EP1247715B1 - Traction and buffing device for railway vehicles - Google Patents

Abstract

Pulling and pushing device comprises a central coupling rod (1) fixed to a rail vehicle on both sides using a fixing device (5) provided with a hinge (7). The rotating point (29) of the hinge of each fixing device lies in the region of or behind a power inlet surface (26) via which collision forces are conveyed from the coupling rod to each fixing device. Devices are arranged between the power inlet surface and the coupling rod to push the power transfer center of gravity for collision forces in the deviating direction of the coupling rod. <??>Preferred Features: The power inlet surface is arranged on the front side of a fixing device by which the fixing device is fixed to the rail vehicle. The fixing device has a flange (8) on which the power inlet surface is arranged.

Description

The invention relates to a tensile and impact device for rail vehicles according to the preamble of claim 1.

Train and shock devices for rail vehicles are known in various designs such as in the form of buffers or couplings.

A fundamental problem with train and bumping devices for rail vehicles is that during overrunning or braking on the respective train and bumping pressure forces are exerted from one to the other rail vehicle, which directed a sideways component, ie a transverse to the longitudinal axis of the rail vehicle Have force. These transverse components occur in particular when driving through curves, since the longitudinal central axis of the one rail vehicle extends at an angle to the longitudinal central axis of the preceding or subsequent rail vehicle. To ensure the derailment safety of rail vehicles, this transverse component must not exceed a certain value in relation to the longitudinal force.

For example, is from the EP 1 022 206 a generic train and shock device for short-coupled rail vehicles known. This is provided on both sides with a support plate for mounting on the undercarriage of the rail vehicle. Each support plate includes a clevis for receiving a hinge pin to which the head of the coupling is articulated.

In the further is from the DE 41 18 529 a train and shock device for short-coupled rail vehicles known. This is provided with a pull and push rod, the head part is connected via a hinge pin with a clamping yoke. The end face of this head part abuts directly on the printing plate fixed to the vehicle. When the coupling rod is deflected, the pressure-side force introduction point shifts in the direction of deflection for the first moment. Thereafter, however, upon further deflection of the coupling rod, the pressure-side force introduction point migrates back inward, which is undesirable, as this causes the transverse component in relation to the longitudinal force increases again and thus the risk of derailment of the rail vehicle in coasting is no longer guaranteed.

Another, generic coupling device for rail vehicles is from the WO 00/64723 known. This coupling device has a central coupling rod, whose two ends are connected via a hinge connection with the rail vehicle. The articulated connection has a yoke fixed to the coupling rod, which forms a ball joint together with a pull rod provided with a ball head. The yoke is supported on the pressure side on a spring-loaded pressure plate. When the coupling rod is deflected, the pressure-side force introduction point first moves outward and then moves inwards as it deflects further, which leads to the aforementioned problems and increases the risk of derailment of the rail vehicle during coasting.

Finally is from the EP-A1-0 838 977 a coupling system for rail vehicles, in which the pull rod is supported via a rotary fastening device on the rail vehicle. This rotary fastening device comprises two plates, between which a spring arrangement is clamped. The two plates are axially movably clamped between two stops. Both impact and compression forces are transmitted to the rail vehicle via the two plates. The rotary fastening device further comprises a ball joint, by means of which the pull rod is attached to a clevis, which in turn is connected via a screw with the two pressure discs and the spring arrangement arranged therebetween. When the pull rod is deflected, the force introduction surface shifts along the ball head. The power transmission in the compression direction via the rear, ie the vehicle facing plate, while the power transmission in the pulling direction on the front, ie the vehicle facing away from the plate.

From the EP-A2-1 086 870 a pull and push device according to the preamble of claim 1 is known. In this case, fastening means are recognizable with a force introduction surface on a coupling rod. This has a power transmission device, which is a contact with the force introduction surface. In this contact results in a moving along the contact surface pivot point of the coupling rod, which never runs behind the force introduction surface.

Based on the known prior art, the object of the invention is to provide a defined in the preamble of claim 1 clutch assembly for rail vehicles in such a way that when pressure forces occur Ratio of lateral force to longitudinal force (Fq / Fl) is smaller, especially in unfavorable conditions, so that the derailment safety of rail vehicles is increased when impact forces occur.

This object is achieved by the features cited in the characterizing part of claim 1.

The inventive idea is to provide on both sides of the central coupling rod a Drehbefestigungsvorrichtungen for fixing to the rail vehicle, wherein the pivot point of the joint of the respective rotary fastening device is in the range or behind a force introduction surface, via which impact forces are transmitted from the coupling rod to the respective rotary fastening device, and wherein between the said force introduction surface and the coupling rod means are arranged, which in the lateral deflection of the Coupling rod to move the power transmission center for impact forces in the deflection direction of the coupling rod.

By these features, the direction of the force acting on the rail vehicle (force line of action) is influenced so that the lateral force is smaller in relation to the longitudinal compressive force. The smaller the forces acting transversely to the vehicle, the higher the risk of derailment or the higher the permissible longitudinal compressive forces for a given permissible lateral force.

Preferred embodiments of the invention are described in the dependent claims 2 to 16.

Fig. 1

eine teilweise im Schnitt dargestellte Zug- und Stossvorrichtung in einer Seitenansicht;

Fig. 2

einen Befestigungsflansch in einer Draufsicht;

Fig. 3

die eine Seite der Zug- und Stossvorrichtung gemäss Fig.1 in ausgelenktem Zustand;

Fig. 4

die Zug- und Stossvorrichtung in einem ersten Betriebszustand;

Fig. 5

zwei durch die Zug- und Stossvorrichtung miteinander verbundene Schienenfahrzeuge beim Durchfahren eines Bogens;

Fig. 6

zwei durch die Zug- und Stossvorrichtung miteinander verbundene Schienenfahrzeuge beim Durchfahren eines S-förmigen Gleisabschnitts;

Fig. 7

eine alternative Ausführung einer teilweise im Schnitt dargestellte Zug- und Stossvorrichtung, und

Fig. 8

die eine Seite der Zug- und Stossvorrichtung gemäss Fig. 7 in ausgelenktem Zustand.

The invention will be explained in more detail with reference to drawings. Showing:

Fig. 1

a partially sectioned pulling and pushing device in a side view;

Fig. 2

a mounting flange in a plan view;

Fig. 3

one side of the pulling and pushing device according to Fig.1 in a deflected state;

Fig. 4

the pulling and pushing device in a first operating state;

Fig. 5

two interconnected by the pulling and pushing device rail vehicles when passing through an arc;

Fig. 6

two interconnected by the pulling and pushing device rail vehicles when driving through an S-shaped track section;

Fig. 7

an alternative embodiment of a partially sectioned pull and push device, and

Fig. 8

one side of the pulling and pushing device according to Fig. 7 in a distracted state.

Fig. 1 shows a pulling and pushing device, which is particularly suitable for short coupling of rail vehicles. Since the pulling and pushing device is constructed symmetrically, in the following explanations usually only the left, cut half of the pulling and pushing device is referred to. It is understood that corresponding parts are also present on the other -right side.

The pulling and pushing device has a central coupling rod 1, which is preferably produced as a cast part, in particular as a spheroidal cast iron part. The coupling rod 1 is designed substantially tubular, the wall thickness increases toward the end 2 out. The front side of the coupling rod 1 is closed by a closure part 3. On both sides of the coupling rod 1 each have a rotary fastening device 5, 6 is arranged. This each comprises a flange 8, by means of which the pulling and pushing device is fastened to the rail vehicle (not shown). The flange 8 is arranged between two spring assemblies 9, 12, wherein the inner spring assembly 9 in the direction of impact and the outer spring assembly 12 in the pulling direction is effective. Between the two spring assemblies 9, 12 and between the flange 8 and the spring assembly 9 effective in the compression direction, a guided on the outside of the coupling rod 1, a piston-shaped sleeve 16 is also clamped, which is provided with a bore 17 through which a pull rod 20 extends. The sleeve 16 is axially displaceable in relation to the coupling rod 1. Between the outside of the coupling rod 1 and the inside of the sleeve 16, two annular plastic bands 19 are arranged, which act as a sliding bearing. The sleeve 16 is provided on the side facing the flange 8 with a head portion 18 which has a partially spherical surface 25, wherein the central part of the head portion 18 is preferably formed flattened. The flange 8 forms together with the head part 18 a pressure joint 15, by means of which compressive forces occurring during driving are transmitted from the coupling rod 1 to the rail vehicle.

Reference numeral 26 denotes a force introduction surface, via which impact forces are transmitted from the coupling rod 1 to the flange to be fixedly attached to the vehicle. In the example shown, the force introduction surface 26 coincides with the end face of the flange 8 facing the head part 18. This force introduction surface 26 thus forms the transition from the deflectable to the firmly connected to the rail vehicle or elements to be joined for impact forces.

In the non-deflected state of the pulling and pushing device shown here, the force transmission takes place in the direction of impact of the coupling rod 1 and the sleeve 16 on the flange 8 on the straight central portion of the head portion 18. The sleeve 16 is arranged such that it has its longitudinal central axis is rotatable. The arranged on the sleeve 16 head portion 18 is preferably made of plastic, so that a sliding mating between the head portion 18 and the flange 8 made of steel is formed.

Both the sleeve 16 and the end part 3 of the coupling rod 1 are each provided with a through hole 4, 17, through which the pull rod 20 extends. Trained as a cap screw drawbar 20 is used to bias the two spring assemblies 9, 12 and the transmission of tensile forces. To support the zugseitig active spring assembly 12, a pressure plate 27 is disposed between the head 21 of the tie rod 20 and the spring assembly 12. At the threaded end 22 of the drawbar 20, a nut 24 is screwed, which is supported on the inside of the end part 3 of the coupling rod 1. The nut 24 is secured by a locking ring 23 against rotation.

The flange 8 is fixed by means of a ball joint 7 on the tie rod 20. The pivot point 29 of the ball joint 7 lies behind the force introduction surface 26 of the flange 8. By providing a ball joint 7 is both a horizontal as well as vertical deflection of the coupling rod 1 with respect to the flange 8 allows. Preferably, the bore 4 in the end part 3 is so large that, under all operating conditions, a radial gap between the drawbar 20 and the bore wall in the end part 3 remains and no guiding forces are exerted on the drawbar 20 via the end part 3. The executives are preferably transmitted via the sleeve 16 on the guide belts 19 and thus on the coupling rod 1. By this configuration, the forces acting on the pull rod 20 bending forces can be reduced.

Each spring assembly 9, 12 consists of a plurality of elastomeric plastic made of spring elements 10, 13 which are separated by intermediate plates 11, 14. By providing independent spring assemblies 9, 13 for compression and tension, a smooth change from draft to pressure and vice versa is achieved. Due to the arrangement of the flange 8 between the two prestressed spring assemblies 9, 12, the flange 8 is in the unloaded resting state in a so-called floating position, in the case of force changes an absolutely shock-free stroke is made possible. This behavior, which is very advantageous in terms of the train dynamics, is achieved in particular by any waiver of stroke limitations. By the head part 18 is provided with a flattened middle part, a non-deflected coupling rod 1, ie a straight track section, a large-scale investment of the head portion 18 is achieved on the flange 8, which has a stabilizing effect. As a result, in particular rolling and oscillating movements of the rearmost car can be prevented in steady driving. By the sleeve 16 is arranged rotatably about the longitudinal central axis, a uniform wear of the head part 18 is achieved.

Of course, the at least partially provided with a spherical surface 25 head portion 18 could also be arranged directly on the coupling rod 1 and thereby dispense with the sleeve 16. In this case, the pressure side active spring package would have to be laid on the inside of the coupling rod and the pull rod 20 are dimensioned accordingly.

Alternatively, of course, the flange 8 could be provided on the side facing the head part 18 with a partially spherical surface and provided for the head part 18 with a straight or slightly spherical surface.

In the Fig. 2 the mounting flange 8 is shown in a plan view, from the particular fastening holes 28 can be seen, which are provided for performing screws, by means of which the flange 8 and thus the pulling and pushing device can be fixed to the rail vehicle. Instead of the flange 8 shown but also flanges can be used without mounting holes. In this case, we introduced the respective flange in a corresponding receiving slot in the rail vehicle, on the underside of which preferably a locking plate is provided, which prevents the flange from falling out.

Fig. 3 shows the left side of the pulling and pushing device according to Fig.1 in a deflected state in an enlarged view. With 30 of the flattened middle part of the head portion 18 is designated. The coupling rod 1 is deflected in the present case by about 6 ° with respect to the hinted vehicle longitudinal axis 32 of the rail vehicle, wherein the longitudinal center axis of the coupling rod 1 is provided with the reference numeral 33. From this illustration, it can be seen that the contact between the head part 18 of the sleeve 16 and the flange 8 in the deflection direction of the coupling rod 1, ie radially outward with respect to the longitudinal central axis 33, has shifted due to the deflection of the coupling rod 1, so that the Flange 8 is now applied to the designated X position of the spherically shaped surface 25 of the head portion 18. Accordingly, the introduction of force takes place in the direction of impact of the coupling rod 1 and of the sleeve 16 on the flange 8 also at the point indicated by X. By the pivot point 29 of the ball joint 7 is behind the force introduction surface 26 as in the example shown, the pressure-side transmission center X moves continuously in the deflection of the coupling rod 1 when deflecting the coupling rod 1. Thus, the ratio of lateral force to longitudinal force occurs when pressure forces occur (Fq / FI) smaller and the Derailment safety of the rail vehicle is increased. When talking about the direction of impact, this normally means that a shock force is exerted on the corresponding vehicle via the pulling and pushing device, which impact force occurs in particular during braking of the vehicles or during pushing operation. However, it is not absolutely necessary that the fulcrum 29 of the ball joint 7 is located behind the force introduction surface 26, but the fulcrum could also be pushed up to the force introduction surface 26, or in some cases even slightly shifted beyond.

Fig. 4 shows the pulling and pushing device in a first operating state, which can occur when passing through an S-arm. It can be seen from this illustration that the force action line 34 extending between the pressure-side force introduction points XI, Xr runs virtually parallel to the schematically illustrated longitudinal axes 35, 36 of the rail vehicles. The lateral forces can be kept very low. The angle between the force action line 34 and the longitudinal center axis 37 of the coupling rod 1 is denoted by a. The deflection direction of the coupling rod 1 with respect to the left flange 8 is indicated by an arrow 38 and the direction of displacement of the left Krafteineinleitungspunkts XI by an arrow 39. The head part 18 and the pressure-side Krafteineinleitungspunkt XI thus move in the same direction in the deflection 38 when deflecting the coupling rod the coupling rod 1.

Fig. 5 schematically shows two connected by a pull and push device rail vehicles 40, 41. The operating state shown occurs, for example, when the right rail vehicle enters an arc with a radius of about 150m. Due to the drawn force action line 44 it can be seen that even in this operating state, the force action line 44 only a small angle with the longitudinal center axis 42, 43 of the respective vehicle 40, 41 includes, or practically parallel thereto.

Fig. 6 shows a schematically illustrated pulling and pushing device in the state when the two rail vehicles 45, 46 pass through a UIC-S-arc. Also Here, the force action line 49 extends virtually parallel to the longitudinal axes 47, 48 of the rail vehicles 45, 46, so that the transverse forces are again very small.

In the Fig. 7 an alternative embodiment of a pulling and pushing device is shown, wherein following in particular to the differences from the previous embodiment according to the Fig. 1 to 4 will be received. Identical parts are provided in this embodiment with the addition "a".

The pulling and pushing device has a central coupling rod 1a, which, in contrast to the previous embodiment, is not formed in one piece, but consists of two parts 1b, 1c, which are screwed together in the middle. For fixing the rotary fastening device 5a to the coupling rod 1a, a pull rod 20a is again provided, wherein a spring assembly 12a is arranged for receiving the tensile forces between the pressure plate 27a supported on the head 21a of the draw rod 20a and the flange 8a.

The essential difference from the previous embodiment, however, is in the nature and configuration of the means for shifting the power transmission center. Instead of a pressure joint, a spring assembly 50 is provided in the present case, which has an annular, consisting of elastomeric plastic compression spring 51 as a central element. The compression spring 51 has a high spring stiffness in the pressure direction and is arranged between the fastening flange 8a and a sleeve 52 pushed onto the end of the coupling rod 1a. The sleeve 52 engages by means of a shoulder 53 at the front end of the coupling rod 1a and supports the compression spring 51 from the entire surface. Between the mounting flange 8a and the compression spring 51, a sliding plate 54 and an intermediate plate 55 is also arranged. The two plates 54, 55 are bolted together and supported by a common ball joint 56 rotatably on the tie rod 20a. On both sides of the compression spring 51 is also arranged in each case an intermediate disc.

The mounting flange 8a is in turn supported by a ball joint 7a on the drawbar 20a, wherein the ball joint 7a is not arranged centrally in the flange 8a but slightly offset backwards against the rail vehicle. As a result, the pivot point 29a of the ball joint 7a lies still further behind the force introduction surface 26a, wherein the force introduction surface 26a is also formed in this case by the coupling rod 1a facing end face of the flange 8a, which at the same time the power transition plane of the deflectable coupling rod 1a on the rail vehicle fixing rotary fastening device 5a. Due to the rearward, offset against the rail vehicle arrangement of the ball joint 7a and the sliding plate 54 and the intermediate plate 55, the distance between the pivot point 29a of the ball joint 7a and the compression spring 51 is still increased.

From the Fig. 8 is the right side of the pulling and pushing device according to Fig. 7 in the deflected state visible. In the lateral deflection of the coupling rod 1a, the compression spring 51 is compressed on the deflection side, while it is relieved on the other side. In contrast to the previous embodiment, the impact force is not a point or line-shaped contact surface in the pressure joint 15 (FIG. Fig. 1 ), but it is transferred by means of the compression spring 51 surface of the sleeve 52 on the intermediate plate 55. The force transmission surface is approximately indicated by a hatched area F. However, in analogy to the previous example, with increasing deflection of the coupling rod 1a, the transmission center of gravity X1 shifts continuously in the direction of deflection of the coupling rod 1a. By the slide plate 54, which consists of a plastic material which is provided with good sliding properties in relation to the flange 8a, which is preferably made of cast iron, the radial offset between the compression spring 51 and the flange 8a can be largely absorbed when the coupling rod 1a is deflected. The compression spring 51 is not used primarily for receiving the impact energy in the present case, but for the displacement of the center of gravity X1 as a function of the deflection angle of the coupling rod 1a. By this compression spring 51 thus a relatively large-area power transmission is achieved, so that despite the displacement of the center of gravity X1 low Specific surface pressures occur, which allows the use of simple, yet maintenance-free sliding materials, as used in particular for the production of the sliding plate 54 used.

• Höhere Entgleisungssicherheit durch exzentrische Krafteinleitung im Stossbetrieb, beim Einfahren in Kurven und beim Durchfahren von S-Bögen;
• Vorgespannte spielfreie Drehbefestigungsvorrichtung;
• Weicher Wechsel von Zug auf Druck und umgekehrt dank unabhängigen Federpaketen für Druck und Zug;
• Automatische Spielaufhebung;
• Weitgehend wartungsfrei, da bei der Variante gemäss Fig. 1 eine gleichmässige Abnützung des Kopfteils erreicht wird, bzw. bei der Variante gemäss Fig. 7 niedrige spezifische Flächenpressungen auftreten;
• Stabilisierende Wirkung bei Geradeausfahrt dank grossflächiger Auflage; damit werden einerseits Schlinger- und Schwingbewegungen des hintersten Wagens bei Beharrungsfahrt verhindert und andererseits wird das seitliche Ausbrechen des Wagens beim Auftreten von hohen Längsdruckkräften bei Geradeausfahrt verhindert;

The advantages of the pull and push device according to the invention can be summarized as follows:

• Higher derailment safety due to eccentric force transmission during impact operation, when entering bends and when driving through bends;
• Prestressed backlash-free rotary fastening device;
• Soft change from train to pressure and vice versa thanks to independent spring assemblies for pressure and tension;
• Automatic game suspension;
• Largely maintenance-free, as in the variant according to Fig. 1 a uniform wear of the head part is achieved, or in the variant according to Fig. 7 low specific surface pressures occur;
• Stabilizing effect when driving straight ahead thanks to the large surface area; Thus, on the one hand rolling and swinging movements of the rearmost car are prevented during steady driving and on the other hand, the lateral breaking out of the car is prevented in the occurrence of high longitudinal compressive forces when driving straight ahead;

LIST OF REFERENCE NUMBERS

1

coupling rod

2

End of the coupling rod

3

connector

4

drilling

5

Rotary fixture

6

Rotary fixture

7

ball joint

8th

flange

9

spring assembly

10

spring element

11

washer

12

spring assembly

13

spring element

14

washer

15

press link

16

shell

17

drilling

18

headboard

19

Plastic tape

20

pull bar

21

head

22

End of the drawbar

23

circlip

24

mother

25

spherical surface

26

Force introduction surface

27

printing plates

28

mounting holes

29

pivot point

30

flattened middle part

31 32

vehicle longitudinal axis

33

Longitudinal central axis

34

Line of action

35

Longitudinal axis of a rail vehicle

36

Longitudinal axis of the other rail vehicle

37

Longitudinal central axis

38

Arrow (deflection direction)

39

Displacement direction of the force application point

40

track vehicle

41

track vehicle

42

Longitudinal central axis

43

Longitudinal central axis

44

Line of action

45

track vehicle

46

track vehicle

47

Longitudinal central axis

48

Longitudinal central axis

49

Line of action

50

spring assembly

51

compression spring

52

shell

53

shoulder

54

sliding plate

55

intermediate plate

56

ball joint

Claims (15)

1. A pulling and pushing device for the articulated connection of rail vehicles comprising a central coupling rod (1, 1a) that can be fixed to the rail vehicle on both sides by means of a respective rotating fixing device (5, 5a), the rotating fixing device (5, 5a) having a power inlet surface (26, 26a) via which collision forces are transferred from the coupling rod (1, 1a) to the respective rotating fixing device (5, 5a), and the power inlet surface (26, 26a) being disposed on the front side of a fixing means (8, 8a) by means of which the rotating fixing device (5, 5a) can be fixed to the rail vehicle, and there being disposed between said power inlet surface (26, 26a) and the coupling rod (1, 1a) a power transfer device (15, 50) which when the coupling rod (1, 1a) is deviated to the side displaces the power transfer centre of gravity (X, X1) for collision forces in the direction of deviation of the coupling rod (1, 1a), characterised in that the respective fixing means (8, 8a) is provided with a hinge (7, 7a) the rotating point (29, 29a) of which extends in the direction of pushing behind the power inlet surface (26, 26a).
2. The pulling and pushing device according to Claim 1, characterised in that the rotating fixing device (5) has a flange (8) on which the power inlet surface (26) is disposed, a head part (18) in operative connection with the coupling rod (1) being supported on the pressure side against the power inlet surface (26), and the power inlet surface (26) and/or the surface (25) of the head part (18) being at least partially spherical in form, and together forming a pressure hinge (15) which when the coupling rod (1) is deviated to the side displaces the power transfer point of gravity (X) for collision forces continuously in the direction of deviation of the coupling rod (1).
3. The pulling and pushing device according to Claim 1, characterised in that said power transfer device comprises a spring arrangement (50) pre-tensioned in the pushing direction and which is in operative connection with the coupling rod (1a) and is deviated together with the latter, the spring arrangement (50) having a spring rigidity in the direction of pushing which is so high that the force transfer centre of gravity (X1) is displaced with increasing deviation of the coupling rod (1a) in the direction of deviation of the latter.
4. The pulling and pushing device according to Claim 3, characterised in that the spring arrangement (50) comprises at least one annular pressure spring (51) made of elastomeric plastic.
5. The pulling and pushing device according to Claim 4, characterised in that there is disposed between the power inlet surface (26a) and the pressure spring (51) a sliding plate (54) against which the pressure spring (51) is directly or indirectly axially supported.
6. The pulling and pushing device according to Claim 5, characterised in that there is disposed between the sliding plate (54) and the pressure spring (51) an intermediate plate (55) which is connected to the sliding plate (54), the intermediate plate (55) and the sliding plate (54) being supported together by means of a rotating hinge (56).
7. The pulling and pushing device according to any of Claims 3 to 6, characterised in that each rotating fixing device (5a) has a flange (8a) for mechanically fixing to the rail vehicle, and that there is disposed between this flange (8a) and the coupling rod (1a) the power transfer device (50) which when the coupling rod (1a) is deviated to the side displaces the power transfer centre of gravity (X1) for collision forces in the direction of deviation of the coupling rod (1a).
8. The pulling and pushing device according to Claim 7, characterised in that the flange (8a) is disposed between the spring arrangement (50) and a spring set (12a), a tension rod (20a) supported against the pulling side of the coupling rod (1a) being provided in order to pre-tension the spring arrangement (50) and the spring set (12a), and the flange (8a) being fixed rotatably to the tension rod (20a) by means of a ball joint (7a).
9. The pulling and pushing device according to Claim 8, characterised in that there is disposed on the front side end of the coupling rod (1a) a casing (52) which rests against the coupling rod (1a) with a shoulder (53) and supports the pressure spring (51) over the entire area in the axial direction.
10. The pulling and pushing device according to Claim 2, characterised in that the head part (18) is connected resiliently to the coupling rod (1).
11. The pulling and pushing device according to Claim 10, characterised in that the at least partially spherical surface (25) has a flattened middle section (30).
12. The pulling and pushing device according to Claim 2, characterised in that the flange (8) is disposed between two spring sets (9, 12), one of which is active in the pushing direction, and the other of which is active in the pulling direction, a tension rod (20) supported on the pulling side of the coupling rod (1) being provided to pre-tension the spring sets (9, 12), and the flange (8) being fixed rotatably on the tension rod (20) by means of a hinge (7).
13. The pulling and pushing device according to Claim 12, characterised in that the central coupling rod (1) is provided on both sides with a respective casing (16) brought onto the coupling rod (1) and which on the side facing towards the flange (8) is provided with the at least partially spherically shaped head part (18), the spring set (9) active in the direction of pressure being disposed between the front side of the coupling rod (1) and the casing (16) such that the casing (16) is axially displaceable in relation to the coupling rod (1).
14. The pulling and pushing device according to Claim 13, characterised in that the casing (16) is disposed rotatably about the longitudinal central axis (33).
15. The pulling and pushing device according to Claim 2, characterised in that the at least partially spherical surface (25) is disposed directly against the coupling rod (1).

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