EP3554918B1 - Attachment for articulated connection of a coupling rod to a carriage body - Google Patents

Description

The invention relates to an articulation for the articulated connection of a coupling rod to a car body.

Such a linkage is, for example, from EP 1 785 329 A1 famous.

Accordingly, the invention relates in particular to an articulation for the articulated connection of a coupling rod to a car body, the articulation having a base plate which can be connected to a car body and in which a feed-through opening is formed, through which an end region of the coupling rod on the car body side extends. The linkage also has a draw/buffing device arranged on the end region of the coupling rod on the car body side, with a front spring plate attached to the coupling rod in front of the base plate in the longitudinal direction of the coupling rod and a rear spring plate attached to the coupling rod behind the base plate in the longitudinal direction of the coupling rod. The draw/buffing gear also has at least one front spring element made of elastic material arranged between the base plate and the front spring plate and at least one rear spring element made of elastic material arranged between the base plate and the rear spring plate, the front spring element and the at least one rear spring element in the unloaded state are each ring- or torus-shaped.

Such a linkage for the articulated connection of a coupling rod to a car body is, for example, from EP 1 785 329 A1 known and is used in rail vehicle technology as a rule in couplings and joints for connecting car bodies or complete trains to one another by means of automatic couplings or close couplings.

To explain the basic structure of a conventional linkage used in rail vehicle technology, reference is made to the illustrations in FIG. 1a and FIG. 1b referred, which show a conventional, used in rail vehicle articulation in a side view or top view. In detail is in the Figures 1a and 1a the linkage is shown in a state in which no compressive or tensile forces act on the coupling rod.

As shown, the conventional articulation 101 has a base plate 110 which can be connected to a car body (not shown) and in which a feed-through opening 111 is formed. The lead-through opening 111 receives the end region 103 of a coupling rod 102 on the car body side in such a way that the end region 103 of the coupling rod 102 on the car body side extends through the lead-through opening 111 .

Furthermore, on the car body-side end region 103 of the coupling rod 102 is a drawbar/buffing device 109, which has a front spring plate 112 attached to the coupling rod 102 in front of the base plate 110 in the longitudinal direction L of the coupling rod and a rear spring plate attached to the coupling rod 102 behind the base plate 110 in the longitudinal direction L of the coupling rod 114 has.

A spring element 120, 130 in the form of an annular rubber spring is arranged between the base plate 110 and the front spring plate 112 and between the base plate 110 and the rear spring plate 114 in such a way that the end region 103 of the coupling rod 102 on the car body side extends axially to the end region in the base plate 110 formed passage opening 111 in the spring elements 120, 130 formed openings 122, 132 extends. In detail, the two spring elements 120 , 130 are pushed onto the end region 103 of the coupling rod 102 on the car body side and braced with the aid of the front and rear spring plates 112 , 114 and with the aid of a locking nut 118 .

In a pressurized state, in which compressive forces act on the coupling rod 102 and thus on the end region 103 of the coupling rod 102 on the car body side, the coupling rod 102 or the end region 103 of the coupling rod 102 on the car body side is displaced in the direction of the car body with the front spring plate 112 on the coupling rod side. so that the distance between the front spring plate 112 and the base plate 110 connected to the car body compared to the unloaded and, for example, in the Figures 1a and 1b shown state is reduced. The front elastomer spring element 120 arranged between the front spring plate 112 and the base plate 110 is compressed as a result of the action of the compressive forces acting on it, so that the compressive forces are transmitted in a dampened manner via the compressed front spring element 120 to the base plate 110 and the car body (not shown). .

On the other hand, when tension is applied, in which tensile forces act on coupling rod 102 and thus on end region 103 of coupling rod 103 on the car body, rear spring plate 114 is displaced relative to base plate 110 in the direction of base plate 110, so that rear spring element 130 is compressed and the tensile forces are transmitted in dampened form via the compressed rear spring element 130 to the base plate 110 and the car body, which is not shown.

As spring elements 120, 130 are in the draw / buffing gear 109 of the conventional, used in rail vehicle technology and in the Figures 1a and 1b articulation 101 illustrated as an example, hollow springs made of an elastomer material are usually used, the cross-sectional shape of these hollow springs usually having a circular shape due to the design. In the drawbar/buffing gear 109, the spring elements 120, 130 assume the function of damping the tensile and impact forces occurring when power is transmitted from the coupling rod 102 to the car body. A further function is that in the spring elements 120, 130 part of the energy occurring during the power transmission is dissipated.

Linkages for the articulated connection of a coupling rod to a car body must be designed to permit the horizontal and vertical pivoting movements of the coupling rod that occur during operation relative to the base plate connected to the car body, in order to be able to drive over elevations and to enable driving through depressions and cornering. To this end, it is known to guide the end region of the coupling rod on the car body side through the feed-through opening provided in the base plate with the aid of, for example, a ball bushing arrangement. The horizontal and vertical pivoting movements of the coupling rod relative to the base plate are absorbed by the spring elements of the draw/buffing gear. It is also desirable that the hitch rod be able to rotate to some degree relative to the base plate.

In principle, however, it must be ensured that a twisted and/or horizontally or vertically deflected coupling rod is brought back into its starting position.

To provide such a provision comes at the in the Figures 1a and 1b illustrated conventional articulation 101 a return and anti-rotation device is used. The resetting and anti-twist device has two resetting arms 140, 140' arranged in a horizontal plane to the left and right of the car body-side end region 103 of the coupling rod 102, which are firmly connected on the one hand to the car body-side end region 103 of the coupling rod 102 and on the other hand to the base plate 110. Each restoring arm 140, 140' has a leg spring consisting of a helical spring 141, 141' and lever-like legs 142, 143, 142', 143'.

The helical springs 141, 141' of the torsion springs are designed and arranged in such a way that they are subjected to torsion when the coupling rod 102 rotates about its axis. The end area on the car body and the opposite end area of the helical spring each merge into the lever-like legs 142, 143, 142', 143', with the legs 142, 143 on the car body being firmly connected to the base plate 110 of the linkage 101 with the aid of a screw 150. The opposite legs 142', 143' of the leg springs are each firmly connected via a connecting arm 144, 144' to the end region 103 of the coupling rod 102 on the car body.

When the coupling rod 102 is deflected horizontally or vertically relative to the base plate 110, the two coil springs 141, 141' of the torsion springs are subjected to torsion about their axis, so that the Coupling rod 102 acts a restoring force and the provision of the coupling rod 102 is made possible in the starting position. The coupling rod 102 pivoted in the horizontal plane relative to the base plate 110 is in FIG. 1b indicated by dotted lines.

The construction consisting of the two torsion springs not only enables a return of a coupling rod 102 that is deflected in the horizontal and/or vertical direction relative to the base plate 110, but also serves at the same time as an anti-twist device, since the end region 103 of the coupling rod 102 on the car body side is fixed via the torsion springs is connected to the base plate 110.

As a result of the sometimes extreme forces acting on the articulation 101, however, such a construction for effecting a return and anti-rotation device is complex in terms of its construction, since it must be designed in accordance with the requirements to be expected. In particular, the horizontal and vertical deflection angle of the coupling rod that can be achieved with the conventional articulation is partly limited to a relatively small range by the provision of the torsion springs as the coupling rod return mechanism.

the EP 2 243 680 A1 also relates to an articulation for the articulated connection of a coupling rod to a car body, the articulation having a base plate which can be connected to the car body and has a feed-through opening through which the end area of the coupling rod on the car body side extends, and a drawbar/buffing device arranged on the end area of the coupling rod on the car body side. The drawbar/buffing device has a front spring plate attached to the coupling rod in front of the base plate in the longitudinal direction of the coupling rod and a rear spring plate attached to the coupling rod behind the base plate in the longitudinal direction of the coupling rod. A front elastomer spring element is arranged between the base plate and the front spring plate. A rear elastomeric spring element is positioned between the base plate and the rear spring seat. In order to prevent rotation or reset a twisted coupling rod, it is provided that the front spring element and/or the rear spring element are/are in engagement with the base plate in such a way that rotational forces transmitted by the coupling rod are introduced into the base plate at right angles without slippage will.

The invention is based on the object of further developing a linkage of the type mentioned at the outset in such a way that a centering and in particular a resetting of a twisted coupling rod during operation can be effected in a manner that is simple to implement but effective without additional components being required for this purpose. In particular, the linkage should be simpler in its entirety compared to the solution known from the prior art and shown above as an example.

This object is achieved with a linkage having the features of claim 1 .

As an alternative or in addition to this, the object on which the invention is based is achieved according to the invention with a linkage of the type mentioned at the outset in that the rear spring plate has an end face that faces the at least one rear spring element and is contoured at least in regions, and the base plate has an end face that faces the at least one rear spring element, at least in regions having a contoured end face, the contour of the end face of the rear spring plate being at least partially complementary to the contour of the end face of the base plate.

The term "contour of the end face" or "end face contour" as used herein is generally to be understood as meaning the topography or surface shape of the end face. In particular, a surface design that is wavy at least in some areas comes into consideration in this context.

In particular, the term “contoured end face” used herein designates a regular surface—in the sense of differential geometry. The term "regular surface" or "differentiable surface" is a mathematical object from differential geometry. With the help of this term, the commonly used term of area is defined more precisely in the mathematical context. The definition of this term clearly means that pieces of a plane are deformed and stapled together in such a way that there are no corners or edges, so that a tangential plane can be created at any point in the resulting structure. In contrast to the topological surface, a derivation of a mapping can be explained on the regular surface - due to the existence of a tangential plane.

Due to the fact that, in the solution according to the invention, the at least one spring element of the drawbar/buffing device arranged on the end region of the coupling rod on the car body side, i.e. the front spring element and/or the at least one rear spring element, is clamped between correspondingly contoured surfaces, the annular or toroidal spring element correspondingly deformed at least in certain areas.

In particular, the preload acting on the spring element is selected such that even in the unloaded state of the draw/buffing device arranged on the car body end region of the coupling rod, the ring-shaped or toroidal spring element is elastically deformed in the unloaded state. the Elastic deformation of the spring element caused by the contoured surfaces causes the spring element to engage the base plate in such a way that rotational forces transmitted by the coupling rod are introduced perpendicularly into the base plate without slipping.

Accordingly, in the solution according to the invention, a form-fitting interlocking of at least one spring element of the drawbar/buffing gear and the base plate is achieved, so that when the coupling rod is twisted, the rotational forces transmitted by the coupling rod are transmitted via the at least one spring element, which is in form-fitting engagement with the base plate, at right angles to the base plate are initiated. Due to the normal forces in the connection points between the at least one spring element and the base plate, there are no shifting transverse forces, so that no slippage occurs.

It should be emphasized in particular that this anti-rotation device can only be implemented with spring elements that are annular or toroidal in the unloaded state because the corresponding spring element is clamped between suitably contoured surfaces and deformed accordingly. This brings with it the advantage that conventional annular or toroidal spring elements can be used in the articulation according to the invention. It can thus be used on already available standard components, which significantly simplifies the implementation of the articulation according to the invention.

The solution according to the invention also has a whole range of other advantages compared to the articulation known from the prior art: in that the at least one front and/or rear spring element between the base plate with the end face that is contoured at least in certain areas and the associated spring plate with the at least partially contoured end face are arranged / is, the corresponding spring element is supported on the corresponding areas of the base plate, with which the spring element is positively engaged due to the selected bias.

In this context, according to a preferred implementation of the solution according to the invention, it is also provided in particular that the base plate is provided with corresponding spring element receptacles, via which the corresponding spring elements can be accommodated at least in regions.

In this way, in the articulation according to the invention, the spring elements of the draw/buffing gear not only serve to dampen the tensile and impact forces transmitted by the coupling rod, but also take on the function of supporting the coupling rod on the base plate in the vertical and horizontal directions. Accordingly, in the solution according to the invention, the forces transmitted relative to the base plate during a horizontal and vertical pivoting movement of the coupling rod are also at least partially absorbed by the spring elements. After the load has been relieved, the spring elements ensure that the coupling rod returns to its original position.

In addition to the horizontal and vertical return, the spring elements used in the solution according to the invention also have the function of preventing rotation or restoring a twisted coupling rod. When the coupling rod is twisted relative to the base plate, the rotational forces are introduced at right angles into the base plate due to the at least regionally positive engagement of the front and/or rear spring element and the base plate.

Accordingly, additional components can be dispensed with for the realization of an anti-twist device, so that the complexity of the construction of the linkage is reduced.

The solution according to the invention thus represents a simple variant of a linkage, the basic structure of the linkage according to the invention being similar to the basic structure of a linkage known from the prior art, in which elastomer spring elements in the form of hollow rubber springs are used. Thus, the solution according to the invention can also be used in conventional couplings and joints for connecting car bodies or complete trains to one another by means of, for example, an automatic coupling or close coupling.

As with the conventional linkages known from the prior art, the spring elements used in the linkage according to the invention preferably have circular cross sections and primarily assume the function of damping the tensile and impact forces transmitted by the linkage. The basic structure of the linkage according to the invention consists of a bolted coupling rod with spring plates, a front and rear elastomer spring element and a base plate together. According to the invention, it is provided that the end faces of the base plate and of the spring plate facing at least one spring element are contoured accordingly and that the at least one spring element is clamped between the contoured end faces in such a way that it deforms correspondingly elastically in order to form a form-fitting engagement with the base plate, so that a slip-free transmission of rotational forces acting on the coupling rod to the base plate and in particular a reset of a twisted coupling rod is made possible. Since the anti-twist device is implemented with the help of at least one of the spring elements, the rotational forces are also dampened when they are transmitted to the base plate.

In addition to providing an anti-twist device, one object of the linkage according to the invention is the transmission of tensile and impact forces or compressive forces as they occur during operation. The linkage is designed in such a way that tensile and compressive forces are introduced into the linkage via the coupling rod. The compressive forces are then transmitted to the base plate via the front spring plate and the adjacent spring element. Tensile forces are transferred to the base plate via the rear spring plate and the rear spring element. The base plate is firmly connected to the car body underframe, in particular screwed, so that the introduction of force into the underframe via the base plate is possible.

In particular, because the spring elements are supported at least in regions in the direction of rotation on the base plate in the solution according to the invention, an almost uniform loading of the spring elements can be achieved even with relatively high rotational forces transmitted by the coupling rod. In this way, the inventive arrangement of the spring elements relative to the base plate can in particular also effectively prevent premature wear of the spring elements.

In summary, it can be stated that the basic idea on which the present invention is based is that the coupling rod or the elastomer spring elements are twisted by axial force/positive locking due to axial loading/deformation of the elastomer spring elements.

Since elastomers can be damaged by sharp edges or strong, local deformations (caused e.g. by grooves, pins, holes, ...), only slight deformations with smooth transitions are possible. However, these are generally not sufficient to reliably rule out twisting. In particular, it is therefore provided in embodiments of the linkage according to the invention that the contour of the end face of the front spring plate and/or the contour of the end face of the rear spring plate is continuous and in particular has no sharp edges.

In preferred implementations of the articulation according to the invention, it is provided that the contour of the end face of the front spring plate and/or the contour of the end face of the rear spring plate is wavy at least in regions.

In this context, according to a preferred implementation of the solution according to the invention, it is provided that the base plate is provided with a corresponding spring element receptacle, with both a spring plate serving as a pressure plate, which is fastened to the coupling rod, and a spring element receptacle on the base plate serving as a car body connection with a wavy Shape on the surface are fitted. An elastomeric spring element is positioned and preloaded between the two surfaces. A relatively high preload force makes it possible for the elastomer spring element to nestle against the two surfaces. The two wave surfaces are arranged in such a way that a wave crest on one side also coincides with a wave trough on the other side, so that the entire spring element is forced into a wavy shape and there is therefore no possibility of it pressing against the coupling rod or the Can twist connection to the car body. This also prevents the coupling rod from twisting against the car body connection.

In order to ensure that torques can be introduced from the end region of the coupling rod on the car body side into the spring elements of the drawbar/buffing gear without stress peaks, it is preferable if at least one of the two spring plates has at least two and preferably four wave crests pointing in the direction of the base plate, with between these wave crests there is a wave trough. The ones pointing towards the base plate Wave crests of the spring plate should lie on a common circular line, with the circular angle between adjacent wave crests being the same.

In a preferred implementation of the articulation according to the invention, it is provided that the lead-through opening provided in the base plate is designed in terms of the shape of its opening cross-section in such a way that, in particular, horizontal pivoting of the end region of the coupling rod extending through the lead-through opening is possible in a definable angular range, in particular in an angular range of ± 25°, thus enabling the coupling rod to be deflected around the Z-axis if the coupling rod is articulated to a car body via the linkage. The base plate and the lead-through opening formed therein are preferably formed in such a way that the coupling rod, when the full deflection is reached, rests flat against the correspondingly designed contour of the base plate.

In the present case, the term "X-axis" is the axis extending (horizontally) in the longitudinal direction of the coupling rod, the term "Y-axis" is the horizontal axis at right angles thereto and the term "Z-axis" is the axis extending vertically to the coupling rod in the longitudinal direction to understand extending axis.

As already indicated, it is preferred if the respective spring elements rest flush against the base plate or against a spring element receptacle of the base plate, with the spring elements preferably being pretensioned between the respective spring plates and the base plate. In this way, the coupling rod can be supported and reset in the Y and Z directions. According to the invention, the return of the coupling rod with regard to the axis of rotation of the coupling rod is effected by the form-fitting engagement of the at least one spring element and the base plate, with--as already explained--in this way the rotational forces transmitted by the coupling rod are introduced at right angles into the base plate without slip.

In order to ensure the movement of the coupling rod or of the end region of the coupling rod on the car body side relative to the base plate that is required during operation with as little wear as possible, in a preferred embodiment of the articulation according to the invention that the end area of the coupling rod on the car body side has a circular cross-section, a bearing also being provided which is provided in the feed-through opening of the base plate and designed to support the end area of the coupling rod running through the feed-through opening.

According to embodiments of the linkage according to the invention, the front and/or rear spring plate has at least one cam pointing in the direction of the base plate and protruding from the end face of the corresponding spring plate. In this context, the term "cam" is intended to describe an area that protrudes from the contour of the end face and in particular tapers in the direction of the base plate, with the contour of the spring plate no longer describing a regular surface in the sense of differential geometry in the area of the cam.

A large number of cams, in particular arranged equidistantly, are preferably used.

Alternatively or additionally, according to further developments of the linkage according to the invention, at least one cam is assigned to the base plate, which protrudes from the end face of the base plate facing the front or rear spring plate, pointing in the direction of the front or rear spring plate.

The provision of such cam-shaped areas leads to improved anti-twist protection, since the cam-shaped areas are designed to penetrate into the spring elements made of an elastic material. In other words, the cams work their way into the elastomeric elements, further preventing them from twisting.

According to developments of the last-mentioned embodiments of the linkage according to the invention, two spring elements made of elastic material are provided between the front spring plate and the base plate, with an intermediate plate being arranged between these two spring elements. Furthermore, it is provided that the intermediate plate has an end face facing the front spring plate and an end face facing the base plate. In this context it is conceivable if the dem front spring plate facing end face of the intermediate plate has at least partially a contour which is complementary to the contour of the front spring plate.

In a further development of this, it is provided that the front spring plate has at least one cam, with the end face of the intermediate plate facing the front spring plate having a recess or a through hole in the axial extension of the at least one cam of the front spring plate, with a diameter that is preferably at least corresponds to the diameter of at least one cam of the front spring plate.

With this further development, it is possible for the elastomeric material of the spring elements to be able to penetrate into the recess or the through-hole of the intermediate plate, in particular when a corresponding cam is formed on the front spring plate. In this way, the security against torsion is further optimized.

As an alternative to this, it is conceivable for the intermediate plate to have at least one cam on its end face facing the front spring plate, with the front spring plate having a recess or a through hole on its end face facing the intermediate plate in an axial extension of the at least one cam of the intermediate plate, specifically with a diameter, preferably at least the diameter of the at least one cam of the intermediate plate.

Alternatively or additionally, according to embodiments of the linkage according to the invention, two spring elements made of elastic material are provided between the rear spring plate and the base plate, with an intermediate plate being arranged between the two spring elements, and with the intermediate plate having an end face facing the rear spring plate and a the base plate facing end face. The end face of the intermediate plate facing the rear spring plate has, at least in some areas, a contour that is complementary to the contour of the rear spring plate.

In this embodiment, too, it is conceivable that the rear spring plate has at least one cam, with the cam facing the rear spring plate End face of the intermediate plate in the axial extension of the at least one cam of the rear spring plate has a recess or a through hole, with a diameter which preferably corresponds at least to the diameter of the at least one cam of the rear spring plate.

As an alternative to this, it is also conceivable in this context if the intermediate plate has at least one cam on its end face facing the rear spring plate, with the rear spring plate having a recess or a through hole on its end face facing the end plate in the axial extension of the at least one cam of the intermediate plate has, with a diameter which preferably corresponds at least to the diameter of the at least one cam of the intermediate plate.

The invention is described in more detail below with reference to the accompanying drawings.

FIG. 1a

eine teilgeschnittene Seitenansicht einer aus dem Stand der Technik bekannten Anlenkung zum gelenkigen Verbinden einer Kupplungsstange mit einem Wagenkasten;

FIG. 1b

die in FIG. 1a gezeigte herkömmliche Anlenkung in einer Draufsicht;

FIG. 2

schematisch eine isometrische Darstellung einer exemplarischen Ausführungsform der erfindungsgemäßen Anlenkung;

FIG. 3

eine isometrische Explosionsdarstellung der in FIG. 2 gezeigten exemplarischen Ausführungsform der erfindungsgemäßen Anlenkung;

FIG. 4

eine isometrische Einzeldarstellung eines als Druckplatte dienenden Federtellers einer exemplarischen Ausführungsform der erfindungsgemäßen Anlenkung;

FIG. 5

eine schematische Schnittansicht von einem Federelement, welches bündig an der Grundplatte bzw. an einer Federelementaufnahme der Grundplatte anliegt.

FIG. 6

eine isometrische Einzeldarstellung eines als Druckplatte dienenden Federtellers einer exemplarischen Ausführungsform der erfindungsgemäßen Anlenkung;

FIG. 7a

eine isometrische Einzeldarstellung eines Federtellers mit Nocken zur Verdrehsicherung einer exemplarischen Ausführungsform der erfindungsgemäßen Anlenkung;

FIG. 7b

eine isometrische Einzeldarstellung einer Zwischenplatte mit entsprechenden Löchern zur Verdrehsicherung einer exemplarischen Ausführungsform der erfindungsgemäßen Anlenkung; und

FIG. 8

eine schematische Schnittansicht durch eine Anlenkung gemäß einer exemplarischen Ausführungsform der vorliegenden Erfindung.

In the drawings show:

FIG. 1a

a partially sectioned side view of a known from the prior art linkage for articulated connection of a coupling rod with a car body;

FIG. 1b

in the FIG. 1a shown conventional articulation in a plan view;

FIG. 2

schematically an isometric representation of an exemplary embodiment of the articulation according to the invention;

FIG. 3

an exploded isometric view of the in FIG. 2 shown exemplary embodiment of the articulation according to the invention;

FIG. 4

an isometric detail view of a serving as a pressure plate spring plate of an exemplary embodiment of the linkage according to the invention;

FIG. 5

a schematic sectional view of a spring element which rests flush on the base plate or on a spring element receptacle of the base plate.

FIG. 6

an isometric detail view of a serving as a pressure plate spring plate of an exemplary embodiment of the linkage according to the invention;

FIG. 7a

an isometric detail view of a spring plate with cams to prevent rotation of an exemplary embodiment of the linkage according to the invention;

FIG. 7b

an isometric detail view of an intermediate plate with corresponding holes to prevent rotation of an exemplary embodiment of the linkage according to the invention; and

FIG. 8th

a schematic sectional view through a linkage according to an exemplary embodiment of the present invention.

FIG. 1a shows a partially sectioned side view of a linkage 101 known from the prior art for the articulated connection of a drawbar 102 to a car body of a rail vehicle, not shown. FIG. 1b shows the conventional articulation 101 according to FIG FIG. 1a in a top view.

The conventional articulation 101 has a base plate 110 which can be firmly connected to the car body of the rail vehicle and is provided with a lead-through opening 111 through which an end region 103 of the coupling rod 102 on the car body side extends. The body-side end portion 103 of the coupling rod 102 is connected to the coupling rod 102 in the Figures 1a and 1b is not shown in full, firmly connected. It is conceivable here that the end region 103 of the coupling rod 102 on the car body side is designed as an integral part of the coupling rod 102 . As an alternative to this, it is of course also conceivable that the end region 103 of the coupling rod 102 on the car body side is detachably connected to the coupling rod 102 .

A drawbar/buffing device 109 is provided on the end region 103 of the coupling rod 102 on the car body side, which has a front spring plate 112 attached to the coupling rod 102 in front of the base plate 110 in the longitudinal direction L of the coupling rod and a rear spring plate 114 attached to the coupling rod 102 in the longitudinal direction L behind the base plate 110 having. Furthermore, a front elastomer spring element 120 arranged between the base plate 110 and the front spring plate 112 and a rear elastomer spring element 130 arranged between the base plate 110 and the rear spring plate 114 are provided.

The other end of the coupling rod 102 (not shown) is connected, for example, to a coupling head (also not shown) for an automatic center buffer coupling.

In the previously described basic structure of the linkage 101 known from the prior art, the rear spring plate 114 is fastened with the aid of a locking nut 118 at the end of the coupling rod 102 on the car body side.

The spring elements 120, 130 used in the conventional linkage 101 are hollow rubber springs with a circular cross-section. In the drawbar/buffering device 109 of the linkage 101, they assume the function of damping the tensile and impact forces occurring during power transmission, so that the forces can be transmitted in damped form from the coupling rod 102 via the base plate 110 to the vehicle underframe (not shown).

At the in the Figures 1a and 1b The illustrated embodiment of the linkage 101 known from the prior art is a so-called "donut solution" in which the elastomer spring elements 120, 130 resemble a donut, with the openings 122, 132 each have a circular cross-sectional shape. The end region 103 of the coupling rod 102 on the car body side extends through these openings 122, 132. The end region 103 of the coupling rod 102 on the car body side nevertheless runs through the feed-through opening 111 provided in the base plate 110.

To allow that in the conventional example in the Figures 1a and 1b articulation 101 shown, the coupling rod 102 can be pivoted on the car body, not shown, so that it can pivot horizontally and vertically, the articulation 101 known from the prior art also has an anti-rotation device in the form of torsion springs 141, 141', which are mounted in a horizontal plane are arranged on both sides of the coupling rod 102 . In detail, the torsion springs 141, 141' are firmly connected to the base plate 110 via their leg regions 142, 143 pointing in the direction of the base plate 110. The opposite leg regions 142', 143' of the leg springs 141, 141' are each connected firmly to the coupling rod 102 via a connecting arm 144, 144'. This ensures that the coupling rod 102 cannot twist relative to the base plate 110 or is returned from a twisted position, while at the same time horizontal and vertical pivoting of the coupling rod 102 relative to the base plate 110 is made possible.

The problems occurring with the articulation known from the prior art, in particular with regard to the realization of the anti-twist device, have already been explained in the introduction to the description and should not be repeated again at this point.

FIG. 2 shows schematically an isometric representation of an exemplary embodiment of the articulation according to the invention. The respective components of the linkage 1 according to FIG. 2 are based on the in FIG. 3 shown isometric exploded view in detail.

FIG. 4 shows an isometric individual representation of a spring plate serving as a pressure plate of an exemplary embodiment of the linkage according to the invention, such as the linkage according to FIG FIG. 2 . FIG. 5 shows a schematic sectional view of a spring element which rests flush on the base plate or on a spring element receptacle of the base plate.

Accordingly, the exemplary embodiment of the articulation 1 according to the invention has a basic structure which essentially corresponds to the basic structure of a conventional one and, for example, previously with reference to the illustrations in FIGS Figures 1a and 1b described linkage 101 corresponds. Thus is at the solution according to the invention provides a base plate 10 which can be connected, in particular screwed, to a car body of a track-guided vehicle, not shown in the drawings. A feed-through opening 11 runs through the base plate 10 and accommodates the end region 3 of a coupling rod 2 on the car body side.

Furthermore, a draw/buffing device 9 is arranged on the end region 3 of the coupling rod 2 on the car body side. This drawbar/buffing device 9 has a front spring plate 12 attached to the coupling rod 2 in front of the base plate 10 in the longitudinal direction L of the coupling rod and a rear spring plate 14 attached to the coupling rod 2 behind the base plate 10 in the longitudinal direction L of the coupling rod.

Furthermore, in the articulation 1 according to the invention, at least one--in the exemplary embodiment shown exactly two--front elastomer spring element 20 is arranged between the base plate 10 and the front spring plate 12, and at least one--exactly one in the exemplary embodiment of the articulation 1 according to the invention shown--between the base plate 10 and the rear spring plate 14 arranged rear elastomer spring element 30 is provided. Each spring element 20, 30 has an opening 22, 32 which is aligned axially with respect to the feed-through opening 11 formed in the base plate 10 and through which the end region 3 of the coupling rod 2 on the car body side runs.

The two spring plates 12 , 14 can also have an opening formed axially with respect to the centrally arranged feed-through opening 11 of the base plate 10 . Accordingly, the front spring plate 12 can be slid onto the end region 3 of the coupling rod 2 on the car body side and fixed to a stop 19 which is firmly connected to the coupling rod 2 . Thereafter, the front spring element 20, the base plate 10, the rear spring element 30 and the rear spring plate 14 can be pushed onto the car body-side end region 3 of the coupling rod 2 in sequence. A locking nut 18 can then be pushed onto the body-side end of the end region 3 of the coupling rod 2, which fixes the rear spring plate 14 and at the same time prestresses the front and rear spring elements 20, 30 accordingly.

However, the front spring plate 12 can also be formed integrally in the form of a flange-like projection with the end region 3 of the coupling rod 2 on the vehicle body. Alternatively, it is of course also conceivable that the front spring plate 12 - similar to the rear spring plate 14 - is pushed as a separate component onto the car body end region 3 of the coupling rod 2 and fixed accordingly at a suitable point.

The end region 3 of the coupling rod 2 on the car body side rests flush against the respective spring elements 20 , 30 in the openings 22 , 32 formed in the front spring element 20 and rear spring element 30 . For this purpose, at least the end region 3 of the coupling rod 2 on the car body side has a circular cross-sectional geometry with a cross section which is at least the same size and preferably slightly larger than the diameter of the openings 22, 32 provided centrally in the spring elements 20, 30.

In contrast to the basic structure used in a conventional linkage, the exemplary embodiment of the linkage 1 according to the invention provides that the ring-shaped or toroidal front spring element 20 and/or the ring-shaped or toroidal rear spring element 30 engage with the base plate 10 stand or stands that the rotational forces transmitted by the coupling rod 2 are introduced at right angles into the base plate 10 without slipping.

In order to enable such an axial positive and non-positive engagement with the base plate 10 despite the ring/torus or donut shape of the spring element 20, 30, it is provided in the solution according to the invention that the front spring plate 12 faces the front spring element 20, at least partially contoured end face and the base plate 10 has an at least partially contoured end face facing the front spring element 20, wherein the contour of the end face of the front spring plate 12 is at least partially complementary to the contour of the end face of the base plate.

Alternatively or additionally, it is provided that the rear spring plate 14 faces the at least one rear spring element 30 and is contoured at least in regions, and the base plate 10 faces the at least one rear spring element 30 and is contoured at least in regions Has end face, wherein the contour of the end face of the rear spring plate 12 is at least partially complementary to the contour of the end face of the base plate.

In the exemplary embodiment of the linkage 1 according to the invention shown in the drawings, it is provided for the corresponding end faces of the base plate 10 or the spring plates 12, 14 in particular that they have a wavy contour at least in certain areas, with the wavy shape being aligned radially with regard to the longitudinal direction L of the coupling rod such that the respective wave troughs and wave crests are aligned with respect to the longitudinal direction L of the coupling rod. In this context, for example, reference is also made to the cross-sectional view in FIG. 5 referred.

In FIG. 6 a further exemplary embodiment of a spring plate serving as a pressure plate is shown in an isometric individual representation. The spring plate serving as a pressure plate essentially corresponds to that in FIG. 4 shown spring plate, although in accordance with the embodiment FIG. 6 a more pronounced wave contour is chosen for the contoured end face compared to that in FIG. 4 embodiment shown. In particular, the representation in FIG. 6 It can also be seen that the contoured end face represents a regular surface in terms of differential geometry.

Due to the fact that the wave contour is more pronounced, the spring elements made of elastic material compressed by the spring plate are deformed more, so that there is greater security against twisting about the longitudinal axis.

In order to further optimize the function of the anti-twist device, it is provided according to embodiments of the present invention that cams 40 are provided on the components on which the spring elements rest. An embodiment of this is in FIG. 7a shown. Accordingly, it can be seen that in this embodiment, a plurality of in the direction of the base plate (in FIG. 7a not shown) pointing and protruding from the end face of the spring plate 12, 14 cams 40 are provided. These cams 40 are preferably arranged equidistantly around the passage opening in which the end region of a coupling rod is to be accommodated.

In the assembled state of the linkage 1, the cams 40 work their way into the spring elements (elastomer elements) and thus additionally prevent them from twisting.

According to embodiments of the linkage 1 according to the invention, an intermediate plate 41 is used between two spring elements, as shown in an isometric representation, for example in FIG. 7b is shown. This intermediate plate 41 has through holes 42 into which the elastomeric material of the spring elements can work itself in order to prevent further twisting. It is conceivable in this context if corresponding through-holes 42 are provided, which are associated with corresponding cams of an opposite spring plate or the opposite base plate, in order to press the elastomer material displaced by the cams into the corresponding through-holes 42 .

Basically, it is provided that the elastomeric material of the spring elements is deformed into the through holes 42 . In addition, the burrs of the holes 42 catch in the elastomer elements and thus effectively prevent the elastomer elements from twisting in relation to one another.

A schematic sectional view of a linkage 1 with corresponding cams on the front spring plate 12, an intermediate plate 41 and a spring plate serving as a pressure plate with a pronounced or reinforced corrugated contour is according to the schematic sectional view FIG. 8th refer to.

As for example in FIG. 3 indicated, it is also conceivable that the base plate 10 is provided with a spring element receptacle, ie with a receptacle adapted to the outer contour of the spring element.

Both a spring plate serving as a pressure plate, which is fastened to the coupling rod, and a spring element receptacle of the base plate on the car body connection are - according to the exemplary embodiment according to example FIG. 3 - Equipped with a wavy shape on the surface. A spring element is positioned and preloaded between the two surfaces. A relatively high pretensioning force makes it possible for the spring element to nestle against the two surfaces. The two wave surfaces are arranged so that a wave crest on one side with a wave trough on the other side collapses, so that the entire elastomer spring element is forced into a wavy shape and thus there is no possibility that it can twist against the coupling rod or the connection to the car body. This also prevents the coupling rod from twisting against the car body connection.

By virtue of the fact that at least one spring element 20, 30 and the base plate 10 intermesh in the manner described above, an anti-twist device is provided in an easy-to-implement but nevertheless effective manner, with the need for the anti-twist device or reset of the twisted coupling rod 2 to provide supports etc. in the form of, for example, a complicated torsion spring arrangement in its starting position.

In the previously described exemplary embodiment of the linkage 1 according to the invention, only a form-fitting engagement of the front spring element 20 and the base plate 10 or the front spring plate 12 takes place. Alternatively or in addition to this, it is of course also conceivable to design the rear spring element 30 and the rear end face of the base plate 10 facing the rear spring element 30 in such a way that a form-fitting interlocking is possible between these two components. It is also conceivable to design the rear spring plate 14 in such a way that it forms a form-fitting engagement with the rear spring element 30 .

Since the solution according to the invention makes it possible to form at least the end region 3 of the coupling rod 2 on the car body side with a circular cross-sectional shape, a joint bearing can be accommodated in the feed-through opening 11 of the base plate 10 in order to mount the coupling rod 2 in the feed-through opening 11 of the base plate 10 and to enable a movement to allow the coupling rod 2 relative to the base plate 10 with the least possible material wear.

The invention is not limited to the exemplary embodiment described with reference to the figures, but is also possible in a large number of variants.

Claims (15)

1. An attachment (1) for articulated connection of a coupling rod (2) to a carriage body, wherein the attachment (1) has the following:

   - a base plate (10) that can be connected to a carriage body, in which base plate a through-opening (11) is configured, which is provided to ensure that a carriage body-side end region (3) of the coupling rod (2) extends through said through-opening;

   and

   - a push/pull device (9) provided for arrangement on the carriage body-side end region (3) of the coupling rod (2), said push/pull device having a front spring plate (12) provided for fixing to the coupling rod (2) in front of the base plate (10) in the coupling rod longitudinal direction (L) and a rear spring plate (14) provided for fixing to the coupling rod (2) behind the base plate (10) in the coupling rod longitudinal direction (L),

   wherein the push/pull device (9) has at least one front spring element (20) of an elastic material arranged between the base plate (10) and the front spring plate (12) and at least one rear spring element (30) of an elastic material arranged between the base plate (10) and the rear spring plate (14), wherein the front spring element (20) and the at least one rear spring element (30) are each configured in the shape of a ring or torus in the unloaded state and, in particular, with uncontoured faces, wherein the base plate (10) has an end face facing the front spring element (20), which end face is contoured, at least in some areas, and wherein the base plate (10) has an end face facing the at least one rear spring element (30), which end face is contoured, at least in some areas, wherein the contour of the end face of the front spring plate (12) and the contour of the end face of the rear spring plate (14) are continuous and, in particular, do not have any sharp edges,
   characterized in that

   the front spring plate (12) has an end face facing the front spring element (20), which end face is contoured, at least in some areas, wherein the contour of the end face of the front spring plate (12) is complementary to the contour of the end face of the base plate, at least in some areas; or

   the rear spring plate (14) has an end face facing the at least one rear spring element (30), which end face is contoured, at least in some areas, wherein the contour of the end face of the rear spring plate (14) is complementary to the contour of the end face of the base plate, at least in some areas.
2. The attachment (1) according to Claim 1,

   wherein the contoured end face of the front spring plate (12), at least in some areas, is a regular face in the sense of differential geometry; and/or

   wherein the contoured end face of the rear spring plate (14), at least in some areas, is a regular face in the sense of differential geometry.
3. The attachment (1) according to Claim 1 or 2,

   wherein the front spring element (20) is biased between the front spring plate (12) and the base plate (10) in such a way that the front spring element (20) follows the contour of the end face of the front spring plate (12), at least in some areas, and the contour of the end face of the base plate facing the front spring element (20); and/or

   wherein the at least one rear spring element (30) is biased between the rear spring plate (14) and the base plate (10) in such a way that the at least one rear spring element (30) follows the contour of the end face of the rear spring plate (14), at least in some areas, and follows the contour of the end face of the base plate facing the at least one rear spring element (30).
4. The attachment (1) according to any one of Claims 1 to 3,
   wherein the contour of the end face of the front spring plate (12) and/or the contour of the end face of the rear spring plate (14) is/are undulating, at least in some areas.
5. The attachment (1) according to any one of Claims 1 to 4,

   wherein the contour of the end face of the front spring plate (12) and/or the contour of the end face of the rear spring plate (14) varie(s) in the radial direction of the corresponding spring plate,

   wherein the degree of contouring preferably increases in the direction of the circumferential edge of the corresponding spring plate.
6. The attachment (1) according to any one of Claims 1 to 5,
   wherein the through-opening (11) provided in the base plate (10) is configured with respect to the shape of its opening cross-section so as to make possible a horizontal pivoting of the end region (3) of the coupling rod (2) extending through the through-opening (11) within a definable angular range, in particular within an angular range of ± 25°, and consequently so as to make possible a deflection of the coupling rod (2) about the Z-axis, if the coupling rod (2) is connected in an articulated manner via the attachment (1) to a carriage body.
7. The attachment (1) according to any one of Claims 1 to 6,
   wherein the at least one front spring element (20) and the at least one rear spring element (30) each have an opening (22, 32) which is axially aligned with respect to the through-opening (11) configured in the base plate (10), through which opening the carriage body-side end region (3) of the coupling rod (2) extends, and wherein the at least one front spring element (20) and the at least one rear spring element (30) are configured in such a way that they bear on the respective end faces (A1, A2) of the base plate (10) in the vertical direction and in the horizontal direction, respectively.
8. The attachment (1) according to any one of Claims 1 to 7,
   wherein at least the carriage body-side end region (3) of the coupling rod (2) has a circular cross-section, and wherein a bearing, in particular a rotative bearing, is further provided, which is arranged and designed in the through-opening (11) of the base plate (10) to support the end region (3) of the coupling rod (2) extending through the through-opening (11).
9. The attachment (1) according to any one of Claims 1 to 8,
   wherein the front spring plate (12) and/or the rear spring plate (14) has/have at least one cam (40) pointing in the direction of the base plate (10) and protruding from the end face of the corresponding spring plate (12, 14), wherein a plurality of preferably equidistantly arranged cams (40) are preferably provided.
10. The attachment (1) according to any one of Claims 1 to 9,
    wherein the base plate (10) is allocated at least one cam (40) which protrudes from the end face of the base plate (10) facing towards the front spring plate (12) or the rear spring plate (14) and pointing in the direction of the front spring plate (12) or the rear spring plate (14).
11. The attachment (1) according to any one of Claims 1 to 10,

    wherein at least two spring elements (20) of an elastic material are provided between the front spring plate (12) and the base plate (10) and/or between the base plate (10) and the rear spring plate (14),

    wherein an intermediate plate (41) is preferably provided, which is arranged between the at least two spring elements (20).
12. The attachment (1) according to any one of Claims 1 to 11,
    wherein two spring elements (20) of an elastic material are provided between the front spring plate (12) and the base plate (10), wherein an intermediate plate (41) is arranged between the two spring elements (20), and wherein the intermediate plate (41) has an end face facing the front spring plate (12) and an end face facing the base plate (10), wherein the end face of the intermediate plate (41) facing the front spring plate (12) has, at least in some areas, a contour which is complementary to the contour of the front spring plate (12).
13. The attachment (1) according to Claim 11,

    wherein the front spring plate (12) has at least one cam (40), and wherein the end face of the intermediate plate (41) facing the front spring plate (12) has a recess or a through-hole (42) along the axial extension of the at least one cam (40) of the front spring plate (12) with a diameter which preferably corresponds at least to the diameter of the at least one cam (40) of the front spring plate (12); or

    wherein the intermediate plate (41) has at least one cam (40) on its end face facing the front spring plate (12), and wherein the front spring plate (12) has a recess or a through-hole (42) with a diameter which preferably corresponds at least to the diameter of the at least one cam (40) of the intermediate plate (41), on its end face facing the intermediate plate (41) along an axial extension of the at least one cam (40) of the intermediate plate (41).
14. The attachment (1) according to any one of Claims 1 to 13,
    wherein two spring elements (20) of an elastic material are provided between the rear spring plate (14) and the base plate (10), wherein an intermediate plate (41) is arranged between the two spring elements (20), and wherein the intermediate plate (41) has an end face facing the rear spring plate (14) and an end face facing the base plate (10), wherein the end face of the intermediate plate (41) facing the rear spring plate (14) has a contour which is complementary to the contour of the rear spring plate (14), at least in some areas.
15. The attachment (1) according to Claim 14,

    wherein the rear spring plate (14) has at least one cam (40), and wherein the end face of the intermediate plate (41) facing the rear spring plate (14) has a recess or a through-hole (42) along the axial extension of the at least one cam (40) of the rear spring plate (14) with a diameter which preferably corresponds at least to the diameter of the at least one cam (40) of the rear spring plate (14); or

    wherein the intermediate plate (41) has at least one cam (40) on its end face facing the rear spring plate (14), and wherein the rear spring plate (14) has a recess or a through-hole (42) with a diameter, which preferably corresponds at least to the diameter of the at least one cam (40) of the intermediate plate (41), on its end face facing the intermediate plate (41) along an axial extension of the at least one cam (40) of the intermediate plate (41).

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