatively connected to a (in Figure 1The chassis (not shown) is to be arranged below the articulation assembly 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, is provided with a first articulating 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, and an opposite front end region 22 with a second articulating head 25 that is at least partially complementary to the first articulating head 15. For example, the first articulating head 15 of the first articulated arm 10 can be designed as a fork joint and the second articulating head 25 of the second articulated arm 20 as a hinge joint.Of course, other embodiments are also possible. The first rod end 15 of the first articulated arm 10 and the second rod end 25 of the second articulated arm 20 are articulated to each other via a spherical bearing 30. For this purpose, the spherical bearing 30 has a pivot pin 31, which defines the bearing axis Z, common to the joint arrangement 1 and acting as the pivot axis. The spherical bearing 30 also has bearing cups 32 on both sides of the rod ends 15, 25, in order to support the pivot pin 31 of the spherical bearing 30 on both sides.

[0011] The second end region 52, opposite the first end region 51 of the drive element 50, is connected to the bearing shells 32 arranged on both sides. The pivot pin 31 of the spherical bearing 30 is designed as a horizontally extending bolt 31 perpendicular to the longitudinal direction of the spherical assembly 1.

[0012] Furthermore, the joint arrangement 1 according to Figure 1Energy-absorbing devices in the form of destructively designed energy-absorbing elements 13a, 23a are integrated into the first and second articulated arms 10, 20 such that the force flow of the tensile and impact forces occurring during normal driving operation and to be transmitted by the articulation assembly 1 runs through the articulated arms 10, 20, the articulating bearing 30, the articulating pin 31, and the energy-absorbing elements 13a, 23a integrated into the respective articulated arms 10, 20 and the respective base plates 2, 4 into the car body. The deformation tube 13a or 23a is clamped between a conical ring (not shown) and a ring segment on the one hand, and an end plate 13b, 23b, which acts as a pressure plate, on the other. In this example, the end plate 13b is connected to the respective base plate 2, 4 by means of fastening elements, in particular screws.

[0013] In normal operation, the force flow from the first to the second car body during the transmission of tensile and impact forces runs via the base plate 2 of the first car body, the screws of the destructively designed energy-absorbing 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 articulating fork 15 to the articulating pin 31 and to the regeneratively designed energy-absorbing element (spheroidal elastic bearing) integrated in the articulating bearing, which in Figure 1The 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 end section 22 of the second joint arm 20, and finally via the destructive energy absorption element integrated in the car body end section of the second joint arm 20 to the base plate 4 of the (not explicitly shown) second car body. The two deformation tubes 13a and 23a are designed such that when an energy threshold that can be transmitted via the force flow through the respective deformation tubes 13a and 23a is exceeded, plastic deformation of the respective elements occurs, 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 each other 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 a portion of the transferred energy is absorbed by the respective energy-absorbing elements and converted into deformation work and heat, thus dissipating it. 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 directly results in the end faces of the respective car bodies, or the associated base plates 2 and 4 of the respective car bodies, shifting relative to each other in the longitudinal direction of the articulated arrangement. The magnitude of the maximum displacement caused by energy absorption is referred to here as the "longitudinal stroke" or "stroke". This is further explained by the following: Figure 1In the joint arrangement shown, the total stroke occurring during energy consumption is comprised of the individual longitudinal strokes of the respective destructively designed energy-absorbing elements 13 and 23 integrated in the first and second joint arms 10 and 20, respectively, and the individual longitudinal stroke of the regeneratively designed energy-absorbing element (elastomer element) provided in the joint bearing 30. After the total longitudinal stroke intended for energy consumption has been exhausted, i.e.,After the operating load of all energy-absorbing devices integrated in the joint arrangement – ​​the regeneratively designed energy-absorbing element in the joint bearing and the destructively designed energy-absorbing elements in the articulated arms – has been exhausted, the force flow to be transmitted between the adjacent car bodies must be transmitted directly via the respective base plates 2 and 4, whereby only a predetermined maximum force flow may be directed via the joint connection formed with the articulated arms 10 and 20 and the joint bearing, so that a predictable and, in particular, predefined sequence of events can be achieved in the event of a crash.

[0014] The formation of the joint arrangement with destructively designed energy-absorbing elements, as in Figure 1As described, a certain amount of installation space is required to guarantee a predefined total longitudinal stroke of a specific size in the axial direction. Furthermore, in the event of triggering, 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 drive element with corresponding stop surfaces for interaction with corresponding surface areas on the respective base plates.

[0015] The object of the invention is to further develop a joint arrangement in such a way that in the event of a crash, i.e., when a predefined permissible operating load, in particular impact force, is exceeded, maximum energy consumption can be achieved with a predetermined sequence of events, whereby the largest possible total stroke within the joint arrangement should be provided while simultaneously minimizing the available installation space for the joint arrangement.

[0016] The problem is solved according to the invention by an embodiment according to the independent claim. Further advantageous embodiments of the present invention are found in the dependent claims.

[0017] A joint assembly for connecting two adjacent car bodies of a rail vehicle comprises a first articulated arm, which has a car body-side end section connected or connectable to a base plate of the first car body and an opposing end section with a first articulating head. The joint assembly further comprises a second articulated arm, which has a car body-side end section connected or connectable to a base plate of the second car body and an opposing end section with a second articulating head that is at least partially complementary to the first articulating head, in order to be articulated with it. A articulated bearing with a pivot pin is provided for connecting the first and second articulating heads in a joint plane, the pivot pin forming a common pivot axis for the joint assembly.The articulated bearing has bearing shells for supporting the pivot pin on both sides. The articulated assembly includes at least one integrated energy-absorbing device, comprising at least one destructive energy-absorbing element assigned to one of the articulated arms. The articulated assembly has a drive element connected to one of the articulated arms. This drive element has a first end region which, in its installed position on the vehicle, can be brought into operative contact with a chassis or bogie located below the articulated assembly, and a second end region through which the drive element is connected to the first articulated arm. In its installed position, the drive element in the first end region is characterized by a drive axis oriented perpendicular to the longitudinal axis, which, particularly when the drive element interacts with the chassis or bogie, coincides with the center axis of a receiving device provided on the chassis or bogie.The first and second end regions of the drive element are offset from each other in the axial direction, i.e., in the longitudinal direction of the joint assembly. The drive element is cranked between the first and second end regions, creating a clearance between the drive element and the outer circumference of the joint assembly.

[0018] In other words, the connection area between the first and second end regions of the drive element is designed or shaped such that a clearance extending longitudinally along the joint assembly in its installed position is formed between the outer contour of the drive element and the outer circumference of the articulated arms and the articulated bearing. The connection area, or the outer circumference formed by it, on the side facing the second base plate, extends over a portion of its length at a distance from the articulated forks and articulated bearing.

[0019] The term "drive element" here refers to the drive mechanism. This can be integral or multi-part.

[0020] The cranked design of the drive element according to the invention, providing a clearance from the outer circumference of the joint assembly, allows the relative movement of the coupled joint arms with respect to the base plate associated with the second joint arm, while accommodating components arranged around the outer circumference of the joint arms and their connections to the respective base plates. In particular, the clearance thus created above the first end region of the drive element allows for the accommodation of the portion of the base plate located below the axis of the second joint arm, so that the drive element connected to the first joint arm can be moved significantly further in the longitudinal direction of the joint assembly compared to prior art designs, thus enabling a greater overall stroke.This is particularly the case when articulated bearings and articulated arms are designed and dimensioned with respect to their outer circumference in such a way as to move through the base plate, especially through the through-opening provided for the support of the respective articulated arm. In known designs with the first and second end regions lying in one plane and free of any offset, the maximum stroke is limited, at the latest by the interaction of the stop surfaces on the drive element with the base plate, if the permissible load is exceeded.

[0021] The cranked design also allows for a freer design of the connection area of ​​the driver to the articulated arm; this no longer necessarily has to take place in the area of ​​the joint bearing.

[0022] The distance between the drive element and the outer circumference of the joint arrangement, which describes a free space to the outer circumference of the joint arrangement when viewed in the longitudinal direction, is preferably selected and designed such that the drive element connected to the first joint arm is suitable to move, when a predefined maximum impact load and relative movement of the joint arms connected to each other in a longitudinal direction with respect to the base plate connected to the second joint arm is exceeded, up to the area of ​​the vertical plane describable by the base plate and beyond.This design offers the advantage of a possible relative movement of a joint arm connected to the drive element with respect to the base plate of the joint arm connected to it, such that the entire joint bearing and also parts of the first joint arm move through it in order to achieve a significantly longer stroke and use more energy to reduce this energy input into deformation work than with conventional solutions.

[0023] This design is particularly advantageous when combined with an energy-absorbing device in the joint arrangement, in which one of the articulated arms, especially the second articulated arm, is assigned a destructive energy-absorbing element in the form of a deformation tube. According to a first particularly advantageous embodiment with a destructive energy-absorbing element, the deformation tube is supported at least indirectly on one side at its joint-side end region by the base plate assigned to the second articulated arm, extending away from the joint bearing. The deformation tube is cantilevered. The second articulated arm has, in its car body-side end region, a first bearing section for at least indirect support on the base plate and a guide section downstream of this in this direction.In its installed position, the guide section projects at least partially into the deformation tube and rests against the inner surface of the deformation tube. An expansion section is provided between the bearing section and the guide section. This expansion section interacts with the deformation tube when a maximum permissible impact load is exceeded, thereby expanding and dissipating impact energy. In this case, the second articulated arm and the articulated bearing connected to it at least partially, preferably completely, enter the deformation tube and are guided along its inner circumference by the guide section. During this movement, the guide section on the second articulated arm leads the expansion section located between it and the bearing section.Depending on the design and position of the offset on the drive element, and thus the resulting free space between the articulated bearing and the drive element, either only the second articulated arm can be drawn through the base plate into the deformation tube, or the second articulated arm can be drawn together with at least a portion of the articulated bearing, or even a portion of the first articulated arm. Preferably, the movement is determined by the design and dimensioning of the outer circumferential surfaces of the articulated arms and the articulated bearing such that a surface area is provided for interaction with a stop on or in the base plate.

[0024] According to the invention, the drive element, first articulated arm, and base plate are integrally formed. This results in a division into a rigid articulated arm and an articulated arm designed for destructive energy absorption. The cranked design of the drive element allows for better separation of the car body loads from the articulated loads, thus enabling a more economical and lighter design of the individual components.

[0025] In order to ensure the best possible stiffening and stabilizing effect, and thus also protection against climbing in the event of a crash, by allowing at least partial, preferably complete, immersion of the articulated bearing into the deformation tube, the drive element is designed and configured such that the drive axis, which can be described as the first end area for interaction with a chassis or bogie, lies in a plane defined by the bearing axis of the articulated 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.

[0026] If stiffening of the joint arrangement is not desired, the drive element is designed and configured such that the drive axis, which defines the first end region for interaction with a chassis or bogie, is offset from a plane defined by the pivot axis of the articulated bearing and a perpendicular to this axis and to the longitudinal direction; in particular, the extension of this plane is offset from the pivot axis. In this case, the articulated bearing does not fully, or, with a particularly shortened design of the first articulated arm and the connection of the first end region of the drive element in the area of ​​the rod end, does not enter the deformation tube at all in the event of a crash. The distance between the base plates achievable through shortening when the permissible operating load is exceeded then corresponds to the dimensions of the first articulated arm.

[0027] For the combination with a destructive energy absorption element, there are numerous possible designs. A particularly advantageous design with a freely cantilevered deformation tube has already been mentioned. In this design, the deformation tube has a first section at its articulated end that is rigidly connected to the bearing section of the articulated arm. This first section has a larger cross-section compared to a second, larger cross-section located further towards the car body end of the deformation tube (the freely cantilevered end of the deformation tube). The articulated arm is clamped in the area of ​​its bearing section between the base plate and this section of the deformation tube located further towards the car body end, and in the area of ​​the guide section, it rests against the inner surface of this section of the deformation tube located further towards the car body end.This section, located further towards the car body on the deformation tube, forms at least the theoretically available area of ​​the deformation tube for expansion in the event of a crash and a subsequent guide area for the articulated arm, which in this case is movable relative to the base plate.

[0028] The guide section of the articulated arm projects at least partially into this section of the deformation tube, which extends further towards the car body end area. Before the energy absorption device is activated, the cross-section of this section is smaller than that of the deformation tube in the first section at the articulated end area. Since the guide section of the articulated arm rests against the inner surface of the section extending further towards the car body end area (which is not yet expanded before the energy absorption device is activated), when the energy absorption device is activated—that is, when the articulated arm moves towards the base plate that can be connected to the car body—the guide section of the articulated arm runs along the surface of the still-unexpanded cross-section of the section extending further towards the car body end area, thus providing axial guidance.This guide prevents unwanted tilting of the deformation tube during deformation, ensuring that the plastic deformation, particularly the expansion of the deformation tube, proceeds predictably and in a 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 to provide guidance across the guide section of the articulated arm until the end position of the articulated bearing is reached when the permissible operating load is exceeded. Due to the freely cantilevered connection of the deformation tube, the guide section can also move beyond it, while the full length of the deformation tube is still utilized for energy absorption.

[0029] In a first embodiment, the widening of the deformation tube outside the first section, which is intended for connection to the base plate at the articulated end, is achieved by the shaping between the bearing section and the guide section on the articulated arm at the car body end, caused by the difference in cross-section. This is accomplished by the transition area interacting directly with the inner circumference or surface of the deformation tube. Thus, during movement towards the car body end, the section of the deformation tube that adjoins the first section rigidly connected to the base plate and is intended for deformation, widens in that direction. During this movement, the guide section on the articulated arm in the section of the deformation tube further towards the car body end always precedes the widening.The bearing section and the guide section in the car body-side end region of the articulated arm are integrally designed, and the transition area between the bearing section and the guide section on the articulated arm is preferably conical, forming at least one conical surface for interaction with the inner circumference of the deformation tube. The fully integral design of the bearing section, the guide section, and the rod end—that is, of the entire articulated arm and the transition area—provides a surface interacting with the inner surface of the deformation tube, offering the advantage of a very compact assembly with a high degree of functional concentration among the individual components.

[0030] In a further embodiment of the first version of the destructive energy-absorbing device, the bearing section and the guide section of the car body-side end region of the articulated arm can be integrally designed, with a separate conical ring for interaction with the inner circumference of the deformation tube. This ring connects to the guide section after the bearing section and forms the expansion section on the articulated arm. The connection can be achieved, in particular, by force-fit or positive locking. This solution with a separate conical ring offers the advantage that standardized articulated arms can be designed with regard to the car body-side end region. These arms can be combined with conical rings equipped with different conical ring surfaces, thus allowing for additional influence on the expansion process.

[0031] In an alternative design 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 at its car body-side end region, with the individual components being connected to each other or coupled in a force-transmitting manner. According to a first variant of this alternative design, the bearing section and guide section of the car body-side end region of the articulated arm are formed from coupled and coaxially arranged separate components, in particular a bearing component integrally formed with the rod end and a guide component, and a conical ring forming the expansion section is provided for interaction with the inner circumference of the deformation tube, which is integrally formed with the bearing component or the guide component.

[0032] 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 from interconnected and coaxially arranged separate components, in particular a bearing component integrally formed with the rod end and a guide component. A conical ring forming the expansion section is provided for interaction with the inner circumference of the deformation tube, and this ring is connected to the bearing component or the guide component by force-fit or form-fit. In this second case, the separate provision of the conical ring offers the same advantages as the separate provision with an integral design of the bearing section and guide section.

[0033] In all the aforementioned designs, the articulated arm is advantageously clamped without play between the base plate and the section of the deformation tube extending towards the car body end region, which forms the deformation section, via the conical ring or conical surface. This allows the articulated arm, with its car body end region, to be connected to the base plate in a force-transmitting manner, or supported within it, in a simple way.

[0034] The articulated arm is clamped between the base plate and the deformation tube in such a way that, when a predetermined operating load is exceeded, the articulated arm moves towards the car body-side end area of ​​the deformation tube and plastically deforms the section of the deformation tube that lies further towards the car body-side end area, thereby expanding its cross-section.

[0035] According to a second embodiment of the energy absorption device with at least one of the articulated arms having a destructive energy absorption element in the form of a deformation tube, this is clamped between a conical ring coupled to the car body-side end area of ​​the articulated arm and an end plate connected to the base plate via fastening devices.

[0036] To limit the stroke and transfer the forces in the event of a crash directly into the car body via the corresponding base plate, this plate has a stop for a surface area provided at the joint bearing or one of the articulated arms in an area between the joint head and the respective base plate. This stop can be formed on the base plate itself or by a separate component connected to the base plate. Depending on the design and geometric configuration of the joint assembly, the base plate forms a stop for a surface area during relative movement with respect to it, which either a) on the articulating arm mounted in this base plate, or b) the articulating bearing, or c) the articulating arm articulated with the articulating arm mounted in this base plate in an area between the articulating head and the base plate connected with the other articulating arm Variants b) and c) provide, under the condition of a corresponding design with regard to the outer circumference of the articulated arms up to the respective surface area for interaction with the stop on the end plate, the at least partial immersion of the articulated bearing and / or the other articulated arm into the deformation tube and thus allow particularly large strokes.

[0037] Preferably, the first joint head is designed as a fork joint and the second joint head of the articulating bearing as a hinged eye joint. The alternative design is also possible with appropriate modification.

[0038] In the joint bearing, regenerative energy consumption is preferably provided in all designs.

[0039] The invention will be explained below with the aid of 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 a joint arrangement according to the invention in perspective view; Figure 3 shows the installation of a joint arrangement according to Figure 2 in a rail vehicle: Figure 4 a sectional view of a design according to Figure 2 in a plane describable by the joint axis and the longitudinal direction of the joint arrangement in the unloaded state; Figure 5 an embodiment according to Figure 2after activation of the energy-consuming device in a section in a plane describable by the joint axis and the longitudinal direction of the joint arrangement; Figure 6a a second advantageous embodiment of a joint arrangement according to the invention in perspective view; Figure 6b embodiment according to Figure 6a after activation of the energy consumption device.

[0040] The Figure 2 illustrates a first advantageous embodiment of a joint arrangement according to the invention 1. Figure 3Figure 1 shows, in a simplified schematic representation, the integration of such an articulation assembly 1 in a rail vehicle 3, in particular for connecting two carriages 26 and 27 arranged one behind the other. To illustrate the individual directions, a coordinate system is shown as an example for the articulation assembly 1. The X-direction describes the longitudinal direction, which, in the installed position of the articulation assembly 1, coincides with the longitudinal direction of the rail vehicle and, in particular, with the axes of the articulation arms, which are coaxial in the unarticulated state. This is denoted by L. The Y-direction describes the lateral direction, i.e., perpendicular to the longitudinal direction, and the Z-direction describes the vertical direction.

[0041] The directions also apply to the other figures.

[0042] 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, 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, and 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 fork joint, and the second joint head 25 of the second articulated arm 20 is designed as a hinge joint. Of course, other designs are also possible.The first rod end 15 of the first articulated arm 10 and the second rod end 25 of the second articulated arm 20 are articulated to each other via a spherical bearing 30. For this purpose, the spherical bearing 30 has a pivot pin 31, which defines the bearing axis Z, common to the joint assembly 1 and acting as the pivot axis. The pivot pin 31 of the spherical bearing 30 is designed as a horizontally extending bolt perpendicular to the longitudinal direction of the joint assembly 1. The spherical bearing 30 also has bearing shells 32 on both sides of the rod ends 15, 25 to support the pivot pin 31 of the spherical bearing 30 on both sides. Figure 2In the illustrated embodiment, the bearing shells 32 are formed directly by the first articulated arm 10, in particular by the end section 12 of the first articulated arm. The end section 12 is designed as a split articulated fork. The split preferably occurs in a horizontal plane that can be described by the X and Y directions. Other embodiments are also conceivable, whereby the Figure 2 The depicted design allows for a particularly compact version.

[0043] The first articulated arm 10 is directly connected to the base plate 2, preferably as an integral component thereof. Furthermore, the first articulated arm 10 also includes a drive element 50, wherein a first end region 51 of the drive element 50 is operatively connected to a (in Figure 2 not, but in the Figure 3 The chassis, in particular the bogie 5 of the rail vehicle 3, can be arranged below the joint arrangement 1 (as shown).

[0044] The second end section 52, facing away from the first end section 51, is connected to the first articulated arm 10 at the car body-side end section 11. 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 vertically downwards from the base plate 2 to the bogie 5 in its installed position. The driver element 50 can be configured in various ways at the first end section 51 for interaction with a chassis or bogie 5; preferably, it is designed as a pin 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 oriented perpendicular to the longitudinal direction of the articulated assembly 1.

[0045] The drive shaft M extends in the version according to Figure 2preferably in a joint axis Z defined by the articulated bearing 30 and a plane perpendicular to this axis in the vertical direction and perpendicular to the longitudinal direction. Preferably, the drive axis M runs through a joint point G defined by the joint axis Z and the longitudinal direction, in particular by the intersection of the articulated arms 10, 20 coupled via the bearing axis.

[0046] According to the invention, the two end regions 51 and 52 are arranged with an offset relative to each other when viewed in the longitudinal direction of the joint assembly 1. The drive 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 in the area of ​​the connection of the first articulated arm 10 to the base plate 2. This results in a cranked shape of the drive element 50 due to the offset between the connection area of ​​the second end region 52 on the first articulated arm 10 and the first end region 51, which forms a drive region. The cranked design is achieved by creating a clearance 53 between the drive element 50 and the articulated arms 10, 20 and the articulated bearing 30 in the circumferential direction.The free space extends longitudinally over a portion of the longitudinal extent of the joint bearing 30 and the second joint arm 20, and vertically essentially from the outer circumference of the joint assembly in this extension area. The connection of the second end section 52 is made in the [location omitted]. Figure 2 The depicted formation is spaced apart from the end face 12 of the articulating arm 10 and thus outside the articulating bearing 30.

[0047] Particularly advantageous are the integral design of the drive element 50, the first articulated arm 10 and the base plate 2, which thus form a rigid articulated part with respect to the connection to the car body of the car 26.

[0048] The training according to the Figure 2 and 3The device is characterized by the fact that an energy absorption device 6 is provided only on one side of the joint assembly 1. Here, it is located at 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 supported on one side in the base plate 4, in particular is rigidly connected to it, and extends freely cantilevered from the base plate 2 towards the car body and thus away from the articulated bearing 31. The structure of the energy absorption device 6 is shown in detail in a sectional view for the embodiment according to [reference to figure]. Figure 2 in Figure 4 reproduced.

[0049] The deformation tube 8 is supported at its articulating end 16 on one side and at least indirectly on the base plate 4 associated with the second articulating arm 20, extending away from the articulating bearing 30. In the illustrated case, the deformation tube 8 is clamped between two partial plates of the base plate 4. The second articulating arm 20 has, in its car body-side end 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 rests against the inner surface 9 of the deformation tube 8.The deformation tube 8 has a section 17 at its articulated end region 16 which is firmly connected to the bearing section 24 of the articulated arm 20 and which has a larger cross-section compared to a section 18 located further towards the car body end region 19 of the deformation tube 8, wherein the articulated arm 20 is clamped in the area of ​​its bearing section 24 between the base plate 4 and this section 18 of the deformation tube 8 located further towards the car body end region and bears against the inner surface 9c of this section 18 of the deformation tube 8 located further towards the car body end region in the area of ​​the guide section 28.The bearing section 24 and the guide section 28 of the car body-side end area 21 of the second articulated arm 20 are integrally designed and a transition area 29 between bearing section 24 and guide section 28 on the articulated arm 20 is conical with the formation of at least one conical surface 33 for interaction with the inner circumference 9 of the deformation tube 8.

[0050] The Figure 5 shows the joint arrangement 1 according to Figure 2after a crash. It is evident that a portion of the rigid articulated arm 10 plunges into the deformation tube 8, plunging as far as the area of ​​the spherical bearing 30. This is possible because the dimensions describing the outer circumference of the articulated arms 10 and 20 and the spherical bearing 30 up to the stop 40 are smaller in the installed state than those of the through-opening through the base plate 4. Furthermore, the clearance 53 allows the lower end region of the base plate to be engaged and thus moved away from it when the drive element 50 is moved towards the second base plate 4. Figure 5It is evident that the immersion up to a stop 40 on the base plate 4 occurs by a surface area 42 coming into contact with this stop at the articulated bearing 30, in particular the rod end 15 of the first articulated arm 10, during movement relative to the base plate 4. It is also evident that the guide section 28 is still guided in the car body-side end region of the second articulated arm 20 on the inner circumference 9 of the deformation tube 8. The deformation tube 8 itself is widened by the immersion of the articulated arm 20 with the bearing section 24 into the section 18, which lies further towards the car body-side end region 19 of the deformation tube 8, in the areas that have come into operative contact with the bearing section 24, whereby the wall is stiffened by the deformation. The overall articulated assembly 1 is different from the embodiment in Figure 2The stroke is shortened by the amount of travel possible due to the intended energy consumption. The longitudinal distance between base plates 2 and 4 is reduced.

[0051] The in the Figures 2 to 5 The illustrated embodiment with the arrangement of the drive axis M of the first end region 51 of the drive part 50 in the normal position in the installation position in the area of ​​the vertical plane laid by the pin axis Z enables a joint arrangement with stiffening effect and climbing protection in the event of a crash,

[0052] Figure 6a In contrast, a second version is shown in a view according to Figure 2with anti-climbing protection. The only difference lies in the arrangement of the drive axis M of the first end section 51 relative to the pivot point G or the pivot bearing plane, with an offset from it. The second subsection 52 of the drive part 50 is located on the first articulated arm 10 in the area of ​​the pivot bearing 30, but this is shifted far towards the car body-side end section of the first articulated arm 10. Thus, with the same available installation space, the articulated arm 20, in particular the rod end 25, is extended longitudinally. The rod end 25 is designed as a fork eye, and its outer dimensions in the circumferential direction, i.e., the cross-section up to the bearing part of the articulated arm, are dimensioned such that the rod end can at least partially immerse itself in the deformation tube 8 mounted on the base plate 4.Preferably, only the area directly supported in the region of the second base plate 4, in particular the bearing section, the downstream expansion section, and the guide section in the car body-side end region of the second articulated arm 20 are equipped with a cylindrical profile. Due to the direct connection of the second end region 52 of the drive element 50 in the region of the articulated bearing 30 or the rod end 15 on the first articulated arm 10, and the offset of the drive axis M of the first end region 51 to this in a region between the articulated bearing plane and the second base plate 4, the first end region of the drive element 50 can indeed be moved in the longitudinal direction of the joint arrangement 1 up to behind the second base plate 4; however, 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 articulated bearing 30 on the second base plate 4 comes to a stop.

[0053] Figure 6b The figure shows the position in the event of a crash, which is characterized by the fact that, due to the direct connection of the drive element 50 to the spherical bearing area 30, the two base plates 2 and 4 are moved together to a distance defined by the longitudinal extension of the spherical bearing 30.

[0054] In the Figures 2 to 6 Each articulated arm, in this case articulated arm 20, is assigned destructive energy-consuming devices 6. The integration of further destructive energy consumption into the first articulated arm is conceivable, but not shown. Reference symbol list

[0055] 1 Articulated assembly 2 Base plate of the first car body 3 Rail vehicle 4 Base plate of the second car body 5 Bogie 6 Energy absorption device 7 Connection of second articulated arm with second base plate 8 Deformation tube 9 Inner circumference; Surface 9c Surface in section 18 10 First articulated arm 11 Car body-side end region of the first articulated arm 12 Front-side end region of the first articulated arm 13 Energy absorption element in the first articulated arm 13a Deformation tube 13b Conical ring 13c End plate 15 First rod end 16 Articulated end region of deformation tube 17 First section of deformation tube 18 Second section further towards the car body-side end region of the deformation tube 19 Car body-side end region of the deformation tube 20 Second articulated arm 21 Car body-side end region of the second articulated arm 22 Front-side end region of the second articulated arm 23 Energy absorption element 23a Deformation tube 23b End plate 24 Bearing section 25 Second rod end 26 Car 27 Car28 Guide section 29 Transition area 30 Spherical bearing 31 Ball joint 32 Joint shells 33 Conical surface 40 Stop on second base plate 42 Surface area on spherical bearing 50 Drive element 51 First section 52 Second section 53 Clearance M Drive axis G Joint point Z Bearing axis d1 Distance Stop Base plate Second car body and surface area 42

Claims

1. Articulation assembly (1) for the articulated connection of two adjacent wagon bodies (26, 27) of a rail vehicle, wherein the articulation assembly (1) comprises the following: - a first articulated arm (10) which comprises a wagon body-side end region (11), connected or connectable to a base plate (2) of a first wagon body, and an opposite end region (12) on the front side with a first articulation head (15); - a second articulated arm (20) which has a wagon body-side end region (21), connected or connectable to a base plate (4) of a second wagon body, and an opposite end region (22) on the front side with a second articulation head (25) of at least partially complementary configuration with respect to the first articulation head (15); - a pivot bearing (30) with a joint pin (31) for the articulated connection of the first and second articulation head (15, 25) in an articulation plane, wherein a common bearing axis (Z) for the articulation assembly (1) is formed with the joint pin (31), and wherein the pivot bearing (30) has bearing shells (62) for supporting the joint pin (31) on both sides; - at least one energy-absorbing device (6) integrated into the articulation assembly (1); - a driver element (50) connected to the first articulated arm (10) with a first end region (51), which can be brought in operative connection with a chassis to be arranged below the articulation assembly (1), in particular a bogie, and a second end region (52), via which the driver element (50) is connected to the first articulated arm (10), wherein the driver element (50) in the first end region (51) is characterized in the installation position by a driver axis (M) which is oriented perpendicularly with respect to the longitudinal axis and coincides, in particular during the interaction of the driver element (50) with the chassis or bogie, with a centre axis of a receiving device, provided on this, for the driver element (50); wherein the first and second end region (51, 52) of the driver element (50), as viewed in the axial direction or in the longitudinal direction of the articulation assembly (1), are arranged offset from each other, and the driver element (50) is of bent-over configuration between the first and second end region (51, 52) with the formation of a spacing, forming a clearance (53), between the driver element (50) and the outer circumference of the articulation assembly (1), wherein the driver element (50), the first articulated arm (10) and the base plate (2) assigned to the first articulated arm (10) are integrally formed.

2. Articulation assembly (1) according to Claim 1, characterized in that the distance between the driver element (50) and the outer circumference of the articulation assembly (1), which describes a clearance (53) to the outer circumference of the articulation assembly (1), as viewed in the longitudinal direction, is selected and formed such that the driver element (50) connected to the first articulated arm (10) is suitable for moving, in the case of a relative movement of the articulated arms (10, 20) connected to one another in an articulated manner with respect to the base plate (4) connected to the second articulated arm (20), with its first end region (51) as far as into the region of the vertical plane, which can be described by the base plate (4), and beyond when a predefined operating load is exceeded, as viewed in the longitudinal direction.

3. Articulation assembly (1) according to Claim 1 or 2, characterized in that the second end region (52) of the driver element (50) is connected, in the wagon body-side end region (11) of the first articulated arm (10), to the latter.

4. Articulation assembly (1) according to one of Claims 1 to 3, characterized in that the driver element (50) is configured and designed in such a way that the driver axis (M) which can described the first end region (51) for interaction with a chassis or bogie lies in a plane which can be described by the bearing axis (Z) of the pivot bearing (30) and a perpendicular with respect to this and to the longitudinal direction (L), in particular the extension of which intersects the bearing axis (Z), or in that the driver element (50) is configured and designed in such a way that the driver axis (M) which can describe the first end region (51) for interaction with a chassis or bogie lies offset with respect to a plane which can be described by the bearing axis (Z) of the pivot bearing (30) and a perpendicular with respect to this and to the longitudinal direction, in particular the extension of which runs offset with respect to the bearing axis (Z).

5. Articulation assembly (1) according to one of Claims 1 to 4, characterized in that the second articulated arm (20) has, in its wagon body-side region (21), a bearing portion (24) for at least indirect mounting on the base plate (4), in particular for mounting in a through opening on the base plate (4), and at least the pivot bearing (30) and the second articulated arm (20) are characterized, in the longitudinal direction from the pivot bearing (30) to the bearing portion (24), by an outer circumference in the circumferential direction, which is smaller than that of the bearing portion (24) of the second articulated arm (20).

6. Articulation assembly (1) according to one of Claims 1 to 5, characterized in that the at least one energy-absorbing device (6) integrated in the joint arrangement (1) comprises at least one destructive energy-absorbing element assigned to the second articulated arm (20) in the form of a deformation tube (8) with a joint-side end region (16) and a wagon body-side end region (19).

7. Articulation assembly (1) according to Claim 6, characterized in that the deformation tube (8) is mounted 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), so as to extend in a freely projecting manner in the direction away from the pivot bearing (30), and the second articulated arm (20) has, in its wagon body-side end region, a first bearing portion (24) for at least indirect mounting on the base plate (4) and a guide portion (28) which is arranged downstream of this in the direction of the end region, extends at least partially into the deformation tube (8), and bears against the inner surface (9) of the deformation tube (8), wherein a widened portion which interacts with the inner circumference (9) of the deformation tube (8) is provided between the bearing portion (24) and guide portion (28).

8. Articulation assembly (1) according to Claim 7, characterized in that the deformation tube (8) has, on its joint-side end portion (16), a portion which can be connected or braced to the bearing portion (24) of the second articulated arm (2) and has a larger cross section in comparison to a portion lying further in the direction of the wagon body-side end portion (19) of the deformation tube, wherein the second articulated arm (20) is braced, in the region of its bearing portion (24), between the base plate (4) and this portion, lying further in the direction of the wagon body-side end region (19) of the deformation tube (8), and, in the region of the guide portion (28), bears against the inner surface (9) of this portion, lying further in the direction of the wagon body-side end region (19), of the deformation tube (8).

9. Articulation assembly (1) according to either of Claims 7 or 8, characterized in that the bearing portion (24) and the guide portion (28) of the wagon body-side end portion (21) of the second articulated arm (20) are integrally designed, and the transition region (29) between the bearing portion (24) and the guide portion (28) on the articulated arm (20) is of conical configuration as a widened portion, with the formation of at least one conical surface (33) for interacting with the inner circumference (9) of the deformation tube (8), or the bearing portion (24) and the guide portion (28) of the wagon body-side end region (21) of the second articulated arm (20) are integrally designed, and a tapered ring is provided for forming the widened portion for interacting with the inner circumference (9) of the deformation tube (8), which is then connected, adjoining the bearing section (24), to the guide portion (28) of the second articulated arm (20).

10. Articulation assembly (1) according to either of Claims 7 or 8, characterized in that the bearing portion (24) and the guide portion (28) of the wagon body-side end region (21) of the second articulated arm (20) are formed by separate components coupled to and arranged coaxially with respect to one another - a bearing component, integrally configured with the articulation head (25), and a guide component -, and a tapered ring forming the widened portion is provided for interacting with the inner circumference (9) of the deformation tube (8), which, in a first configuration, is integrally formed with the bearing component or the guide component or, in a second configuration, is connected in a non-positive or positively locking manner to the bearing component or the guide component.

11. Articulation assembly (1) according to one of Claims 7 to 10, characterized in that the second articulated arm (20) in braced without play between the base plate (4) and that portion of the deformation tube (8) lying further in the direction of the wagon body-side end region (19), via the tapered ring or the conical surface.

12. Articulation assembly (1) according to one of Claims 7 to 11, characterized in that the second articulated arm (20) is braced between the base plate (4) and the deformation tube (8) in such a way and the deformation tube (8) is designed in such a way that, when a operating load which can be specified in advance is exceeded, the second articulated arm (20) moves in the direction of the wagon body-side end region (19) of the deformation tube (8) and, by means of the widened portion, plastically deforms that portion of the deformation tube (8) lying further in the direction of the wagon body-side end region (19), with cross-sectional widening.

13. Articulation assembly (1) according to Claim 12, characterized in that the deformation tube is clamped in between an annular element, which has a conical surface with the formation of a widened portion and interacts with the wagon body-side end region of the far articulated arm, and a front plate which is braced to the base plate via fastening elements.

14. Articulation assembly (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 region in the case of a relative movement of the joint arms (10, 20) which are connected to one another, when an operating load which can be specified in advance with respect to the base plate (2, 4) is exceeded, which stop is provided either a) on the articulated arm (10, 20) mounted in it, or b) on the pivot bearing (30), or c) on the articulated arm (10), which is connected in an articulated manner to the articulated arm (20) mounted in this base plate (4), in region between the articulation head (15) and the base plate (2).

15. Articulation assembly (1) according to one of the preceding claims, characterized in that the first articulation head (15) is formed as a joint fork and the second articulation head (25) of the pivot bearing (30) is formed as a joint eye.

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