DE102022109045A1 - Pulling and buffing gear for a train coupling and train coupling - Google Patents

Abstract

The invention relates to a draw and buffing device for a drawbar coupling, in particular a center buffer coupling, with a first connection for a coupling shaft and a second connection, which is designed to fasten the draw and buffing device to a vehicle structure; with a spring device that transmits tensile forces and compressive forces between the first connection and the second connection; wherein the spring device (4) comprises a compression spring (5) and a hydraulic and/or pneumatic damper (6); and the compression spring (5) and the damper (6) are provided in series with one another in the power flow from the first connection (1) to the second connection (2), so that compression forces are transmitted from the compression spring (5) to the damper (6).The pulling and buffering device according to the invention is characterized in that a spring constant of the compression spring (5) is smaller than a spring constant of the damper (6).

Description

The present invention relates to a draw and buffing device for a train coupling, in particular a central buffer coupling, and a train coupling with such a draw and buffing device.

Generic pulling and buffing devices are used in train couplings in order to cushion train shocks and pressure shocks. They have a spring device that transmits tensile forces and compressive forces between opposite first and second connections of the draw and buffer device. For example disclosed DE 20 2004 014 532 U1 a spring mechanism installation box with a spring mechanism which is articulated on the one hand to a coupling arm and on the other hand to an installation box screwed to a stop plate of the vehicle with screws, with compressive forces being applied to the pressure stops to the vehicle via a tension-pressure piece, a spring, a rear plate and a housing are transmitted and tensile forces are transmitted via a hinge pin, the housing, the rear plate, the spring and the pull-pressure piece to pull stops. Thus, the single spring transmits tensile and compressive forces.

A disadvantage of a draw and buffer device of the type shown with one or more springs that are subjected to the full tensile force and compressive force in both axial directions is the load change with a zero crossing in the spring, which has an unfavorable effect on the tensile dynamics. In addition, the spring deflection cannot be changed without changing the spring characteristics, which makes it difficult to install such spring mechanism installation boxes in different train couplings, since additional spacers must be provided for a comparatively large installation space in order to introduce the compressive forces into the car structure. This is associated with effort and additional weight of the draw and buffing gear.

A generic draw and buffing gear is used, for example, in U.S. 3,031,089 A disclosed. This comprises a spring device with a hydraulic displacement damper and with at least one compression spring, wherein, according to a first embodiment, the hydraulic damper absorbs pressure surges and the compression spring cushions tension surges. According to an alternative embodiment, a second compression spring is provided in the power flow parallel to the hydraulic damper and parallel to the first compression spring, which cushions pressure surges and tension surges. According to a third embodiment, two compression springs are arranged parallel to one another in the power flow, which absorb tensile shocks, combined with a hydraulic damper which dampens pressure shocks. The hydraulic damper includes an internal return spring that returns a piston rod of the damper after a pressure surge. The hydraulic damper only dampens pressure surges.

Disadvantageous to the draw and buffing gear according to U.S. 3,031,089 A is that it requires a considerable amount of axial installation space and pressure surges are essentially only dampened by the hydraulic damper, because the compression spring, which may be arranged in parallel, has a comparatively small spring stroke. Since the damping effect of the hydraulic damper is dependent on mass and speed, there is hardly any damping at low speeds in the first and third embodiments. The draw and buffing gear will always buffer the full stroke in the compression direction with a quasi-static load, which is associated with corresponding mechanical loads. Furthermore, when there is a load change, there are hard metallic stops that lead to noise and wear. Furthermore, various stop surfaces arranged at a distance one behind the other must be aligned with one another in order to ensure proper functioning. The installation of the draw and buffing gear is correspondingly complex. A failure of the hydraulic damper quickly leads to a complete failure of the draw and buffing gear.

It is also known for train couplings to combine springs with friction dampers, as for example in WO 2007/103087 A1 is revealed.

U.S. 3,556,311A discloses the combination of rubber buffers with an air damper.

U.S. 3,854,596 A discloses the combination of a hydraulic damper and elastomeric bumpers.

DE 20 2004 014 532 U1 discloses a spring mechanism installation box with a spring mechanism which is articulated on the one hand to a coupling arm and on the other hand to an installation box screwed to a stop plate of the vehicle with screws, with compressive forces acting on the pressure stops for the Vehicle are transmitted and tensile forces are transmitted via a hinge pin, the housing, the rear plate, the spring and the train-compression piece on train stops.

WO 2013/040119 A1 discloses the combination of an elastomeric part with friction damping for a draw and buffer device of a drawbar coupling. Here, too, there is a pressure on both ends of a stack of elastomer elements plate is provided so that compressive forces are transmitted over the entire elastomer stack in both the tensile and compressive directions. The spring deflection is therefore identical in both axial directions and the draw and buffer device must be supplemented with spacers or the like when installed in different environments.

EP 1 225 114 B1 discloses a pulling and buffing device for a central buffer coupling, in which a coupling arm or coupling shaft is supported by a joint on a pivot pin, with tensile loading of the coupling shaft the tensile force being transmitted via the pivot pin, an upper chord, a lower chord, an end plate, a play cushioning on the tension side, a Stop plate and a spring system transfers to a pressure plate, which is supported against vehicle-side cable stops. During the pressure load, the coupling shaft transfers the pressure force via a joint play absorber without play to the pivot pin, which is supported on the pressure plate, whereby the pressure plate compresses the spring system and transmits the pressure forces via the stop plate against the pressure stops on the vehicle.

WO 2016/026708 A1 discloses a draw and buffer device for a train coupling with a reversible and an irreversible energy absorption device. The energy dissipation device with irreversible energy consumption is connected in series with the reversible energy dissipation device, the energy dissipation device with irreversible energy consumption being irreversibly deformed or destroyed when a predefined maximum tensile/impact force is exceeded.

EP 1 732 798 B1 discloses a heavy-duty, long-travel friction clutch hitch assembly for absorbing both trailer and train loads applied to a center sill member of a rail vehicle during train formation and rail operation of the train formation, including a friction clutch mechanism having various pairs of plate members and a wedge member to to absorb thermal energy generated during closing of the friction clutch tractor assembly.

U.S. 3,150,782 A discloses a pulling and buffering device for a train coupling, in which a hydraulic damper is connected in parallel to a plurality of compression springs in order to simultaneously cushion tensile and impact forces with the compression springs and the damper.

U.S. 3,368,698 A discloses a pulling and buffing device for a train coupling, in which a hydraulic damper is arranged parallel to a large number of compression springs in the power flow, also with an additional return spring which acts on the damper housing in order to reset the pulling and buffing device to its initial position.

U.S. 3,447,693 A discloses a generic draw and buffer device for a train coupling with the features summarized in the preamble of claim 1. A hydraulic damper is arranged in parallel with a plurality of compression springs within a friction damping device. A compression spring is positioned between a cup-shaped ram and a bottom of the housing forming the damping chamber to urge the ram to its fully extended position.

In the known embodiments, compression springs and dampers are connected in parallel in order to achieve a correspondingly large equivalent spring constant. The equivalent spring constant is the spring constant of the entire spring device with the compression springs and the damper. Springs connected in series with the damper also compress at the same time as the damper.

A disadvantage of the known embodiments is that in practice the sealing system of the damper usually determines the service life of the draw and buffer device because this is the first to fail. Furthermore, the metal compression springs used are comparatively stiff and are, however, subject to a setting behavior, which leads to a change in the spring constant over time.

The present invention is based on the object of specifying a draw and buffing device for a train coupling, in particular a central buffer coupling, which is characterized by a particularly long service life, the spring constant of which remains as unchanged as possible over the service life and which can be produced inexpensively and easily in different installation spaces can also be used without additional spacers.

The object according to the invention is achieved by a draw and buffer device for a train coupling, in particular a central buffer coupling, with the features of claim 1. The dependent claims describe advantageous and particularly expedient refinements of the invention.

A draw and buffing device according to the invention for a train coupling, which is suitable for a coupling for mechanically coupling two carriages of a rail vehicle, which is particularly suitable for a central buffer coupling, but can also be used in a side buffer, for example as a long spring mechanism in a side buffer, is characterized by a small case, small Weight and easy adaptability to different installation spaces without having to provide comparatively heavy spacers. Preferably, for example, the housing described below and optionally other components of the draw and buffer device can be produced from sheet metal parts, which can be produced, for example, by stamping or flame cutting. By combining a hydraulic and/or pneumatic damper and a compression spring, preferably a polymer spring, the combination of spring and damper being designed in such a way that the compression spring absorbs the large proportion of small strokes and traction forces, while the damper only absorbs a correspondingly high preload at is effective with larger forces, the sealing system of the damper is protected because the majority of the strokes occurring in practice are absorbed by the maintenance-free compression spring, in particular a polymer spring. At the same time, the vibration behavior of the train is reduced due to the smaller strokes of the compression spring and the jump in force on the damper preload force with larger strokes.

In detail, a drawbar and buffer device according to the invention for a train coupling, in particular a center buffer coupling, has a first connection for a coupling shaft and a second connection, which is designed to fasten the drawbar and buffer device to a vehicle structure, for example to a vehicle frame or car body of a rail vehicle .

The pulling and buffing device according to the invention also has a spring device which transmits tensile forces and compressive forces between the first connection and the second connection. The spring device comprises at least one compression spring, in particular precisely one compression spring, and at least one hydraulic and/or pneumatic damper, in particular precisely one hydraulic and/or pneumatic damper. The compression spring and the damper are arranged in series with one another in the power flow from the first connection to the second connection, so that compression forces are transmitted from the compression spring to the damper.

According to the invention, a spring constant of the compression spring is smaller than a spring constant of the damper. The spring constant, which is also called spring stiffness, spring hardness, spring rate, reference variable, or directly constant, indicates the ratio of the force acting on a spring to the resulting deflection of the spring, i.e. the deflection in this case. The inventive selection of the different spring constants of the compression spring and the damper ensures that the damper only acts in the case of comparatively larger tensile forces and impact forces transmitted by the draw and buffer device, whereas the compression spring acts as a supplement if it is not already fully compressed with the larger forces , or deflects only with correspondingly smaller transmitted forces.

A minimum force for the initial deflection of the damper, i.e. a force at which the deflection of the damper begins, is preferably greater than a compressive force at which the compression spring is deflected by at least 50 percent, in particular at least 70 percent or at least 90 percent of its spring travel. or even greater than a compressive force at which the compression spring is compressed by 100 percent of its spring travel, i.e. is already fully compressed. As a result, a response or deflection of the damper is limited to cases in which the comparatively large force occurs, so that the damper is subject to correspondingly little wear.

The compression spring is preferably made of plastic, in particular made of a polymer. Such a plastic spring has a favorable spring characteristic and is at least essentially not subject to any setting behavior.

According to an exemplary embodiment of the present invention, the damper or the compression spring is pressurized via an axially displaceable end-side first pressure plate. Such a first pressure plate is held in a housing with a linear guide, for example, as will be described below. The first pressure plate can also form one half of a stabilizing joint, which causes a center return of the clutch shaft.

In the area of the second connection, a second pressure plate can be provided, on which the spring or the damper is supported with its other axial end, the second connection being formed, for example, by a console in which the second pressure plate in the axial direction of the train - And pushing device is displaceable and in particular rotatable about a vertical axis of rotation. As a result, the pulling and buffering device according to the invention is designed to be particularly slim and can be produced inexpensively.

The second console can, for example, form a linear guide for the second pressure plate, so that the second pressure plate is reliably guided axially.

The pulling and buffering device particularly preferably comprises a housing which forms the first connection, in particular in the form of a Recording for a coupling shaft bolt, and which forms the second connection, in particular in the form of a bracket, the housing enclosing the compression spring and the damper on at least two sides. For example, the housing has an upper chord and a lower chord, which are arranged on both sides of the damper and the compression spring. The upper chord and the lower chord can be connected to one another, for example, via vertical components, in particular sheet metal components, and can likewise be produced as a sheet metal component. It is particularly preferred if the housing as a whole is assembled from sheet metal parts, in particular sheet metal plates, which enables cost-effective production and easy adaptability to different installation spaces. The sheet metal components can be produced, for example, by stamping or flame cutting, which is particularly cost-effective.

The first pressure plate particularly preferably has a free, at least essentially flat contact surface pointing in the direction of the first connection for free contact with an opposite contact surface of the coupling shaft. This creates a stabilizing joint between the two contact surfaces. Due to the fact that two at least essentially flat contact surfaces of the first pressure plate and the clutch shaft bear against one another in the pressure direction, advantageously prestressed by the spring device, the two at least essentially flat contact surfaces tilt relative to one another when the clutch shaft is deflected from its central position, which results in a restoring moment, which acts to return the coupling stem to its center position, i.e. to the fully axially aligned position. The preferably pressurized but free contact of the two at least essentially flat surfaces and the possibility of tilting of the two at least essentially flat surfaces relative to one another thus represents a center reset integrated in the draw and buffer device.

The first pressure plate preferably has, in the axial direction directed towards the first connection, in addition to the at least essentially flat contact surface shown, a front stop surface for at least one vehicle stop of a vehicle provided with the coupling shaft. For example, the side with the contact surface and the contact surface is stepped, for example with a central protruding area that forms the flat contact surface, and with an outer area that encloses the central area on both sides or over the entire circumference and that forms the at least one end contact surface.

As explained, the first connection is preferably formed by a receptacle for a coupling shaft bolt, which is mounted in the housing in a stationary and rotatable manner, for example. The stationary arrangement does not rule out a small axial play, for example a maximum of 1 cm in each axial direction, in particular a maximum of 5 mm, 3 mm, 2 mm or less. Alternatively, displaceability of the coupling shaft bolt in the housing can be considered, with the displaceability preferably being limited in both axial directions. The displaceability in the axial direction is then generally greater than half the diameter or the diameter of the coupling shaft bolt.

A train coupling according to the invention, in particular a central buffer coupling, has a coupling shaft which forms an at least essentially flat contact surface at its free end and which can be pivoted about a vertical axis, as well as a draw and buffer device according to the invention of the type shown, the contact surface of the first pressure plate, in particular acted upon by the spring device with a compressive force in the second axial direction, rests freely on the contact surface of the coupling shaft.

The coupling shaft can thus transmit the compressive forces that are transmitted from one vehicle to the other vehicle via the train coupling, to the other vehicle via the first and second pressure plates and the interposed spring device with compression spring and damper, which in particular alone form the spring device.

The invention is to be described below by way of example using exemplary embodiments and the figures.

• 1 eine dreidimensionale Darstellung einer Zug- und Stoßeinrichtung in einer Zugkupplung;
• 2 die Zug- und Stoßeinrichtung aus der 1 mit weiteren Bauteilen der Einbauumgebung;
• 3 die Zug- und Stoßeinrichtung aus der 1 in einer horizontalen Draufsicht;
• 4 die Zug- und Stoßeinrichtung aus der 3 mit weiteren Bauteilen der Einbauumgebung;
• 5 die Zug- und Stoßeinrichtung aus der 1 in einer vertikalen Schnittansicht;
• 6 ein weiteres Ausführungsbeispiel einer erfindungsgemäßen Zug- und Stoßeinrichtung;
• 7 die Zug- und Stoßeinrichtung aus der 6 in einer vertikalen Schnittansicht;
• 8 die Zug- und Stoßeinrichtung aus der 6 in einer horizontalen Draufsicht.

Show it:

• 1 a three-dimensional representation of a draw and buffer device in a train coupling;
• 2 the draw and buffing gear from the 1 with other components of the installation environment;
• 3 the draw and buffing gear from the 1 in a horizontal plan view;
• 4 the draw and buffing gear from the 3 with other components of the installation environment;
• 5 the draw and buffing gear from the 1 in a vertical sectional view;
• 6 another embodiment of a draw and buffer device according to the invention;
• 7 the draw and buffing gear from the 6 in a vertical sectional view;
• 8th the draw and buffing gear from the 6 in a horizontal plan view.

In the 1 until 5 an embodiment of a draw and buffing device according to the invention as well as further components of a train coupling according to the invention are shown in broken lines. The train coupling has a coupling shaft 3 which is articulated with a coupling shaft bolt 14 in a housing 12 of the draw and buffer device so that it can be pivoted about a vertical axis 15 . The housing 12 therefore forms a first connection 1 for the coupling shaft 3 or its coupling shaft bolt 14 with a receptacle 13 , it being possible to transmit tensile forces and compressive forces in opposite axial directions via the first connection 1 .

The second connection 2 of the draw and buffer device, with which the draw and buffer device is attached to a vehicle structure, is formed by a bracket 9 which can be attached, for example, to a vehicle body or vehicle frame, in particular screwed on. The console 9 is part of the housing 12.

The drawgear is located in a vehicle interface 16, e.g. UIC-530 vehicle interface shown by a double-dot chain line.

Vehicle stops 17 are provided in the area of the first connection 1, with which compressive forces can be transmitted to the draw and buffer device, as will be explained below. In contrast, the tensile forces in the area of the first connection 1 are transmitted via the coupling shaft bolt 14 .

In the area of the second connection 2, compressive and tensile forces are transmitted via a second pressure plate 8, which is articulated, ie pivotable about an axis of rotation 10 which is oriented vertically, in the bracket 9 and is mounted so that it can be displaced to a limited extent in both axial directions. Alternatively, the second pressure plate 8 could also be rigidly connected to the console 20 or be formed by it, for example as follows using a further exemplary embodiment and the 6 until 8th is pictured.

In the housing 12, a first pressure plate 7 is reciprocally displaceable in both axial directions. The first pressure plate 7 has an at least essentially flat contact surface 7.1 directed toward the clutch shaft 3, on which the clutch shaft 3 rests with an end-side at least essentially flat contact surface 3.1. Due to the fact that the two at least essentially flat contact surfaces 3.1, 7.1 rest freely against one another, being prestressed against one another by a spring device 4 arranged between the first pressure plate 7 and the second pressure plate 8, when the coupling shaft 3 is off its center position shown is pivoted about the vertical axis 15, tilt against each other and thereby exert a restoring force on the coupling shaft 3.

At the same time, it is avoided that transverse forces are transmitted to the spring device 4 .

The housing 12 is formed by a sheet metal construction from sheet metal plates and has an upper chord 18 and a lower chord 19 which are arranged parallel to one another and are rigidly connected to one another via two vertical sheet metal plates 20 . The sheet metal plate 20 arranged at the end of the upper chord 18 and lower chord 19 together with a rear section of the upper chord 18 and the lower chord 19 forms the console 9.

The first pressure plate 7 is held in a linear guide 11 in the housing 12 . For example, the linear guide 11 is formed by the upper chord 18 and the lower chord 19 .

In the exemplary embodiment shown, the second pressure plate 8 is also guided in a linear guide 11 in the housing 12, namely in the area of the console 9.

The spring device 4 is formed by a compression spring 5 and a hydraulic and/or pneumatic damper 6, the compression spring 5 and the damper 6 being in the direction of the force flow from the first connection 1 to the second connection 2 or from the first pressure plate 7 to the second pressure plate 8 in are arranged in a row. The compression spring 5 is supported directly on an end face of the damper 6 . The spring constants of the compression spring 5 and the damper 6 differ in such a way that when the first pressure plate 7 and the second pressure plate 8 are pushed together, the compression spring 5 initially compresses over a predetermined path, for example at least 50, 70 or 90 percent of its spring travel, before the Damper 6 begins to deflect.

In the 2 side stops 21 are shown for the introduction of compressive force. The housing 12 is supported on these.

Due to the fact that the housing 12 guides the two pressure plates 7, 8 and fully accommodates the spring device 4, as well as forming the first connection 1 and the second connection 2, an extremely compact design is achieved. Due to the construction of the housing 12 is an easy adjustment The housing 12 can be adapted to different installation lengths.

In the embodiment according to 6 until 8th an intermediate plate 22 is provided between the compression spring 5 and the damper 6 in the axial direction. The intermediate plate 22 is mounted stationarily in the housing 12 in both axial directions, but is preferably rotatable about a vertical axis of rotation, in order to avoid transverse forces being introduced into the compression spring 5 . The second pressure plate 8 is displaceable relative to the housing 12 and is formed by the bracket 9, but can also in turn be connected to it in an articulated manner. When compressing the damper 6, the housing 12 moves, which is advantageous in other respects according to the embodiment of the 1 until 5 is designed, for example, from upper chord 18, lower chord 19 and at least two sheet metal plates 20 to the console 9. In this exemplary embodiment, the coupling shaft bolt 14 can also be accommodated in the housing 12 in a stationary manner, with the exception of an axial play.

In the design according to 6 until 8th the damper 6 is not loaded with a compressive force when tensile forces are transmitted with the draw and buffer device, but only the compression spring 5. The damper load can thus be further reduced.

When pressure is applied to the draw and buffer device, the coupling shaft 3 presses the first pressure plate 7 via the compression spring 5, the intermediate plate 22 and the damper 6 against the console 9, so that compressive forces can be transmitted via the compression spring 5 and the damper 6 . In the event of a tensile load, the coupling shaft 3 pulls the housing 12 and thus the intermediate plate 22 via the coupling shaft bolt 14 against the compressive force of the compression spring 5 and the first pressure plate 7 against the vehicle stops 13 so that the tensile force is cushioned. At the same time, the tensile force is transmitted to the bracket 9 via the damper 6 and/or optionally a tie rod and the second pressure plate 8 .

Here, too, the damper 6 is connected in series with the compression spring 5 and only responds to comparatively larger pressure surges.

In both exemplary embodiments, the compression spring 5 can be designed, for example, as a polymer spring, and the damper 6 can be designed as a gas-hydraulic or fluid-elastomeric damper. If the damper preload is significantly higher than the spring preload, normal traction loads in the pull and push direction are absorbed by the spring 5, while the damper 6 acts only in the push direction for higher dome impacts and strong traction changes. This two-stage preload reduces load change reactions when driving.

Reference List

1

first connection

2

second connection

3

clutch shaft

3.1

contact surface

4

spring device

5

compression spring

6

mute

7

first pressure plate

7.1

contact surface

8th

second pressure plate

9

console

10

axis of rotation

11

linear guide

12

Housing

13

recording

14

clutch stem bolt

15

vertical axis

16

vehicle interface

17

vehicle stop

18

upper belt

19

bottom chord

20

sheet metal plate

21

side stop

22

intermediate plate

QUOTES INCLUDED IN DESCRIPTION

This list of documents cited by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent Literature Cited

• DE 202004014532 U1 [0002, 0009]
• US 3031089 A [0004, 0005]
• WO 2007/103087 A1 [0006]
• US3556311A [0007]
• US3854596A [0008]
• WO 2013/040119 A1 [0010]
• EP 1225114 B1 [0011]
• WO 2016/026708 A1 [0012]
• EP 1732798 B1 [0013]
• US3150782A [0014]
• US 3368698 A [0015]
• US 3447693 A [0016]

Claims (12)

Drawbar and buffer device for a traction coupling, in particular a central buffer coupling, with a first connection (1) for a coupling shaft (3) and a second connection (2) which is designed for fastening the drawbar and buffer device to a vehicle structure; with a spring device (4) which transmits tensile forces and compressive forces between the first connection (1) and the second connection (2); wherein the spring device (4) comprises a compression spring (5) and a hydraulic and/or pneumatic damper (6); and the compression spring (5) and the damper (6) are provided in series with one another in the power flow from the first connection (1) to the second connection (2), so that compression forces are transmitted from the compression spring (5) to the damper (6); characterized in that a spring constant of the compression spring (5) is smaller than a spring constant of the damper (6). Draw and buffing gear according to claim 1 , characterized in that a minimum force for the initial compression of the damper (6) is greater than a compressive force with which the compression spring (5) is compressed by at least 50 percent, preferably at least 70 percent or 90 percent, of its spring travel. Draw and buffing gear according to claim 2 , characterized in that a minimum force for the initial compression of the damper (6) is greater than a compressive force with which the compression spring (5) is compressed by 100 percent of its spring travel. Draw and buffing gear according to one of Claims 1 until 3 , characterized in that the compression spring (5) is made of plastic, in particular of a polymer. Draw and buffing gear according to one of Claims 1 until 4 , characterized in that the damper (6) or the compression spring (5) is pressurized by means of a first pressure plate (7) at the end which can be displaced in the axial direction. Draw and buffing gear according to claim 5 , characterized in that in the area of the second connection (2) a second pressure plate (8) is provided, on which the spring (5) or the damper (6) is supported with its other axial end. Draw and buffing gear according to claim 6 , characterized in that the second connection (2) is formed by a bracket (9) in which the second pressure plate (8) is arranged to be displaceable in the axial direction and in particular rotatable about a vertical axis of rotation (10). Draw and buffing gear according to claim 7 , characterized in that the bracket (9) forms a linear guide (11) for the second pressure plate (8). Draw and buffing gear according to one of Claims 1 until 8th , characterized in that the pulling and buffing device comprises a housing (12) which forms the first connection (1), in particular in the form of a receptacle (13) for a coupling shaft bolt (14), and which forms the second connection (2). , in particular in the form of the console (9), the housing (12) enclosing the compression spring (5) and the damper (6) on at least two sides. Draw and buffing gear according to claim 9 , characterized in that the housing (12) is assembled from sheet metal parts, in particular sheet metal plates. Draw and buffing gear according to one of Claims 5 until 10 , characterized in that the first pressure plate (7) has a free, at least substantially flat contact surface (7.1) pointing in the direction of the first connection (1) for free contact with an opposite contact surface (3.1) of the coupling shaft (3). Train coupling, in particular a central buffer coupling, with a coupling shaft (3) which has an at least substantially flat contact surface (3.1) at its free end and which can be pivoted about a vertical axis (15), and with at least one draw and buffer device according to one of Claims 1 until 11 , wherein the contact surface (7.1) of the first pressure plate (7) is subjected to a compressive force by the spring device (4) and rests freely on the contact surface (3.1) of the coupling shaft (3).

Images