Articulated assembly for the articulated connection of two adjacent car bodies of a track-guided vehicle

Abstract

The invention relates to articulated assembly for the articulated connection of two adjacent car bodies of a rail vehicle, the articulated assembly comprising the following: a first articulated arm (10), a second articulated arm (20), and a spherical bearing (30) having a pin (31) for the articulated connection of the heads of the articulated arms in an articulation plane, wherein a common bearing axis (Z) for the articulated assembly (1) is formed by the pin (31), and wherein the spherical bearing (30) has bearing shells (62) for supporting the pin (31) on both sides. The invention is characterized in that the heads (15, 25) of the articulated arms (10, 20), which heads have bearing eyes (34, 35.1, 35.2), are integrally formed, and the first articulated arm (10), in its car body-side end region (11), is connected to the first base plate (2) by means of loading in the longitudinal direction of the articulated assembly (1) when viewed with the base plate (2).

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, specifically with the features of the preamble of claim 1, and to a method for producing an articulated connection between two adjacent car bodies. The invention particularly relates to an articulated connection with a driver for a bogie, in particular a Jakobs bogie.

[0003] A Jakobs bogie is a type of railway bogie in which the car bodies of two consecutive track-guided vehicles are supported on a common bogie. The bogie sits directly under the transition between two permanently coupled car sections.

[0004] The invention thus 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 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 pivot axis is oriented horizontally perpendicular to the longitudinal direction of the joint arrangement and thus perpendicular to the longitudinal direction of the car bodies to be connected.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 opposite front-side 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 opposite front-side end region with a second joint head that is at least partially complementary to the first joint head. Such joint arrangements, in particular for use in Jakobs bogies, are known in numerous designs from the prior art. Reference is made to the documents DE 10 2017 114 376 A1, CN 214985368 II, EP 1884434 B1, and WO 2020 / 035196 A1, for example.Such joints, often designed as so-called spheroidal elastic joints, absorb the longitudinal forces, transverse forces and vertical forces that occur between the adjacent car bodies when the multi-unit rail vehicle is moving.

[0005] When designing a joint assembly for driving dynamics, however, crash behavior must be considered in addition to the loads occurring during operation. It should be noted that the (integrated) energy-absorbing element typically provided in the joint bearing is a regenerative energy-absorbing element, particularly an elastomer element, which serves solely to dampen the tensile and impact forces transmitted via the joint connection during normal ferry operation. It is known that this regenerative energy-absorbing element absorbs forces up to a defined magnitude and transmits any forces exceeding this magnitude undamped to the vehicle undercarriage 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 vehicle body would be subjected to extreme loads and could potentially be damaged or even destroyed.In such a case, the car body of a rail vehicle is at risk of derailing. To protect the vehicle undercarriage from damage in the event of severe collisions, a destructive energy absorption element is often used. This element is designed, for example, to only respond after the energy consumption of the regenerative energy absorption element, provided in the spherical bearing, for example, has been exhausted, and to at least partially absorb and thus dissipate the energy transferred through the force flow via the energy absorption element. Destructive energy absorption elements are particularly suitable as deformable tubes, in which the impact energy is destructively converted into deformation work and heat through a defined deformation (plastic deformation) of at least one section of the deformation tube.

[0006] 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, 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 generally forms the car body-side end section of the articulated arm, while the front end section of the articulated arm corresponds to the joint head. The car body-side end section of the articulated arm is generally 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 associated articulated arm. The joint head on the front end section of the first articulated arm of a joint arrangement can generally be engaged with a correspondingly complementary joint head on the front end section of the second articulated arm of the joint arrangement of an adjacent car body.

[0007] When transmitting tensile and impact forces, the force flow runs from the base plate of the first car body via the preferably destructive energy absorption element, which may be integrated into the first articulated arm, the first articulated 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 destructive energy absorption element, but it would also be conceivable for the second articulated arm to have a articulated head only at its front end section, while the car body-side end section is essentially rigidly connected directly to the base plate of the second car body. Analogously, the first articulated arm can also be free of a destructive energy absorption element, which can be assigned to the second articulated arm.

[0008] Figure 1 shows, by way of example, a joint arrangement 1 known from the prior art, comprising a first articulated arm 10 and a second articulated arm 20. The joint arrangement has a driver element 50, wherein a first end region 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 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 bearing 30 further comprises bearing shells 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.

[0009] 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 bearing 30 is designed as a bolt 31 extending horizontally and perpendicular to the longitudinal direction of the joint arrangement 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 in the first and second articulated 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 articulated arms 10, 20, the joint bearing 30, the joint pin 31 and the energy absorption elements 13a, 23a integrated in the corresponding articulated arms 10, 20 and the respective base plates 2, 4 into the car body.

[0011] 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 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.

[0012] 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 themselves are designed in such a way that when an amount of energy transmitted by the force flow via the respective deformation tubes 13a and 23a is exceeded, a plastic deformation of the respective elements takes place, so that the base plates 2 and 4 of the respective car bodies are displaced relative to one another in the longitudinal direction of the articulated arrangement, whereby as a result of the plastic deformation of the deformation tubes 13a and 23a, at least part of the transmitted amount of energy is absorbed by the respective energy dissipation elements and converted into deformation work and heat and thus dissipated. The shortening of the first and second articulated arms 10 and 20 brought about 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 the entire energy absorption device integrated in the joint arrangement, which has the regeneratively designed energy absorption element in the joint bearing and the destructively designed energy absorption elements in the joint 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 predeterminable maximum force flow may be transmitted via the joint connection formed by the joint 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.

[0013] The design of the joint arrangement with destructively designed energy-absorbing elements, as described in Figure 1, requires a significant amount of installation space in the axial direction due to the required design of the energy-absorbing devices, which are specific in size to ensure a predefined total longitudinal stroke. Furthermore, the possible movement of the individual articulated arms relative to the base plates is limited by the arrangement and design of the driver element with corresponding stop surfaces for interacting with corresponding surface areas on the respective base plates. The connection is created by bringing together the two articulated arms, each of which is pre-assembled on the car bodies. However, this requires the joint fork to be split in order to position the spherical plain bearing.However, the split design and the resulting additional connecting elements lead to a reduction in the strength of the overall arrangement, which must be taken into account in the design.

[0014] The object of the invention is to further develop a joint arrangement of the type mentioned at the outset in such a way that it is simple and compact, has high strength values ​​and is constructed 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 absorption can be achieved with a pre-determined sequence of events. The aim is to provide the greatest possible total stroke within the joint arrangement while at the same time minimizing the available installation space for the joint arrangement. Furthermore, assembly should be relatively simple. This object is achieved according to the invention by an embodiment according to the independent claims. Further advantageous embodiments of the present invention can be found in the subclaims.

[0015] In detail, a joint arrangement for the articulated connection of two adjacent car bodies of a rail vehicle, in particular a joint arrangement with a driver for interaction with a bogie, comprising

[0016] - a base plate for connection to a first car body and a first articulated arm, which has a car body-side end region connected or connectable to a base plate of a first car body and an opposite end-side end region with a first joint head;

[0017] - a base plate for connection to a second car body and a second articulated arm, which has a car body-side end region connected or connectable to a base plate of a second car body and an opposite end-side end region with a second articulated head that is at least partially complementary to the first articulated head;

[0018] - a joint bearing with a joint pin for the jointly connecting the first and second joint heads in a joint plane, wherein the joint pin is guided by bearing eyes in the joint heads and a common pivot axis for the joint arrangement is formed with the joint pin, characterized in that the joint heads of the articulated arms having bearing eyes are designed as one piece, the first articulated arm and base plate for connection to the first car body are formed by separate components or structural units and the first articulated arm is connected to the first base plate in its car body-side end region by clamping to the base plate as viewed in the longitudinal direction of the joint arrangement.

[0019] The inventive integral design of the areas forming the bearing eyes, in particular the rod ends for supporting the pivot pin, is characterized by high strength, since weakening connection points are dispensed with, in contrast to the design of separate and split bearing shells. The articulated arm and base plate are furthermore formed from two separate components. The separate design of the articulated arm and base plate and the one-piece design of the rod ends can considerably simplify the assembly and installation of the joint arrangement, in that the articulated bearing is preferably produced as a pre-assembled unit, i.e. a structural unit comprising a second base plate and a second articulated arm with the first articulated arm connected to it. The connection of the first articulated arm to the first base plate only occurs when the carriages to be connected are moved together, preferably by bracing by drawing them into a cone.

[0020] For this purpose, in a preferred embodiment, the first articulated arm has a correspondingly designed, preferably pin-shaped, connection area in the end area on the car body side, comprising a guide area for passing through an opening in the base plate, a stop area forming at least one contact surface for contacting a surface area on the first base plate directed towards the joint head, and a securing area for interaction with a securing device for fixing the position of the first articulated arm relative to the first base plate. The connection area is thus guided through the base plate and the first articulated arm is braced relative to it, in particular between the stop area and the securing device. Preferably, the stop area on the first base plate and the area on the articulated arm that comes into contact with it are conical, i.e.The through-hole on the base plate has a conical section with a narrowing cross-section in the insertion direction, i.e., away from the joint. The first joint arm can thus be pulled into the through-hole and clamped against the base plate.

[0021] There are numerous options regarding the design of the securing device. In the simplest case, this securing element is designed to secure the position in the longitudinal direction, for example, a wedge or cotter pin element or a lock nut. In the latter case, the securing area protruding through the through-hole has a thread for interacting with the securing device and thus applies the force to the stop area for contact with the opposite end of the base plate during tightening. This design represents a particularly simple option and is also easy to install on the vehicle. However, other designs are also conceivable.

[0022] In an advantageous embodiment, the joint arrangement further comprises a driver element with a first end region which can be brought into operative connection with a chassis or bogie, in particular a Jakobs bogie, to be arranged below the joint arrangement, and an opposite second end region via which the driver element is firmly connected to one of the articulated arms. The driver element is characterized in the first end region 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. According to a particularly advantageous embodiment, the driver element is assigned to the first articulated arm, preferably directly to the first base plate.

[0023] According to a particularly advantageous embodiment for realizing the greatest possible longitudinal stroke within the joint arrangement in the event of a crash with the minimum available installation space in the longitudinal direction, the driver element is firmly connected to the first base plate by a second end region and thus forms a structural unit together with the base plate. For this purpose, the driver element is cranked between the first and second end regions, forming a distance to the outer circumference of the joint arrangement that forms a free space. If the first and second end regions of the driver element are offset from one another in the axial direction or in the longitudinal direction of the joint arrangement, the driver element is cranked between the first and second end regions, forming a free space between the driver element and the outer circumference of the joint arrangement.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.

[0024] The term "drive element" refers to a driver. This can be integral or multi-part.

[0025] The offset design of the driver element, providing 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 portion of the base plate located below the axis of the second articulated arm, so that the driver element connected to the first articulated arm can be moved significantly further in the longitudinal direction of the joint arrangement compared to prior art designs, 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.The offset design, with the provision of a distance from the outer circumference of the joint arrangement, allows for a free space to be created around the joint connection. In the event of an energy-absorbing device assigned to the second articulated arm being activated and a concomitant movement of the articulated arms and the pivot bearing toward the first base plate, this allows the arms and pivot bearings to be inserted into the deformation tube belonging to the energy-absorbing device, guided by the tube over the end region of the second articulated arm on the car body side. In this case, insertion between the second and first base plates in the event of a crash can occur only of the second articulated arm, or of the second articulated arm and at least a portion of the pivot bearing, or even up to a portion of the first articulated arm.Preferably, the immersion 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 designed to cooperate with a stop on or in the base plate.

[0026] This design therefore 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.

[0027] In a particularly advantageous development, the driver element and the first base plate are formed integrally. The offset design of the driver element allows for better separation of the car body loads from the joint loads, thus enabling a more cost-effective and lightweight design of the individual components.

[0028] In order to ensure the best possible stiffening and stabilizing effect and thus also protection against climbing in the event of a crash when the spherical plain bearing enters 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 plain 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.

[0029] If stiffening of the joint arrangement is not desired, the driver element is designed and configured such that the driver axis which can be described for the first end region for interaction with a chassis or bogie is offset from a plane which can be described by the pivot axis of the joint bearing and a perpendicular to this and to the longitudinal direction, in particular its extension is offset from the pivot axis.

[0030] 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.

[0031] This design is particularly advantageous in combination with an energy-absorbing device in the joint arrangement, in which a destructive energy-absorbing element in the form of a deformation tube is assigned to the second joint arm. In a further development, the joint arrangement comprises energy-absorbing devices. These can be regenerative energy absorbers, which are preferably integrated into the joint bearing, in particular through the elastic mounting of the joint pin, in particular the provision of a spheroidal elastic bearing in the joint heads to be connected to one another in an articulated manner.

[0032] Furthermore, in an advantageous development, at least one energy-absorbing device is provided, associated with the second articulated arm, with a destructive energy-absorbing element in the form of a deformation tube. The deformation tube is mounted with its joint-side end region on one side and at least indirectly on the second base plate, extending away from the joint bearing. The second articulated arm, in its car body-side end region, has a first bearing section for at least indirect mounting on the base plate and a guide section, which extends at least partially into the deformation tube and bears against the inner surface of the deformation tube.

[0033] By providing a deformation tube, which is integrated into the connection between the second articulated arm and the base plate assigned to it, is positioned downstream of the second articulated arm in the force flow and is designed to undergo plastic deformation with a cross-sectional expansion when a predefined operating load is exceeded, an energy absorption device is provided that enables maximum energy absorption with minimal installation space, in particular by allowing the second articulated arm and parts of the joint bearing or the further first articulated arm connected to the articulated arm to be guided into the expanded deformation tube. This allows the possible total stroke to be significantly increased compared to prior art solutions with the same or smaller installation space requirements.Furthermore, the provision of a guide section also enables a pre-determined sequence of events for energy absorption in the event of a crash and for guiding the articulated arm. The deformation tube has, at its joint-side end section, a first section which is firmly connected to the bearing section of the second articulated arm and which has a second, larger cross-section than a second, larger cross-section located further towards the car body-side end region of the deformation tube. The second 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 rests against the inner surface of this section of the deformation tube located further towards the car body-side end region.This further section on the deformation tube, which is arranged further towards the car body side, forms at least the theoretically possible expansion section of the deformation tube in the event of a crash and an adjoining guide area for the second articulated arm, which in this case is movable relative to the second base plate.

[0034] The guide section of the second articulated arm projects at least partially into this section of the deformation tube which lies further in the direction of 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 bears against the inner surface of the section which lies further in the direction of the car body side end region and which has not (yet) been expanded before the energy absorption device is activated, when the energy absorption device is activated, i.e. when the articulated arm moves towards the second base plate which can be connected to the car body relative to the latter, the guide section of the articulated arm runs along the surface of the not yet expanded cross section of the section which lies further in the direction of the car body side end region and thus effects axial guidance.This axial guide prevents the second articulated arm from jamming in the deformation tube, allowing plastic deformation, particularly expansion of the deformation tube, to proceed in a predictable 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 maintained until the end position of the spherical plain 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.

[0035] In the simplest case, the widening of the deformation tube assigned to the second articulated arm outside the first section provided in the joint-side end area for connection to the second base plate is achieved by the shaping caused by the cross-sectional difference between the bearing section and the guide section on the second articulated arm in the car body-side end area, in that the transition area is directly connected to the inner circumference orthe 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 region of the deformation tube during the movement in this direction, wherein during this movement the guide section on the second articulated arm in the section in the deformation tube further towards the car body side end region always precedes the widening. This means that the bearing section and the guide section in the car body side end region of the second articulated arm are designed integrally and the transition region between the bearing section and the guide section on the second articulated arm is preferably conical with the formation of at least one conical surface for interacting with the inner circumference of the deformation tube.The fully integral design of the bearing section, guide section, and joint head—that is, the entire articulated arm and the transition area for providing a surface that interacts with the inner surface of the deformation tube—offers the advantage of a very compact structural unit with a high concentration of functions in the individual components. In a further embodiment, the bearing section and the guide section of the car body-side end region of the second articulated arm can be designed integrally, with a conical ring being provided for interacting with the inner circumference of the deformation tube, which conical ring is connected to the guide section adjacent to the bearing section. The connection can be realized, in particular, by force or form locking.This solution with a separate conical ring offers the advantage that standardized articulated arms can be designed with regard to the design of the end area on the car body side, which can be combined with conical rings equipped with differently designed conical ring surfaces and can thus additionally influence the expansion process.

[0036] In an alternative embodiment to the integral formation of the bearing section and guide section on the second articulated arm, the second articulated arm can also be formed in multiple parts in its car body-side end region, wherein the individual components are connected to one another or coupled in a force-transmitting manner. According to a first of these alternative embodiments, the bearing section and guide section of the car body-side end region of the articulated arm are formed from separate components coupled to one another and arranged coaxially to one another, in particular a bearing component formed integrally with the joint head and a guide component. A conical ring 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.

[0037] According to a second alternative embodiment, the bearing area and guide area of ​​the car body-side end area of ​​the second 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 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 same advantages apply to the separate provision of the conical ring as to the separate provision with an integral design of the bearing section and guide section.

[0038] In all of the aforementioned designs, in a particularly advantageous embodiment, the second 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, without play. This provides a simple force-transmitting connection between the articulated arm and its car body end area and the base plate, or it is supported within the base plate.

[0039] The second 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 region 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 region on the car body side, expanding its cross-section.

[0040] To limit the stroke and divert the forces in the event of a crash into the car body directly via the corresponding second 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 joint head and the second base plate. This can be formed on the latter or by a separate component connected to the base plate. Depending on the design and geometric shape of the joint arrangement, the second base plate forms a stop for a surface area in the event of relative movement to it, which stop is provided either a) on the second articulated arm mounted in it or b) the pivot bearing or c) the first articulated arm which is articulated to the second articulated arm mounted in this base plate in an area between the joint head and the base plate.Variants b) and c) require, under the condition of a corresponding design with regard to the outer circumference of the two articulated arms up to the respective surface area for interaction with the stop on the second base plate, the at least partial immersion of the spherical bearing and / or the other first articulated arm into the deformation tube and thus allow particularly large strokes.

[0041] 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.

[0042] Centering devices for coaxial alignment of the articulated arms during assembly are preferably provided on the rod ends of the articulated arms, which have bearing eyes. These allow precise alignment of the articulated arms to one another, regardless of the assembly method on the vehicle. This can be achieved during the pre-assembly of a structural unit comprising the second base plate, second articulated arm, and first articulated arm on one car body and the first base plate with driver as an additional structural unit on the other car body. In this case, the connection is established by relative movement and the thus defined insertion of the first articulated arm into the first base plate and subsequent clamping. Alternatively, it can be used during the assembly of two structural units, with each structural unit comprising the base plate and articulated arm being pre-assembled.In the latter case, the connection is established by relative movement of the structural units in the vertical direction to each other in order to bring the fork eyes into a position aligned with each other.

[0043] Your first method for connecting two adjacent car bodies of a rail vehicle with a joint arrangement designed according to the invention then involves the following method steps:

[0044] - Providing a first structural unit comprising a first base plate and a driver element - Providing a second structural unit comprising a second base plate and a second articulated arm and establishing an articulated connection with a first articulated arm with coaxial alignment of the first and second articulated arms to one another;

[0045] - Assembly of the first structural unit on a first car body;

[0046] - Assembly of the second structural unit and relative movement with respect to the assembled first base plate of the first structural unit, establishing the connection between the first articulated arm and the first base plate.

[0047] The provision of the first structural unit consisting of the first base plate and the driver element can be realized by connecting them or by integral formation.

[0048] The assembly of the first and second structural units can be carried out at different times, as can the formation of the joint arrangement from these.

[0049] Individual components of the joint assembly can thus be provided and handled largely pre-assembled, especially the joint connection of the two articulated arms. The components can then be mounted on the car bodies completely independently of one another. Only the final assembly of the joint assembly requires joining.

[0050] Your second method for connecting two adjacent car bodies of a rail vehicle with a joint arrangement designed according to the invention then involves the following method steps:

[0051] - Providing a first assembly comprising the first base plate and driver element and the first articulated arm

[0052] - Provision of a second assembly consisting of a second base plate and a second articulated arm and, if necessary, an energy absorption device

[0053] - assembly of the first and second structural units on a first and second car body;

[0054] - Creating an articulated connection between the first and second articulated arms by vertical relative movement of the components to each other to bring the bearing eyes into a mutually aligned position and inserting the hinge pin.

[0055] The invention is explained below with reference to the figures. The figures show in detail:

[0056] Figure 1 shows a design of a joint arrangement according to the prior art; Figure 2 shows a first advantageous design of a joint arrangement according to the invention in a perspective view;

[0057] Figure 3 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;

[0058] Figure 4 shows the process of connecting two adjacent carriages by installing an articulated arrangement according to Figures 2 and 3;

[0059] Figure 5 shows an example of a design with a centering device provided as an assembly aid on the fork eye-bearing components.

[0060] Figure 2 illustrates a particularly advantageous embodiment of a joint arrangement 1 according to the invention. Figure 3 illustrates an embodiment according to Figure 2 in a sectional view. Figure 4 shows a schematic, simplified representation of the sequence in the production of such a joint arrangement 1 in a rail vehicle 3, in particular for connecting two rail vehicles arranged one behind the other, in particular carriages 26 and 27. 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. The Y direction describes the width direction, i.e. transverse to the longitudinal direction, and the Z direction describes the height direction. 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 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 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.The first joint head 15 of the first articulated arm 10 and the second joint head 25 of the second articulated arm 20 are connected to one another in an articulated manner via a joint bearing 30.

[0061] For this purpose, the spherical bearing 30 has a pivot pin 31, which defines the bearing axis Z, which functions as the pivot axis for the joint assembly 1. 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 in order to support the pivot pin 31 of the spherical bearing 30 on both sides.

[0062] In the embodiment shown in Figures 2 and 3, 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 pivot pin 31 is guided through the bearing eyes 34 on the joint eye and 35.1, 35.2 on the joint fork and is supported in them. The center axis of the bearing eyes 34, 35.1, 35.2, which are designed as through openings, coincides with the bearing axis Z, which functions as the pivot axis, in the assembled state of the joint assembly 1.

[0063] To ensure high strength, the bearing eyes 34, 35.1 and 35.2 are designed as closed bearing eyes, i.e. arranged in an integral material section and are not split. The rod ends 15 and 25 are designed as integral components into which the bearing eyes 34, 35.1, 35.2 are incorporated. To ensure particularly simple assembly of the joint arrangement, the alignment of the bearing eyes 34 and 35.1, 35.2 to one another does not take place when the connection between the adjacent car bodies 26, 27 is made, but rather in advance, so that one of the articulated arms and the associated base plate are formed from separate components that are only joined together when the connection is assembled.

[0064] For this purpose, in Figures 2 and 3, the first articulated arm 10 and the base plate 2 are formed from separate components, with the first articulated arm 10 being detachably connected to the base plate 2. The connection is made by bracing relative to the base plate 2. The base plate 2 has a through-opening 36. The end region 11 of the first articulated arm 10 on the car body side is preferably pin-shaped and suitable for extending through the through-opening 36. The first articulated arm 10 has a pin-shaped connecting region 37 in the end region 11 on the car body side. This connecting region comprises a guide region 38 which is guided in the through-opening 36 or at least guided through it, and a stop region 39 for bearing against a surface region 43 on the first base plate 2 which is directed or points towards the joint head 15.This surface area 43 and thus the complementary stop area 39 can be designed in various ways. In the illustrated case, the stop area 39 is conical at the pin-like end area, extending in the longitudinal direction of the joint arrangement 1. This also applies to the complementary surface on the base plate 2. This stop area 39 is simultaneously used to center the articulated arm 10 relative to the base plate 2 and offers the advantage of compensating for manufacturing tolerances, since the conical part is drawn into the through-opening 36 until it rests. The securing of the articulated arm 10 in the longitudinal direction, or the bracing, is achieved via a securing device 45 engaging the securing area 44.In the simplest case, the securing device comprises a locking nut which is brought into operative connection at the end region of the articulated arm 10 on the car body side with a thread on the securing region of the pin-like end region of the articulated arm which protrudes at the rear of the base plate 2.

[0065] 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, in particular bogie 5 of the rail vehicle 3, which is not shown in Figure 2 (but is shown in Figure 4), and is to be arranged below the joint arrangement 1. The second end region 52 facing away from the first end region 51 is connected to the first base plate 2. The driver 50 extends from the base plate 2 in the 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; this is preferably 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 oriented perpendicular to the longitudinal direction of the joint arrangement.

[0066] In the embodiment according to Figure 2, the driver axis M preferably extends in a joint axis Z defined by the articulated bearing and a plane perpendicular to this axis, which can be described vertically and perpendicular to the longitudinal direction. Preferably, the driver axis M runs 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.

[0067] 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; 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.

[0068] The cranked design is carried out by forming a distance of the driver element 50 in the circumferential direction from the articulated arms 10, 20 and the pivot bearing 30. 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.

[0069] The design according to Figures 2 and 3 is characterized in that an energy-absorbing 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 connected thereto, 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.

[0070] 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 away from the joint bearing 30. 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 extends at least partially into the deformation tube 8 and bears against the inner surface 9 of the deformation tube 8.

[0071] 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 9 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.

[0072] In the event of a crash (not shown here), the rigid articulated arm plunges into the deformation tube 8, in which case it plunges into the area of ​​the pivot bearing 30. The plunge preferably occurs up to a stop 40 on the base plate 4, in that a surface area 42 is provided for interacting with the pivot bearing 30, in particular the joint head 15 of the first articulated arm 10, and comes into contact with the latter during movement relative to the base plate 4. The guide area 28 in the car body-side end area of ​​the second articulated arm 20 is guided on the inner circumference 9 of the deformation tube 8.The deformation tube 8 itself is expanded by the insertion of the articulated arm 20 with the bearing section 24 into the section 18 located further toward the car body-side end region 19 of the deformation tube 8, in the areas where it comes into operative connection with the bearing section 24, whereby the wall is stiffened by the deformation. The overall joint arrangement 1 is then shortened compared to the embodiment in Figure 2 by the stroke possible in this section due to the intended energy absorption.

[0073] The assembly and manufacture of the articulated connection of two adjacent car bodies of a rail vehicle 3, in particular cars 26, 27, by means of the joint arrangement 1 is carried out in the following steps:

[0074] First, the components or pre-assembled units are provided and assembled. A first unit consists of a first base plate 2, which is designed to be suitable for bracing the articulated arm 10 relative to it with the aid of a securing device 45, and a driver element 50. This unit is preferably integrally formed and has the through-opening 36 and the contact surfaces on the end face facing the pivot bearing 30 in the installed position for fixing the articulated arm 10 in the longitudinal direction. This unit is mounted on the first car body of the car 26. A second unit consisting of a second base plate 4, a second articulated arm 4, and optionally also an energy-absorbing device 6 is provided, and an articulated connection is created with a first articulated arm 10, with the first and second articulated arms 10, 20 coaxially aligned with one another.This second structural unit is mounted on the second car body and, upon relative movement of the second car 27 relative to the first car and thus the mounted first base plate 2, the car body-side end region 11 of the first articulated arm is inserted into the through-opening 36 of the base plate 2 and secured to the rear end face of the base plate 2 by means of the securing device 45, establishing the connection between the first articulated arm 10 and the first base plate 2.

[0075] To provide the second structural unit, the joint arrangement can be delivered completely pre-assembled, wherein only for mounting on the vehicle is the first base plate 2 detached from the first articulated arm 10 and the base plate fastened to the first vehicle and furthermore the second structural unit can be mounted on the vehicle, wherein the connection is then established by relative movement of the structural units or the vehicles connected to them to one another.

[0076] Another variant, not shown here, is characterized in that the first articulated arm 10 with the first base plate 2 and driver element 50 is pre-assembled as the first structural unit, and the second articulated arm 20 with the second base plate 4 and energy absorption as the second structural unit, wherein one structural unit is brought into the assembly position by relative movement of the latter with respect to the other in the vertical direction, particularly in the area of ​​the rod ends, in order to establish the articulated connection. Before assembly on the vehicle, the first base plate would be detached and mounted on the first vehicle, while the second structural unit would be mounted on the second vehicle. The joining would take place analogously to that described in Figure 4 by relative movement to one another in the longitudinal direction.

[0077] An alternative variant, shown in Figure 5 without a vehicle, is characterized in that the first articulated arm 10 is pre-assembled with the first base plate 2 and the driver element 50 as the first structural unit and the second articulated arm 20 with the second base plate 4 and energy absorption as the second structural unit, wherein both structural units are mounted on the respective vehicles, in particular car bodies, and these are brought into the assembly position for producing the articulated connection by relative movement in the vertical direction in the area of ​​the articulated connection, in particular in the area of ​​the rod ends, and the articulated connection is produced by the articulated bolt.

[0078] In both cases, it is helpful to provide appropriate centering aids on the rod ends to ensure coaxial alignment of the articulated arms 10, 20. Figure 5, which shows the components of the joint arrangement, shows centering devices 46, 47 on the rod ends 15, 25 of the articulated arms 10, 20, which have bearing eyes 34, 35.1, 35.2, for coaxial alignment of the articulated arms 10, 20 during assembly. Figure 5 shows, by way of example, the first base plate 2 and the first articulated arm 10, as well as the second articulated arm 20, the second base plate 4, and the energy absorption device, each preassembled. Visible are the centering device 47 in the form of a vertical centering surface forming configuration on the bearing eye 34 of the joint head 25 and centering devices 46 in the form of pins on the bearing eyes 35.1, 35.2, which, upon relative movement of the joint head 25 in the vertical direction relative to the joint head 15, engage with one another to bring the bearing eyes into alignment. All that remains is to insert the joint pin (not shown here) through the thus aligned bearing eyes 34, 35.1, 35.2 and secure it. The pins also serve as anti-twist devices.

[0079] List of reference symbols

[0080] 1 joint arrangement

[0081] 2 Base plate of the first car body

[0082] 3 Rail vehicle

[0083] 4 Base plate of the second car body

[0084] 5 bogie

[0085] 6 Energy absorption device

[0086] 7 Connection of second articulated arm with second base plate

[0087] 8 Deformation tube

[0088] 9 inner circumference; surface

[0089] 9c Surface in section 18

[0090] 10 first articulated arm

[0091] 11 Car body end area of ​​the first articulated arm

[0092] 12 front end area of ​​the first articulated arm

[0093] 13 Energy absorption element in the first articulated arm

[0094] 13a Deformation tube

[0095] 13b Conical ring

[0096] 13c front plate

[0097] 15 first joint head

[0098] 16 joint-side end area deformation tube

[0099] 17 first section deformation tube

[0100] 18 second section further towards the car body end area of ​​the deformation tube

[0101] 19 Car body end area of ​​the deformation tube

[0102] 20 second articulated arm

[0103] 21 Car body end area of ​​the second articulated arm

[0104] 22 front end area of ​​the second articulated arm

[0105] 23 Energy absorption element

[0106] 23a Deformation tube

[0107] 23b Front plate 24 Bearing section

[0108] 25 second joint head

[0109] 26 cars

[0110] 27 cars

[0111] 28 Guide Section

[0112] 29 Transition area

[0113] 30 spherical bearings

[0114] 31 pivot pins

[0115] 32 joint shells

[0116] 33 Conical surface

[0117] 34 Bearing eye to joint eye

[0118] 35.1 , 35.2 Bearing eyes on joint fork

[0119] 36 Through hole on first base plate

[0120] 37 Connection area at the car body end area of ​​the first

[0121] Articulated arm

[0122] 38 Management area

[0123] 39 Stop area

[0124] 40 Stop on second base plate

[0125] 42 Surface area of ​​​​spherical bearing

[0126] 43 complementary stop surface on base plate

[0127] 44 Security area

[0128] 45 Safety device

[0129] 46 Centering device of the first articulated arm

[0130] 47 Centering device second articulated arm

[0131] 50 driver element

[0132] 51 first sub-area

[0133] 52 second sub-area

[0134] M driving axis

[0135] G Articulation point

[0136] Z bearing axis d1 distance stop base plate second car body and surface area

Claims

Patent claims 1. Articulated joint (1) for connecting two adjacent car bodies of a rail vehicle, in particular with a drive element for interaction with a bogie, wherein the articulated joint is characterized in the connection direction by a longitudinal extension and comprises the following: a base plate (2) for connecting to a first car body and a first articulated arm (10), which has a car body-side end region connected or connectable to the base plate (2) and an opposite end region with a first articulating head (15); a base plate (4) for connecting to a second car body and a second articulated arm (20), which has a car body-side end region connected or connectable to the base plate (4) and an opposite end region with a second articulating head (25) that is at least partially complementary to the first articulating head (15);A articulated bearing (30) with a pivot pin (31) for articulately connecting the first and second joint heads (15, 25) in a joint plane, wherein the pivot pin (31) is guided by bearing eyes (34, 35.1, 35.2) in the joint heads (15, 25) and forms a common bearing axis (Z) for the joint assembly (1) with the pivot pin (31), characterized in that the joint heads (15, 25) of the articulated arms (10, 20) having bearing eyes (34, 35.1, 35.2) are formed in one piece and the first articulated arm (10) is connected to the base plate (2) in its car body-side end region (11) by clamping in the longitudinal direction of the joint assembly (1).

2. Joint arrangement (1) according to claim 1, characterized in that the first joint arm (10) has a preferably pin-shaped connection area (37) in its car body-side end region (11), comprising a A guide area (38) for guiding through an opening (36) on the first base plate (2), a stop area (39) forming at least one contact surface for bearing against a surface area (43) on the first base plate (2) directed towards the first articulating head (15), and a locking area (44) for interacting with a locking device (45) for fixing the position of the first articulated arm (10) relative to the first base plate (2). An articulating arrangement (1) according to claim 1 or 2, characterized in that the articulating arrangement (1) has a drive element (50) with a first end area (51) for interacting with a chassis, in particular a bogie, which can be arranged below the articulating arrangement (1), and an opposing second end area (52) via which the drive element (50) is connected to the first base plate, wherein the drive element in the first end area is characterized by a drive axis (M) oriented perpendicular to the longitudinal axis.which, in particular during the interaction of the drive element (50) with the chassis or bogie, coincides with a central axis of a receiving device provided thereon, wherein the drive element (50) is fixedly connected to the first base plate or integrally formed with it at a second end region (52), the first and second end regions (51, 52) are arranged offset in the longitudinal direction of the joint assembly, and the drive element (50) is cranked between the first and second end regions (51, 52), forming a distance between the drive element (50) and the outer circumference of the joint assembly (1) up to the connection area on the first base plate (2), in particular a distance forming a clearance (53) between the drive element (50) and the outer circumference of the joint assembly (1). Joint assembly (1) according to claim 3, characterized in thatthat the distance between the free space (53) and the outer circumference of the joint arrangement (1) describing the, The drive element (50) and the outer circumference of the joint arrangement (1) are 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) up to the area of ​​the vertical plane describable by the base plate (4) and beyond when a predefined operating load is exceeded in the longitudinal direction when the joint arms (10, 20) connected to each other are articulated relative to the base plate (4) connected to the second joint arm (20) are articulated relative to the base plate (4) when a predefined operating load is exceeded.A joint arrangement (1) according to claim 3 or 4, characterized in that the drive element (50) is designed and configured such that the drive axis, which can be described as interacting with a chassis or bogie, lies in a plane defined by the bearing axis (Z) of the joint bearing (30) and a perpendicular to this axis and to the longitudinal direction, in particular the extension of which intersects the bearing axis (Z). A joint arrangement (1) according to claim 3 or 4, characterized in that the drive element is designed and configured such that the drive axis, which can be described as interacting with a chassis or bogie, lies offset from a plane defined by the bearing axis (Z) of the joint bearing (30) and a perpendicular to this axis 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 at least one energy absorption device integrated in the joint arrangement (1 ) is provided, comprising a destructive energy absorption element in the form of a deformation tube (8) associated with one of the joint arms, in particular the second joint arm (20). a joint-side end region (16) and a car body-side end region (19); the deformation tube (8) with its joint-side end region (16) is supported on one side and at least indirectly on the second base plate (4), extending in the direction away from the joint bearing (30) and 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 second 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).Joint arrangement (1 ) according to claim 7, characterized in that the deformation tube (8) with its joint-side end region (16) is cantilevered on one side and at least indirectly on the second base plate (4) extending in the direction away from the joint bearing (30) or is clamped between the second joint arm (20) and an end plate arranged at a distance from the second base plate in the longitudinal direction of the joint arrangement via connecting elements.Joint arrangement (1 ) according to claim 7 or 8, characterized in that the deformation tube (8) has at its joint-side end section a section firmly connected to the bearing section (24) of the joint arm (20), which has a larger cross-section compared to a section further towards the car body-side end region (19) of the deformation tube (8), wherein the second joint arm (20) is clamped in the area of ​​its bearing section (24) between the second base plate (4) and this section of the deformation tube (8) further towards the car body-side end region (19) and in the area of ​​the guide section rests on the inner surface (9) of this section (18) of the deformation tube (8) further towards the car body-side end region (19). Joint arrangement (1 ) according to one of claims 7 to 9, 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 conically designed forming at least one conical surface for interaction with the inner circumference (9) of the deformation tube (8) or a conical ring is provided for interaction with the inner circumference (9) of the deformation tube (8), which is connected to the guide section (28) following the bearing section (24).A joint assembly (1) according to any one of claims 7 to 9, 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 from mutually coupled and coaxially arranged separate components – a bearing component integrally formed with the joint head (25) and a guide component – ​​and a conical ring is provided for interaction with the inner circumference (9) of the deformation tube (8), which is integrally formed with the bearing component or the guide component or is connected to the bearing component or the guide component by force and / or form locking. A joint assembly (1) according to any one of claims 7 to 11, characterized in that the second joint arm (20) is connected between the second base plate (4) and the section of the deformation tube (8) extending further towards the car body-side end region via the conical ring or theThe conical surface is clamped without play. Joint arrangement (1) according to one of claims 7 to 12. characterized in that the second articulated arm (20) is clamped between the second base plate (4) and the deformation tube (8) in such a way 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 thereby plastically deforms the section (18) of the deformation tube (8) which lies further in the direction of the car body end region (19) with cross-sectional expansion.A joint arrangement (1) according to one of the preceding claims, characterized in that the second base plate forms or has a stop (40) for a surface area during relative movement in the event of a crash relative to the second base plate, which is provided either a) on the second joint arm (20) mounted in the latter, or b) on the joint bearing (30), or c) on the first joint arm (10) which is articulated to the joint arm (20) mounted in the second base plate (4) in an area between the joint head (15) and the base plate. A joint arrangement (1) according to one of the preceding claims, characterized in that the joint heads (15, 25) of the joint arms (10, 20) have bearing eyes (34, 35.1, 35.2). Centering devices are provided for coaxially aligning the articulated arms during assembly. A method for connecting two adjacent car bodies (26, 27) of a rail vehicle (3) with an articulated arrangement (1) according to any one of claims 1 to 15, comprising the following features: - Providing a first assembly consisting of a first base plate (2) and a drive element (50) and assembling it on a first car body (26); - Providing a second assembly consisting of a second base plate (4) and a second articulated arm (20) and establishing an articulated connection with a first articulated arm (10) with coaxial alignment of the first and second articulated arms (10, 20) to each other; - Assembly of the second assembly unit on the second car body and relative movement with respect to the mounted first base plate (2) thereby establishing the connection between the first articulated arm (10) and the first base plate (2). Method for connecting two adjacent car bodies (26, 27) of a rail vehicle (3) with an articulated arrangement (1) according to any one of claims 1 to 15, comprising the following features: - Providing an initial assembly consisting of the first base plate, drive element, and first articulated arm - Provision of a second assembly consisting of a second base plate and a second articulated arm, and, if necessary, an energy consumption device. - Assembly of the first and second construction units on a first and second car body; - Establishing a joint connection between the first and second articulated arms by vertical relative movement of the components to each other in order to bring the bearing eyes into an aligned position and to insert the joint bolt.

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