Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B61—RAILWAYS
  • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
  • B61G5/00—Couplings for special purposes not otherwise provided for
  • B61G5/02—Couplings for special purposes not otherwise provided for for coupling articulated trains, locomotives and tenders or the bogies of a vehicle; Coupling by means of a single coupling bar; Couplings preventing or limiting relative lateral movement of vehicles

Definitions

• 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.
• 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
• 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.
• 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.
• the energy absorbing element usually provided in the joint bearing or integrated into it is a regenerative energy absorbing element, in particular an elastomer element, which only serves to dampen the tensile and impact forces transmitted via the articulated connection during normal ferry 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.
• 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.
• Deformation tubes in particular, come into consideration as destructive energy-absorbing elements where 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.
• 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.
• the destructively designed energy dissipation element generally forms the end section of the articulated arm on the car body, while the front end section of the articulated arm corresponds to the articulated head.
• 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.
• the power flow runs from the base plate of the first car body via the energy absorbing 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 attached to the adjacent second car body assigned.
• the second articulated arm can either also be equipped with a destructively designed energy absorption element.
• the second articulated arm can 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.
• the first articulated arm can also be free of a destructive energy absorption element and assigned to the second articulated arm.
• Figure 1 shows an example of such a joint arrangement 1 known from the prior art with a first articulated arm 10 and a second articulated 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 Figure 1 not shown) below the joint arrangement 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.
• 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.
• 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.
• 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 .
• 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 bearing 30 also has on both sides of the rod ends 15, 25 bearing shells 32 in order to support the pivot pin 31 of the pivot 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 .
• the articulated arrangement 1 according to FIG - and impact forces 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 in the car body.
• 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.
• the end plate 13b is in turn connected to the respective base plate 2, 4 via fastening elements, in particular screws.
• the power flow then continues from the joint bearing 30 or joint pin 31 to the second joint head 25 embodied as a joint eye end section 22 of the second articulated arm 20 and finally via the destructive energy-absorbing element integrated in the end section of the second articulated arm 20 on the car body 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.
• the total stroke occurring during energy absorption is made up of the individual longitudinal strokes of the respective 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 element provided in the pivot bearing 30, Regeneratively trained energy absorbing element (elastomeric element) together. After exhausting the total longitudinal stroke provided for energy absorption, i.e.
• the power flow to be transmitted between the adjacent car bodies be transferred directly to the respective base plates 2 and 4, with the articulated arms 10 and 20 and the Articulated joint formed joint bearing only a predeterminable maximum power flow may be passed, so that a predictable and in particular pre-defined course of events in the event of a crash can be achieved.
• 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.
• 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 such that in the event of a crash, ie if a predefined permissible operating load is exceeded, in particular impact force, maximum energy consumption can be achieved with a previously definable course of events, with the largest possible total stroke is to be provided within the articulation arrangement with at the same time minimal available space for the articulation arrangement.
• 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.
• 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;
• 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.
• 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.
• the possible total stroke can be significantly increased compared to solutions from the prior art with the same or less space requirement.
• 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.
• the deformation tube has a first one which is firmly connected to the bearing section of the articulated arm associated with it section which has a larger cross-section than a second section located further in the direction of the end region of the deformation tube on the car body side, the articulated arm being braced in the region of its bearing section between the base plate and this section of the deformation tube located 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.
• 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.
• the Guide section of the articulated arm along the 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 effects 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 running guide during expansion prevents uncontrolled buckling of the deformation tube.
• the length of the deformation tube must not necessarily be dimensioned so that the Guidance on the guide section of the articulated arm is given until the end position of the pivot bearing is exceeded 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.
• 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.
• 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 the 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 joint head ie the entire articulated arm and the transition area for providing a surface interacting 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.
• 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 .
• the connection can be realized in particular by means of a positive or non-positive connection.
• 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.
• 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.
• 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 non-positively or positively with the Bearing component or the guide component is connected.
• a bearing component which is integral with the joint head and a guide component
• a conical ring which forms the widening section for interaction with the inner circumference of the deformation tube is provided, which non-positively or positively with the Bearing component or the guide component is connected.
• the articulated arm between the base plate and the section of the deformation tube that lies further in the direction of the end region on the car body side and forms the deformation section is clamped without play via the conical ring or the conical surface.
• 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.
• 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.
• the base plate forms a stop for a surface area with relative movement compared to this, which either a) on the articulated arm mounted in this or b) the joint bearing or c) the articulated arm articulated to the articulated arm mounted in this base plate is provided in a region between the articulated head and the base plate assigned to the connected articulated arm.
• 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.
• 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.
• 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.
• 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.
• 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.
• 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.
• the immersion is preferably defined by the design and dimensioning of the outer peripheral surfaces of the articulated arms and the joint bearing in such a way that a surface area is formed for interaction with a stop on or in the base plate.
• 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 describing a free space from the outer circumference of the articulated arrangement allows the relative movement of the articulated arms coupled to one another with respect to the base plate assigned to the second articulated arm, taking up Outer circumference of the articulated arms and their connections to the respective base plates arranged components.
• 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.
• 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 such a way relative to the base plate of the articulated arm connected thereto that the entire joint bearing and also partial areas of the first articulated arm move through them and thus significantly to realize a longer stroke and use of more energy consumption to reduce this energy input in deformation work than with conventional solutions.
• 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.
• 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.
• 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 to the longitudinal direction writable level is, in particular the extension runs offset to the pivot axis.
• 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 achievable by shortening between the base plates when the permissible operating load is exceeded then corresponds to the dimensions of the first articulated arm.
• FIG. 1 shows an embodiment of a joint arrangement according to the prior art
• FIG. 2 shows a first advantageous embodiment of one according to the invention
• FIG. 3 shows the installation of a joint arrangement according to FIG. 2 in one
• FIG. 4 shows a sectional illustration of an embodiment according to FIG. 2 in a plane that can be described by the joint axis and the longitudinal direction of the joint arrangement in the unloaded state;
• FIG. 5 shows an embodiment according to FIG. 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;
• FIG. 6a shows a second advantageous embodiment of one according to the invention
• Figure 6b shows an embodiment according to Figure 6a after addressing
• Figure 2 illustrates a first advantageous embodiment of a joint arrangement 1 according to the invention.
• Figure 3 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 Coordinate system applied to the joint assembly 1.
• 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 articulation 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 10 opposite the car body end region Articulated arm 10 is provided with a first joint head 15.
• 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 that 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 .
• 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.
• the bearing shells 32 are formed directly by the first articulated arm 10, in particular by the front end section 12 of the first articulated arm.
• 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 trainings are also conceivable, the one shown in FIG. 2 allowing 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, with a first end region 51 of the driver element 50 being operatively connected to a running gear (not shown in Figure 2, but shown in Figure 3) to be arranged below the joint arrangement 1, in particular a bogie 5 of the rail vehicle 3 is bringable.
• a running gear not shown in Figure 2, but shown in Figure 3
• 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 preferably extends in a joint axis Z defined by the joint bearing 30 and a plane perpendicular to this axis 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.
• 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.
• the cranked design takes place with the formation of a clearance 53 forming the 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 region 52 is connected to the articulated arm 10 at a distance from the front end region 12 of the articulated arm and thus outside of the articulated bearing 30.
• 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 embodiment according to FIGS. 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 reproduced in detail in a sectional view for the embodiment according to FIG. 2 in FIG.
• the deformation tube 8 has its joint-side end region 16 on one side and at least indirectly on that associated with the second articulated arm 20 Base plate 4, stored in the direction of the pivot bearing 30 extending away. 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.
• 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.
• FIG. 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 recording the lower end portion of the base plate and thus one below allowed to move away.
• FIG. 6a shows 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.
• 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 are in the circumferential direction, ie cross section is dimensioned up to the bearing part of the articulated arm in such a way that the articulated head can at least partially dip into the deformation tube 8 mounted on the base plate 4 .
• the articulated head can at least partially dip into the deformation tube 8 mounted on the base plate 4 .
• Figure 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 extent of the joint bearing 30 in the longitudinal direction.

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• 2023
  • 2023-02-21 EP EP23708416.5A patent/EP4482725A1/de active Pending
  • 2023-02-21 WO PCT/EP2023/054275 patent/WO2023156673A1/de not_active Ceased
  • 2023-02-21 DE DE102023104207.6A patent/DE102023104207A1/de active Pending
  • 2023-02-21 WO PCT/EP2023/054278 patent/WO2023156674A1/de not_active Ceased
  • 2023-02-21 EP EP23708173.2A patent/EP4482724B1/de active Active
  • 2023-02-21 PL PL23708173.2T patent/PL4482724T3/pl unknown
  • 2023-02-21 DE DE102023104201.7A patent/DE102023104201A1/de active Pending

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