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

Abstract

The invention relates to a joint arrangement (1) for the articulated connection of two adjacent car bodies (41, 42) of a rail vehicle, comprising: a first articulated arm (10) and a second articulated arm (20), a joint bearing (30) with a joint pin (31) for the articulated connection of the first and second joint heads (15, 25) in a joint plane, wherein a bearing axis (Z) common to the joint arrangement (1) is formed with the joint pin (31), and at least one energy absorption device (13, 23) integrated in the joint arrangement, comprising a destructive energy absorption element in the form of a deformation tube (13a, 23a) assigned to at least one of the articulated arms (10, 20) with an end region on the joint side and a car body side end region, which is prestressed at least indirectly between the articulated arm (10, 20) and the base plate (2, 4), wherein the car body side end region of the deformation tube (13a,23a) is supported on a closure element (8, 9) connected to the base plate (2, 4) via at least one connecting device (6, 7). The invention is characterized in that the connecting device (6, 7) is formed by a sleeve-shaped element that surrounds the deformation tube (13a, 23a), forming a distance (14, 24) in the circumferential direction over at least a portion of its longitudinal extension, and is integrally formed with the base plate (2, 4) or connected thereto, wherein the closure element (8, 9) is at least indirectly non-positively and / or positively connectable to the sleeve-shaped element (36, 37).

Description

[0001] The invention relates to a joint arrangement for the articulated connection of two adjacent car bodies of a track-guided vehicle, in particular with the features of the preamble of claim 1.

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

[0003] Such joint arrangements are known in numerous designs from the prior art. Reference is made to EP 1884 434 B1 and WO 2020 / 035196 A1 as examples. Such joints, often designed as so-called spheroidal elastic joints, absorb the longitudinal, transverse, and vertical forces that occur between adjacent car bodies during travel of the multi-unit rail vehicle.

[0004] 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 driving. 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 driving 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 in danger of derailing.

[0005] With the aim of protecting the vehicle undercarriage against damage in the event of strong rear-end impacts, a destructive energy absorption element is often used. This element is designed, for example, in such a way that it only responds after the energy consumption of the regenerative energy absorption element, provided for example in the spherical bearing, has been exhausted and at least partially absorbs and thus dissipates the energy transmitted 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. An energy absorption element based on the principle of a deformation tube is characterized by the fact that it has 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 can thus 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 end section of the articulated arm on the car body side, while the front end section of the articulated arm corresponds to the joint head.Basically, the end section of the articulated arm on the car body side is connected to the so-called base plate of the car body, in which the forces transmitted by the articulated arms of the articulated arrangement are introduced or from which the forces to be transmitted by the articulated arms of the articulated arrangement are introduced from the car body into the associated articulated arm.

[0006] The joint head on the front end section of the first joint arm of a joint arrangement can generally be brought into engagement with a joint head of an adjacent car body which is designed in a correspondingly complementary manner on the front end section of the second joint arm of the joint arrangement.

[0007] When transmitting tensile and impact forces, the force flow runs from the base plate of the first car body via the preferably destructively designed energy absorption element, possibly integrated in 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 destructively designed energy absorption element; however, 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] The Figure 1shows an example of a joint arrangement 1 known from the prior art with a first joint arm 10 and a second joint arm 20. The joint arrangement 1 has a driver element 50, wherein a first end region of the driver element 50 is in operative connection with a (in Figure 1not shown) to be arranged below the joint arrangement 1. 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 11 of the articulated arm 10 is provided with a first joint head 15. Similarly, the second articulated arm 20 has a car body-side end region 21 connected or connectable to a base plate 4 of a second car body, 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. For example, the first joint head 15 of the first articulated arm 10 can be designed as a joint fork and the second joint head 25 of the second articulated arm 20 can be designed as a joint eye.Of course, other embodiments are also conceivable here. The first joint head 15 of the first articulated arm 10 and the second joint head 25 of the second articulated arm 20 are articulated to one another via a joint bearing 30. For this purpose, the joint bearing 30 has a joint pin 31 which defines the bearing axis Z, which functions as the pivot axis for the joint arrangement 1. The joint bearing 30 also has bearing shells 32 on both sides of the joint heads 15, 25 in order to support the joint pin 31 of the joint bearing 30 on both sides. 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 joint pin 31 of the joint bearing 30 is designed as a bolt 31 running horizontally and perpendicular to the longitudinal direction of the joint arrangement 1.

[0009] In addition, the joint arrangement 1 according to Figure 1Energy absorption devices in the form of destructively designed energy absorption elements 13, 23 in the form of deformation tubes 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 driving operation and to be transmitted by the joint arrangement 1 runs via the articulated arms 10, 20, the pivot bearing 30, the pivot pin 31 and the energy absorption elements 13, 23 integrated in the corresponding articulated arms 10, 20 and the respective base plates 2, 4 into the car body. The individual 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. The end plate 13b or 23b is in turn connected to the respective base plate 2, 4 via fastening elements, in particular screws. As a result, the respective deformation tube 13a or23a prestressed between the car body end area of ​​the respective articulated arm 10, 20 and end plate 13b, 23b.

[0010] In normal driving 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 absorption element 13 integrated in the first articulated arm 10 at the car body-side end section 11, the end plate 13b, the deformation tube 13a, the joint fork 15 to the pivot pin 31 and to the regeneratively designed energy absorption element (spheroidal elastic bearing) integrated in the joint bearing, which Figure 1is not explicitly shown. The force flow then continues from the pivot bearing 30 or pivot pin 31 to the second pivot head 25, designed as a pivot eye, on 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 absorption elements and converted into deformation work and heat and thus dissipated. The shortening of the first and second articulated arms 10 and 20 caused by the plastic deformation of the respective deformation tubes 13a and 23a has the direct consequence that the end faces of the respective car bodies orthe corresponding base plates 2 and 4 of the respective car bodies move relative to each other 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 case of the system shown in . Figure 1shown joint arrangement, 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 joint arms 10 and 20 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, ieAfter 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.

[0011] The design of the joint arrangement with destructively designed energy absorption elements, as in Figure 1described, is characterized by a high variety of parts, a relatively complex structure and correspondingly complex assembly, so that automation is difficult to achieve.

[0012] The object of the invention is to further develop a joint assembly of the type mentioned above in such a way that, while maintaining the same functionality, it is characterized by a smaller number of parts and a smaller variety of components, and is easier to handle in terms of assembly. Particular attention is paid to the possibility of a high degree of automation.

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

[0014] A joint arrangement for the articulated connection of two adjacent car bodies of a rail vehicle, the joint arrangement comprising: 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 front end region with a first joint head; 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 front end region with a second joint head that is at least partially complementary to the first joint head; and 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 forms a common bearing axis for the joint arrangement;at least one energy absorption device integrated in the joint arrangement, comprising a destructive energy absorption element in the form of a deformation tube assigned to at least one of the articulated arms, said element having a joint-side end region and a car body-side end region, which is prestressed at least indirectly between the articulated arm and the base plate, wherein the car body-side end region of the deformation tube is supported on a closing element connected to the base plate via at least one connecting device; is characterized according to the invention in that the connecting device is formed by a sleeve-shaped element which surrounds the deformation tube, forming a distance in the circumferential direction over at least a partial region of its extension in the longitudinal direction, and which is integrally formed with the base plate or connected thereto, wherein the closing element can be connected to the sleeve-shaped element in a force-fitting and / or form-fitting manner.

[0015] By replacing the individual fastening elements used to brace the deformation tube between the articulated arm and the base plate with the sleeve-shaped element, the deformation element can be easily integrated into the joint arrangement. Furthermore, the sleeve-shaped design allows the end section of the articulated arm on the car body side to be guided in the event of the deformation tube being triggered.

[0016] For this purpose, the individual articulated arm is preferably designed, viewed in the direction of the end region on the car body side, with a bearing region and a guide region for at least indirect guidance on the sleeve-shaped element in the event of triggering, and furthermore with a region on the inner circumference for at least indirect interaction with the deformation tube. When the deformation tube is triggered, the guide region causes the articulated arm to act in a defined and guided manner on the deformation tube, in particular by sliding along the inner circumference of the sleeve-shaped element. The guide region can be formed integrally on the articulated arm. In an advantageous embodiment, however, this is formed by a first screw ring which can be connected, in particular connected, to the articulated arm between the articulated arm in the end region on the car body side, in particular the guide region, and the sleeve-shaped element, and which simultaneously has an axial stop surface for engagement with the base plate.

[0017] There are a number of options regarding the design of the closing element. It is preferably designed as a disc or ring element which is or can be connected indirectly to the sleeve-shaped element via a second screw ring, wherein the second screw ring forms a preferably at least axial stop surface for the deformation tube. For this purpose, the second screw ring is connected to the sleeve-shaped element, in particular screwed to the inner circumference of the sleeve-shaped element via a thread provided on the outer circumference. This allows the wall thickness of the sleeve-shaped element to be kept low. The closing element is then connected to the screw ring in a force-fitting or form-fitting manner. The connection is preferably made via fastening elements, in particular screw connections.

[0018] At its joint-side end region, the deformation tube has a region for at least indirect interaction with the articulated arm, said region having a smaller cross-section than a region located further toward the car body-side end region of the deformation tube. The articulated arm is braced in the region of its bearing region between the base plate and this region of the deformation tube located further toward the car body-side end region. Furthermore, in the region of its guide region, the articulated arm bears at least indirectly or directly against the outer surface of the region of the deformation tube located further toward the car body-side end region.

[0019] In order to dissipate the excess energy on the deformation tube when the articulated arm and deformation tube interact and a permissible maximum force is exceeded, the bearing area and the guide area of ​​the end area of ​​the articulated arm on the car body side are designed as an integral part, and a conical surface is provided on the inner circumference of the articulated arm for interaction with the deformation tube. The conical surface can be formed integrally on the articulated arm or by a separate element, in particular a conical ring, provided between the articulated arm and the deformation tube. The latter option offers the advantage of easy adaptation of the joint arrangement to different deformation tube geometries, whereby complex modifications to the articulated arm can be avoided. The articulated arm is clamped between the base plate and the section of the deformation tube further towards the car body side end area via the conical ring or the conical surface, without any play.

[0020] In an advantageous embodiment, the articulated arm is clamped between the base plate and the deformation tube, and the deformation tube is designed such that when a pre-determined operating load is exceeded, the articulated arm moves toward the end of the deformation tube on the car body side, plastically deforming the section of the deformation tube further toward the end, expanding its cross-section. This provides a simple force-transmitting connection between the articulated arm and its car body-side end, or mounting it in the base plate.

[0021] To limit the stroke and divert the forces in the event of a crash into the car body directly via the corresponding base plate, this has a stop for a surface area provided on the joint bearing or one of the joint arms in an area between the joint head and the respective base plate. This can be formed on the joint or by a separate component connected to the base plate. Depending on the design and geometric configuration of the joint arrangement, the base plate forms a stop for a surface area in the event of relative movement to it, which can either a) on the articulated arm mounted in this base plate or b) the articulated bearing or c) the articulated arm articulated to the articulated arm mounted in this base plate in an area between the joint head and the base plate is intended.

[0022] 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.

[0023] Regenerative energy absorption is preferably provided in all designs of the spherical bearing.

[0024] The joint arrangement comprises a driver element with a first end region which can be brought into operative connection with a chassis, in particular a bogie, to be arranged below the joint arrangement and has an opposite second end region via which the driver element is firmly connected to one of the articulated arms in the region of the joint bearing plane, wherein the driver element is characterized in the first end region by a driver axis aligned perpendicular to the longitudinal axis, which coincides with a center axis of a receiving device provided on the chassis or bogie, in particular when the driver element interacts with the chassis or bogie.

[0025] The invention is explained below with reference to the figures. The figures show in detail: Figure 1 shows a design of a joint arrangement according to the prior art; Figure 2 shows a sectional view of a particularly advantageous design of a joint arrangement with energy absorption devices integrated in both joint arms with a connection of the deformation tube designed according to the invention; Figure 3 shows a joint arrangement according to Figure 2 in a view of the longitudinal extension.

[0026] The Figure 3 illustrates an overall view of a joint arrangement 1 for connecting two carriages of a rail vehicle 40, which are only indicated here and arranged one behind the other, with an inventive design of at least one energy absorption device assigned to one of the articulated arms 10 or 20, with Figure 3 not shown destructive energy absorption element 13, 23 in the form of a deformation tube 13a or 23a. Figure 3illustrates a particularly advantageous embodiment in which each of the articulated arms 10, 20 is assigned such an energy-absorbing device with a destructive energy-absorbing element 13, 23, in particular in the form of deformation tubes 13a, 23a. For this purpose, the individual articulated arms 10, 20 are connected at least indirectly to the car bodies 41, 42 of the cars of the rail vehicle 40 arranged adjacent to one another.

[0027] Figure 2 shows an axial section of the joint arrangement 1 according to Figure 3 . Therefore, the same reference numbers are used for identical elements. Figure 3shows in detail a particularly advantageous embodiment according to the invention for bracing the individual deformation tube 13a, 23a between an articulated arm 10 or 20 of the joint arrangement 1 and the base plate 2 or 4 which is at least indirectly connected to this articulated arm 10 or 20. 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, corresponds to the longitudinal direction of a Figure 2 not shown and in Figure 3 of the rail vehicle indicated only by the adjacent carriages, and in particular with the axes of the articulated arms 10, 20, which are coaxially aligned with one another in the non-deflected state. The Y direction describes the width direction, i.e., transverse to the longitudinal direction, and the Z direction describes the height direction. These directions also apply to the other figures.

[0028] The Figures 2 and 3 illustrate a particularly advantageous embodiment in which a destructive energy absorption element 13, 23 is assigned to both articulated arms 10, 20 and in which both energy absorption elements 13, 23 are each clamped between the respective articulated arm 10 or 20 and the base plates 2, 4 assigned to them.

[0029] The joint arrangement 1 comprises a first articulated arm 10 and a second articulated arm 20 for implementing an articulated connection between two adjacent carriages of a rail vehicle 40. A carriage body-side end region 11 of the first articulated arm 10 is at least indirectly connected or connectable to a base plate 2 of a first carriage body 41, while a front end region 12 of the first articulated arm 10 opposite the carriage 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 carriage body-side end region 21 that is at least indirectly connected or connectable to a base plate 4 of a second carriage body 42, 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 here as a joint fork and the second joint head 25 of the second articulated arm 20 as a joint eye. Of course, other embodiments are also possible. 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. For this purpose, the joint bearing 30 has a joint pin 31 which defines the bearing axis Z which functions as the pivot axis for the joint arrangement 1. The joint pin 31 of the joint bearing 30 is designed as a horizontally running bolt which extends perpendicular to the longitudinal direction of the joint arrangement 1. The joint bearing 30 also has bearing shells 32 on both sides of the joint heads 15, 25 in order to support the joint pin 31 of the joint bearing 30 on both sides. Figure 2In the embodiment shown, the bearing shells 32 are formed directly by the first articulated arm 10, in particular the front end region 12 of the first articulated arm 10. The front end region 12 is designed as a split joint fork. The division preferably takes place in a plane that can be described by the X and Y directions and is therefore horizontal. Other embodiments are also conceivable, wherein the Figures 2 and 3 The design shown allows for a particularly compact design.

[0030] The first articulated arm 10 comprises a driver element 50, wherein a first end region 51 of the driver element 50 can be brought into operative connection with a chassis (not shown) to be arranged below the joint arrangement 1, in particular the bogie 43 of the rail vehicle 40, which is only indicated here. The second end region 52, facing away from the first end region 51, is connected to the first articulated arm 10.

[0031] The joint arrangement 1 comprises at least one energy-absorbing device integrated therein. In the illustrated case, an energy-absorbing device 3, 5 is preferably assigned to each of the joint arms 10, 20 in connection with the base plate 2, 4. Both are designed analogously here. The individual energy-absorbing device 3 or 5 comprises at least one destructive energy-absorbing element 13, 23 in the form of a deformation tube 13a, 23a with an end region 16, 26 on the joint side, viewed in the installed position, and a car body-side end region 18, 28, which is braced at least indirectly between the joint arm 10 or 20 and the base plate 2 or 4. The car body-side end region 18, 28 of the deformation tube 13a, 23a is supported on an end element 8, 9 connected to the base plate 2, 4 via at least one connecting device 6, 7.According to the invention, the connecting device 6, 7 is formed by a sleeve-shaped element 36, 37 that encloses the deformation tube 13a, 23a in the circumferential direction, forming a distance 14 or 24, respectively, and is integrally formed with or connected to the base plate 2 or 4. In the illustrated case, the base plate 2 or 4 and the sleeve-shaped element 36, 37 are preferably formed integrally.

[0032] The car body-side end region 11 of the first articulated arm 10 and the car body-side end region 21 of the second articulated arm 20 are each connected at least indirectly to the base plate 2 and 4, respectively. Specifically, the individual articulated arms 10, 20 are connected in the car body-side end region to the base plate 2, 4, in particular to the sleeve-shaped element 36, 37 integrally formed therewith, via a ring element 34, 35, preferably in the form of a screw ring. The ring element 34, 35 is pressed with its outer circumference into the base plate 2, 4 or the sleeve-shaped element 36, 37 connected thereto or integrally formed therewith, and has means, in the region of its inner circumference, for connecting to the car body-side end region of the articulated arm 10, 20.For this purpose, the individual articulated arms 10, 20 have, in the end region 11, 21 on the car body side, a threaded area on the outer circumference that complements the thread of the ring element 34, 35 in order to be brought into operative connection with the latter. The respective ring element 34, 35, which interacts with the articulated arms 10, 20 in the end region 11, 21, provides radial and axial support for the respective articulated arms 10, 11 on the base plate 2, 4.

[0033] The respective end element 8, 9 is connected to the sleeve-shaped element 36, 37 in a force-locking and / or form-locking manner, here via a further second screw ring 38, 39. This has a threaded section on the outer circumference for interaction with a threaded section provided on the inner circumference of the sleeve-shaped element 36, 37, and also a support surface 43 or 44 for the deformation tube 13a, 23a.

[0034] The individual deformation tube 13a, 23a is designed and arranged such that it interacts with the articulated arm 10 or 29 at least indirectly, i.e. directly or via an intermediate element, via a first joint-side end region. In the case shown, this is formed by a separate ring element, in particular a conical ring 13b, 23b, arranged between the outer circumference of the deformation tube 13a, 23a and the inner circumference of the car body-side end region 11, 21 of the articulated arms 10, 20, forming a wedge surface. For this purpose, the deformation tube 13a, 23a has a first region facing the joint with a conical contact surface for the conical ring 13b, 23b. On the articulated arm 10 or 20, the support in the axial and radial direction is provided via corresponding contact and guide surfaces on the end area 11, 21 of the articulated arms 10, 20 on the car body side. List of reference symbols

[0035] 1Joint arrangement 2Base plate of the first car body 3Energy absorption device 4Base plate of the second car body 5Energy absorption device 6Connecting device 7Connecting devices 8End element 9End element 10First articulated arm 11Car body-side end region of the first articulated arm 10 12Front end region of the first articulated arm 10 13Energy absorption element of the first articulated arm 10 13aDeformation tube 13bConical ring 14Spacer 15First joint head 16Joint-side end region of the deformation tube 17First section of the deformation tube 18Second section further towards the car body-side end region of the deformation tube 19Car body-side end region of the deformation tube 20Second articulated arm 21Car body-side end region of the second articulated arm 20 22Front end region of the second articulated arm 20 23Energy absorption element second joint arm 20 23aDeformation tube 23bConical ring 24Section 25Second joint head 26Joint-side end area of ​​the deformation tube27 Joint-side end area of ​​the deformation tube 28 Car body-side end area of ​​the deformation tube 30 Spherical bearing 31 Pivot pin 32 Bearing shells 33 Conical surface 34 First screw ring 35 First screw ring 36 Sleeve-shaped element 37 Sleeve-shaped element 38 Second screw ring 39 Second screw ring 40 Rail vehicle 41 Car body of the first car 42 Car body of the second car 43 Support surface 44 Support surface 50 Driver element 51 First end area 52 Second end area M Driver axis Z Bearing axis

Claims

1. Articulated assembly (1) for the articulated connection of two adjacent car bodies (41, 42) of a rail vehicle, the articulating assembly (1) comprising: a first articulated arm (10) having a car body-side end region connected or connectable to a base plate (2) of a first car body, and an opposite front end region with a first articulating head (15); a second articulated arm (20) having a car body-side end region connected or connectable to a base plate (4) of a second car body, and an opposite front end region with a second articulating head (25) that is at least partially complementary to the first articulating head (15);and a joint bearing (30) with a joint pin (31) for the jointed connection of the first and second joint heads (15, 25) in a joint plane, wherein the joint pin (31) forms a common bearing axis (Z) for the joint arrangement (1); at least one energy-absorbing device (13, 23) integrated in the joint arrangement, comprising a destructive energy-absorbing element in the form of a deformation tube (13a, 23a) assigned to at least one of the joint arms (10, 20) and having a joint-side end region and a car body-side end region, which is prestressed at least indirectly between the joint arm (10, 20) and the base plate (2, 4), wherein the car body-side end region of the deformation tube (13a, 23a) is supported on a closure element (8, 9) connected to the base plate (2, 4) via at least one connecting device (6, 7); ; characterized by; thatthe connecting device (6, 7) is formed by a sleeve-shaped element which surrounds the deformation tube (13a, 23a) by forming a distance (14, 24) in the circumferential direction over at least a partial area of ​​its extension in the longitudinal direction and which is formed integrally with the base plate (2, 4) or is connected thereto, wherein the closing element (8, 9) can be connected at least indirectly in a force-fitting and / or form-fitting manner to the sleeve-shaped element (36, 37).

2. Joint arrangement (1) according to claim 1, characterized in that the articulated arm comprises on the outer circumference in its end region on the car body side a bearing region for bearing in the base plate and an adjoining guide region for at least indirect guidance in the event of triggering on the sleeve-shaped element and further comprises on the inner circumference a region for at least indirect interaction with the deformation tube.

3. Joint arrangement (1) according to claim 1 or 2, characterized in thatbetween the articulated arm (2, 4) in the end region on the car body side, in particular the guide region, and the sleeve-shaped element (36, 37), a first screw ring (34, 35) which can be connected to the articulated arm, in particular is connected, is provided, which has an axial stop surface for contact with the base plate.

4. Joint arrangement (1) according to claim 1 or 3, characterized in that the closing element (8, 9) is designed as a disc or ring element which can be connected via a second screw ring (38, 39) connected to the sleeve-shaped element (36, 37), the second screw ring (38, 39) forming a stop surface for the deformation tube.

5. Joint arrangement (1) according to one of claims 1 to 4, characterized in thatthe deformation tube has, at its joint-side end region, a region for at least indirect interaction with the articulated arm, which has a smaller cross-section compared to a region lying further in the direction of the car body-side end region of the deformation tube, wherein the articulated arm is braced in the region of its bearing section between the base plate and this region of the deformation tube lying further in the direction of the car body-side end region and, in the region of the guide region, rests at least indirectly or directly on the outer surface of this region of the deformation tube lying further in the direction of the car body-side end region.

6. Joint arrangement according to one of claims 1 or 5, characterized in thatthe bearing area and the guide area of ​​the car body-side end area of ​​the articulated arm are integrally designed and a conical surface is provided on the inner circumference of the articulated arm for interaction with the deformation tube, wherein the conical surface is formed by the articulated arm or a separate element, in particular a conical ring, provided between the articulated arm and the deformation tube.

7. Joint arrangement according to claim 6, characterized in that the articulated arm is clamped without play between the base plate and the section of the deformation tube further towards the end area on the car body side via the conical ring or the conical surface.

8. Joint arrangement according to one of claims 1 to 7, characterized in thatthe 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.

9. Joint arrangement according to one of the preceding claims, characterized in that the base plate forms or has a stop for a surface area during relative movement with respect to the base plate, which stop is provided either d) on the articulated arm mounted in the base plate or e) on the articulated bearing or f) on the articulated arm articulated to the articulated arm mounted in this base plate in an area between the joint head and the base plate.

10. Joint arrangement according to one of the preceding claims, characterized in thatthe first joint head is designed as a joint fork and the second joint head of the spherical bearing is designed as a joint eye.

11. Joint arrangement according to one of the preceding claims, characterized in that the joint arrangement comprises a driver element with a first end region which can be brought into operative connection with a chassis, in particular a bogie, to be arranged below the joint arrangement and has an opposite second end region via which the driver element is firmly connected to one of the articulated arms in the region of the joint bearing plane, wherein the driver element is characterized in the first end region by a driver axis aligned perpendicular to the longitudinal axis, which coincides with a center axis of a receiving device provided on the chassis or bogie, in particular when the driver element interacts with the chassis or bogie.

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