ROHRFORMIGES LIAISON VEHICLE

The Erf'mdung concerns a tubular liaison vehicle, which consists of a erholungs£ähigen material, which accepts its original shape with heating up again. Since many bahren already considerable efforts were undertaken to.schaffen simple and reliable Eiurichtungen for the connection of the connection ends from pipes and lines to. The connection between the two pipes should be able to bear mechanical or chemical stresses, against which the pipe is resistant, to repair or replace without attaching however too expensively and with difficulty, its. From franz. Patentschrfft Nr.1.469.479 and from österr. Patent specification Nr.190755 are RohrkupFlungen for pipings from thermoplastic material bekauntgeworden, which consist of synthetic resin, which are erholungff'ähig, i.e. accept their original shape after a hot-forming, if they are recently warmed up. The applicability of such pipe couplings is however limited to very low pressures, like probably the heat recovery a considerable is. From Swiss Patentschrfft Nr.122652 metallic KuFpIungsteile is well-known, dle inside is provided with tooth rows; such clutch parts were processed to however only with the usual ExFansionsund contraction features. From Swiss Patentschrfften Nr.350843 and Nr.424400 and from österr. Patentschrfft Nr.194665 are further Verbindungsund of connecting pieces £ ' ür plastic tubes well-known, which consist of metal or plastic and are provided by saw tooth-like pro SSL in their inside with RingripFen. From österr. Patent specification Nr.201373 is well-known a procedure for connecting plastic tubes, with which a Metallhülse provided with recesses fusiontransmits upper the Kunststo£fes warmed up and which is then slid ends of pipe into the case, where the plastic melts and to-filled and confirms the recesses of the case. In the further area of application in aviation, e.g. in hydraulic lines at airplanes, however further requirements at easy weight and in some cases are to be fulfilled regarding smaller size to such liaison vehicles. Further it is often necessary with airplanes, if they far far away from the service station are that broken connections must be restored by hydraulic mechanisms, whereby these connections are often with difficulty accessible. These requirements stand in conflict with the use of welded or soldered connections, which otherwise than a nav3rliche method for the avoidance of these problems would present themselves, since welding and soldering require extensive mechanisms, which all around the pipes which can be connected to be led to have. In such a way created connections cannot be replaced to far one as a whole taken away nnd. In accordance with the invention a rohr£örmiges liaison vehicle is characterized by it that it consists of a recoveryable metal and in actually well-known way with or several, inward extending teeth is provided, how the liaison vehicle is able, itself with heating up on a temperature above the transformation? to contract the unktes Metalles radially. To be pulled together under “erholungs£ähigem metal” thereby a “metal mlt memory ability” (MEMORY metal) understood, that able is radially, if it is heated up on a temperature above the transition temperature or the change point of the MetaUes. The designation “tubularly” does not limit the liaison vehicle to cylindrical hollow parts, but it is also parts with irregular and/or variable cross section, like also Y-£örmige, t-shaped ones, X-förmige u.ähni. Parts cover. The nature of the invention lies thus in the new application of erholnngs£ähiger metals for tubular Verbindungselemcnte. Surprisingly it resulted that with attention of the usual tolerances between the pipe and the connecting piece nevertheless extraordinary high sealing values are attainable; they are able to withstand e.g. pressures up to more than 200 kg/cmz with extreme temperature conditions, whereby the tightness remains also with substantial Axialoder TorsionsbeansFruchungen. Opposite the well-known RohrkuppIungen from thermoplastic erhoIungsfähigem material it exhibits the er£indungsgemäßen further advantage that they are taken off after recent heating up again from the ends of pipe • and again-used later. A further advantage is in that they do not require with the installation of Kzaftanwendung. In the long run it is to be emphasized that the dimension changes available thereby are time larger about 100 to 1000 than those, which can be obtained with usual Expansionsund Kontraktionsver£ahren. One of the most important areas of application of the Erf'mdung is connecting articles, like pipes and lines, in particular in hydraulic systems, and it was found that the ruggedness of clieser parts can actually be strengthened against very high pressures, without apart going additionally through those well-known arrangement from Zahureihen. A further characteristic of the invention consists from there of that it exhibits into actually well-known way a majority of Zahureihen arranged in oh direction in the distance, whereby the teeth from a Anzatd are formed for tapering sections preferably by itself. Thereby it is favourable that in actually well-known way of the AnbeißwinkeI one is or all teeth an almost right angle, whereby preferably a corner of the Anbeißwinkels lies approximately in a radial level the liaison vehicles. The well-known arrangement of the tooth rows has the task with the connecting piece according to invention to concentrate and in-bite after heating up into the end of pipe the recovery strength. This leads to a small deformation of tooth and end of pipe and trains here additionally a high Dichrheit, which adjusts possible Oberfiächenungenauigkeiten. Tubular ones after Verbindnngselemente the Erf'mdung are preferably provided with a recess of increased internal diameter in the center of their length, so that the together-pushing ends of the objects which can be connected do not come into contact with the inner surface of the connection part. A further characteristic of the invention lies in it that it tapers at its ends with a section of tapered outside diameter, in particular doubly, is trained. Made of the recoveryable metal thus through tears backpicturable article can to be manufactured, which can be brought from an original heat-stable form into a different form, in which it remains, until it is warmed up over a certain temperature (in the available case of the Umwandlnngspunkt of the recoveryable MetaUes), so that it returns to its original form or strives to return, u.zw. without a further use of outside forces. The change point and/or the transition temperature of the erholungsf'ähigen Metalles a temperature range can be and, since usually a hysteresis enters, becomes the exact temperature, at which a transition takes place, on it depends whether sid temperature of the article is increased or lowered. Further the transition temperature is a function of the tension, which was applied on the material, whereby the temperature with increasing tension rises. Under the metallic materials, which can be used according to invention, e.g. are the alloys, which in the USA patent specifications Nr.3, 012.882 and Nr.3! 74,851 and in the Belgian patent specification Nr.703649 are shown. As from these block letters follows, these alloys go through a transformation at a certain temperature, which in case of Gold-Kadmiumund silver gold cadmium connections, as they are descriptive in the USA patent specification Nr.3, 012.882, is simply called phase changes. The other patent specifications describe the transition, more softly in the described alloys take place, than one between austenitic (or high temperature) and martensitic (low-temperature) structure of the material. It is clearly that these descriptive alloys represent only examples of a recoveryable metal, which can be used according to invention, and naturally are the Erfindungsgedanke in no way to these materials, still to the materials specified in the description in the following as examples limited. Of everyone of the examined materials were found as capable of a secondary deformation to be subjected is sufficient for a usable spontaneous expansion with an article, which is arranged according to the invention. More preferentially, according to the invention arranged article is a liaison vehicle, preferably a clutch part for hydraulic systems, in particular with airplanes. At present airplanes need hydraulic Einrichtungeu, which must work at temperatures between approximately -55°C and 125°C, but it is aimed at creating Einrichrungen which can work within a temperature range of below -75 and over 250°C, whereby some special Einrichtnngen, e.g. in the range of the engines, should be able temperatures from over 500°C to resist. For clear reasons from there a metallic material backpicturable by warmth must possess a transition temperature, which is appropriate for something below -75°C for use in hydraulic line connections in this case. Liquid nitrogen, whose boiling point is with -196°C, presents itself as usable means for the cooling from articles to its boiling point. Temperatures lower than -196°C can be received however by means of other liquefied gases. Nitrogen however offers the advantage that it is easily available and to a large extent harmless. Preferential metals for erf'mdungsgemäßen application under these conditions are from there such which exhibit a transition temperature within the range between -196 and -75°C. Additionally to the necessary characteristics results also the advantage that a such metal is at its normal use temperature in its austenitic form, in which it larger firmness exhibits. Under the metals suitable for the invention for example following alloys are to be mentioned, with which the percentage figures atomic per cent and approximate sizes to represent: Nr.1 titanium 50% nickel 47% iron 3% Nr.2 titanium 49.25-49.00% nickel 50% aluminum 0.75-1.00% Nr.3 titanium 48.5% nickel 51.5% Nr.4 titanium 50% nickel 48% manganese 2% all of these alloys have a transition temperature within the desired range. The alloys can contain coincidental impurities, since these affect not the mechanical and physical characteristics of the material unfavorably or change the transition temperature in a such extent that the article for its intended intended purpose becomes useless. These titanium nickel alloys, directly, whether they are intended for another Verwendtmgszweck for a hydraulic clutch or, can be produced and formed out in one the usual procedure etc. iron with the production of titanium alloys, either from the elements, of which they consist, or from alloys or connections of the components in other compositions. Within these procedures are to be neunen as examples: clearing away and not clearing away electric arc melting, induction meltings in the vacuum in Graphitschrnelztiegeha, £Iektronenstrahl melts, metallnrgische powder procedures and zone floatings. The arising alloys can be through e.g. umge£ormt easily into suitable blanks the EndhersteUung of the articles hot deformation, pouring, hot-presses, HelBwalzen or Heißschrräeden or up to a smaller degree also by deformation at low temperatures. Whatever is used for figuration method, then the alloys are relaxed in desired extent, so that the Widererlangbarkeit of the outside form is ensured in the resulting article. Hydraulic systems in airplanes cover many pipe lengths, which are connected by clutches, T-fittings, crossings u.dgl, and in the different pumps, valves, measuring instruments and Betätignngseinrichtungen end. At everyone this Verbindungsoder terminal is needed a connection of a certain kind. For the simplification of the description now as liaison vehicle a Kupplungstell is in detail described £ür a final connection between two pipes from same material and with same diameter; it is however clear that the invention covers also connections with other appearance than that of a clutch part. £in pipe from a metallic material of the descriptive kind is radially expanded, i.e. at a temperature below the transition temperature of the material, e.g. by Hindurchtreiben of a thorn with a larger diameter than the original internal diameter of the pipe is extent-moderately stretched. The extent at Außveitung is preferably largely enough, so that both thermal recovery (Wärrneerholung) and the secondary deformation, as it is described in the following, statt£mdet. The pipe is then warmed up to over the transition temperature (change point), while it is by the thorn or an owner with approximately the same diameter in the expanded condition. The pipe will settle at the thorn or the owner, since it wants to pull together zurück£ormert and radially on its original form. In the suitable time the pipe again cooled to below the transition temperature. If the pipe reaches the Übergangstempemtur, a spontaneous expansion enters, whereby the internal diameter of the pipe increases, which leads to that the pipe is easily removable by the thorn or owner. As long as the temperature of the pipe is held below the transition temperature, it is maintained its new internal diameter, which makes possible, the Kupplungstell La position formed from this pipe over the tubing parts which can be connected od.dgl to bring. The latters must exhibit however an outside diameter, which is smaller than the au£geweirete Durchmesse of the clutch part and somewhat more largely than the original internal diameter of the clutch part. After the clutch part is applied on the articles, the connection to above the transition temperature of the Metalles of the clutch part is warmed up. The Kupplungstei [shrinks, since it backdeforms in the warmth and pulls together on its original warm-stable form, until it is covered firmly the objects and gehlndert at further pulling together. Since the Rückbildungskxäfte is large, the type of clutch produces an extraordinarily close seat on the objects, so for a long time the connection on a temperature above the transition temperature is held. The resistance, which the objects produce on the clutch part and which prevents a complete Rückbllden into the original condition of the latter, produces further secondary deformation tensions (as later it is explained) on the clutch partial material, and if the clutch part is cooled the transition temperature, it will spontaneously expand, whereby the articles can be removed from the clutch part. As well known it is necessary to deform articles made of metals with memory abilities mechanically in order to receive usable results from the change phase or a similar phenomenon, which enters with the transition temperature. Warming up and cooling a MetaUes do not mlt memory abilities alone without preceding deformation result in usable Dirnensionsänderungen. Furthermore it was found that it is to be preferred to deform the clutch part so that it can take not completely its original form again, i.e. that it is favourable, it eirt small extent at secondary deformation in the clutch part to bring in. Without limiting in any way the Erfindungsgedanken, it is to be accepted that the small extent at secondary deformation brings tensions into the clutch part, which become again free with Abkühluug to below the transition temperature. Furthermore it is to be accepted that leaving of the internal tensions accelerates and so the same more spontaneously and makes something more effektvoUer and from there better usable the normal changes, which enter with the transition temperature. Further it is to be accepted that it is the internal tension, which constitutes surprising reconverting bark ELT of the clutch parts according to invention, so that they are turned around an expansion after pulling together and fää. The sektmdäre deformation can be brought in on several ways, in particular by expand of the clutch part below the transition temperature and following warming up, which causes that he zurückblldet himself again and itself around an object with a larger diameter, than it closes the appropriate dimension of the original form of the Kupplungstelles firmly at high temperature wa. Other procedure ways to work, which are usable, consist exercising of it, a Kraft on the clutch part, which is sufficient, to give the largest theoretical recovery deformation and with the clutch part made of metal with memory abilities above the transition temperature, so that only secondary deformations are applied. Further an intentional deformation cannot be necessary in some cases, since the MetaU can be set internally in the correct direction during the production of the clutch part under tension. This can e.g. be the case, if the manufactured clutch part without tension one did not glow. Generally however one prefers to make spaunungsffei since this tensions coincidentally removes staying and secures satisfying results by the following handling. Bringing in a secondary deformation, if a tubular clutch part is e.g. arranged, on an owner or a thorn or the pipes which can be connected, which pull together, prevents itself a later complete Rückblldung of the Kupplungstelles. If the complete Vefformung amounts to nine units, from which two units secondary deformations are, can the Kupphng only around seven units regress, if the secondary deformation is completely not regressable permanently, i.e. Thus the new warm-stable form actually two units is larger than the original form, and from there the parts which can be connected must be larger in their dimension (over at least two units) than the original clutch part. In order to e.g. manufacture according to invention a liaison vehicle, such Kupplungstell, as versatile application as possible, e.g. for a greatest possible range of pipe diameters, which should be connectable thereby, it is to be preferred that as large a percentage of the total deformation as possible wiedererhältllch is, in connection with the necessity for the Oberbleibeus of at least a certain amount at permanent deformation. It was found that the elasticity of most metals usable for the invention results in a loss of recoverable deformation, which is smaller than was accepted. If sohin a Kupplungstell is arranged to pull together around a form so that a secondary deformation was brought in, then generally the new heat-stable form lies between by the thorn the determined and the original form. With other words, it enters a flexible Vefformung, which to the clutch part a flexible memory ability give before the lasting deformation, which is waived, if the stress is removed. With the mentioned titanium nickel alloys the elasticity is with approximately 2%, so that the articles which can be connected can have one around so much smaller diameter than that of the thorn or owner. By suitable selection of the material, from soft the thorn or the owner it is manufactured or by its form can be brought the total recovery ability, i.e. the flexible and the thermal Rückblldungsvermögen of the clutch part on a size that it reaches that, which by the expand were originally brought in. The range, around which the clutch part is backpicturable, can be increased e.g. by production of the thorn or owner from a material with substantial elasticity. In a such case the yield strength of the clutch part must be increased, before the lasting Defurmatlon enters the clutch part. For this purpose the owner could be made from the same material as the clutch part or of another material with substantially larger elasticity, e.g. from beryllium copper. On the other hand the owner can be made of a material, which exhibits a negative thermal Ausdehnungskoefflzlenten. In this case the diameter of the owner pulls together with increase of the temperature, whereby the clutch part one permits to backform in the larger extent as if the diameter of the owner would remain constantly. For the same result the owner could be manufactured also La form of a cylindrical feather/spring equal to a usual rolled up tap, which becomes smaller with recovery of the clutch part on it. Other further methods, in order to provide the owner with a sufficient elasticity for the described purposes, result for the specialist automatically and are also covered by the invention. Thus, Trade Union of German Employees the invention a tubular liaison vehicle results plans, which is suitable for many purposes, more tmter different one for the production of a close connection between a tubing's pair. These elements and/or Kupp1ungsteih can be stored and transported at normal temperatures and are easy to attach and replace, whereby they bear however extreme Temperaturzylden. Different forms of the invention are more near described in exemplary arrangement on the basis the designs; show: Fig.1 a Quersclmitt of an execution form of the liaison vehicle in form in accordance with Kuppltmgsteiles the Er£mdung, Fig.2 a Stirnansicht to Fig.1, Fig.3 a Querschnltt by a clutch part in accordance with Fig.1, Fig.4 a Quersclmitt by the clutch part in accordance with Fig.1 after the production of the connection of the pipes, Fig.5 a cross section by a second AusRihrungsform of a Knppluugsteiles according to invention, Fig.6 a cross section of the clutch part in accordance with Fig.5 in condition pushed onto a tubing's pair, Fig.7 a cross section by the clutch part from Fig.5 to completion of the fitting and Fig.8 a cross section by a pipe, pushed over a pair by pipes, on which a metal band is shrunk. In Fig.1 is in as more completely also --10-- characteristic clutch part shown, which is trained as follows. The exterior of the Kuppltmgsteiles --10-- points a center section --12-- of constant cross section and two final sections --14 and 16-- up, itself everyone toward the associated end --18 and/or 20-- the clutch part taper u. The internal surface, which from a drilling --22-- exists, possesses a middle section --24-- of continuous cross section and bent final parts --26 and 28--. Between each final part and the middle section --24--: are two rundumlanfende teeth, i.e. --30 and 32-- between the En&eil --26-- and the middle section --24 and/or 34 and 36-- between the Endzbschnitt --28-- and the middle part --24--. The teeth have generally saw tooth-like form, whereby the radial Teli of each tooth is directed against the center of the clutch part. It was stated that the strength can be strengthened by a correct distance of the teeth along the internal wall of the clutch. The firmness against pulling apart the Kupplungsverblndung is continued to increase, if the material of the pipes themselves which can be connected is deformation by the clutch part. The Fig.5 to 8 shows a such clutch. In Fig.5 is a clutch part --50-- evidently, of a metal backpicturable by warmth is made and the one external wall with a cylindrical part --51-- and itself tapering parts --52 and 53-- at each end exhibits. The inner wall possesses rows of teeth arranged in the distance --54 to 56 and 58 to 60-- as well as a recess --57--. Fig.6 shows the clutch part in expand (cooled) condition with the pipes stirred into it --61 and 62--. The gap between the pipes ---61 and 62--- is central in the range of the recess --57--. Fig.7 shows the clutch part after recovery (concentration) on the pipes --61 and 62--. The pipes --61 and 62-- are partly deformation by the teeth of the clutch. The deformations shown are exaggerated largely drawn for clear representation; under normal circumstances the deformations are substantially smaller than represented. This typical deformation is sufficient anyhow, in order to increase the resistance against pulling apart the clutch connection substantially. The optimal distance “A” and the minimum depth “b” of the teeth hangs of the characteristics of the pipes --61 and 62-- off, which are partly deformation by the teeth of the clutch part. A kind for the definition of the sizes of “A” and “b” is shown in Fig.8. A ring ---63--- made of the metal with Etinnerungsvermögen, from which the clutch part ---50-- is manufactured, and which exhibits the same Kückbildungsdurchmesser, becomes on a pipe --64-- shrunk. The pipe --64-- consists of the same material as the pipes which can be connected. The recovery of the ring --63-- ver£ormt the pipe --64--, whereby a radial Auswärtsver£orm ng of pipe material enters. The maximum after these Deformarion outward is mlt “b” in Fig.8 characteristic. The axial range, which the radial deformation enters, is indicated as “A” in Fig.8 and gives from there the distance from that point, where the deformation begins, up to the point, where it außört, on. This distance “A” is then used as size for the distance between the Zätmen, as it is shown in Fig.6. The minimum depth 'aa” the teeth in Fig.6 is selected preferably in such a way that it is same or larger than the dimension “b” from Fig.8. The smallest wall thickness “C” of the clutch part of ending the cylindrical part --51--, d.i. the thickness or wall thickness within the range of the recess --57--, becomes with the greatest possible pressure in the hydraulic line and by the relative elasticity of the material of the pipes --61 and 62-- and the clutch part determines. The thickness “C” is preferably sufficiently selected, in order the maximum hydraulic pressure and a metal fatigue under the Arbeitsbedingnngen of the line to resist as well as licking the line prevent. Further the thickness “C” is preferably a such that the clutch part --50--- under pressure expands flexibly less than the pipes --61 and 62--. Otherwise the larger expansion of the clutch part would cause a licking of the line, if the Rohrverbindnng is suspended to high pressure. With determination of the minimum wall thickness the weight of the clutch part can be kept completely small in this way. The internal diameter of the recess --57-- is preferably sufficient large, so that the ends of pipe do not arrive somewhere to the clutch part, in particular if it vibrations are suspended, since a Ausfressen could enter by corrosion at the clutch part by the pipes, what a weakening of the clutch and finally its Unbranchbarwerden would cause. The tapered final parts --52 and 53-- the Kupplu.ngsteiles result in a further substantial advantage of the invention. These final parts --52 and 53-- have one on the other in each case zu_laufende internal and outside surfaces --65 and 66--. The purpose of planning a chamfer at the internal surface --65-- consists of decreasing the radial forces which are expenditure-practiced on the pipe at the ends of the clutch by their recovery. A high radiahr pressure on the pipe at the ends of the clutch part would fiihren to weaken the pipe in these places in particular if the pipe is exposed to Verbiegtmgnn or vibrations. A radial Kraft in the GröfSe zero would be theoretically ideal. It was however found that, if the clutch-dividing do not sit closely approximately around the pipe rubbing with vibration can occur, and this can lead to corrosion-like food and to errors. Therefore the interiorlateral diameter at the Knpplungsenden should be favourably like that a light positive pressure is expenditure-practiced here on the pipe, if the Kuppltmgstell shrinks on the pipe. This pressure should be as small however as possible. Planning the taper ratio at the outside surface --66-- helps further to keep the pressure possible so small wle since a thinner metal cross section a smaller Kraft exercises than a thicker cross section. The chamfer of the outside surface --66-- gives the clutch part a pliancy, which contributes, to protect the pipe of the effects from bucklings or vibrations to in particular in case of of titanium pipes. Preferably this decrease should be in the externallateral diameter a substantial. It was found that an edge thickness in the size of a quarter or fifth of the smallest wall thickness “C” of the clutch at the recess --57-- is particularly effective. It was stated that the teeth --54 to 56, 58 to 60-- particularly well” if their connection angle works a right angle is approximate, preferably as close as possible to the radial one. These all around-current teeth must however by itself not tapering sections be formed, but could also by bare forming out of a series of V-shaped ones or u-shaped one burrs od.dgl, inside the clutch be manufactured. A clutch in accordance with Fig.1 was produced as follows: Strips with same length and thickness were cut off by a Nickelblech (international nickel 270), by titanium sheet metal (Titanium Metal corporation 25A) and by iron sheet metal (99.9% purely). The strips were cleaned, in order to remove fat and dirt, weighed and combined to bundles, so that the components result in the relationship of the alloy of the vorangef'ührten alloy Nr.1 in each transverse section from the longitudinal axis of the bundle. The bundle was then evacuated into the chamber of a “Lepel HCP-F zone floating unit” gehän the chamber and then with highly pure argon gas up to a pressure from 1 at of ger t; this procedure was twice repeated; after the third Füllnng a pressure was stopped from 0,21 A ü and kept upright during melting, in order to keep the penetration of air as small as possible. The lower end of the sample became by an induction pick-up coil with a turn, which to the Sekundärwicklnng one in 12: i load stages of reducable transformer attached were heated up. The primary coil was fed by a “Lepel” high frequency induction heating unit (model T-10-3-DF-E-E), which works within the kilohertz range. Fast melts resulted from the combination of the heat of the induction and the warmth from the education of the inter+metallic connection TiN0 194Fe0,06. The falling down drops of the alloy were collected in a cold copper form and the sheet metal bundle was introduced to the Indnktionswicklung, until it was collected as a whole melted and in the form. After cooling the copper form and the Ingot poured in drops were removed from the chamber and the form was removed. The Ingot, which was a half solid cylinder, poured in drops, was returned into the chamber, and developed an argon atmosphere like before. A zone of fusion along the Ingots from bottom to top with a speed of nngef'ähr 0.5 cm/min along-led using zone floating technology, in order to avoid a pollution with crucible material. The product was a homogeneous, pipe-pure ingot from the alloy with a diameter of approximately 2 cm and a length of 12 cm. An axial hole was bored into the end of the ingot in a length, which corresponded to the final length of the Kupplnng. The outside surface of the ingot then turned off on the diameter of the middle Abschuittes --12-- and the blank of the end of the ingot cut off. Itself the tapering final section --26-- then on a turning lathe using a diagonal turning device one manufactured. This mechanism was then away-shifted and a radial Abdrehnng, around the outside tooth was made --30-- to finish. Second diagonal turning was then begun and second radial turning off, around the internal tooth was made --32-- to manufacture. Turning off then parallel to the axle continued around half of the central section --24-- to produce. The clutch part was then re-clamped and the chamfer --28--, the tooth --36-- and the tooth --34-- produced and finally the second half of the central section on its size turned off. Itself the tapering sections --14 and 16-- at the outside surface were manufactured and the surfaces were polished and cleaned. The worked on clutch part was then cooled down in an inert atmosphere with 950°C for 30 min, fast 270 to 300ec and held at this temperature during two hours, further in an inert atmosphere. The clutch part could be treated however also initially over a longer length of time at a somewhat smaller temperature e.g. two hours with 850°C, and which could take place second heat period at any temperature between 250 and 300°C. This treatment burns the KuppIuugsteil and eliminates the internal tensions in the same. The Kupptungsteil was then dipped into liquid nitrogen, and already before a thorn cooled down on the temperature of the liquid nitrogen by the drilling --22-- the clutch part through-floated, in order to expand it radially around 8,3% to produce enough around the thermal Riickbildbarkeit and the secondary deformation of the clutch. The thorn was removed and likewise already before a cooled tap or owner with a somewhat smaller largest diameter than that of the thorn was inserted into the drilling. The clutch part and its owner were brought on that Ranmtemperatur, whereby the Kupplungstell sat up the closely outer HaIter, while its temperature rose over the transition temperature. Four hours later were gekälhlt the KuppIungsteil and its owner again in liquid nitrogen. The ends of two high-strength steel tubes of hydraulic lines were cleaned and prepared for the connection, whereby a marking on each pipe indicated the correct module length into the clutch. The Kupptuug was then taken out of the liquid nitrogen and the owner was removed easily from its drilling. As from Fig.3 to seen, the ends of pipe of the pipes became --40 and 42-- put into the clutch part up to the markings, and the entire connection rest calmly, so that it warmed up to ambient temperature. As from Fig.4 to be seen, a fixed connection between the ends of pipe was received, whereby itself the teeth in the pipes --40 and 42-- bitten and with this procedure easily deformation. That paint on Deformiernng hangs of the relative hardness of the clutch part in the comparison with that of the pipes off (it is clear that the representation of Fig.4 serves only for the explanation and is meant as yardstick not necessarily). By a similar manufacture procedure as the before-descriptive, a clutch part was stated, made and applied of an alloy Nr.31 as, in order to produce a butt joint between two hydraulic conduits from high-strength steel with an outside diameter from 0,635 cm to. The pipes were subjected to the following examinations filled with a hydraulic Fttissigkeit on the basis of petroleum (according to MIL-H-5606B) and. 1. The pressure in the system was held 4,14 X l0s Dyn/cm2 during five minutes, then 8,28 X 108 Dyn/cm2 during five minutes. No licking at the ends was determined during one of the periods. 2. The clutch part was then subjected to a torsional vibration test (according to MIL-F-18280B) with a hydraulic liquid under a pressure by 2,07 X 108 Dyrt/cm2, whereby Lykien were used by approximately 2.000 Umdr/min and 26.2 X I06 cycles. No leakages were noticed, nor possibly a damage at the clutch part became visible. 3. The examination vo Nr.1 was repeated. No leakages were determined. 4. The system was examined in a mass spectrometer, with helium as atmosphere at the exterior of the clutch part, whereby the inside was evacuated. Keln helium was determined at the inside the system; the Feinfiihligkeit of the spectrometer was 8.5 X 1011 h atm.cc/sec. Clutch parts from the Leglertmg Nr.3 were applied on pairs before-descriptive by hydraulic pipes as. The following examinations were accomplished: A system filled with a hydraulic liquid by 4,14 X i08 Dyn/cm2. The temperature of the system was times changed cyclically between -55 and +175°c 29, whereby each cycle took approximately two hours. No leakage was observed. 6. The other systems were examined aufr bursting by increase letting of the internal pressure of the hydraulic liquid. In each case the pipe from high-strength steel burst, before possibly licking at the clutch began, whereby the pressures varied between 1,04 X 109 and 1.72 X 109 Dyn/cm2. All descriptive examinations show that the Eriemdung really a Iecksicheres results in hydraulic liaison vehicle, which at normal temperatures be stored and transported can and that fast and easily at easily available low temperatures without use of extensive and verwickehen mechanisms as well as by relatively little experienced people can be attached. The firmness of the Kupplmag can be improved far by suitable selection of the material and by Mitverwenden of favourable arrangements of the outside form. Although the liaison vehicles are stored generally on holding, as described managing, it is also possible to keep them without owners since one may trust in its expansion when cooling, in order a sufficient play for the assembly in relation to the objects, for pipes, which can be connected, to e.g. reach.