EP1884434B1 - Hinge for the articulated connection of adjacent vehicle bodies - Google Patents

Abstract

The hinge (1) has an energy compensation unit integrated in a hinge joint, which is formed with hinge arms (10, 20) and a hinge bearing. The energy compensation unit has a fixable longitudinal stroke that maximally arises during energy compensation, where the stroke defines maximum longitudinal displacement of two base plates (2, 4) relative to each other. An impact unit (40) is arranged in a frontal end section (12) of the hinge arm (10), and includes an impact surface that faces the base plate (4).

Description

The present invention relates to a joint assembly for articulating two adjacent car bodies of a rail vehicle, in particular under cooperation of a bogie, said joint assembly comprising: a first articulated arm, which has a carriage box side, connected to a base plate of the first car body end portion and a front end portion with a first condyle has; a second articulated arm which has a cart side, connected to a base plate of the second car body end portion and an end-side end portion with a first condyle complementarily shaped second condyle; a joint bearing with a pivot pin for articulating the first and second joint head in a joint plane, wherein the joint pin is formed with a common pivot axis for the joint arrangement; and an energy dissipation device integrated in the articulated connection formed with the two articulated arms and the articulated joint, which comprises a regeneratively designed energy dissipation element, in particular an elastomer element, for damping the tensile and impact forces preferably transmitted in the articulated joint during normal driving operation, wherein the energy dissipation device has a definable, maximum energy consumption occurring stroke, which defines the energy consumption during the intended maximum longitudinal displacement of the two base plates relative to each other.

Such a hinge assembly is from the WO 2005/023618 A known.

From the prior art, a plurality of such joints for articulated connection of car bodies of a multi-unit rail vehicle is known. Such articulated joints, which are often designed as so-called sphero-elastic joints, absorb the longitudinal, transverse and vertical forces which occur during the journey of the multi-unit rail vehicle between the adjacent car bodies.

In the dynamic design of a joint arrangement, however, the crash behavior is to be considered in addition to the loads occurring during operation. It should be noted that the (integrated) energy dissipation element conventionally provided in the spherical plain bearing is a regenerative energy dissipation element, in particular an elastomeric element, which merely serves to dampen the tensile and impact forces transmitted via the articulated connection during normal driving. It is known that this regeneratively designed energy absorbing element absorbs forces up to a defined size and passes the beyond forces unattenuated on the bearing block in the vehicle undercarriage or in the car body. As a result, although tensile and impact forces which occur during normal driving between the individual car bodies are absorbed in this regenerative shock absorber, when the operating load is exceeded, for instance when the vehicle strikes an obstacle or if the vehicle abruptly decelerates, this is usually sufficient in the. Spherical plain bearings no longer integrate integrated energy-absorbing elements for consumption of the total energy. Therefore, in a crash, further shock protection, in particular in the form of destructively designed energy dissipation elements, incorporated in the energy consumption concept of the entire vehicle, so that the resulting impact energy can be absorbed directly in the joint assembly or in the vehicle undercarriage. Otherwise, the vehicle body would be exposed to extreme loads and possibly damaged or even destroyed. In rail vehicles running in such a case, the car body risk derailment.

With the aim of protecting the vehicle undercarriage against damage in the case of strong driveways, a destructively designed energy dissipation element is often used which, for example, is designed such that it responds only after exhaustion of the working consumption of the regenerative energy dissipation element provided, for example, in the spherical plain bearing Power flow via the energy dissipation element at least partially absorbed energy and thus degrades. As a destructively designed energy-absorbing elements, for example, deformation pipes come into question, in which destructively by a defined deformation (plastic Deformation) of at least a portion of the deformation tube, the impact energy is converted into deformation work and heat.

An energy dissipation element, which is based on the principle of a deformation tube, is characterized by the fact that it has a defined response force without force peaks. Of course, solutions are known from the prior art, in which to protect the vehicle undercarriage against damage in strong driveways regenerative trained energy-absorbing elements are used. An example of this is gas-hydraulic buffers with a regenerative or self-restoring mode of operation. However, energy consumption elements based on a gas-hydraulic operating method generally have a lower response force and prestressing in comparison to a deformation tube and, in particular, react in a speed-dependent manner.

In addition to energy consumption elements based on a gas-hydraulic operation, energy-absorbing elements are also known which function according to a hydrostatic mode of operation and which likewise have a regenerative (self-restoring) effect. Hydrostatically operating energy-absorbing elements, in contrast to gas-hydraulically operating energy-absorbing elements, have a high response force and prestress.

For example, joint arrangements are known from the prior art in which a deformation tube is integrated in at least one of the articulated arms, which takes over the function of a destructive energy dissipation element. An articulated arm with a deformation tube integrated therein is thus to be understood as a functional force transmission unit, wherein the articulated arm is formed from a first Krafrübertragungselement in the form of Verformungstohres and a second power transmission element in the form of a provided on the frontal portion of the articulated arm rod end. Both components are positively connected with each other in such a way that tensile and impact forces can be transmitted in the longitudinal direction of the joint arrangement. Usually, the destructively designed energy-absorbing element forms the carriage-box-side end section of the articulated arm, while the end-side end section of the articulated arm corresponds to the articulated head. Basically, the carriage-box-side end section of the articulated arm is connected to the so-called base plate of the carcass, in which the forces transmitted by the articulated arms of the articulated arrangement are introduced or from which the forces to be transmitted by the articulated arms of the joint arrangement are introduced from the vehicle body into the associated articulated arm.

On the other hand, the condyle at the end portion of the first articulated arm of a joint arrangement is generally engageable with a condyle of an adjacent carcass formed at the end-side end portion of the second articulated arm of the articulated arrangement.

In the transmission of tensile and impact forces of the power flow of the base plate of the first car body via the optionally integrated in the first articulated arm, preferably destructively trained energy-absorbing element, the first condyle to the second articulated arm, which is associated with the adjacent second car body. The second articulated arm can either also be equipped with a destructively designed energy dissipation element, but it would also be conceivable for the second articulated arm to have an articulated head only at its end-side end section, while the carriage-box-side end section is connected substantially rigidly to the baseplate of the second vehicle body substantially rigidly.

Fig. 1a shows an example of a known from the prior art hinge assembly in which both in the first and in the second articulated arm 10 and 20 respectively at the cart box side end portion a destructively designed energy absorbing element in the form of a deformation tube 13a, 23a is integrated. At the front end portion 12 of the first link arm 10 is provided as the first joint head 15, a yoke. In the direction of the first car body, this articulated fork merges into the first articulated arm 10, which extends through the (flanged) base plate 2 fixedly attached to the end face of the first car body (not explicitly shown). Behind the base plate 2, a destructively designed energy dissipation element is provided, which has a deformation tube 13a. The deformation tube 13a is clamped between conical rings 13b and a ring segment 16 on the one hand and a face plate 13c on the other hand. The face plate 13c is in this example via four screws 17 turn firmly connected to the base plate 2. The structure of the second articulated arm 20 is mirror-symmetrical with respect to the joint plane to the structure of the first articulated arm 10. The joint plane is the vertical plane that runs through the pivot axis Z defined by the joint pin 31 and common to the joint arrangement.

In the transmission of tensile and impact forces over those known from the prior art and in Fig. 1a shown joint assembly runs in normal driving the power flow from the first to the second car body on the base plate 2 of the first car body, the screws 17 of the first articulated arm 10 on the cart side End section integrated, destructively trained energy-absorbing element 13a, the front plate 13c, the deformation tube 13a, the yoke 15 to the pivot pin 31 and integrated in the joint bearing, regeneratively trained energy dissipation element (Sphärolastiklager), which in Fig. 1a is not explicitly shown. Subsequently, the power flow continues from the spherical plain bearing or pivot pin 31 to the second joint head formed as a joint eye at the front end portion 22 of the second articulated arm 20 and finally via the integrated in the cart box end portion of the second articulated arm 20, destructive energy dissipation element to the base plate 4 (not explicitly shown) second car body.

In other words, in the transmission of the tensile and impact forces, the flow of power from the base 2 of the first car body to the base 2 of the second car body substantially completely passes over the deformation tubes 13a and 23a formed as energy absorbing elements 23a themselves are designed such that upon exceeding an amount of energy transmitted through the force flow through the respective deformation tubes 13a and 23a, plastic deformation of the respective elements takes place so that the base plates 2 and 4 of the respective car bodies are displaced relative to each other in the longitudinal direction of the hinge assembly due to the plastic deformation of the deformation tubes 13a and 23a, at least a part of the transmitted energy amount is absorbed by the respective energy absorbing elements and converted into deformation work and heat and thus degraded.

The shortening of the first and second articulated arms 10 and 20 caused by the plastic deformation of the respective deformation tubes 13a and 23a has the direct result that the end faces of the respective car bodies or the associated base plates 2 and 4 of the respective car bodies relative to each other in the longitudinal direction of the hinge assembly move. The amount of displacement maximally effected in energy consumption is referred to herein as "longitudinal stroke" or "stroke". Accordingly, the in Fig. 1a shown joint arrangement of occurring during energy consumption GesamtHub from the individual longitudinal strokes of the respective integrated in the first and second articulated arm 10 and 20, destructively trained energy absorbing elements 13 and 23 and the single longitudinal stroke provided in the joint bearing, regeneratively trained energy absorbing element (elastomer element) together.

After exhaustion of the total intended for the energy consumption longitudinal stroke, ie after the operating load of the entire integrated in the joint assembly energy dissipation device, which has exhausted the regeneratively formed energy absorbing element in the Crellenklager and the destructively trained energy absorbing elements in the articulated arms, the force flow to be transmitted between the adjacent car bodies must be transmitted directly through the respective base plates 2 and 4, via the with the articulated arms 10 and 20 and only a predeterminable maximum flow of force may be directed to the hinge joint formed joint connection so that a predictable and especially predefined event sequence in the event of a crash can be achieved.

In Fig. 1b a case is shown in which in the joint assembly according to Fig. 1a the maximum operating load is exceeded, ie in which the deformation tubes integrated in the respective articulated arms 10 and 20 have already absorbed part of the forces to be transmitted by plastic deformation. As shown in the known from the prior art solution to the respective base plates 2 and 4 stop members 402 and 404 are provided which abut each other after exhausting the maximum longitudinal stroke, ie after exceeding the operating load of integrated in the joint assembly energy dissipation device, so that about these stop members 402 and 404 a direct connection between the respective base plates 2 and 4 is formed. The forces to be transmitted by the joint arrangement are then transmitted directly via this direct connection, so that the energy dissipation device integrated in the joint arrangement is almost completely removed from the force transmission path of the joint arrangement.

This procedure is mandatory for joint arrangements in order to be able to realize a predictable event sequence in the event of a crash. In particular, it is necessary to transmit the essential portion of the tensile and impact forces occurring in the event of a crash directly beyond the base plates 2 and 4 after exceeding the total operating load of the energy dissipation device integrated in the joint arrangement.

In the conventional solution, as previously with reference to the FIGS. 1a and 1b has been described, in which on the respective base plates 2 and 4 stop members 402 and 404 are arranged, which abut each other after exhausting the total stroke of integrated in the joint assembly energy dissipation device and thus allow a direct power transmission between the respective base plates 2 and 4, it is However, this is a solution that can be used only in a joint arrangement in which the stroke lengths of the respective deformation tubes 13a, 23a are identical and known in advance. It can be seen that for the in Fig. 1a shown joint arrangement provided maximum stroke, ie the sum of the through the respective energy dissipation elements caused individual longitudinal strokes, identical to the distance between the stop elements 402 and 404 in the normal operating state ( Fig. 1a ) have to be.

In one case, however, when the first articulated arm 10 of FIG Fig. 1a shown hinge assembly must be connected to a second articulated arm, in which no energy dissipation element is integrated in the carriage box side end portion, would be provided with the energy dissipation device maximum stroke smaller than that in the in Fig. 1a shown situation occurring stroke, since in such a case is no longer the single stroke of the integrated in the second articulated arm deformation tube 23a added to the total stroke of the energy dissipation device. In other words, this means that in a crash, ie after utilizing the operating load provided in the joint assembly energy dissipation device and after exhaustion of the energy dissipation characteristic stroke length, the two stop elements do not yet meet, so that no direct connection between the base plates of the adjacent car bodies possible is. In a crash, it would thus not be possible to realize a power flow redirection; Rather, even after the operating load of the energy dissipation device integrated in the articulated arrangement has been exceeded, the force flow would continue to be conducted via the destructively designed energy dissipation element integrated in the articulated arm so that a predictable event sequence is no longer possible.

Accordingly, the present invention is based on the problem that in a conventional hinge assembly, in which an energy dissipation device is integrated in the form of a regenerative and / or destructive trained energy absorbing element, and which therefore has a designated maximum stroke, to the respective base plates of the car bodies specifically the respective integrated in the associated articulated arm energy absorbing elements adapted stop elements must be arranged so that in a crash, a direct power transmission between the respective base plates of the car bodies is possible. In particular, it is necessary in the prior art that the length of the arranged on the respective base plates stop elements, ie their longitudinal extent in the longitudinal direction of the joint assembly, the stroke length of integrated in the associated articulated Energieverzehrelements is precisely such a solution requires in particular that at each base plate stop elements are provided, regardless of whether or not the articulated arm associated with the respective body has a destructively designed energy dissipation element. In particular, it is not possible, an articulated arm, in which a destructively trained energy-absorbing element, such as a deformation tube is integrated, and at its associated base plate a correspondingly adapted stop element is formed to connect to a second articulated arm, in which no destructively designed energy dissipation element is integrated, and there is no stop element on the associated base plate.

On the basis of the described problem, the present invention seeks to further develop a hinge assembly of the type mentioned above, that regardless of the question whether or not in the second articulated arm a destructive energy absorbing element is integrated, i. regardless of the maximum provided longitudinal stroke of the second articulated arm, a joint arrangement is possible in which when exceeding the total operating load in the joint assembly total provided energy dissipation basically a direct power transmission between the two base plates of the adjacent car bodies is possible. In particular, a joint arrangement is to be specified in which the first articulated arm can be connected both to a second articulated arm, in which no destructive energy dissipation element is provided, as well as to a second articulated arm is connectable, in which a destructive energy dissipation element is integrated, in both cases In a crash, a direct power transmission between the associated base plates is possible.

This object is achieved with a hinge assembly of the type mentioned above in that the hinge assembly further comprises a stop element, which is arranged substantially rigidly on the front end portion of the first link arm and first stop surfaces, which face the base plate of the second car body.

• Gelenkanordnungen, bei welchen weder im ersten noch im zweiten Gelenkarm ein vorzugsweise destruktiv ausgebildetes Energieverzehrelement vorgesehen ist (Kombination 1);
• Gelenkanordnungen, bei welchen im ersten Gelenkarm zumindest ein vorzugsweise destruktiv ausgebildetes Energieverzehrelement integriert ist, während im zweiten Gelenkarm kein Energieverzehrelement vorgesehen ist (Kombination 2);
• Gelenkanordnungen, bei welchen der erste Gelenkarm ohne jedwedes Energieverzehrelement ausgeführt ist, während im zweiten Gelenkarm zumindest ein vorzugsweise destruktiv ausgebildetes Energieverzehrelement integriert ist (Kombination 3); und
• Gelenkanordnungen, bei welchen sowohl im ersten als auch im zweiten Gelenkarm zumindest ein vorzugsweise destruktiv ausgebildetes Energieverzehrelement integriert ist (Kombination 4).

The solution according to the invention is therefore characterized in that - in contrast to the prior art according to Fig. 1a - Now stopper elements are no longer provided on each base plate, but that only one (common) stop element is provided, which is arranged substantially rigidly on the front end portion of the first articulated arm. By laying the stop element to the front end portion of the first articulated arm, it is inventively possible to realize all combinations of the first and second articulated arm, without changes in the or the stop element are required. These combinations include, in particular, the following joint arrangements:

• Joint arrangements in which a preferably destructively designed energy dissipation element is provided neither in the first nor in the second articulated arm (combination 1);
• Joint arrangements in which at least one preferably destructively designed energy-absorbing element is integrated in the first articulated arm, while no energy-absorbing element is provided in the second articulated arm (combination 2);
• Joint arrangements in which the first articulated arm is designed without any energy-absorbing element, while in the second articulated arm at least one preferably destructively designed energy-absorbing element is integrated (combination 3); and
• Joint arrangements in which at least one preferably destructively designed energy dissipation element is integrated in both the first and in the second articulated arm (combination 4).

In all combinations is achieved with the inventive solution that in a crash, i. when the operating load of the energy dissipation device provided in the joint arrangement is exceeded, the power flow to be transmitted between the adjacent bodies no longer passes through the at least one optionally provided and advantageously destructively designed energy dissipation elements, but runs along the shortest path from one base plate to the other base plate.

In the abovementioned combinations 2 to 4, in which at least one destructive energy dissipation element is integrated in one of the two articulated arms, this means that, after response in the form of plastic deformation of the at least one destructively designed energy dissipation element, the force flow must no longer flow via the energy dissipation element, thus enabling a predictable defined event sequence.

As above with reference to the FIGS. 1a and 1b this is achieved in the prior art achieved by stop elements, which are arranged on the respective base plates of the two adjacent car bodies. In this structure, however, it is a non-modular design hinge assembly, ie, a hinge assembly in which the first and second articulated arms are used exactly are coordinated. A modular construction of this known from the prior art joint arrangement is not possible, ie a structure in which, for example, the first articulated arm can be connected to a second articulated arm, wherein in this second articulated arm no destructively trained energy absorbing element is integrated, or being in the second Articulated arm an energy dissipation element is provided with different stroke length. Then namely, a juxtaposition of arranged on the respective base plates of the two adjacent car bodies attacks only with the help of additionally arranged "spacers" are made possible, these "spacers" must be designed to compensate for the different stroke lengths.

By laying the stop elements according to the invention at the front end of the first articulated arm, it is now possible to realize all the aforementioned combinations 1 to 4 without additional to be adapted and adapted to the individual case spacers, etc.

In particular, runs in the combination 1, wherein in each of the two articulated arms a preferably destructively designed energy-absorbing element is provided, and in which provided in the joint assembly energy dissipation solely and by the preferably arranged in the hinge bearing and regeneratively trained energy-absorbing element, in particular elastomeric element (Sphärolastiklager ), the force flow in the Ctash case, ie after exhaustion of the built in the joint bearing, regenerative trained energy absorbing element maximum stroke, from the base plate of the first car body via the first articulated arm, the pivot pin and the second articulated arm directly into the base plate of the second car body. In this case, in particular the first and second articulated arms are rigidly connected directly to the respective base plates. The direct connection between the two base plates takes place in the combination 1 thus on the respective articulated arms and the pivot pin itself. In particular, no destructively designed energy dissipation element is provided on the carriage box-side end portion of the respective articulated arms; Rather, the carriage box-side end portions are directly connected to the respective, associated base plate.

In the case of the combination 1, it is thus not absolutely necessary for the power flow to be conducted via the stop element provided according to the invention at the end-side end section of the first articulated arm in the event of a crash, since in this combination the Articulated arms and the pivot itself a direct power transmission between the base plates is possible.

By contrast, in combination 2, i. if preferably at least one preferably destructively designed energy-absorbing element is integrated in the carriage box-side end section of the first articulated arm, and if the second articulated arm without integrated energy-dissipating element is connected directly to the associated base plate, the stop element is used to form a direct connection between the respective base plates. This will be described in more detail below.

Advantageous further developments of the solution according to the invention are specified in the subclaims.

Thus, it is provided with respect to the arrangement of the stop element in the joint arrangement according to the invention, that this is arranged substantially fixed relative to the articulated about the hinge bearing and the pivot pin joint plane.

On the other hand, it is preferably provided that the stop element is designed so that the distance between the first stop surfaces and the base plate of the second car body corresponds at least to the at least the maximum occurring during energy consumption by the regenerative energy dissipation element longitudinal stroke. More specifically, in the latter preferred embodiments, when a hinge assembly is used after combination 1 or combination 2, i. E. when a joint arrangement is used in which the second articulated arm has no destructively designed energy dissipation element, and in which thus to be considered in the event of a crash total stroke of the joint assembly is determined only by the single stroke of Spherikastiklagers and optionally integrated in the first articulated energy dissipation element is Thus, it is sufficient that the distance between the first abutment surfaces and the base plate of the second car body is identical to the intended for energy consumption by the regenerative trained energy absorbing element alone maximum stroke, since the base plate of the second car body in the event of a crash by a maximum of this Bewegungsbettag in the direction of the joint plane relatively moved.

Preferably, the stop element is arranged substantially rigidly on the first condyle or connected thereto. By the term "substantially rigid" as used herein is meant any compound which, in comparison to e.g. an elastic compound has only a low elasticity. This is to be understood in particular as those compounds in which the stop element is mounted with a low elasticity at the front end portion of the first articulated arm.

In a particularly preferred further development of the solution according to the invention, it is provided that the energy dissipation device of the joint arrangement further comprises a destructively designed energy dissipation element, in particular a deformation tube or the like, which is integrated in the second articulated arm such that the force flow occurring during normal driving operation and from the joint arrangement transmitted tensile and impact forces from the base plate of the first car body via the first articulated arm, the joint bearing with the pivot pin, the second articulated arm and integrated in the second articulated arm, preferably destructively trained energy absorbing element to the base plate of the second car body and vice versa running. This is therefore a joint arrangement according to the above-mentioned third combination (combination 3). It is essential in this further development that the stop element is designed so that the distance between the first stop surfaces and the base plate of the second car body corresponds to the longitudinal stroke, the maximum occurs when consumed energy by the regenerative trained energy absorbing element and integrated in the second articulated arm at least one energy absorbing element. In other words, this means that in a joint arrangement according to the third combination (combination 3) with the inventive solution in which the stop element is arranged substantially rigidly at the front end portion of the first articulated arm, in the event of a crash and after exploitation of integrated by the second articulated arm Energy absorbing element and provided by the built-in energy storage element in the pivot bearing Hubs the base plate of the second car body, the base plate of the second car body abuts the first abutment surfaces of the stop element and thus enables a direct power transmission between the base plates.

In addition or as an alternative to the last-mentioned embodiment, in which a destructively designed energy dissipation element is integrated in the second articulated arm, it is also conceivable according to a preferred further development of the invention for the energy dissipation device of the articulated arrangement to have a destructively designed energy dissipation element, in particular a deformation tube or the like is integrated in the first articulated arm such that the force flow of the occurring during normal driving and transmitted by the joint arrangement tensile and impact forces of the base plate of the first car body on the first articulated arm and in the first Articulated arm integrated, preferably destructively trained energy-absorbing element, the joint bearing with the pivot pin and the second articulated arm (and optionally provided in the second articulated arm, preferably destructively trained energy dissipation) to the base plate of the second car body and vice versa running. With regard to the stop element is provided that this further comprises second stop surfaces, which face the base plate of the first car body. With regard to the arrangement and design of the stop element, moreover, what has already been said applies.

Specifically, however, in the latter embodiment, the stop element should be designed so that the distance between the second stop surface and the base plate of the first car body corresponds to the longitudinal stroke, which occurs in Energievetzeht by the at least one energy absorbing element integrated in the first articulated arm maximum. In other words, these are joint arrangements according to the second or fourth combination (combination 2 and 4), in which therefore at least one preferably destructively designed energy dissipation element is integrated in the first articulated arm.

Specifically, in the case of the combination 2 in which no destructively designed energy dissipation element is integrated in the second articulated arm, in the event of a crash the force flow between the two adjacent vehicle bodies directly from the base plate of the first vehicle body, bypassing the already plastically deformed energy dissipation element in the carriage body end portion of the first articulated arm the arranged on the front end portion of the first articulated arm stop element and from there via the pivot pin in the second articulated arm, the immediate, ie without any interposition of a destructively designed energy dissipation element, is connected to the base plate of the second car body.

On the other hand, runs in the combination 4, in which at least one preferably destructively trained Energieverzehtelement is integrated in both the first and in the second articulated arm, in the event of a crash, the power flow from the first car body to the second car body on the base plate of the first car body, bypassing the already plastically deformed and in the carriage box-side end portion of the first articulated arm integrated energy absorbing element directly on the arranged at the front end portion of the first articulated arm stop element, and from there directly, ie bypassing the second articulated arm and the already plastically deformed and in the cart box side End portion of the second articulated arm integrated energy dissipation element, in the base plate of the second car body.

In a particularly preferred realization of the last-mentioned embodiments, with which the combinations 2 to 4 are covered, it is provided that the stop element is designed in such a way that after exhausting the maximum of the energy consumption consumable by the energy dissipation device Hubs a substantial part of the power flow of between the Car bodies to be transmitted forces are passed directly from the base plate of the first car body on the stop element on the base plate of the second car body, being passed over the articulated joint formed with the articulated arms, the spherical plain bearings and the pivot joint only a predetermined maximum flow of force. Thereby, after exceeding the operating load, the energy dissipation means provided in the entire joint arrangement, i. after exhausting the maximum predetermined total stroke, in the power transmission between the adjacent car bodies a defined and predictable event sequence possible.

With regard to the optionally destructively formed energy dissipation elements which are optionally integrated in the respective articulated arms, it is preferably provided that these are designed to dissipate energy only at a definable response force, in particular by plastic deformation, whereby the overall length of the respective articulated arm is shortened by this plastic deformation , which contributes to the overall stroke of the joint assembly. The advantage of such energy dissipation elements is that they have a substantially rectangular characteristic curve, which ensures maximum energy absorption after the energy dissipation element has responded. Of course, other energy-absorbing elements, such as, for example, hydrostatically operating energy-absorbing elements, are also conceivable here.

With regard to a hinge arrangement according to combinations 1 and 3, i. With regard to joint arrangements in which no preferably destructively designed energy dissipation element is integrated in the first joint, in a further preferred embodiment it is provided that the abutment element is substantially rigidly connected to the base plate of the first vehicle body.

In a further preferred embodiment of the solution according to the invention, the first condyle has a joint fork and the second condyle has a joint eye which is designed to be complementary to the articulated fork, whereby the articulated fork and the joint eye are attached the pivot pin are rotatably connected to each other. Of course, other solutions are also conceivable here.

In summary, it should be noted that according to the invention, the first articulated arm according to the combinations 1 or 3, regardless of the question of whether or not in the second articulated arm a preferably destructively designed energy absorbing element is integrated, can be connected to the second articulated arm, wherein in the event of a crash the direct power transmission between the respective base plates of the adjacent car bodies is ensured. The same applies to the first articulated arm according to a joint arrangement according to the combinations 2 or 4. Thus, it is possible without making a change to the stop element, a first articulated arm, in which (as described above) the stop element is arranged at its front end portion, to connect with a second articulated arm so that even in a crash, a direct power transmission between the respective base plates is made possible, in particular it does not matter whether or not the second articulated arm is provided with a destructively designed energy absorbing element. For this reason, the modularity of the hinge arms used in the joint assembly can be ensured, whereby a faster and feasible without major alterations work coupling of the respective articulated arms is made possible during operation of the joint assembly.

In the following, preferred embodiments of the solution according to the invention will be described with reference to the figures.

Fig. 1a

eine aus dem Stand der Technik bekannte Gelenkanordnung im normalen Fahrbetrieb;

Fig. 1b

die in Fig. 1a gezeigte Gelenkanordnung in einem Crashfall;

Fig. 2

eine bevorzugte Ausführungsform der erfindungsgemäßen Gelenkanordnung gemäß der Kombination 1;

Fig. 3a

eine bevorzugte Ausführungsform der erfindungsgemäßen Gelenkanordnung gemäß der Kombination 3 im normalen Fahrbetrieb;

Fig. 3b

die in Fig. 3a gezeigte Gelenkanordnung im Crashfall;

Fig. 4a

eine bevorzugte Ausführungsform der erfindungsgemäßen Gelenkanordnung gemäß der Kombination 2 im normalen Fahrbetrieb;

Fig. 4b

die in Fig. 4a gezeigte Gelenkanordnung in einem Crashfall;

Fig. 4c

die in Fig. 4a gezeigte Gelenkanordnung in längsgeschnittener Darstellung;

Fig. 5a

eine bevorzugte Ausführungsform der erfindungsgemäßen Gelenkanordnung gemäß der Kombination 4 im normalen Fahrbetrieb;

Fig. 5b

die in Fig. 5a gezeigte Gelenkanordnung im Crashfall;

Fig. 6a

die in Fig. 5a gezeigte Gelenkanordnung aus einer anderen perspektivischen Ansicht; und

Fig. 6b

die in Fig. 5b gezeigte Gelenkanordnung aus einer anderen perspektivischen Ansicht.

Show it:

Fig. 1a

a known from the prior art hinge assembly in normal driving;

Fig. 1b

in the Fig. 1a shown hinge assembly in a crash case;

Fig. 2

a preferred embodiment of the hinge assembly according to the invention according to the combination 1;

Fig. 3a

a preferred embodiment of the hinge assembly according to the invention according to the combination 3 in normal driving operation;

Fig. 3b

in the Fig. 3a shown joint arrangement in the event of a crash;

Fig. 4a

a preferred embodiment of the hinge assembly according to the invention according to the combination 2 in normal driving operation;

Fig. 4b

in the Fig. 4a shown hinge assembly in a crash case;

Fig. 4c

in the Fig. 4a shown hinge assembly in longitudinal sectional view;

Fig. 5a

a preferred embodiment of the hinge assembly according to the invention according to the combination 4 in the normal driving operation;

Fig. 5b

in the Fig. 5a shown joint arrangement in the event of a crash;

Fig. 6a

in the Fig. 5a shown hinge assembly from another perspective view; and

Fig. 6b

in the Fig. 5b shown hinge assembly from another perspective view.

Fig. 1a shows a known from the prior art joint assembly according to the combination 4 in normal driving, ie, a hinge assembly in which in both the first link arm 10 and the second link arm 20 as destructively designed energy absorbing elements each have a deformation tube 13a and 23a are provided.

In Fig. 1b is the in Fig. 1a shown hinge assembly shown in a crash. As already explained in the introduction to the description, in the conventional solution stop elements 402 and 404 are respectively arranged on the respective base plates 2 and 4 of the first and second car body (not explicitly shown), which in normal driving operation (see FIG Fig. 1a ) are spaced apart, and which in the event of a crash and after exhaustion of the provided in the joint assembly energy dissipation device, maximum energy consumption abut each other and thus enables a direct power transmission between the respective base plates 2 and 4 of the associated car bodies. It is in the in the FIGS. 1a and 1b shown embodiment in particular by a non-modular design hinge assembly, since both the joint assembly constituting articulated arms 10 and 20 exactly to each other must be coordinated or designed to each other. If no deformation tube is provided in the carriage box-side end section of the second articulated arm, additional spacer parts 402 and 404 would have to be used between the respective stop elements in order to achieve abutment of the respective stop elements 402 and 404 in the event of a crash. In particular, in the prior art, the distance between the respective stop elements 402 and 404 depends on the total stroke of the joint arrangement, which is composed of the individual strokes of the respective energy dissipation elements. If only one energy dissipation element is changed in terms of its energy consumption caused stroke in the known from the prior art joint arrangement, this would have a direct effect on the distance between the stop members 402 and 404.

In Fig. 2 is a preferred embodiment of the hinge assembly 1 according to the invention provided according to the first combination, in which therefore the first articulated arm 10 and the second articulated arm 20 are each designed without preferably destructively designed energy absorbing element. The first articulated arm 10 is connected with its carriage box-side end portion directly to the base plate 2 of the first car body (not shown). In detail, the carriage box-side end section of the first articulated arm 10 passes directly into the base plate 2.

On the other hand, at the front end portion 12 of the first articulated arm 10, a first condyle 15 in the form of a yoke is executed.

The second articulated arm 20 is connected in the same way with its carriage box-side end portion directly to the base plate 4 of the (second) car body. At the end-side end portion 22 of the second articulated arm 20, a second condyle 25 complementary to the first condyle 15 is provided, which in the preferred embodiments according to the invention is designed as a joint eye. The two rod ends 15 and 25 are connected to a pivot pin 31 about a common axis Z hinged together. Specifically, the pivot pin 31 passes through the provided on the front end portion 22 of the second link arm 20 hinge eye 25, wherein between the pivot pin 31 and the respective rod ends 15 and 25 at least partially a hinge bearing 30 is provided. This joint bearing 30 has a in Fig. 2 not explicitly illustrated regeneratively trained energy dissipation element, so that the hinge bearing used in the joint assembly 1 according to the invention is a bearing of the elastomeric bearing type, in particular a sphero-elastic bearing.

In the Fig. 2 illustrated hinge assembly 1 according to the first combination has a longitudinal stroke, which is determined solely by the stroke length of the provided in the joint bearing 30 elastomer element.

In normal driving, the forces to be transferred between the adjacent bodies flow from the base 2 of the first body via the first rod 15, the pivot bearing 30, the pivot 31, the second rod 25 and the second link 20 to the base 4 of the second car. In a case when with the provided in the joint bearing 30, preferably regenerative trained energy absorbing element for this energy absorbing element maximum energy is absorbed, and thus if the maximum available Elastomerlagerhub is utilized, the forces to be transmitted flow equally from the first base plate 2 the first articulated arm 10 and the joint bearing 30 with the pivot pin 31 to the second articulated arm 20 and then directly into the base plate 4 of the second car body.

Thus, at the in Fig. 2 illustrated embodiment of the joint assembly 1 according to the combination 1 ensures that in a crash, the power flow of the forces to be transmitted is transmitted directly from the first base plate 2 to the second base plate 4. In particular, hereby a predictable event sequence is possible in the event of a crash.

As shown, the first articulated arm 10 of FIG Fig. 2 shown preferred embodiment of the hinge assembly 1 according to the invention according to the combination 1, a stop member 40, which is arranged substantially rigidly on the front end portion 12 of the first link arm 10, and which has first stop surfaces 44 which face the base plate 4 of the second car body. It is provided that the stop element 40 in the joint assembly 1 according to Fig. 2 relative to the joint plane defined by the pivot bearing 30 and the pivot pin 31, which is a vertical plane in which the pivot axis Z fixed to the pivot pin 31 is located substantially fixedly.

In Fig. 2 a case is shown in which the stop member 40 is substantially flanged or arranged on the base plate 2 of the first car body substantially. However, it would also be conceivable that the stop element 40 in the in Fig. 2 shown embodiment is substantially rigidly connected to the first condyle 15.

In a crash case is at the in Fig. 2 shown hinge joint 1 - as explained above - the power flow through the respective articulated arms 10 and 20 directly into the associated base plates 2 and 4 passed. The arranged on the first joint head 15 stop member 40 is doing no power transmission function. This is not absolutely necessary in the case of the joint arrangement 1 according to the combination 1, because in no articulated arm 10 or 20 a destructively designed energy dissipation element is provided, which in the event of a crash is to be taken from the power flow to be transmitted between the vehicle bodies.

On the other hand, the stopper member 40 has a power transmission function in a case when the in Fig. 2 shown first articulated arm 10 is connected to a second articulated arm 20, in which, for example, on the carriage box-side end portion of the articulated arm, a destructively trained energy absorbing element is integrated. Such a case is in the FIGS. 3a and 3b shown.

Fig. 3a shows a preferred embodiment of the hinge assembly 1 according to the invention according to the combination 3, in which therefore the first articulated arm 10 is identical to the first articulated arm of the joint assembly 1 according to Fig. 2 is, and in which in the second articulated arm 20, a preferably destructively designed energy dissipation element is integrated. In detail, the second articulated arm 20 of FIG Fig. 3a shown hinge assembly 1 at its front end portion a hinge eye 25, which is connected via the pivot pin 31 and the (not explicitly shown) hinge bearing 30 with the first articulated arm 10. On the other hand, a destructively designed energy dissipation element is provided in the carriage box-side end portion 21 of the second articulated arm 20. In detail, this energy dissipation element consists of a deformation tube 23 a, which in the in Fig. 3a shown normal driving between a cone ring 23b and a face plate 23c is biased. The cone ring 23b is held by means of ring segments 26. On the other hand, the front plate 23c is connected via a total of four screws 27 to the base plate 4 of the second car body.

By providing a destructively designed energy dissipation element 23 in the second articulated arm 20, the joint arrangement 1 according to FIG Fig. 3a a total stroke, which is composed of the elastomeric bearing hub and the maximum longitudinal displacement stroke of the deformation tube 23a.

In Fig. 3a is a state of the hinge assembly 1 shown in normal driving. The forces to be transmitted flow from the base plate 2 of the first car body via the first articulated arm 10 and the joint bearing 30 with the pivot pin 31 to the second condyle 25 of the second articulated arm 20. Subsequently, the power flow on the in the in Fig. 3a illustrated embodiment in the carriage box-side end portion 21 of the second articulated arm 20 integrated deformation tube 23 a led to the face plate 23 c. Thereafter, the power flow flows through the screws 27 to the base plate 4 of the second car body.

In Fig. 3b a case is shown in which the operating load of the in Fig. 3a shown joint assembly 1 provided energy dissipation device (elastomer element in the joint bearing 30 and energy dissipation element in the second articulated arm 20) is exhausted. In detail, here is shown a case in which the energy dissipation device provided in total Längsverschiebungshub is utilized. In such a situation, it must be ensured that the power flow can be transmitted directly from the base plate 2 of the first car body to the base plate 4 of the second car body and vice versa. In particular, it must be prevented that the power flow (as in normal driving according to Fig. 3a ) is still completely guided by the energy-absorbing element integrated in the second articulated arm 20.

This is done in the inventive solution in that the stop element 40 is provided on the first articulated arm 10. As in Fig. 3b shown, abut in a crash, the first stop surfaces 44 of the stop member 40 to the base plate 4 of the second car body, so that after utilization of the total stroke provided in the joint assembly 1 energy dissipation of the power directly from the base plate 2 of the first car body on the stop member 40 the base plate 4 of the second car body (and vice versa) is passed.

The synopsis of the in the Figures 2 and 3a, 3b illustrated embodiments that can be coupled to one and the same first articulated arm 10 differently executed second articulated arms 20 to provide a hinge assembly 1, wherein a direct power transmission between the respective base plates 2 and 4 is made possible without modifications of the stop member 40 in the event of a crash.

In Fig. 4a is a preferred embodiment of the hinge assembly 1 according to the invention shown in accordance with the combination 2 in normal driving. In this joint arrangement 1, the first articulated arm 10 has a wagenkastenseitigen end portion 11 of the first articulated arm 10 integrated deformation tube 13a. On the other hand, at the end-side end portion 12 of the first articulated arm 10, the first condyle 15 is again attached in the form of a hinged fork. The structure and integration of the provided in the first articulated arm 10 destructive energy dissipation element 13 correspond to the structure and integration of the corresponding energy dissipation element in the in Fig. 3a shown hinge assembly 1.

On the other hand, in the in Fig. 4a shown joint assembly 1, the second articulated arm 20 identical to the second articulated arm according to the in Fig. 2 shown joint assembly 1 constructed.

In the Fig. 4a shown hinge assembly 1 differs from the hinge assembly described above len in that here the stop member 40 is also provided with second stop surfaces 42 in addition to the first in the direction of the base plate 4 of the second car body facing stop surface 44 facing in the direction of the base plate 2 of the first car body , The distance between the second stop surfaces 42 and the base plate 2 of the first car body is selected so that it is identical to the single stroke of the integrated in the first articulated arm 10 deformation tube 13a.

In Fig. 4b is the hinge assembly 1 according to Fig. 4a shown in a crash. The crash situation is characterized by the fact that the energy dissipation element integrated in the first articulated arm 10 has already responded and that the deformation tube 13a has absorbed a certain amount of energy due to plastic deformation. Due to the plastic deformation of the deformation tube 13a, the distance between the first joint head 15 and the base plate 2 of the first car body has been shortened.

In order to achieve that in a crash, the power flow to be transmitted between the car bodies can flow directly from the base plate 2 of the first car body to the base plate 4 of the second car body, bypassing the already plastically deformed deformation tube 13a, is provided in the hinge assembly 1 according to the invention after exhaustion of the provided by the energy dissipation device in the joint assembly 1 Längsverschiebungshubes the base plate 2 of the first car body abuts the second stop surface 42 of the stop element 40, so that the power flow directly from the base plate 2 via the stop element 40 on the second articulated arm and thus directly on the Base plate 4 of the second car body is transferable.

In Fig. 4c is the in Fig. 4a shown joint assembly 1 according to the combination 3 shown in a longitudinal sectional view. On the basis of this representation, in particular the construction of the energy-absorbing element integrated in the carriage-box-side end section 11 of the first articulated arm 10 can be recognized. Furthermore, it can be clearly recognized here how in particular the pivot pin 31 is mounted in the hinge eye of the second car body 20. In the area between the pivot pin 31 and the hinge eye 25 usually the joint bearing 30 is formed, which has an elastomer filler 33 which serves as a regenerative energy absorbing element for absorbing the shocks and forces occurring in normal driving.

In Fig. 5a and in Fig. 6a are each shown with different perspectives a preferred embodiment of the hinge assembly 1 according to the invention according to the combination 4 in normal driving. It can be seen that in this joint arrangement 1, the first articulated arm identical to the first articulated arm of the reference to the FIGS. 4a to 4c previously described joint assembly 1, while the second articulated arm 20 is identical to the second articulated arm with reference to FIGS FIGS. 3a and 3b previously described hinge assembly 1 is. In particular, the stop element 40 provided on the front end section 12 of the first articulated arm 10 is identical to the stop element 40 according to the in FIG Fig. 4a formed embodiment described.

The distance between the first stop surfaces 44 of the stop element 40 and the end plate 4 of the second car body, which in Fig. 5a denoted by the reference numeral "d2" corresponds to the Längsverschiebungshub provided in the second articulated arm 20, destructively designed energy absorbing element 23 and the elastomeric bearing hub. On the other hand, corresponds to in Fig. 5a with the reference numeral "d1" designated distance between the second stop surfaces of the stop member 40 and the base plate 2 of the first car body with the maximum integrated in the first articulated arm 10 energy dissipation element 13 deformation stroke.

In the FIGS. 5b and 6b are each states of the in the FIGS. 5a or 6a shown joint assembly 1 shown in a crash situation. As shown, in this case, the respective abutment surfaces 42 and 44 of the stop member 40 abut against the associated base plates 2 and 4 of the respective car bodies after the maximum allowable total longitudinal displacement stroke of the joint assembly 1 has been exhausted. Thus, it is achieved that in a crash, the power flow to be transmitted directly from the Base plate 2 of the first car body via the stopper member 40 on the base plate 4 of the second car body (and vice versa) is transmitted, both in the first and in the second articulated arm 10 and 20, the already plastically deformed deformation tubes 13a and 23a substantially completely transferred from the Power flow are taken.

In the in the FIGS. 2 to 6 illustrated preferred embodiments of the hinge assembly 1 according to the invention, a driver element 50 are each provided at the lower region of the stop member 40. This driver element 50 is in engagement with a corresponding complementarily formed receptacle in a (not explicitly shown) bogie when the hinge assembly 1 according to the invention is used in combination with a bogie, such as a Jakobs bogie, for connecting adjacent car bodies of a rail vehicle.

In summary, it should be noted that with the inventive arrangement of a stop element at the front end portion of the first articulated arm is achieved that on the first articulated arm of the hinge assembly 1, both a second articulated arm with integrated energy absorbing element and without integrated energy dissipation element can be connected, in principle by the provision of the stop element it is ensured that in a crash, the power flow is possible directly from the base plate of the first car body to the base plate of the second car body, bypassing an optionally provided in the joint assembly 1 energy dissipation element.

It should be noted that the embodiment of the invention does not apply to the in the FIGS. 2 to 6 described embodiments is limited, but also in a variety of variants is possible. In particular, the type and arrangement of the (integrated) energy dissipation elements optionally provided in the respective articulated arms may be different from the illustrated arrangements. In general terms, correspondingly regeneratively designed energy-absorbing elements can be provided in the respective articulated arms, in addition to the regeneratively designed energy dissipation element provided in the articulated bearing. It is also conceivable, of course, not only to use an energy dissipation element but a plurality of energy dissipation elements in the respective articulated arms.

LIST OF REFERENCE NUMBERS

1

joint arrangement

2

Base plate of the first car body

4

Base plate of the second car body

10

first articulated arm

11

carriage box-side end portion of the first articulated arm

12

frontal end portion of the first articulated arm

13

Energy absorbing element in the first articulated arm

13a

deformation tube

13b

cone ring

13c

face plate

15

first condyle

16

ring segment

17

screw

20

second articulated arm

21

cart box side end portion of the second articulated arm

22

front-side end portion of the second articulated arm

23

Energy-absorbing element

23a

deformation tube

23b

cone ring

23c

face plate

25

second condyle

26

ring segment

27

screw

30

Spherical Plain bearings

31

pivot pin

33

Energy-absorbing element

40

stop element

42

second stop surface

44

first stop surface

50

dogging

Z

swivel axis

d1

Distance "first stop surface - base plate second carriage body"

d2

Distance "second stop surface - base plate first carriage body"

402, 404

Stop elements in the prior art

Claims (10)

1. A hinge for the articulated connection of adjacent vehicle bodies of a rail vehicle, in particular in cooperation with a bogie, wherein the hinge comprises the following:

   - a first joint arm (10) having an end section (11) on the vehicle body side connected to a base plate (2) of the first vehicle body and a front end section (12) having a first joint head (15);

   - a second joint arm (20) having an end section (21) on the vehicle body side connected to a base plate (4) of the second vehicle body and a front end section (22) having a second joint head (25) configured complementary to said first joint head (15);

   - a joint bearing (30) comprising a pivot pin (31) for the articulated connection of the first and second joint heads (15, 25) in a joining plane, wherein the pivot pin (31) establishes a common pivoting axis (Z) for the hinge (1); and

   - an energy absorption device (13, 23, 33) integrated into the articulated connection formed by the two joint arms (10, 20) and the joint bearing (30) and which comprises a regeneratively-designed energy-absorbing element (33), in particular an elastomer element, preferably provided in the joint bearing (30) to absorb the tractive and impact forces transferred through the articulated connection during normal vehicle operation,

   wherein said energy absorption device (13, 23, 33) exhibits a definable maximum longitudinal stroke upon energy absorption which defines the maximum longitudinal displacement to the two base plates (2, 4) relative one another upon energy absorption,
   characterized in that
   the hinge (1) further comprises a stop element (40) disposed substantially rigidly on the front end section (12) of the first joint arm (10) and comprising first stop faces (44) facing the base plate (4) of the second vehicle body.
2. The hinge according to claim 1, wherein the stop element (40) is disposed substantially stationary in the hinge (1) relative the joining plane defined by the joint bearing (30) and the pivot pin (31).
3. The hinge according to claim 1 or 2, wherein the stop element (40) is configured such that the distance (d1) between the first stop faces (44) and the base plate (4) of the second vehicle body corresponds at least to the maximum longitudinal stroke occurring during energy absorption with the regeneratively-designed energy-absorbing element (33).
4. The hinge according to any one of the preceding claims, wherein the stop element (40) is disposed substantially rigidly on the first joint head (15).
5. The hinge according to any one of the preceding claims, wherein the energy absorption device (13, 23, 33) further comprises at least one preferably destructively-designed energy-absorbing element (23), in particular a deformation tube (23a) or the like, which is integrated into the second joint arm (20) such that the force flow occurring during normal operation and the tractive and impact forces to be transferred by the hinge (1) runs from the base plate (2) of the first vehicle body to the base plate (4) of the second vehicle body and vice-versa through the first joint arm (10), the joint bearing (30), the pivot pin (31), the second joint arm (20) and through the at least one energy-absorbing element (23) integrated in said second joint arm (20), and wherein the stop element (40) is configured such that the distance (d1) between the first stop faces (44) and the base plate (4) of the second vehicle body corresponds to the maximum longitudinal stroke occurring with the regeneratively-designed energy-absorbing element (33) and the at least one energy-absorbing element (23) integrated in the second joint arm (20) during energy absorption.
6. The hinge according to any one of the preceding claims, wherein the energy absorption device (13, 23, 33) further comprises at least one preferably destructively-designed energy-absorbing element (13), in particular a deformation tube (13a) or the like, which is integrated into the first joint arm (10) such that the force flow occurring during normal operation and the tractive and impact forces to be transferred by the hinge (1) runs from the base plate (2) of the first vehicle body to the base plate (4) of the second vehicle body and vice-versa through the first joint arm (10) and the at least one energy-absorbing element (13) integrated in said first joint arm (10), the joint bearing (30), the pivot pin (31) and the second joint arm (20), and wherein the stop element (40) further comprises second stop faces (42) facing the base plate (2) of the first vehicle body, and wherein the stop element (40) is configured such that the distance (d2) between the second stop faces (42) and the base plate (2) of the first vehicle body corresponds to the maximum longitudinal stroke occurring during energy absorption with the at least one energy-absorbing element (13) integrated in the first joint arm (10).
7. The hinge according to claim 5 or 6, wherein the stop element (40) is designed such that after the maximum longitudinal stroke of the energy absorption device occurring during energy absorption is fully exploited, the substantial portion of the forces to be transferred in the force flow between the vehicle bodies is conducted directly from the base plate (2) of the first vehicle body to the base plate (4) of the second vehicle body and vice-versa via the stop element (40), wherein only a specifiable maximum force flow is conducted through the hinge formed by the joint arms (10, 20), the joint bearing (30) and the pivot pin (31).
8. The hinge according to any one of claims 5 to 7, wherein the preferably destructively-designed energy-absorbing elements (13, 23) are configured to dissipate energy by plastic deformation only upon a definable response load, and wherein the overall length of the respective joint arm (10, 20) is accordingly shortened by said plastic deformation.
9. The hinge according to any one of claims 1 to 5, wherein in a case where no energy-absorbing element is integrated in the first joint arm (10) through which the forces occurring during normal operation and to be transferred by the hinge are conducted, the stop element (40) is disposed substantially rigidly on the base plate (2) of the first vehicle body.
10. The hinge according to any one of the preceding claims, wherein the first joint head (15) exhibits a joint fork and the second joint head (25) exhibits a joint eye.

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