DE102023104201A1 - Articulated arrangement for the articulated connection of two adjacent car bodies of a track-guided vehicle - Google Patents

Abstract

The invention relates to a joint arrangement for the articulated connection of two adjacent car bodies of a rail vehicle, the joint arrangement comprising the following: a first articulated arm (10), a second articulated arm (20 and a joint bearing (30) with a pivot pin (31) for articulated connection of the joint heads of the articulated arms in a joint plane, with the joint pin (31) forming a bearing axis (Z) common to the joint arrangement (1), and with the joint bearing (30) having bearing shells (62) for supporting the joint pin (31) on both sides; at least an energy dissipation device integrated in the articulation arrangement, comprising a deformation tube assigned to one of the articulated arms, with an end area on the articulated side and an end area on the car body. The invention is characterized in that the deformation tube is located with its end area on the articulated side on one side and at least indirectly on the base plate assigned to the respective articulated arm, in is mounted extending away from the joint bearing and the articulated arm has in its end region on the car body side a first bearing section for at least indirect mounting on the base plate and a guide section which at least partially protrudes into the deformation tube and rests against the inner surface of the deformation tube.

Description

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

The invention thus relates in particular to an articulated arrangement, comprising a first articulated arm and a second articulated arm, which are articulated to one another in an articulation plane with the aid of a joint bearing. In particular, the joint bearing has a joint pin, which forms a pivot axis that is common to the joint arrangement. This pivot pin is preferably supported on both sides via bearing shells of the joint arrangement. The first articulated arm has an end area on the car body side that is connected or can be connected to a base plate of a first car body and an opposite end area on the front side with a first joint head, while the second articulated arm has an end area on the car body side that is connected with a base plate of a second car body and an end area on the opposite side with a has a second joint head which is at least partially designed to be complementary to the first joint head.

Joint arrangements are known in a large number of designs from the prior art. The publications are representative EP 1884 434 B1 , DE 201 21 562 U1 and WO 2020/035196 A1 and referenced. A permanent structural connection between two rail vehicle subassemblies is also required EP 3 626 573 B1 previously known.

Articulated connections designed as spheroelastic joints absorb the longitudinal forces, transverse forces and vertical forces occurring between the adjacent car bodies when the multi-section rail vehicle is running.

When designing a joint arrangement in terms of driving dynamics, however, in addition to the loads occurring during operation, the crash behavior must also be taken into account. It should be noted here that the energy absorbing element usually provided in the pivot bearing or integrated into it is a regeneratively designed energy absorbing element, in particular an elastomer element, which only serves to dampen the tensile and impact forces transmitted via the articulated joint during normal driving operation. It is known that this regeneratively designed energy absorbing element absorbs forces up to a defined magnitude and transmits the forces beyond this undamped into the vehicle underframe or into the car body. As a result, tensile and impact forces that occur during normal driving between the individual car bodies are absorbed in this regenerative shock absorber, but this is usually sufficient if the operating load is exceeded, for example if the vehicle hits an obstacle or if the vehicle brakes abruptly The energy absorbing element integrated in the pivot bearing is no longer sufficient for absorbing the total energy generated. Therefore, in the event of a crash, additional shock absorbers, particularly in the form of destructively designed energy absorption elements, must be included in the energy absorption concept for the entire vehicle, so that the impact energy can be absorbed directly in the joint arrangement or in the vehicle undercarriage. Otherwise, the car body would be subjected to extreme loads and possibly damaged or even destroyed. In such a case, the car body of rail vehicles also runs the risk of derailing.

With the aim of protecting the vehicle underframe from damage in the event of severe rear-end collisions, a destructively designed energy absorption element is often used, which is designed, for example, in such a way that it only responds after the energy consumption of the regeneratively designed energy absorption element provided, for example in the pivot bearing, has been exhausted and the force flow energy transmitted via the energy absorbing element is at least partially absorbed and broken down. In particular, deformation tubes come into consideration as destructively designed energy-absorbing elements, in which the impact energy is converted into deformation work and heat in a destructive manner by a defined deformation (plastic deformation) of a section of the deformation tube.

An energy absorbing element, which is based on the principle of a deformation tube, is characterized in that it has a defined response force without force peaks. According to the known designs from the prior art, such deformation tubes are integrated in at least one of the articulated arms. An articulated arm with a deformation tube integrated into it is therefore to be understood as a functional force transmission unit, with the articulated arm being formed from a first force transmission element in the form of the deformation tube and a second force transmission element in the form of a joint head provided on the front end region of the articulated arm. Both components are connected to one another in a non-positive manner in such a way that tensile and impact forces can be transmitted in the longitudinal direction of the joint arrangement. In this case, the destructively designed energy absorbing element usually the end section of the articulated arm on the car body side, while the front end section of the articulated arm corresponds to the articulated head. In principle, the end section of the articulated arm on the car body side is connected to the so-called base plate of the car body, into 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.

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 correspondingly complementary joint head of an adjacent car body, which is designed on the front end section of the second joint arm of the joint arrangement. During the transmission of tensile and impact forces, the flow of forces runs from the base plate of the first car body via the energy absorption element that may be integrated in the first articulated arm and is preferably designed to be destructive, the first joint head to the second articulated arm, which is assigned to the adjacent second car body. The second articulated arm can either also be equipped with a destructively designed energy absorption element. However, it would also be conceivable for the second articulated arm to have a joint head only on its front end section, while the end section on the car body side is essentially rigidly connected directly to the base plate of the second car body. By analogy, the first articulated arm can also be free of a destructive energy absorption element and assigned to the second articulated arm.

The 1 shows an example of such 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, with a first end region 51 of the driver element 50 being operatively connected to a (in 1 not shown) below the joint assembly 1 to be arranged undercarriage, in particular bogie, can be brought. An end region 11 of the first articulated arm 10 on the car body side is connected or can be connected to a base plate 2 of a first car body, while a front end region 12 of the first articulated arm 10 opposite the end region of the articulated arm 10 on the car body side is provided with a first joint head 15. In the same way, the second articulated arm 20 has an end region 21 on the car body side, which is connected or can be connected to a base plate 4 of a second car body, and an opposite front end region 22 with a second articulated head 25 which is at least partially designed to be complementary to the first articulated head 15. For example, the first joint head 15 of the first joint arm 10 can be designed as a joint fork and the second joint head 25 of the second joint arm 20 can be designed as a joint eye. Of course, other embodiments are also possible here. The first joint head 15 of the first joint arm 10 and the second joint head 25 of the second joint 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 is common to the joint arrangement 1 and functions as a pivot axis. 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 lying opposite the first end region 51 of the driver element 50 is connected to the bearing shells 32 arranged on both sides. The pivot pin 31 of the pivot bearing 30 is designed as a bolt 31 running horizontally and perpendicular to the longitudinal direction of the joint arrangement 1 .

In addition, the joint assembly 1 according to 1 Energy dissipation devices in the form of destructively designed energy dissipation elements 13a, 23a, which are integrated in the first and second articulated arm 10, 20 in such a way that the power flow of the tensile and impact forces occurring during normal driving and to be transmitted by the articulated arrangement 1 via the articulated arms 10, 20 , the pivot bearing 30, the pivot pin 31 and the energy dissipation elements 13a, 23a integrated in the corresponding articulated arms 10, 20 and the respective base plates 2, 4 run into the car body. For this purpose, the deformation tube 13a or 23a is clamped between a conical ring (not shown here) and a ring segment on the one hand and an end plate 13b, 23b functioning as a pressure plate on the other hand. In this example, the end plate 13b is in turn connected to the respective base plate 2, 4 via fastening elements, in particular screws.

In normal driving operation, when tensile and impact forces are transmitted, the flow of forces from the first to the second car body runs via the base plate 2 of the first car body, the screws of the destructive energy absorption element 13a integrated in the first articulated arm 10 on the end section on the car body side, the end plate 13b, the deformation tube 13a, the joint fork 15 to the joint pin 31 and to the regenerative energy absorption element (spheroidal elastic bearing) integrated in the joint bearing, which in 1 is not explicitly shown. The power flow then continues from the pivot bearing 30 or pivot pin 31 to the second, designed as a pivot eye Joint head 25 on the front end section 22 of the second articulated arm 20 and finally via the end section of the second articulated arm 20 on the car body side, destructive energy absorption element to the base plate 4 of the second car body (not shown explicitly). The two deformation tubes 13a and 23a are designed in such a way that when an amount of energy that can be 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 as a result of the interaction of the end regions of the joint fork or joint eye with the Deformation tubes, the base plates 2 and 4 of the respective car bodies are displaced relative to one another in the longitudinal direction of the joint arrangement 1. As a result of the plastic deformation of the deformation tubes 13a and 23a, at least part of the amount of energy transferred is absorbed by the respective energy dissipation elements and converted into deformation work and heat and thus dissipated. The shortening of the first and second articulated arms 10 and 20 caused by the plastic deformation of the respective deformation tubes 13a and 23a has the immediate consequence that the end faces of the respective car bodies or the associated base plates 2 and 4 of the respective car bodies move relative to one another in the longitudinal direction of the joint arrangement move. The amount of the maximum displacement effected during energy consumption is referred to herein as the “longitudinal stroke” or “stroke”. The in 1 joint arrangement shown, the total stroke occurring during energy absorption from the individual longitudinal strokes of the destructive energy absorption elements 13 and 23 integrated in the first and second articulated arm 10 and 20 and the individual longitudinal stroke of the regenerative energy absorption element (elastomer element) provided in the pivot bearing 30. After exhausting the total longitudinal stroke provided for energy absorption, i.e. after the operating load of all the energy absorption devices integrated in the articulation arrangement - the regenerative energy absorption element in the pivot bearing and the destructive energy absorption elements in the articulated arms - has been exhausted, the power flow to be transmitted between the adjacent car bodies directly via the respective base plates 2 and 4, whereby only a predeterminable maximum force flow may be conducted via the articulated connection formed with the articulated arms 10 and 20 and the spherical bearing, so that a predictable and, in particular, previously defined sequence of events can be achieved in the event of a crash.

The design of the joint arrangement with destructively designed energy absorption elements, as in 1 described, required to ensure a predefined total longitudinal stroke of a certain size in the axial direction according to space. Furthermore, when triggered, the actually possible stroke for the movement of the individual articulated arms relative to the base plates is severely limited by the arrangement and design of the driver element with corresponding stop surfaces for interaction with corresponding surface areas on the respective base plates.

In the EP 3 626 573 B1 The solution described with destructive energy consumption in a device for permanently connecting two car bodies proposes the use of a deformation tube which is mounted on the base plate and has a first widened section and a second section with a smaller cross section which is connected thereto. In the event of a crash, the deformation tube works together with a piston element to dissipate energy. The piston element is formed in its body-side end region with a non-deformable piston head, which extends into the widened section. In order to be able to guide the piston element through the deformation tube in the event of a crash, this includes a piston rod extending away from the end section with a cylindrical sliding surface, which is guided with a ring-shaped guide when leaving the operating position in the event of a crash until it reaches the end position. Viewed in the longitudinal direction, the design requires a lot of installation space for the stroke and the necessary guidance.

The object of the invention is to further develop a joint arrangement in such a way that in the event of a crash, i.e. if a predefined permissible operating load, in particular impact force, is exceeded, maximum energy consumption can be achieved with a sequence of events that can be determined in advance, with the greatest possible total stroke within the joint arrangement while at the same time the minimum available Space for the joint arrangement is to be provided.

The object of the invention is to further develop a joint arrangement of the type mentioned at the outset in such a way that in the event of a crash, i.e. if a predefined permissible operating load, in particular impact force, is exceeded, maximum energy consumption can be achieved with a previously definable sequence of events. The aim is to provide as large a total stroke as possible within the articulated arrangement while at the same time having a minimal amount of space available for the articulated arrangement.

The object is achieved according to the invention by an embodiment corresponding to the independent claim. More advantageous execution forms of the present invention are set out in the dependent claims.

• - einen ersten Gelenkarm, welcher einen wagenkastenseitigen, mit einer Grundplatte eines ersten Wagenkastens verbundenen oder verbindbaren Endbereich und einen gegenüberliegenden stirnseitigen Endbereich mit einem ersten Gelenkkopf aufweist;
• - einen zweiten Gelenkarm, welcher einen wagenkastenseitigen, mit einer Grundplatte eines zweiten Wagenkastens verbundenen oder verbindbaren Endbereich und einen gegenüberliegenden stirnseitigen Endbereich mit einem zum ersten Gelenkkopf zumindest bereichsweise komplementär ausgebildeten zweiten Gelenkkopf aufweist;
• - ein Gelenklager mit einem Gelenkzapfen zum gelenkigen Verbinden des ersten und zweiten Gelenkkopfes in einer Gelenkebene, wobei mit dem Gelenkzapfen eine für die Gelenkanordnung gemeinsame Schwenkachse gebildet wird, und wobei das Gelenklager Lagerschalen zum beidseitigen Abstützen des Gelenkzapfens aufweist,
• - zumindest eine in der Gelenkanordnung integrierte Energieverzehrvorrichtung, umfassend zumindest ein einem der Gelenkarme, insbesondere dem zweiten Gelenkarm zugeordnetes destruktives Energieverzehrelement in Form eines Verformungsrohres mit einem gelenkseitigen Endbereich und einem wagenkastenseitigen Endbereich;

dadurch gekennzeichnet, dass das Verformungsrohr mit seinem gelenkseitigen Endbereich einseitig und wenigstens mittelbar an der Grundplatte, sich in Richtung vom Gelenklager frei kragend weg erstreckend gelagert ist und der jeweilige, insbesondere zweite Gelenkarm in seinem wagenkastenseitigem Endbereich einen ersten Lagerabschnitt zur zumindest mittelbaren Lagerung an der Grundplatte und einen Führungsabschnitt aufweist, welcher zumindest teilweise in das Verformungsrohr hineinragt und an der Innenoberfläche des Verformungsrohres anliegt.Specifically, a joint arrangement for the articulated connection of two adjacent car bodies of a rail vehicle is comprehensive

• a first articulated arm, which has an end region on the car body side, which is connected or can be connected 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 an end region on the car body side, which is connected or can be connected to a base plate of a second car body, and an opposite front end region with a second articulated head which is designed to be at least partially complementary to the first articulated head;
• - a joint bearing with a joint pin for articulated connection of the first and second joint head in a joint plane, with the joint pin forming a common pivot axis for the joint arrangement, and with the joint bearing having bearing shells for supporting the joint pin on both sides,
• at least one energy dissipation device integrated in the joint arrangement, comprising at least one destructive energy dissipation element assigned to one of the articulated arms, in particular the second articulated arm, in the form of a deformation tube with an end region on the joint side and an end region on the car body;

characterized in that the deformation tube is mounted with its joint-side end region on one side and at least indirectly on the base plate, freely cantilevering away in the direction of the joint bearing, and the respective, in particular second articulated arm has a first bearing section in its car body-side end region for at least indirect mounting on the base plate and a guide section which at least partially protrudes into the deformation tube and bears against the inner surface of the deformation tube.

By providing a deformation tube, which is integrated in the connection between one of the articulated arms, in particular the second articulated arm and the base plate assigned to it, downstream of the articulated arm in the flow of forces and is designed to plastically deform when a predefined operating load is exceeded, with a cross-sectional enlargement, a Energy dissipation device provided that allows maximum energy consumption with little installation space, in particular through the possible guided plunging of the respective, in particular second articulated arm and parts of the pivot bearing or of the further articulated arm connected to the respective, in particular second articulated arm into the widened deformation tube. As a result, the possible total stroke can be significantly increased compared to solutions from the prior art with the same or less space requirement. Furthermore, the provision of a guide section also makes it possible to specify a sequence of events for energy absorption in the event of a crash and guide the articulated arm.

On its articulated end section, the deformation tube has a first section which is firmly connected to the bearing section of the associated articulated arm and which has a larger cross-section than a second section lying further in the direction of the car body-side end region of the deformation tube, with the articulated arm in the region of its bearing section is braced between the base plate and this section of the deformation tube lying further in the direction of the end region on the car body side and in the region of the guide section on the inner surface of this section of the deformation tube lying further in the direction of the end region on the car body side. This further section on the deformation tube arranged further on the car body side forms at least the theoretically possible expandable section of the deformation tube in the event of a crash and an adjoining guide area for the articulated arm that can be moved relative to the base plate in this case.

The guide section of the articulated arm protrudes at least partially into this section of the deformation tube that lies further in the direction of the end region on the car body. The cross section of this section on the deformation tube, which is further in the direction of the end area on the car body side, is smaller before the energy dissipation device responds compared to the cross section of the deformation tube in the first section in the end area on the joint side. Since, on the one hand, the guide section rests against the inner surface of the section that is not yet widened before the energy absorbing device responds and lies further in the direction of the end region on the car body side, when the energy absorbing device responds, i.e. when the articulated arm moves relative to the base plate that can be connected to the car body, the Guide section of the articulated arm on the Oberflä surface of the not yet widened cross-section of the section lying further in the direction of the end region on the car body side and thus brings about an axial guidance. This axial guidance prevents the articulated arm from tilting in the deformation tube, so that the plastic deformation, in particular the widening of the deformation tube, proceeds in the foreseeable manner and in a defined manner. The advance guidance during expansion prevents uncontrolled buckling of the deformation tube. The length of the deformation tube does not necessarily have to be dimensioned in such a way that it is guided via the guide section of the articulated arm until the end position of the articulated bearing is reached when the permissible operating load is exceeded. Due to the freely cantilevered connection of the deformation tube, the guide section can also move out of it, whereby the full length of the deformation tube can nevertheless be used for energy absorption.

In the simplest case, the widening of the deformation tube outside the first section provided in the joint-side end area for connection to the base plate is realized by the shape caused by the cross-sectional difference between the bearing section and the guide section on the articulated arm in the car body-side end area, in that the transition area is directly connected to the inner circumference or the inner surface of the deformation tube and thus expands in the direction of the end area of the deformation tube on the car body side the section adjoining the first section firmly connected to the base plate and intended for deformation and lying further in the direction of the end area on the car body side during the movement in this direction, with the guide section during this movement always precedes the widening on the articulated arm in the section in the deformation tube that lies further in the direction of the end region on the car body side. This means that the bearing section and the guide section in the end area of the articulated arm on the car body are designed integrally and the transition area between the bearing section and guide section on the articulated arm is preferably conical, forming at least one conical surface that defines a widening section for interaction with the inner circumference of the deformation tube. The completely integral design of the bearing section and guide section and articulated head, i.e. the entire articulated arm and the transition area to provide a surface that interacts with the inner surface of the deformation tube, offers the advantage of a very compact unit with a high concentration of functions in the individual components.

In a further embodiment, the bearing section and the guide section of the end region of the articulated arm on the car body side can be designed integrally, with a conical ring being provided for interacting with the inner circumference of the deformation tube, which is connected to the guide section adjoining the bearing section and thus forms the widening section on the articulated arm . In this case, the connection can be realized in particular by means of a positive or non-positive connection. This solution with a separate cone ring offers the advantage that standardized articulated arms can be designed with regard to the design of the end region on the car body side, which can be combined with cone rings equipped with different cone ring surfaces and can thus additionally influence the expansion process.

In an alternative design to the integral design of the bearing section and guide section on the articulated arm, the articulated arm can also be designed in multiple parts in its end region on the car body, with the individual components being connected to one another or coupled in a force-transmitting manner. According to a first of these alternative designs, the bearing section and guide section of the end region of the articulated arm on the car body side are formed by separate components that are coupled to one another and arranged coaxially with one another, in particular a bearing component that is integral with the joint head and a guide component, and a conical ring that forms the widening section is used to interact with the Inner periphery of the deformation tube provided which is formed integrally with the bearing member or the guide member.

According to a second of these alternative embodiments, the bearing area and guide area of the end area of the articulated arm on the car body side are formed by separate components which are coupled to one another and arranged coaxially to one another, in particular a bearing component which is integral with the joint head and a guide component, and there is a conical ring which forms the widening section for interaction with the inner circumference of the deformation tube is provided, which is non-positively or positively connected to the bearing component or the guide component. In this second case, the same advantages apply to the separate provision of the conical ring as to the separate provision with an integral design of the bearing section and guide section.

In all of the above configurations, in a particularly advantageous embodiment, the articulated arm between the base plate and the further in Rich The section of the deformation tube lying in the end region on the car body side and forming the deformation section is braced without play via the conical ring or the conical surface. As a result, the articulated arm is connected in a simple manner with its end region on the car body to the base plate in a force-transmitting manner or is mounted in it.

The 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 previously definable operating load is exceeded, the articulated arm moves in the direction of the end area of the deformation tube on the car body side, thereby lowering the section of the deformation tube that lies further in the direction of the end area on the car body Cross-sectional enlargement plastically deformed.

1. a) an dem in dieser gelagerten Gelenkarm oder
2. b) dem Gelenklager oder
3. c) dem mit dem in dieser Grundplatte gelagerten Gelenkarm gelenkig verbundenen Gelenkarm in einem Bereich zwischen Gelenkkopf und der dem verbundenen Gelenkarm zugeordneten Grundplatte

vorgesehen ist. Variante b) und c) bedingen unter der Voraussetzung einer entsprechenden Auslegung hinsichtlich der Außenumfangsgestaltung der Gelenkarme bis zum jeweiligen Flächenbereich zum Zusammenwirken mit dem Anschlag an der Stirnplatte das zumindest teilweise Eintauchen auch des Gelenklagers und/oder des anderen Gelenkarmes in das Verformungsrohr und erlauben damit besonders große Hübe.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 articulated arms in a region between the joint head and the respective base plate. This can be formed on this or be formed by a separate component connected to the base plate. Depending on the design and geometric design of the joint arrangement, the base plate forms a stop for a surface area with relative movement compared to this, which either

1. a) on the articulated arm mounted in this or
2. b) the pivot bearing or
3. c) the articulated arm articulated to the articulated arm mounted in this base plate in an area between the articulated head and the base plate assigned to the connected articulated arm

is provided. Variants b) and c) require the joint bearing and/or the other articulated arm to be at least partially immersed in the deformation tube, assuming a corresponding design with regard to the outer peripheral design of the articulated arms up to the respective surface area for interaction with the stop on the end plate, and thus particularly allow big strokes.

The first joint head is preferably designed as a joint yoke and the second joint head of the joint bearing is designed as a joint eye. The alternative design is also possible with an appropriate configuration.

In an advantageous embodiment, the joint arrangement also has a driver element with a first end area which can be brought into operative connection with a chassis, in particular a bogie, to be arranged below the joint arrangement, and an opposite second end area via which the driver element is firmly connected to one of the articulated arms. The driver element is characterized in the first end region by a driver axis aligned perpendicularly to the longitudinal axis, which coincides with a central axis of a receiving device provided on the chassis or bogie, particularly when the driver element interacts with the chassis or bogie.

The articulated arrangement can include a previously described energy dissipation device assigned to only one articulated arm, or an energy dissipation device assigned to each articulated arm.

The connection of the second end region of a driver element to one of the articulated arms can then take place in particular in the region of the articulated bearing plane if an energy dissipation device is provided for each of the articulated arms.

According to a particularly advantageous embodiment for realizing the largest possible longitudinal stroke within the articulated arrangement in the event of a crash with minimal installation space available in the longitudinal direction, the energy dissipation device having the deformation tube is assigned to only one articulated arm, preferably the second articulated arm, and the driver element with a second end region is fixed to the first articulated arm tied together. The connection is provided in the end area of the first articulated arm on the car body side and the first and second end areas are arranged offset in the longitudinal direction, the driver element being offset between the first and second end area, forming a clearance from the outer circumference of the joint arrangement. The cranked design with the provision of a distance to the outer circumference of the joint arrangement allows a free space to be provided around it, which in the event of a response of the energy dissipation device assigned to the second articulated arm and an associated movement of the articulated arms and the joint bearing in the direction of the first base plate Immerse this allows in the deformation tube under guidance on this over the car body end portion of the second articulated arm. In this case, an immersion between the second and first base plates can take place, viewed only by the second articulated arm, the second articulated arm and at least a partial area of the articulated bearing or even up to a part of the first articulated arm. Preferably, the immersion through a training and dimensioning of the outside Catch surfaces of the articulated arms and the joint bearing are set in such a way that a surface area is designed for interaction with a stop on or in the base plate.

The term driver element here stands for driver. This can be designed integrally or also in several parts

The cranked design of the driver element with the provision of a distance from the outer circumference of the articulated arrangement that describes a free space allows the relative movement of the articulated arms coupled to one another in relation to the base plate assigned to the second articulated arm, with the accommodation of components arranged around the outer circumference of the articulated arms and their connections to the respective base plates. In particular, the free space created in this way above the first end area of the driver element offers the possibility of accommodating the partial area of the base plate lying below the axis of the second articulated arm, so that the driver element connected to the first articulated arm can be moved much further in the longitudinal direction of the Joint assembly is movable and thus allows a larger total stroke. This is the case in particular when joint bearings and articulated arms are designed and dimensioned with regard to their outer circumference in such a way that they can move through the base plate, in particular the through-opening provided for mounting the respective articulated arm.
In the known designs with an arrangement of the first and second end region lying in one plane and free of a bend, the maximum stroke when the permissible load is exceeded is limited at the latest by the interaction of stop surfaces on the driver element with the base plate.
The cranked design also allows the connection area of the driver to the articulated arm to be designed more freely. This no longer necessarily has to be in the area of the articulated bearing.

The distance between the driver element and the outer circumference of the joint arrangement, which describes a free space to the outer circumference of the joint arrangement, viewed in the longitudinal direction is preferably selected and designed in such a way that the driver element connected to the first articulated arm is suitable, when a predefined maximum impact load and relative movement of the articulated with one another is exceeded connected articulated arms relative to the base plate connected to the second articulated arm viewed in the longitudinal direction to move into the area of the vertical plane that can be described by the base plate and beyond. This design offers the advantage of a possible relative movement of an articulated arm connected to the driver element in relation to the base plate of the articulated arm connected to it in such a way that the entire articulated bearing and also partial areas of the first articulated arm move through it and thus a significantly longer stroke path and use of more energy consumption for To realize degradation of this energy input in deformation work than in conventional solutions.

In a particularly advantageous development, the driver element, the first articulated arm and the base plate are then formed integrally. This results in a division into a rigid articulated arm and an articulated arm provided with destructive energy absorption. Due to the cranked design of the driver part, the car body loads can be better separated from the articulated loads, so that a cheaper and lighter design of the individual components is possible.

In order to ensure the best possible stiffening and stabilizing effect and thus also protection against climbing in the event of a crash due to the possibility of the joint bearing being at least partially, preferably completely, immersed in the deformation tube, the driver element is designed and designed in such a way that the first end region for interaction with a driving - Or bogie writable driver axis is in a through the bearing axis of the pivot bearing and a perpendicular to this and to the longitudinal direction of the joint arrangement in the writable level, in particular the extension intersects the pivot axis.

If such a stiffening of the joint arrangement is not desired but climbing protection is required, the driver element is designed and designed in such a way that the driver axis, which can be described for interaction with a chassis or bogie, is offset to a axis through the pivot axis of the joint bearing and a perpendicular to this and is writable to the longitudinal plane, in particular the extension of which is offset to the pivot axis. In this case, in the event of a crash, the joint bearing does not fully immerse into the deformation tube, or in the case of a particularly shortened connection of the first end region of the driver element in the region of the joint head, not at all. The distance between the base plates that can be achieved by shortening when the permissible operating load is exceeded then corresponds to the dimensions of the first articulated arm.

• 1 eine Ausbildung einer Gelenkanordnung gemäß dem Stand der Technik;
• 2 eine erste vorteilhafte Ausbildung einer erfindungsgemäßen Gelenkanordnung in perspektivischer Darstellung;
• 3 den Einbau einer Gelenkanordnung gemäß 2 in einem Schienenfahrzeug:
• 4 eine Schnittdarstellung einer Ausführung gemäß 2 in einer durch die Gelenkachse und die Längsrichtung der Gelenkanordnung beschreibbaren Ebene im unbelasteten Zustand;
• 5 eine Ausführung gemäß 2 nach Ansprechen der Energieverzehreinrichtung in einem Schnitt in einer durch die Gelenkachse und die Längsrichtung der Gelenkanordnung beschreibbaren Ebene;
• 6a eine zweite vorteilhafte Ausbildung einer erfindungsgemäßen Gelenkanordnung in perspektivischer Darstellung;
• 6b eine Ausführung gemäß 6a nach Ansprechen der Energieverzehreinrichtung.

The invention is explained below with reference to figures. The figures show in detail:

• 1 an embodiment of a joint arrangement according to the prior art;
• 2 a first advantageous embodiment of a joint arrangement according to the invention in a perspective view;
• 3 the installation of a joint assembly according to 2 in a rail vehicle:
• 4 according to a sectional view of an embodiment 2 in a plane that can be described by the joint axis and the longitudinal direction of the joint arrangement in the unloaded state;
• 5 an execution according to 2 after activation of the energy dissipation device in a section in a plane that can be described by the joint axis and the longitudinal direction of the joint arrangement;
• 6a a second advantageous embodiment of a joint arrangement according to the invention in a perspective view;
• 6b an execution according to 6a after the energy absorbing device has responded.

The 2 illustrates a first advantageous embodiment of a joint arrangement according to the invention 1. 3 1 shows in a simplified, schematic representation the integration of such a joint arrangement 1 in a rail vehicle 3, in particular for connecting two cars 26 and 27 arranged one behind the other. The X-direction describes the longitudinal direction, which in the installation position of the articulated arrangement 1 coincides with the longitudinal direction of the rail vehicle and in particular with the axes of the articulated arms, which are coaxial in the non-deflected state. This is labeled L. The Y direction describes the width direction, ie transverse to the longitudinal direction, and the Z direction describes the height direction.
The directions given also apply to the other figures.

The articulated arrangement 1 comprises a first articulated arm 10 and a second articulated arm 20. An end region 11 of the first articulated arm 10 on the car body side is connected or can be connected to a base plate 2 of a first car body 6, while a front end region 12 of the first articulated arm opposite the car body end region of the articulated arm 10 10 is provided with a first joint head 15. In the same way, the second articulated arm 20 has an end region 21 on the car body side, which is connected or can be connected to a base plate 4 of a second car body 7, and an opposite front end region 22 with a second articulated head 25 which is at least partially designed to be complementary to the first articulated head 15. The first joint head 15 of the first joint arm 10 is designed as a joint fork and the second joint head 25 of the second joint arm 20 as a joint eye. Of course, other embodiments are also possible here. The first joint head 15 of the first joint arm 10 and the second joint head 25 of the second joint 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 is common to the joint arrangement 1 and functions as a pivot axis. The pivot pin 31 of the pivot bearing 30 is designed as a horizontally running bolt extending perpendicularly 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. At the in 2 shown training, the bearing shells 32 are formed directly from the first articulated arm 10, in particular the front end portion 12 of the first articulated arm. For this purpose, the front end area 12 is designed as a divided joint yoke. The division preferably takes place in a plane that can be described by the X and Y directions and is therefore horizontal. Other configurations are also conceivable, with the 2 illustrated allows a particularly compact design.

The first articulated arm 10 is connected directly to the base plate 2, preferably designed as an integral component with this. Furthermore, the first articulated arm 10 also includes a driver element 50, a first end region 51 of the driver element 50 being operatively connected to a (in 2 not, but in the 3 shown) below the joint arrangement 1 to be arranged undercarriage, in particular bogie 5 of the rail vehicle 3 can be brought.

The second end region 52, remote from the first end region 51, is connected to the first articulated arm 10, specifically in the end region 11 on the car body. The driver 50 extends from the base plate 2 in the vertical direction in the installed position downwards to the bogie 5. The driver element 50 can be designed in various ways in the first end region 51 for interaction with a chassis or bogie 5; Characterized driver axis M or in training as a pin pin axis, which coincides with the center axis of a receiving area on the bogie 5 and is aligned perpendicular to the longitudinal direction of the joint assembly 1.

The driver axis M extends in accordance with the embodiment 2 preferably in a joint axis Z defined by the joint bearing 30 and a perpendicular to this plane that can be described in the vertical direction and perpendicular to the longitudinal direction. The driver axis M preferably runs through a joint point G defined by the joint axis Z and the longitudinal direction, in particular through the intersection of the joint arms 10, 20 coupled via the bearing axis.

According to the invention, the two end regions 51 and 52 are offset relative to one another when viewed in the longitudinal direction of the joint arrangement 1 . The driver element 50 is connected in the second end region 52 to the end region 11 of the first articulated arm 10 on the car body side; the connection is preferably made in the area where the first articulated arm 10 is connected to the base plate 2. This results in a cranked shape of the driver element 50 due to the offset between the connection region of the second end area 52 on the first articulated arm 10 and the first end area 51 forming a driver area. The cranked design takes place with the formation of a clearance 53 forming distance of the driver element 50 in the circumferential direction to the articulated arms 10, 20 and the joint bearing 30. The clearance extends in the longitudinal direction over a partial area of the extension of the joint bearing 30 and the second articulated arm 20 in the longitudinal direction and in the vertical direction essentially from the outer circumference of the joint arrangement in this area of extension. The second end area 52 is connected in the in 2 illustrated training spaced from the front end portion 12 of the articulated arm 10 on this and thus outside of the joint bearing 30.

Particularly advantageously, the driver element 50, the first articulated arm 10 and the base plate 2 are integrally formed and thus form a rigid joint part with regard to the connection to the car body of the car 26.

The training according to 2 and 3 is characterized in that an energy dissipation device 6 is only provided on one side in the joint arrangement 1 . This is provided here in the connection 7 of the second articulated arm 20 and the second base plate 4 and comprises a deformation tube 8, which is mounted at least indirectly on one side in the base plate 4, in particular is firmly connected to it and freely cantilevers from the base plate 2 in the direction of the car body and is thus aligned to extend away from the pivot bearing 31 . The structure of the energy dissipation device 6 is detailed in a sectional view for the embodiment according to FIG 2 in 4 played back.

For this purpose, the deformation tube 8 is mounted with its joint-side end region 16 on one side and at least indirectly on the base plate 4 assigned to the second articulated arm 20 , extending in the direction away from the joint bearing 30 . In the case shown, the deformation tube 8 is braced between two partial plates of the base plate 4 . The second articulated arm 20 has in its end region 21 on the car body side a first bearing section 24 for at least indirect bearing on the base plate 4 and a guide section 28 which at least partially protrudes into the deformation tube 8 and bears against the inner surface 9 of the deformation tube 8. On its articulated end region 16, the deformation tube 8 has a section 17 that is firmly connected to the bearing section 24 of the articulated arm 20, which has a larger cross-section than a section 18 that lies further in the direction of the end region 19 of the deformation tube 8 toward the car body, with the articulated arm 20 in the area of its bearing section 24 between the base plate 4 and this section 18 of the deformation tube 8 lying further in the direction of the end area on the car body side and in the area of the guide section 28 on the inner surface 9c of this section 18 of the deformation tube 8 lying further in the direction of the end area on the car body side. The bearing section 24 and the guide section 28 of the end region 21 of the second articulated arm 20 on the car body are designed integrally and a transition region 29 between the bearing section 24 and the guide section 28 on the articulated arm 20 is conical, forming at least one conical surface 33 for interaction with the inner circumference 9 of the deformation tube 8.

The 5 shows the joint arrangement 1 according to FIG 2 after a crash. It can be seen from this that a sub-area of the rigid articulated arm 10 dips into the deformation tube 8 , with a dip up to the area of the pivot bearing 30 taking place here. This is possible because the dimensions describing the outer circumference of the articulated arms 10 and 20 and the joint bearing 30 up to the stop 40 are selected to be smaller in the installed state than those of the passage opening through the base plate 4 and also the free space 53 when the driver part 50 is displaced in Direction of the second base plate 4 allows a recording of the lower end portion of the base plate and thus move away underneath. Out of 5 it can be seen that the immersion takes place up to a stop 40 on the base plate 4, in that a surface area 42 for cooperation with this on the joint bearing 30, in particular the joint head 15 of the first joint arm 10, comes to rest on this when moving relative to the base plate 4. Also visible is the still successful ing guidance of the guide section 28 in the car body-side end region of the second articulated arm 20 on the inner circumference 9 of the deformation tube 8. The deformation tube 8 itself is due to the immersion of the articulated arm 20 with the bearing section 24 in the section 18 lying further in the direction of the car body-side end region 19 of the deformation tube 8 widened in the areas that came into operative connection with the bearing section 24, the wall being stiffened by the deformation. The overall joint arrangement 1 is different from the version in 2 shortened by the stroke possible in this due to the planned energy consumption. The distance between the base plates 2 and 4 in the longitudinal direction to one another is reduced.

The in the 2 until 5 The embodiment shown with the arrangement of the driver axis M of the first end area 51 of the driver part 50 in the normal position in the installation position in the area of the vertical plane laid through the pin axis Z enables a joint arrangement with a stiffening effect and protection against climbing in the event of a crash,

6a shows, in contrast, a second embodiment in a view according to FIG 2 with anti-climbing device. The only difference is the arrangement of the driver axis M of the first end area 51 in relation to the pivot point G or the pivot bearing plane with an offset to this. The second partial area 52 of the driver part 50 is placed on the first articulated arm 10 in the area of the articulated bearing 30, although this is shifted far in the direction of the car body-side end area of the first articulated arm 10. With the same installation space provided, the result is a lengthened design of the articulated arm 20, in particular the articulated head 25, which is designed as a fork eye and whose external dimensions in the circumferential direction, i.e. cross-section up to the bearing part of the articulated arm, are dimensioned such that the articulated head is at least partially in the deformation tube 8 mounted on the base plate 4 can immerse. Preferably, only the area mounted directly in the area of the second base plate 4, in particular the bearing section, the downstream widening section and the guide section in the end area of the second articulated arm 20 on the car body side, is equipped with a cylindrical profile. Due to the direct connection of the second end area 52 of the driver element 50 in the area of the joint bearing 30 or the joint head 15 on the first articulated arm 10 and the offset of the driver axis M of the first end area 51 to this in an area between the joint bearing plane and the second base plate 4 Although the first end region of the driver element 50 can be moved in the longitudinal direction of the joint arrangement 1 to behind the second base plate 4, it is not possible for the joint bearing 30 to dip into the deformation tube 8. Therefore, either a stop provided on the second articulated arm 20 or, at the latest, the joint bearing 30 on the second base plate 4 comes to a stop.

6b shows the position in the event of a crash, which is characterized in that due to the direct connection of the driver element 50 to the joint bearing area 30, the two base plates 2 and 4 are moved together up to a distance defined by the extension of the joint bearing 30 in the longitudinal direction.

In the 2 until 6 only one of the articulated arms, here articulated arm 20, is assigned destructive energy absorption devices 6. The integration of further destructive energy consumption in the first articulated arm is also conceivable, but not shown. In particular, also additionally provided, but not shown in detail, is regenerative energy consumption, in particular in the pivot bearing.

Reference List

1

joint arrangement

2

Base plate of the first car body

3

rail vehicle

4

Base plate of the second car body

5

bogie

6

energy absorption device

7

Connection of second articulated arm with second base plate

8th

deformation tube

9

inner circumference; surface

9c

Surface in section 18

10

first articulated arm

11

Car body-side end area of the first articulated arm

12

Front end area of the first articulated arm

13

Energy absorbing element in the first articulated arm

13a

deformation tube

13b

cone ring

13c

front plate

15

first joint head

16

joint-side end area deformation tube

17

first section deformation tube

18

second section lying further in the direction of the end region of the deformation tube on the car body side

19

Car body end area of the deformation tube

20

second articulated arm

21

Car body-side end area of the second articulated arm

22

Front end area of the second articulated arm

23

energy absorbing element

23a

deformation tube

23b

front plate

24

storage section

25

second joint head

26

Dare

27

Dare

28

guide section

29

transition area

30

pivot bearing

31

pivot pin

32

joint shells

33

conical surface

40

Stop on second base plate

42

Surface area on spherical bearing

50

driver element

51

first end area

52

second end area

53

free space

M

driving axle

G

pivot point

Z

bearing axis

d1

Distance from stop base plate of second car body and surface area 42

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

• EP 1884434 B1 [0003]
• DE 20121562 U1 [0003]
• WO 2020035196 A1 [0003]
• EP 3626573 B1 [0003, 0014]

Claims (19)

Articulated arrangement (1) for the articulated connection of two adjacent car bodies (26, 27) of a rail vehicle, the articulated arrangement (1) comprising the following: a first articulated arm (10) which has a car body-side, connected to a base plate (2) of a first car body or connectable end area (11) and an opposite front end area (12) with a first joint head (15); a second articulated arm (20) which has an end region (21) on the car body side which is connected or can be connected to a base plate (4) of a second car body and an opposite front end region (22) with a second joint head ( 25) has; and a joint bearing (30) with a joint pin (31) for articulated connection of the first and second joint head (15, 25) in a joint plane, with the joint pin (31) forming a bearing axis (Z) common to the joint arrangement (1). , and wherein the pivot bearing (30) has bearing shells (62) for supporting the pivot pin (31) on both sides; at least one energy dissipation device integrated in the joint arrangement (1), comprising a destructive energy dissipation element assigned to one of the articulated arms, in particular the second articulated arm, in the form of a deformation tube with an end region on the joint side and an end region on the car body; characterized by ; that the deformation tube is mounted with its articulated end area on one side and at least indirectly on the base plate (4) assigned to the respective, in particular the second articulated arm, freely cantilevering and extending away in the direction of the articulated bearing, and the articulated arm has a first bearing section (24) in its car body-side end area for at least indirect mounting on the base plate (4) and a guide section (28) which at least partially projects into the deformation tube (8) and rests against the inner surface (9) of the deformation tube (8), with the bearing section (24) and the guide section being located (28) an expansion section is provided which interacts with the inner circumference (9) of the deformation tube (8). Joint arrangement (1) after claim 1 , characterized in that the deformation tube (8) has at its joint-side end section (16) a bearing section (24) of the respective, in particular second articulated arm (2) firmly connected or braced section, which compared to a further in the direction towards the end area (19) of the deformation tube (8) on the car body has a larger cross-section, the second articulated arm (20) in the area of its bearing section (24) between the base plate (4) and this section lying further in the direction of the end area (19) on the car body of the deformation tube (8) is braced and in the area of the guide section (28) on the inner surface or inner circumference (9) of this section of the deformation tube (8) lying further in the direction of the end area (19) on the car body. Joint arrangement according to one of Claims 1 or 2 , characterized in that the bearing section (24) and the guide section (28) of the end region (21) on the car body side of the respective, in particular second articulated arm (20) are integrally designed and the transition region (29) between the bearing section (24) and the guide section (28) is designed conically on the articulated arm (20) as a widening section, forming at least one conical surface (33) for interacting with the inner circumference (9) of the deformation tube. Joint arrangement (1) according to one of Claims 1 or 2 , characterized in that the bearing section (24) and the guide section (28) of the end region (21) on the car body side of the respective, in particular second articulated arm (20) are designed integrally and a conical ring for forming the widening section for interaction with the inner circumference (9) of the Deformation tube (8) is provided, which is then connected to the bearing section (24) with the guide section (28). Joint arrangement (1) according to one of Claims 1 or 2 , characterized in that the bearing section (24) and guide section (28) of the end region (21) on the car body side of the respective, in particular second articulated arm (20) are made of separate components which are coupled to one another and are arranged coaxially to one another - a bearing component which is integral with the articulated head (25) and a guide component - are formed and a conical ring forming the widening section is provided for cooperation with the inner circumference (9) of the deformation tube (8), which is formed integrally with the bearing component or the guide component. Joint arrangement (1) according to one of Claims 1 or 2 , characterized in that bearing section (24) and guide section (28) of the car body-side end region (21) of the respective, in particular second articulated arm (20) of mutually coupled and coaxially arranged separate components - with bearing component integral with the joint head and a guide component - are formed and a conical ring forming the widening section is provided for interaction with the inner circumference (9) of the deformation tube (8), which is connected to the bearing component or the guide component in a non-positive or positive manner. Joint arrangement (1) according to one of Claims 1 until 6 , characterized in that the respective, in particular second articulated arm (20) is clamped between the base plate (4) and the section of the deformation tube (8) lying further in the direction of the end region (19) on the car body side via the widened section, in particular the conical ring or the conical surface without play is. Joint arrangement (1) according to one of Claims 1 until 7 , characterized in that the respective, in particular second articulated arm (20) is clamped between the base plate (4) and the deformation tube (8) and the deformation tube (8) is designed in such a way that when a previously definable operating load is exceeded, the second articulated arm (20) in the direction of the end area (19) of the deformation tube (8) on the car body side, thereby plastically deforming the section of the deformation tube (8) lying further in the direction of the end area (19) on the car body side, with an enlargement of the cross section. Articulated arrangement (1) according to one of the preceding claims, characterized in that the base plate (4) forms or has a stop for a surface area in the event of relative movement with respect to the base plate (4), which stop is either d) on the articulated arm (10) mounted therein, 20) or e) the joint bearing (30) or f) the joint arm (20) in particular the second joint arm (20) mounted in this base plate (4) in an articulated manner, in particular the first joint arm (10) in a region between its joint head (15) and the associated Base plate (2) is provided. Joint arrangement (1) according to one of the preceding claims, characterized in that the first joint head (15) is designed as a joint fork and the second joint head (25) of the joint bearing (30) as a joint eye. Joint arrangement (1) according to one of the preceding claims, characterized in that the joint arrangement has a driver element (50) with a first end region (51) which can be brought into operative connection with a running gear, in particular a bogie, to be arranged below the joint arrangement (1) and a has an opposite second end region (52) via which the driver element (50) is firmly connected to one of the articulated arms (10, 20), the driver element being characterized in the first end region (51) by a driver axis (M) aligned perpendicularly to the longitudinal axis, which coincides in particular when the driver element interacts with the chassis or bogie with a central axis of a receiving device provided on this. Joint arrangement (1) after claim 11 , characterized in that the first and second end area (51, 52) of the driver element (50) are arranged offset to one another viewed in the axial direction or in the longitudinal direction of the joint arrangement (1) and the driver element (50) between the first and second end area (51 , 52) is formed with a gap forming a free space (53) between the driver element (50) and the outer circumference of the joint arrangement (1). Joint arrangement (1) according to one of the preceding Claims 11 or 12 , characterized in that the deformation tube (8) is assigned to the second articulated arm (20) and the driver element (50) is firmly connected with a second end area (51) to the first articulated arm (10), first and second end area (51, 52) are arranged offset in the axial direction or in the longitudinal direction and the driver element (50) is cranked between the first and second end area (51, 52), forming a distance between the driver element (50) and the outer circumference of the joint arrangement (1) up to the connection area on the first Articulated arm is formed. Joint arrangement (1) after Claim 13 , characterized in that the distance between the driver element (50) and the outer circumference of the joint arrangement (1), which describes a free space (53) to the outer circumference of the joint arrangement (1), viewed in the longitudinal direction, is selected and designed in such a way that the first joint arm ( 10) connected driver element (50) is suitable, when the articulated arms (10, 20) connected to one another are moved in relation to the base plate (4) connected to the second articulated arm (20) when a predefined operating load is exceeded in the longitudinal direction, viewed with its first end region (51) to move into the area of the base plate (4) writable vertical plane and beyond. Joint arrangement (1) after Claim 13 or 14 , characterized in that the second end region (52) of the driver element (50) is connected to the first articulated arm (10) in the car body-side end region (11) of the latter, Joint arrangement (1) according to one of Claims 11 until 14 , characterized in that the driver element (50), the first articulated arm (10) and the first articulated arm (10) associated base plate (2) are integrally formed. Joint arrangement (1) according to one of Claims 11 until 16 , characterized in that the driver element (50) is constructed and designed in such a way that the driver axis (M), which can be described for interaction with a chassis or bogie, the first end region (51) in a direction through the bearing axis (Z) of the pivot bearing (30) and a perpendicular to this plane and to the longitudinal direction (L) that can be described, in particular the extension of which intersects the bearing axis (Z). Joint arrangement (1) according to one of Claims 11 until 16 , characterized in that the driver element (50) is designed and designed in such a way that the driver axis (M), which can be described for the first end region (51) for interaction with a chassis or bogie, is offset to a bearing axis (Z) of the pivot bearing (30 ) and a perpendicular to this plane and to the plane that can be described in the longitudinal direction, in particular the extension of which runs offset to the bearing axis (Z). Joint arrangement (1) according to one of Claims 11 until 18 , characterized in that the second articulated arm (20), in its end region (21) on the car body, has a bearing section (24) for at least indirect bearing on the base plate (4), in particular for bearing in a through-opening on the base plate (4), and at least pivot bearings (30) and second articulated arm (20) are characterized in the longitudinal direction from the joint bearing (30) to the bearing section (24) by an outer circumference in the circumferential direction which is smaller than that of the bearing section (24) of the second articulated arm (20).

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