CN116568581A - Automatic train coupling and method for uncoupling an automatic train coupling - Google Patents

Abstract

An automatic coupling for a train, in particular for a freight car of a rail vehicle, comprising a coupling head (1) which comprises a coupling head housing (2) and a coupling lock (3) having a locking mechanism, wherein the coupling lock is embodied as a rotary lock having a coupling ring (5) and a central part (6), wherein the central part can be rotated about a main axis (7) between a coupling position and a decoupling position, the coupling ring being rotatably coupled with the central part about a coupling ring axis (8) by means of a first end (5.1) and having a free second end (5.2); and the central piece has a notch (9) arranged for receiving a second end of a coupling ring of an opposite coupling head; the automatic train coupling further has an electrically, hydraulically or pneumatically operated decoupling device (11) comprising an electric motor (12), a hydraulic motor or a pneumatic motor, which is coupled at least indirectly to the central element via a transmission connection in order to rotate the central element from the coupling position into the decoupling position, wherein the decoupling device has a blocking position in which the decoupling device prevents the central element from rotating from the decoupling position into the coupling position via the transmission connection, wherein a control device is provided with which the decoupling device can be actuated in order to keep the decoupling device continuously in the blocking position for a period of time.

Description

Automatic train coupling and method for uncoupling an automatic train coupling

Technical Field

The present invention relates to an automatic train coupling, in particular for a freight car of a rail vehicle, according to the preamble of claim 1 and to a method for uncoupling such an automatic train coupling, according to claim 15.

Background

In practice, automatic train couplings of the generic type are known which have a coupling head comprising a coupling housing and a coupling lock with a locking mechanism. The coupling lock is embodied as a rotary lock with a coupling ring and a central part, wherein the central part is rotatable about a main axis between a coupling position and a decoupling position, and the coupling ring is coupled with a first end rotatably about a coupling ring axis to the central part and has a free second end. The center piece has a notch for receiving a corresponding second end of a coupling ring of an opposite (gegengleichen) coupler head.

The central part is provided with a spring energy accumulator. The central part can be rotated against the force of the spring energy store from the coupling position into the decoupling position and can be rotated by the force of the spring energy store from the decoupling position into the coupling position.

The uncoupled position is also referred to as a coupling ready position, since in this position the train couplings of the two carriages move toward one another and can be coupled. If necessary, the coupling lock or its central part can also be rotated into the overdrawing position relative to the coupling readiness position, i.e. opened more than necessary. In this over-pulled position, the spring energy store is maximally tensioned. The over-pulled position is also a coupling readiness position or a decoupling position in the sense of the invention. In addition, such a coupling ready position or uncoupling position is also referred to as a waiting position.

The stop mechanism, which holds the coupling lock in the respectively suitable position or releases the coupling lock accordingly for transition into the other position by rotation of the central piece, for example has a plunger which can be moved against a spring force in the coupling direction of the train coupling and a ratchet rod which can be moved transversely or obliquely to the coupling direction. The ratchet rod is connected to the central part in an articulated manner and can be displaced by the central part when the central part rotates from the coupling position into the uncoupling position into a locking position in which the ratchet rod prevents the central part from rotating back, i.e. in the direction from the uncoupling position into the coupling position. The plunger is in turn movable between a first position and a second position. In a first position, in which the plunger is displaced against the spring force, the plunger locks the ratchet in the detent position, and in a second position, in which the plunger is displaced from the first position by the spring force, the plunger releases the ratchet from the detent position.

The function of a generic automatic train coupling is as follows: the two opposite coupling heads on the two vehicles to be coupled to each other are locked relative to each other in such a way that the second ends of the respective coupling rings are each inserted into a recess of the central part of the respective other coupling head and held in a form-fitting manner by the central part there. Thus, the two vehicles are mechanically coupled to each other. The two coupling locks are loaded only by the tensile forces which are evenly distributed over the two coupling rings within the parallelogram formed by the coupling rings and the central piece. Whereas the pressure is transmitted by a special profile on the front side of the coupling head housing, wherein the profile generally (as is also advantageous in the present invention) comprises a conical portion and a funnel-shaped portion surrounded by a wide, in particular flat end surface. The profile may be constituted by a separate end plate fastened to the front of the coupling head housing. The profile can form the sliding surface and the centering surface with the conical portion and the funnel portion and in particular define the region of action of lateral, vertical and angular offset. When the coupler heads collide with each other, they center and slide into each other.

When the two rail vehicles are moved toward one another, their coupling locks or their center pieces are in a coupling-ready or uncoupling position in which the center pieces are held, in particular, by the ratchet rods in the latching position. During coupling, the conical portions each project into the funnel-shaped portion of the coupling housing profile. Here, the taper presses onto the plunger and pushes it back, so that the plunger releases the ratchet from its latching position. The coupling lock is thereby released and rotated by the force of the respective spring energy store until the central part comes to rest against a predefined stop (usually the coupling head housing). In this case, the coupling ring guided in the funnel-shaped part is locked into the central part recess, and the two coupling locks hook onto one another and assume the coupling position. Undesired separation of the coupling lock is not possible. Normal wear does not compromise the security of the coupling lock.

In order to disengage the coupling head, the disengaging means rotate the two coupling locks, i.e. the two central parts against the force of the spring energy store, until the coupling ring slides out of the recess of the central parts. The rotating central part should push the ratchet rod, so that the ratchet rod is brought into its locking position, and the central part is prevented from rotating back beyond the coupling preparation position from the over-pulled position when the transport means is separated.

Release devices are known in various embodiments. For example, manually operable mechanical release devices have levers, cables and/or chain sets that function with different types of latches and cancel the latch position when operated. The automated decoupling device comprises a pneumatic cylinder or an electric motor as a drive, in particular a linear actuator for decoupling the train coupling. For example, DE 29 23 195C2 discloses a central buffer coupling for a rail vehicle, in which an electric motor actuates a lever, which is coupled in a rotationally fixed manner to a kingpin, via a cam in order to rotate a central part from a coupled position into an uncoupled position. DE 40 13 A1 discloses a coupling and decoupling device for an electrical cable coupling and a mechanical coupling with a common rotational drive. EP 3,470,295 A1 discloses an electrical linear actuator acting on a kingpin via a lever.

The known automatic decoupling devices require a relatively large installation space and are arranged outside the coupling head housing outside the automatic train coupling. In order to protect the release device from the environment, a cover for shielding the release device from the environment may be provided. The disadvantage of the known embodiments is the structural outlay associated with these covers and the relatively large installation space required thereby.

Another disadvantage of the known automatic train coupling is that, when the corresponding rail vehicle with the automatic train coupling is moved in a dispatch operation, the central part may undesirably rotate into its coupling position after uncoupling with the uncoupling device. Thus, for example, in the case of rail vehicles which are under pressure on a rolling crest (acrolberg) and which are just disconnected from the automatic train coupling, there is the risk that the automatic train coupling is coupled again before the rail vehicle touches a carriage arranged in the directional track. Unintentional coupling requires the coupler to be re-coupled, which results in additional time consumption and interferes with scheduling.

Disclosure of Invention

The object of the present invention is to improve an automatic coupling for a rail vehicle, in particular for a rail vehicle, and to specify a method for decoupling an automatic coupling, wherein the aforementioned disadvantages are avoided.

The object is achieved according to the invention by an automatic train coupling having the features of claim 1 and a method having the features of claim 16. Advantageous and particularly advantageous embodiments of the invention and a rail vehicle having an automatic train coupling according to the invention are specified in the dependent claims.

An automatic train coupling according to the invention, which is in particular implemented as an automatic train coupling for a freight car of a rail vehicle, has a coupling head which comprises a coupling head housing and a coupling lock with a locking mechanism. The locking mechanism means that the coupling lock is locked against relative rotation at least in one position, as will be clear from the following description.

The coupling lock is embodied as a rotational lock with a coupling ring and a central part, wherein the central part can be rotated about a main rotational axis between a coupled position and an uncoupled position. The coupling ring is coupled with the first end rotatably about the coupling ring axis to the center piece and has a free second end.

The hub has a notch arranged to receive a second end of the coupling ring of an opposite coupling head.

Furthermore, an electrically, hydraulically or pneumatically actuated release device is provided, which comprises an electric motor, a hydraulic motor or a pneumatic motor, which is coupled at least indirectly to the central element via a transmission connection in order to rotate the central element from the coupled position into the decoupled position.

The locking mechanism can hold the center part in a rotationally fixed manner, in particular in the disengaged position, that is to say in the so-called coupling-ready position.

According to the invention, the release device has a blocking position in which the release device prevents the central part from being rotated from the release position into the coupling position by the drive connection, wherein a control device is provided with which the release device can be actuated in order to keep the release device in the blocking position for a period of time. The duration of this time period can be determined, for example, by active actuation, in particular by means of a switch, in such a way that, when released by the transport vehicle guide, it is terminated, for example, to remain in the blocking position. In principle, a predetermined time period which is automatically terminated can also be selected.

The decoupling device according to the invention is thus distinguished from the previously mentioned stop mechanism which is operated purely mechanically by the opposite displacement of two automatic train couplings by means of a motor contained therein. More precisely, in addition to the mechanical stop means, an electrically, hydraulically or pneumatically operated release device is also provided.

Preferably, the release device is arranged completely in the coupling head housing or within the coupling head housing and the coupling rod coupled thereto, i.e. in a space which is enclosed either by the coupling head housing alone or by the coupling head housing together with the corresponding region of the coupling rod.

By means of this embodiment, an additional housing for the electrically, hydraulically or pneumatically actuated release device can be dispensed with and at the same time good protection of the electrically, hydraulically or pneumatically actuated release device from environmental influences can be ensured. It is not necessary to reserve a space for the electrically, hydraulically or pneumatically operated release device outside the coupling head housing and, if appropriate, the corresponding part of the coupling lever.

Another preferred embodiment provides that some parts of the electrically, hydraulically or pneumatically operated decoupling device are arranged outside the coupling head housing and outside the coupling rod, wherein other parts of the decoupling device are preferably arranged inside the coupling head housing and/or the coupling rod, for example a motor and in particular a wave gear and/or a bevel gear, which will be described below. The portion arranged outside the coupling head housing may be surrounded by an additional cover.

The electrically, hydraulically or pneumatically actuated release device can be embodied in a particularly compact manner when the motor has an output rotational axis which is arranged at least substantially radially with respect to the main axis. The output rotation axis is thus advantageously directed in the direction of the main axis or intersects the main axis or at least one kingpin which is rotationally fixed about the main axis and is coupled to the central part in a rotationally fixed manner. Compared to a motor output rotation axis which is arranged askew or tangential to such a kingpin or to the main axis, the electrically, hydraulically or pneumatically actuated release device requires a significantly narrower installation space which extends with its longitudinal extension in the direction of the coupling rod longitudinal axis or coupling head housing longitudinal axis and can thus be easily accommodated within the adjoining region of the coupling head housing and, if appropriate, of the coupling rod.

In an advantageous embodiment, a bevel gear is provided in the drive connection between the motor, in particular the electric motor, and the central part. Such a bevel gear transmission may for example consist of a drive pinion and a crown gear in toothed engagement with the drive pinion, the axis of rotation of which crown gear is parallel to the main axis. The drive pinion may be arranged on the output rotation axis or on an output shaft of the motor, in particular of the electric motor, which rotates about the output rotation axis or coaxially thereto and in driving connection with the output shaft of the motor. The drive pinion may also be embodied as a bevel gear which meshes with another bevel gear instead of the crown gear.

According to an advantageous embodiment of the invention, the bevel gear transmission is coupled to the central member via a one-piece or multi-piece articulated lever. In particular, if the articulated lever is one-piece, a driver, for example in the form of a pin on a disk, can be provided on the output of the bevel gear, which driver drives the articulated lever to rotate the center part from the coupled position into the uncoupled position and which driver can effect a rotation of the output of the bevel gear in the opposite direction without driving the articulated lever.

According to a further embodiment, the bevel gear is coupled to the central piece via an at least two-part articulated lever comprising a first lever part which is coupled in an articulated manner to the central piece and a second lever part which is coupled in an articulated manner to the first lever part and in an articulated manner to the angular conveyor output, wherein the axis of rotation of the mentioned articulated coupling is parallel to the main axis. On the one hand, a compact installation space can be achieved and, on the other hand, the desired freedom of movement can be achieved when the central part is rotated, without the risk of undesired obstruction or restriction by the bevel gear.

The bevel gear transmission output may be formed, for example, by a rotation lever extending radially with respect to the axis of rotation of the bevel gear transmission output. According to an embodiment, the bevel gear transmission output is substantially spoke-shaped. However, disk-like or circular bevel gear transmission outputs or other shapes are also contemplated.

According to an advantageous embodiment of the invention, a reduction gear can be provided between the bevel gear and the motor, the drive and output of which are advantageously arranged coaxially. The bevel gear can be embodied, for example, as a planetary gear or as an eccentric gear, in particular in the form of a wave gear. Differential drives are also conceivable, for example. In particular, the output of the reduction gear is formed by the mentioned drive pinion, which represents the input to the bevel gear.

In particular, a reduction gear in the form of a wave gear can be arranged coaxially to the motor or to the axis of rotation of its output.

The bevel gear can preferably have a further reduction ratio in order to reduce the rotational speed again in the direction of the drive power flow after the bevel gear and to increase the torque transmitted preferably simultaneously. Thus, a particularly high torque can be achieved which acts on the central part in order to rotate the central part from its coupled position into the uncoupled position.

The wave gear and/or the bevel gear can be supported in particular by the motor alone or by a support that supports the motor and in particular is plate-shaped.

Preferably, the bevel gear transmission output is rotatable about a bevel gear transmission output axis of rotation between a zero position and an released position. In the zero position, the bevel gear transmission output enables rotation of the center piece between the coupled and uncoupled positions without obstruction of the bevel gear transmission output. When the bevel gear output rotates from the zero position into the release position, the bevel gear output drives the center piece, which thus rotates from the coupled position into the uncoupled position.

The length of the articulated lever, in particular the length of the first lever part and the second lever part, is thus preferably selected such that the central part can be rotated from the disengaged position into the coupled position and the bevel gear output remains in the zero position. Thus, when the bevel gear transmission output is rotated from the zero position into the released position, the arc length swept by the axis of rotation of the hinged coupling of the second lever portion on the bevel gear transmission output is less than or equal to the combined length of the first lever portion and the second lever portion.

According to a further embodiment of the invention, the bevel gear is coupled at least indirectly via a gear drive to a kingpin which is coupled in a drive connection to the central part. The drive connection can be a unidirectional, anti-relative-rotation connection with the freewheel acting in the opposite direction, so that the central part can be rotated from the coupling position into the uncoupling position by means of an electrically, hydraulically or pneumatically operable uncoupling device or by means of its bevel gear drive, whereas the opposite operation of the diagonal rotation device can be effected without torque being transmitted to the central part in order to release the return rotation of the central part from the uncoupling position into the coupling position, wherein the return rotation is effected as usual by the coupling lock or the two automatic train couplings being moved together. Alternatively, according to a preferred embodiment which will be described below, a unidirectional drive is provided in the drive connection between the bevel gear and the central part or the kingpin, which drive transmits the release movement of the release device to the central part and does not transmit the reverse movement of the release movement to the central part.

For example, the bevel gear drive also has in this embodiment a bevel gear drive output rotatable about a bevel gear drive output axis, which is parallel to the main axis and on which a first spur gear is arranged, which meshes with a second spur gear or a spur gear segment, which is in driving connection with the kingpin, wherein the bevel gear drive output is rotatable between a zero position and a release position. In particular, the central part is rotated from its coupled position into the uncoupled position when the bevel gear output is rotated from the zero position into the released position, whereas only the rotation of the central part from the uncoupled position into the coupled position is released when the bevel gear output is rotated back from its released position into the zero position, without an immediate corresponding rotation of the central part.

In particular, a hand-operated device is preferably provided, with which the center piece can be brought into the disengaged position and/or the bevel gear output can be brought into the zero position manually. By bringing the bevel gear output into the zero position, a prevention of the rotation of the center piece from the coupling position into the uncoupling position is avoided. By rotating the centre piece into the uncoupled position, an automatic uncoupling of the train coupling is possible.

In a very compact embodiment, which works reliably, the second spur gear or the spur gear section has a driver which, when the central part is rotated from the coupling position into the uncoupling position, unidirectionally acts on the lever of the hand-actuating device acting on the main pin.

The release device can preferably be actuated independently of the position of the central part, and in particular the bevel gear output can be rotated by the motor about the bevel gear output axis of rotation both in the coupled position of the central part and in the decoupled position of the central part.

The position of the release device, in particular the position of the bevel gear output and/or the position of the articulated lever and/or the position of the second spur gear or of the spur gear section, can preferably be detected by means of a sensor, in order to be able to monitor a defined position of the release device and/or to be able to be controlled in a targeted manner.

The automatic train coupling may be provided with a stop mechanism as previously illustrated, which in particular comprises a ratchet rod and a plunger and works as previously described.

The rail vehicle according to the invention has a corresponding automatic train coupling of the type shown.

The method according to the invention for decoupling an automatic train coupling provides that the center part is rotated from the coupling position into the decoupling position by means of a motor driven, electrically, hydraulically or pneumatically actuated decoupling device via a transmission connection. In a preselectable operating mode, the release device is held in the blocking position and rotation of the central part from the release position into the coupling position is prevented by the release device.

The automatic train coupling can preferably be operated in two different operating modes, wherein a first operating mode can be set by the control device, in which, after the central part has been rotated by the release device from the coupling position into the release position, in particular by the bevel gear output being rotated from the release position into the zero position, the release device then releases the rotation of the central part from the release position into the coupling position again, and a second operating mode can be set by the control device, in which, as shown, the release device is held in the blocking position.

Drawings

The invention will be described hereinafter exemplarily according to embodiments and drawings. Wherein,,

FIG. 1 illustrates a cross-sectional view of an automatic train coupler according to the present invention;

fig. 2 shows a view of an automatic train coupler according to the invention from below;

fig. 3 shows a partially cut-away view of an automatic train coupling according to the invention obliquely from above in a top view;

fig. 4 shows a longitudinal section of an automatic train coupler according to the invention;

FIG. 5 shows an automatic train coupler according to the present invention obliquely from above with the coupler head housing hidden;

FIG. 6 illustrates the automatic train coupler of FIG. 5 with the center piece in a uncoupled or coupled ready position;

FIG. 7 illustrates the automatic train coupler of FIG. 6 with the centerpiece in the coupled position;

FIG. 8 shows the automatic train coupler of FIGS. 6 and 7 in a disengaged position and the bevel gear transmission output in an released position;

fig. 9a to 9c show alternative configurations of the bevel gear output and the articulated lever with the center piece in the coupled and uncoupled position and the bevel gear output in the released and zero position;

fig. 10 shows an alternative embodiment of an automatic train coupling from below in a view;

fig. 11 shows a longitudinal section through an alternative embodiment of an automatic train coupling;

fig. 12 shows a view from below of an alternative embodiment of an automatic train coupling in an inclined manner;

fig. 13 shows a schematic side view of an alternative embodiment of an automatic train coupling;

fig. 14 shows a further view from below of an alternative embodiment of an automatic train coupling with components of the housing shown in dashed lines.

Detailed Description

Fig. 1 schematically shows an embodiment of an automatic train coupling according to the invention with the coupling lock 3 or its centre piece 6 in a uncoupled position. The associated release device can be seen in fig. 3 to 8. In detail, the automatic train coupling has a coupling head 1, which comprises a coupling head housing 2 and a coupling lock 3. The coupling lock 3 is embodied as a rotary lock with a central part 6 to which the coupling ring 5 is coupled rotatably about a coupling ring axis 8. The central member 6 is in turn rotatable about a main axis 7. For this purpose, the central part 6 is supported on the kingpin 19 and is coupled to it in a rotationally fixed manner.

On the one hand, as shown in fig. 1, the hand-operated device 20 acts on the kingpin 19 in order to manually uncouple the coupling lock 3. On the other hand, the actuator of the valve, not shown in detail here, of the compressed air line, in particular of the brake air line HL, can be actuated via the kingpin 19, so that the valve is opened when the coupling lock 3 is rotated into the coupling position and closed when the coupling lock 3 is rotated into the decoupling position.

The coupling ring 5 has a first end 5.1, at which it is rotatably coupled to the central piece 6, and an opposite second end 5.2, which can be snapped into a recess 9 of the central piece 6 of the opposite coupling head 1 in order to mechanically lock the two coupling heads 1 to each other. Correspondingly, the coupling ring 5 has a cross bar at its second end 5.2, which is not shown in detail here.

The central part 6 of each coupling head 1 can be rotated from the uncoupled position into the coupled position against the force of a spring energy store 4, which is formed, for example, by one or more tension springs.

In fig. 1, the uncoupled position of the coupling head 1 or of the coupling lock 3 is shown. In the case of such a release position, which is also referred to as a coupling ready position, the over-pulled position mentioned at the beginning can also be mentioned.

When in the disengaged position of the coupling lock or the central piece 6 shown in fig. 1 the two coupling heads 1 are moved toward each other, the taper 21 protrudes into the funnel 22 and unlocks the locking mechanism of the coupling lock 3, for example by the taper 21 pressing onto a plunger 26 of the locking mechanism, in which case the latching connection, for example of a ratchet rod 27, is released, so that the central piece 6 is no longer prevented from rotating into the coupled position and is rotated into the coupled position by the force of, for example, a spring energy store 4. The coupling ring 5 guided in the funnel 22 is locked into the central piece recess 9 and the two coupling locks 3 hook into each other.

The coupling lock 3 is loaded solely by the tensile force, whereas the compressive force is transmitted via the end face 23 of the end plate 24.

In the case shown in fig. 2, it can be seen that all parts of the coupling lock 3 are accommodated in the coupling head housing 2 and that a coupling rod 10 is coupled to the coupling head housing 2 in the longitudinal direction of the train coupling, which coupling rod accommodates, in addition to the coupling head housing 2, also a part of the electrically operated decoupling device 11, here an electric motor 12.

The complete accommodation of the electrically actuated release device 11 within the region of the coupling head housing 2 and the adjoining coupling rod 10 also results from fig. 3, which shows a horizontal section through the region of the coupling head housing 2 and the adjoining coupling rod 10. In the position in fig. 3, the central part 6 is in this case in the coupling position, in which the recess 9 is arranged relatively deep within the coupling head housing 2.

Fig. 4 shows the arrangement of fig. 3 again in longitudinal section, however, the coupling rod 10 coupled to the coupling head housing 2 in the axial direction is not present here. As can be seen in particular from fig. 4, a wave gear transmission (or in general a reduction transmission, in particular an eccentric transmission or a differential transmission) 25 is first coupled with the electric motor 12 in a drive connection with respect to the central part 6, which wave gear transmission carries on the output side coaxially with respect to the output axis of rotation 12.1 of the electric motor a drive pinion 13 which meshes with a crown gear 14 which rotates about a vertical axis of rotation 14.1 in order to drive the crown gear 14. The axis of rotation 14.1 is parallel to the main axis 7 about which the kingpin 19 can rotate together with the central piece 6. The output rotation axis 12.1 is arranged radially with respect to the main axis 7. Instead of the drive pinion 13 and the crown gear 14, for example, mutually meshing bevel gears can also be considered in order to form a bevel gear.

The drive pinion 13 and the crown gear 14 (or bevel gear) together form a bevel gear transmission 15, which preferably has a reduction ratio as does the wave gear transmission 25.

The arrangement of the electric motor 12, the wave gear transmission 25 and the bevel gear transmission 15 can again be seen from fig. 5.

The bevel gear transmission output 15.1 is formed by a rotation lever 17 which can rotate about the bevel gear transmission output rotation axis 15.2. In the embodiment shown, the bevel gear transmission output axis of rotation 15.2 coincides with the axis of rotation 14.1 of the crown gear 14.

As the crown gear 14 rotates, the rotation lever 17 also rotates about the bevel gear transmission output rotation axis 15.2. The turning lever 17 is coupled to the central member 6 via an articulated lever 16 comprising a first lever portion 16.1 and a second lever portion 16.2. The first lever part 16.1 is coupled in an articulated manner to the central part 6, and the second lever part 16.2 is coupled in an articulated manner to the first lever part 16.1 and in an articulated manner to the swivel lever 17.

The positioning of the swivel lever 17 can be detected, for example, by a sensor 18.

The function of the electrically operated release device 11 is explained next with reference to fig. 6 to 8. Fig. 6 shows the central part 6 in the disengaged position, in which the bevel gear output 15.1 formed by the rotation lever 17 is in its so-called zero position, in which it does not hinder the rotation of the central part 6 about the main axis 7. The first lever part 16.1 and the second lever part 16.2 are folded over or moved closer to each other, that is to say they are clamped between them at a relatively sharp angle.

When the central part 6 is now rotated from the disengaged position shown in fig. 6 into the coupled position shown in fig. 7, the bevel gear transmission output 15.1 remains in its zero position and the increased distance between the coupling hinge of the articulation lever 16 at the central part 6 and the coupling hinge of the articulation lever 16 at the bevel gear transmission output 15.1 is bridged by the unfolding of the first lever part 16.1 and the second lever part 16.2 from each other. In the coupled position of the central piece 6, the first lever part 16.1 and the second lever part 16.2 thus extend in a straight line with respect to each other.

In order to now rotate the central part from the coupling position about the main axis 7 into the uncoupling position and thus to uncouple the coupling lock 3 by means of the electrically operated uncoupling device 11, the bevel gear transmission output 15.1 or the rotary lever 17 is rotated into the release position shown in fig. 8 by means of the drive of the electric motor 12. In this case of rotation, the rotation lever 17 is pulled by the articulated lever 16 at the central part 6, so that the central part is rotated into the disengaged position.

Now, in order to achieve a re-coupling of the coupling lock 3 (for which purpose the central part 6 must be rotated into the coupling position), the bevel gear output 15.1 or the rotation lever 17 is preferably re-rotated into its zero position shown in fig. 6 and 7 before the central part 6 begins to rotate into the coupling position.

Fig. 9a shows the central part 6 in the coupled position and the bevel gear transmission output 15.1 in its zero position. The hinge lever 16 and the bevel gear transmission output 15.1 are designed differently from the embodiments shown in the previous figures. The articulation lever 16 is one-piece and is coupled in an articulated manner on the one hand to the central piece 6 and on the other hand to the swivel lever 17. In order to rotate the central part 6 from the coupling position shown in fig. 9a into the uncoupling position shown in fig. 9b, the rotation lever 17 at the bevel gear transmission output 15.1 is rotated by the driver 34, so that the rotation lever is pulled at the central part 6 by the articulated lever 16 in order to move the central part into the uncoupling position. When the bevel gear output 15.1 is now rotated back into its zero position shown in fig. 9a and 9c, this is achieved by a return rotation of the driver 34 which is arranged in a rotationally fixed manner on the bevel gear output 15.1, so that it is remote from the rotation lever 17 which is arranged rotatably on the bevel gear output 15.1 and does not prevent the central part 6 from rotating back into the coupled position, as shown in fig. 9c, in which return rotation the rotation lever 17 must also be rotated back by the articulated lever 16.

Fig. 10 shows a view of an alternatively shaped coupling head housing 2 of an automatic train coupling from below. The function of the automatic train coupler may correspond to the description with respect to fig. 1. The coupler shaft 10 housing the electric motor 12 is shown in phantom.

Unlike the previous embodiments, the part of the electrically operable release device 11 is arranged in a separate housing 31 below the coupling head housing 2. This can be seen in particular also from fig. 11. Below the cover 31, a hand-operated device 20 is arranged, which is coupled below to the kingpin 19. The part of the hand-operated device 20 is also derived from the illustration of fig. 14, wherein the components of the electrically operated release means 11 are also shown.

The alternative embodiment shown in fig. 10 to 14 differs from the embodiment previously described with reference to fig. 2 to 8 in the form of an electrically actuated release device 11. However, the embodiment is corresponding from the electric motor 12 up to the crown gear 14.

The bevel gear output 15.1, which is rotatable about the bevel gear output axis of rotation 15.2, carries a first spur gear 29 which meshes with a spur gear section 30 which is coupled in torque-transmitting manner to the kingpin 19 at least in the rotational direction of the central member 6 from the coupled position into the uncoupled position. Such unidirectional torque transmission can be achieved by a freewheel. In the exemplary embodiment shown, the torque transmission is effected by a driver 32 which is coupled in a fixed manner to the spur gear section 30 (or a corresponding second spur gear) and which drives the lever 33 of the hand-actuating device 20 when the bevel gear output 15.1 is rotated from its zero position into the release position. Accordingly, the lever 33 is coupled in a rotationally fixed manner to the kingpin 19. In principle, however, a coupling of the lever 33 or of another lever driven by the driver 32 to the central part 6 is also possible.

As a result of the unidirectional action of the driver 32, an easy pivoting movement of the bevel gear 15 is possible without the central part 6 simultaneously moving into its coupled position. The centre piece is thus held in the uncoupled position until the coupling lock 3 is brought into the coupled position as a result of the movement of the opposite coupling of the train or the opposite coupling lock.

Furthermore, reference is made to the description of fig. 1 to 9 with respect to the operation of the automatic train coupling or electrically operated decoupling device 11.

Although the invention is presented in an advantageous manner with an electric motor according to an embodiment, other motors, such as hydraulic motors or pneumatic motors, may also be considered instead of electric motors.

Reference numerals

1. Connector head

2. Connector head housing

3. Coupling lock

4. Spring energy accumulator

5. Coupling ring

5.1 First end portion

5.2 Second end portion

6. Center piece

7. A main axis

8. Axis of coupling ring

9. Notch

10. Coupler rod

11. Electrically actuated release device

12. Electric motor

12.1 The axis of rotation of the output part

13. Driving pinion

14. Crown gear

14.1 Axis of rotation

15. Bevel gear transmission device

15.1 Bevel gear transmission output part

15.2 Output axis of bevel gear transmission

16. Hinged lever

16.1 A first lever part

16.2 A second lever part

17. Rotating lever

18. Sensor for detecting a position of a body

19. Kingpin

20. Hand-operated device

21. Taper part

22. Funnel-shaped part

23. End face

24. End plate

25. Wave gear transmission device

26. Plunger piston

27. Ratchet rod

28. Control apparatus

29. First cylindrical gear

30. Cylindrical gear section

31. Cover body

32. Driving part

33. Lever

34. Driving part

Claims (17)

1. Automatic train couplers, in particular for freight cars of rail vehicles,

the automatic train coupling has a coupling head (1) comprising a coupling head housing (2) and a coupling lock (3) having a locking mechanism, wherein,

the coupling lock (3) is embodied as a rotary lock having a coupling ring (5) and a central part (6), wherein the central part (6) can be rotated about a main axis (7) between a coupled position and an uncoupled position, the coupling ring (5) being rotatably coupled with the central part (6) about a coupling ring axis (8) by means of a first end (5.1) and having a free second end (5.2); and is also provided with

The central piece (6) has a cutout (9) arranged for receiving a second end (5.2) of a coupling ring (5) of an opposite coupling head (1);

the automatic train coupling further has an electrically, hydraulically or pneumatically operated decoupling device (11) comprising an electric motor (12) or a hydraulic or pneumatic motor which is coupled at least indirectly to the central element (6) via a drive connection in order to rotate the central element (6) from the coupling position into the decoupling position;

it is characterized in that the method comprises the steps of,

the release device (11) has a blocking position in which it prevents the central part (6) from rotating from the release position into the coupling position via the drive connection, wherein a control device (28) is provided with which the release device (11) can be actuated in order to keep the release device in the blocking position continuously for a period of time.

2. Automatic train coupling according to claim 1, characterized in that the motor, in particular the electric motor (12), has an output rotation axis (12.1) which is arranged at least substantially radially with respect to the main axis (7).

3. Automatic train coupling according to claim 1 or 2, characterized in that in the drive connection a bevel gear (15) is provided between the motor, in particular an electric motor (12), and the centre piece (6).

4. An automatic train coupling according to claim 3, characterized in that the output rotation axis (12.1) has or is arranged coaxially with a drive pinion (13) in toothed engagement with a crown gear (14) or a bevel gear, the rotation axis (14.1) of which is parallel to the main axis (7) in order to constitute the bevel gear transmission (15).

5. Automatic train coupling according to claim 3 or 4, characterized in that a reduction gear, in particular in the form of a wave gear (25), is arranged between the motor, in particular the electric motor (12), and the bevel gear (15), in particular in the form of an eccentric gear arranged coaxially to the output axis of rotation (12.1).

6. An automatic train coupling according to any of claims 3 to 5, characterized in that the bevel gear transmission (15) is coupled with the centre piece (6) via an articulated lever (16), wherein the articulated lever (16) is at least two-piece, comprising a first lever part (16.1) which is hingedly coupled with the centre piece (6) and a second lever part (16.2) which is hingedly coupled with the first lever part (16.1) and hingedly coupled with the bevel gear transmission output (15.1), wherein the axis of rotation of the hinged coupling is parallel to the main axis (7).

7. An automatic train coupling according to claim 6, characterized in that the bevel gear transmission output (15.1) is formed by a turning lever (17) which extends radially with respect to the bevel gear transmission output turning axis (15.2).

8. An automatic train coupling according to any of claims 3 to 5, characterized in that the bevel gear transmission (15) is coupled with the centre piece (6) via an articulated lever (16), wherein the articulated lever (16) is one-piece or multi-piece and the bevel gear transmission output (15) comprises a driver (34) and a rotation lever (17), the rotation lever (17) being coupled in an articulated manner with the articulated lever (16) and being in operative connection with the driver (34) in order to drive the rotation lever (17) to rotate the centre piece (6) from the coupled position into the uncoupled position and such that the rotation lever (17) releases the rotation of the bevel gear transmission output (15.1) in the opposite direction.

9. The automatic train coupling according to any of claims 6 to 8, characterized in that the bevel gear transmission output (15.1) is rotatable about a bevel gear transmission output rotation axis (15.2) between a zero position and a release position, and the length of the articulation lever (16), in particular the length of the first lever portion (16.1) and the second lever portion (16.2), is selected such that the centre piece (6) can be rotated from the uncoupled position into the coupled position and the bevel gear transmission output (15.1) is held in the zero position here.

10. An automatic train coupling according to any of claims 3 to 5, characterized in that the bevel gear arrangement (15) is coupled at least indirectly via a gear transmission with a kingpin (19) which is coupled in a driving connection with the centre piece (6).

11. Automatic train coupling according to claim 10, characterized in that the bevel gear (15) has a bevel gear output (15.1) rotatable about a bevel gear output rotation axis (15.2), which is parallel to the main axis (7) and on which a first spur gear (29) is arranged, which meshes with a second spur gear or a spur gear section (30) which is in rotational drive with the kingpin (19), wherein the bevel gear output (15.1) is rotatable between a zero position and a release position.

12. Automatic train coupling according to any of claims 1 to 11, characterized in that a hand-operated device (20) is provided with which the centre piece (6) can be brought manually into the disengaged position and/or the bevel gear transmission output (15.1) into the zero position.

13. Automatic train coupling according to claims 11 and 12, characterized in that the second spur gear or spur gear section (30) has a driver (32) which, in the event of a rotation of the central part (6) from the coupling position into the uncoupling position, unidirectionally loads a lever (33) of a hand-actuating device (20) acting on a kingpin (19).

14. Automatic train coupling according to any of claims 1 to 13, characterized in that at least one sensor (18) is provided, which detects the position of the decoupling device (11), in particular the position of the bevel gear transmission output (15.1) and/or the position of the articulation lever (16) and/or the position of the second spur gear or spur gear segment (30).

15. A rail vehicle having an automatic train coupler according to any one of claims 1 to 14.

16. Method for uncoupling an automatic train coupling according to any of claims 1 to 15, wherein the central element (6) is rotated from the coupling position into the uncoupling position via a drive connection by means of an electrically, hydraulically or pneumatically operated uncoupling device (11) driven by a motor, in particular an electric motor (12),

it is characterized in that the method comprises the steps of,

in a preselectable operating mode, the release device (11) is held in a blocking position and rotation of the central part (6) from the release position into the coupling position is prevented by the release device (11).

17. Method according to claim 16, characterized in that a first operating mode is adjustable by means of a control device (28), in which first operating mode, after rotation of the central member (6) from the coupling position into the uncoupling position by means of the uncoupling device (11), in particular by means of a bevel gear transmission output (15.1), rotation of the central member (6) from the uncoupling position into the coupling position is released immediately by the uncoupling device (11), and a second operating mode is adjustable by means of the control device (28), in which second operating mode the uncoupling device (11) is held in the blocking position.