DE19947829A1 - Automatic coupling for rail vehicles, especially automatic train coupling - Google Patents

Abstract

The support device has a frame unit (4) coupled to a rail vehicle (3), a centering unit (23) with arm (6) in the frame unit, and a unit to transmit power/weight of the coupling head (8) to the vehicle chassis. This consists of a pressure spring unit (9) supported indirectly on coupling head and centering arm. A pivot bearing unit (16,56) is positioned between coupling head and centering arm, and between arm and chassis. The spring unit is positioned non-central to the central axis of the coupling head.

Description

The invention relates to an automatic clutch for rail vehicles, in particular those for train couplings, in particular with the features from the preamble of Claim 1.

Automatic clutches for rail vehicles, in particular automatic train clutches, are known in a variety of designs from the prior art. As a representative, reference is made to the following publications:

• 1. Adolf Felsing, Eberhard Hoffmann: "Modern technology at Knorr-Bremse Systems for rail vehicles, the automatic train coupling - state of the Development and Trial Program ", reprint of a contribution in the Trade journal ETR Eisenbahntechnische Rundschau, issue 4/95
• 2. EP 0 618 126 A2
• 3. EP 0 230 263 B1

The automatic couplings for rail vehicles act as coupling elements te, which the when forming the trains while traveling between each Vehicles, especially wagons, compressive and tensile forces as well as Transfer relative movements at the vehicle ends when cornering, cushion and dampen and can absorb the relative movements to each other. Other conventional solutions use so-called page buffers for transmission, compensation Damping and damping of pressure forces and screw couplings for the tensile forces. The screw coupling is a coupling according to the Functional principle "hook and eye" works. However, their application is problematic table, since this must be operated by hand. In addition, the tensile strength and thus severely limits the limit for the transferable tractive forces. For this Reason is increasingly changing to the automatic clutch for shooting nen vehicles, which avoids these disadvantages. Because for reasons of economy however, it does not make sense to switch over completely immediately, there is an essential one Requirement for the automatic clutch in that this with the conventional Screw coupling is compatible. Furthermore, the application of such automatic couplings the use of as many parts of the previous train and pushing devices can make the changeover effort as low as possible to keep possible.  

The known automatic train couplings essentially exist at least from a coupling head with centering surfaces, a coupling arm, a bolt system, an actuation system for the locking system, a support and the Coupling bodies associated with line couplings from air line couplings. Furthermore, an automatic changeover can be provided, which also corresponds to a corresponding actuation system is assigned. The actuation systems for the conversion Lautomatik and the transom system can be combined in one system become. In addition to realizing the coupling option with a konventio A mixed pull coupling can be provided for the screw coupling system which are used as the second coupling system in the automatic coupling can be integrated. Furthermore, the basic version with a mixed air coupling and an air coupling for a main air tank line and line coupling lungs from electrical couplings are equipped or supplemented. Regarding the Ki nematics of the individual elements of the coupling system can be referred to the above ten publications.

The most important main features when using one of the above Publications known automatic hitch are using a so-called Willison profile, the presence of a mixed pull coupling, the Use of existing car parts and the presence of a conversion Lautomatik, which the coupling head in two operating positions or functional can bring positions. The Willison profile is a profile with which the coupling head is equipped with and with which the tensile forces without additional movable pontics can be transferred directly over the head can. In order to also have wagons still equipped during a transition period Coupling the screw coupling system is a mixed pull coupling as the second Coupling system integrated in the automatic train coupling. The automatic Towing coupling itself according to the previously used embodiments transmits only tractive forces that while maintaining today's divided traction directions are introduced into the vehicle chassis. The pressure forces are from the page buffers already present on the individual car men. For coupling or uncoupling in track arches as well as when driving on these and for the train journey, the coupling head with an automatic changeover can be divided into two different operating positions or functional positions are brought, a first Operating position or functional position "long" and a second operating position or Functional position "short". The functional positions are due to the location of the dome lungskopf relative to the coupling arm, by means of which the articulation of the hitch  head on the car to be coupled, characterized. The functional position gene are compared by a relative displacement of the coupling head the clutch arm of the automatic clutch. Before coupling the coupling center is at some distance from the plane which due to the axial extension of the side buffers from the rail vehicle in the installed position or wagon is writable and is also referred to as page buffer level, in the "long" position. When pressing the wagons on the straight track for buffer contact the clutch then automatically returns to the page buffer level Coupling head moves relative to the coupling arm and takes the position "short" on. Only after the carriages to be connected have been separated the clutch automatically advances to its "long" position.

A major disadvantage of the automatic train couplings previously used is that for satisfactory functioning, especially the recording and cushioning of compressive forces appropriate interpretation of the automatic Coupling and its linkage to the vehicle to be coupled is required. Axial games, tolerances due to manufacturing and wear and tear on the individual Elements of the automatic clutch device and the side buffer in Rich The carriage axis can only be conditioned by the possible relative movements of the individual elements are balanced with each other and unsatisfactorily and lead to the introduction of high forces into the automatic clutch.

The invention is therefore based on the object of an automatic clutch type mentioned above for rail vehicles, in particular an automatic Train coupling to be further developed in such a way that the disadvantages mentioned are avoided become. In particular, it must be based on an embodiment which is insensitive compared to axial play, tolerances due to manufacture, assembly and wear in the individual connections between the individual coupling elements as well the clutch side buffer system in the carriage axis. The invention The solution should be characterized by a structurally simple structure.

The object of the invention is achieved by the features of claim 1 characterized. Advantageous embodiments are in the subclaims give.

The automatic clutch for rail vehicles, especially the automatic one Train coupling, according to the invention comprises in addition to a coupling head which one of the assigned to each other to be coupled rail vehicles and with this, esp  special of the tension spring, is mechanically connectable, at least one damping direction, which with the coupling head on the one hand and the coupling head assigned rail vehicle is at least indirectly connectable. For this purpose, the coupling head is mounted on a coupling arm so as to be longitudinally displaceable. By providing a damping device according to the invention Vibrations due to tolerances in the connection between the Rail vehicle or the individual wagon and the automatic train coupling or the side buffer and the individual elements of the automatic drawbar development, can be dampened in a simple and controllable manner.

The articulation of the damping device can egg directly on the coupling head on the side and directly on the rail vehicle coupled to the coupling head, especially the wagon screed. In addition to the direct connection also coupling via additional support elements, for example brackets possible.

The damping device comprises at least one shock absorber arrangement, which preferably consists of at least two shock absorber subassemblies that the Coupling head or its longitudinal axis when installed on the car to be coupled considered symmetrically assigned.

Provided that a suitable support device is created, it is also conceivable to provide only one or more shock absorber _arrangements which are not symmetrically related to the theoretical connecting _axis A _{V theoretically of} the rail vehicles to be coupled to the coupling, in particular to the coupling head. The support device comprises a centering device mounted in the frame unit with a centering arm and means for transmitting at least the pressure and / or weight forces of the coupling head via the centering arm to the chassis of the vehicle. The means for transmitting at least the pressure and / or weight forces of the coupling head to the chassis of the rail vehicle only have a compression spring device, which is supported at least indirectly on the coupling head and the centering arm, and each have a pivot bearing between the coupling head and centering arm and the chassis of the vehicle. In the installed position, the compression spring device is viewed from above in relation to the center axis A _{M of} the coupling head. The power transmission takes place essentially to the sen elements via pivot bearing arrangements, which allows a movement of the Zen trierarmes relative to the coupling head by at least two axes, a horizontal axis and a vertical axis, in the installed position. However, the arrangement of the individual shock absorber part arrangements is preferably carried out coaxially with the compression springs assigned to the coupling head and supporting them in the horizontal direction in the installed position. Such a design he enables optimal use of the available space in a horizontal plane through the dome plane, since the arrangement of the shock absorber subassemblies on both sides of the coupling head takes place between this and the side buffers and the use of a standardized or structurally simple support device .

Each shock absorber subassembly includes at least one shock absorber, preferably however, are within another aspect of the invention within each burst Damper assembly provided a plurality of shock absorbers, which ge parallel are switched. This allows very large forces to be cushioned in a space-saving manner become. The shock absorbers can be viewed in the installation position in relation to the vertical Plane in a common plane parallel to this or in different vertically offset levels. The concrete selection of the Arrangement options depend on the design of the coupling head and the linkage options in detail.

However, if several shock absorbers are provided in one shock, they are preferred damper subassembly stored in a common vertical plane. This has the advantage that the shock absorbers of a shock absorber subassembly are simple designed common support element or a support frame for storage assigned can be net and thus the shock absorber part assembly completely pre-assembled and can be offered as an independently tradable component. The linkage is then carried out on the support frame on the coupling head and the associated Rail vehicle, especially the wagon screed. The connection to the rails vehicle can be run via appropriate consoles. Anyone can Shock absorber part arrangement its own console to realize the connection with be assigned to the rail vehicle or both shock absorber subassemblies can be connected to the rail vehicle via a shared console that will.

Due to the necessity to drive on the curves and thus the swivel Availability of the coupling head, these swiveling movements are also of the Shock absorber arrangements to be carried out. Therefore, the coupling with the  Coupling head and the associated rail vehicle over correspond de Means that allow a corresponding pivoting movement. In the simplest In this case, swivel joints are used. When storing several shock absorbers in A support frame can be designed as a rotating frame, which in turn a pivoting movement of the shock absorber arrangement via the articulated connection allowed.

The term shock absorber is always understood to mean a liquid damper or a hydraulic damping device in which vibrational energy is converted into thermal energy by the friction of a liquid. Such damping devices offer the advantage over pure friction dampers that the damping force also increases with increasing speed. The shock absorber can be designed as a so-called telescopic vibration damper, which in turn, for example, in a known manner

• a) monotube damper or
• b) Two-tube damper

depending on the procedure to be followed by which both the compensation the volume of the piston rod, which is always arranged on one side, as well as the dif limit volume is caused due to thermal expansion of the pressure medium, designed could be. These consist essentially of a cylinder / Piston unit, comprising at least one working cylinder, in each of which we at least one working piston, which is connected to the rail vehicle by means of a piston rod is connectable, can slide up and down. When running the shock absorber as Telescopic vibration damping device in the form of a two-tube damper is the Working cylinder surrounded by a second cylinder, which as a storage container for a pressure medium, preferably hydraulic oil, is used. When moving the liquid work and with narrow bores and / or valves the piston is then pressed through the holes and valves and he warms up. Vibration energy is thus converted into thermal energy. Other Designs are conceivable. For example, the cylinder / piston device comprise several working chambers, one according to the mode of operation The equipment is transferred from one working chamber to the other.

Any shock absorber can do it

• a) constantly or under a further, particularly advantageous aspect of invention
• b) only optionally if necessary with a pressure medium, especially hydraulic oil be charged.

In the former case, a telescopic vibration damping device without additional modification are used.

In the second case, however, means for optional control, in particular optional provision of the damping effect, are assigned to the cylinder / piston unit. In this case, the shock absorber is switched on or off with a certain damping force on the basis of a corresponding signal with regard to its effect if required. As a signal, for example

• a) one, the corresponding functional position "long" or "short" of the clutch at least indirectly characterizing size or
• b) use a position of the pedal that can be described by a storage spring be det.

If the damping force is not required, the shock absorber or the Pressure medium is not applied to the shock absorber. The high damping executives with a relatively small work capacity, which is in the spring is stored, can be controlled.

In terms of device, either each shock absorber or the entire one Shock absorber arrangement zuzu a corresponding equipment supply system arrange which one pass through the single cylinder / piston unit Shock absorber or the individual cylinder / piston units by providing a Bypass controls, d. H. the cylinder / piston unit when damping is not required bypass by force. The bypass line can do every single shock damper or a plurality of shock absorbers as shared Bypass line can be assigned. In this case, additional funds are in circulation to provide, which enable a corresponding equipment circulation, at for example in the form of valve devices or shut-off devices. In terms of There are a multitude of options for the specific implementation. In particular special the bypass solution offers the advantage that here with extremely low actuation high damping forces can be switched on and off and under another special aspect of the invention are controllable.

Another conceivable solution is the optional blocking of the inflow and outflow in progress.  

The solution according to the invention of the arrangement of a damping device between coupling head and the carriage assigned to the coupling head or The wagon of a rail vehicle is not based on a specific execution of the auto limited mechanical coupling. This can, for example, as in the beginning mentioned publications.

The disclosure content of these documents regarding the structure of the automati t's coupling is hereby fully included in the disclosure content of the present registration included.

The automatic train coupling exists, for example, next to the assemblies Coupling head, coupling arm consisting of a locking system and automatic changeover, at least one actuation system for the automatic changeover and the locking mechanism stem, a support device, from an air coupling for the main air line, one Mixed pull coupling and a mixed air coupling. This basic version can also be supplemented with other modules. As this assembly pen can, for example, the air coupling for the main air tank line and Electric clutch can be viewed. The locking system has the task of the profile of the two coupling heads to be coupled, each with a wagon are assigned to close and open the profile when uncoupling. In the the dome-ready position is the bolt of the bolt system usually in Coupling head pushed back to make room for the mixed pull coupling. The automatic changeover is used to set the "long" or "short". The shortening can be achieved by using a spacer between the Coupling head and the coupling arm can be realized. The concrete con structural design of the automatic train coupling with regard to the individual Functional groups are at the discretion of the responsible specialist. this applies also for the specific constructive design of the connection of the shock absorbers on Coupling head and the wagon or wagon to be coupled.

The solution according to the invention is explained below with reference to figures. In this the following is shown in detail:

Fig. 1a-1c illustrate, in a simplified schematic representation of an embodiment of the inventive embodiment of an automatic coupling for rail vehicles with a shock absorber assembly comprising two shock absorber sub-assemblies each having a shock absorber;

FIGS. 2a-2c illustrate, in a simplified schematic representation of an embodiment of the inventive embodiment of an automatic coupling for rail vehicles with a shock absorber assembly comprising two shock absorber sub-assemblies each having a plurality of shock absorbers;

FIGS. 3a-3b illustrate by way of example in a simplified schematic representation of two possibilities of assigning resources for selective deployment of the damping effect;

Fig. 4a-4d illustrates in a schematically simplified representation an example of a possible embodiment of an automatic train coupling, which is suitable for the inventive configuration with a damping arrangement ge, in three functional positions;

Fig. 5 illustrates in a schematic simplified representation of an inventive design of an automatic clutch for rail vehicles with an asymmetrical shock absorber arrangement, comprising only one shock absorber part arrangement.

Figs. 1a to 1c illustrate, in a simplified schematic representation of an embodiment of the configuration of an automatic coupling for rail vehicles according to the invention, in particular an automatic traction coupling 1, including a shock absorber assembly comprising at least one device for damping vibrations 2 and 2.2, respectively in three views. The Fig. 1a a illustrates at Be trachtung the automatic train coupling system 1 in the installation position in a rail drive-generating or wagon 3 is a view to this in the direction of the theoretical Verbin dung axis A _Vtheoretisch for the coupling between two mutually pelnden to LAD rail vehicles or wagons 3. The wagon 3 is shown only indicated. In Figs. 1b and 1c, the views from the right and above, according to the Fig. 1a are each shown. In Figs. 1A to 1C, only the essential elements of the automatic train coupling system 1 to be reproduced at Ver deutlichung the inventive solution for simplicity. This includes a coupling head 4 , which is provided with a coupling profile 5 and centering surfaces 6 . When moving together two such designed hitch be heads 4 , each of which is a witness of the rail vehicles to be connected, in particular wagons assigned, these are merged by their respective centering surfaces 6 so that their longitudinal axes A _LK , which are in a position on the rail vehicle with the wagon axis A _{W are} identical, aligned. The front contour of the coupling head 4 is usually claw-shaped. To realize the mechanical connection between two rail vehicles or wagons 3 , the two heads 4 interlock with each other and are secured in this position by a Riegelsy system, not shown here in detail, which opens when coupling, closing or uncoupling the coupling profile. A coupling arm 10 is provided for transmitting the tensile forces from the coupling head 4 via a hinge pin 8 to a tension spring 9 . This is not shown in detail here, but is only indicated with regard to its position by the dash-dotted line. On this, the coupling head 4 is slidably mounted ver. 1c so-called pre-compression springs 11 , here in detail 11.1 and 11.2 , which always press the coupling head 4 into a "long" position, which corresponds to the position ready for coupling, can be seen in FIG. 1c. These are designed as Druckfe countries and transmit the pushing and weight force from the coupling head via a centering arm to the chassis of the vehicle. To set the positions "long" or "short" an automatic changeover, not shown in this figure, is provided. With regard to a possible design in detail, reference is made to the position in FIG. 4. The arrangement of the pre-compression springs, here the pre-compression springs 11.1 and 11.2 takes place symmetrically to the wagon axis A _W , which coincides with the longitudinal axis of the coupling head 4 A _LK . The pre-compression springs 11.1 and 11.2 are supported on a support device 12 which is connected to the rail vehicle or the wagon 3 . The support device 12 has in addition to wearing the coupling head 4 the task of pushing it forward with a defined force and automatically returning it to the central position after a deflection. Furthermore, the possible deflection angle of the automatic coupling 1 with respect to the wagon axis A _W or the theoretical connecting _axis when coupling two rail vehicles or wagons 3 A _V is _{theoretically} represented by a double arrow.

According to the invention, the automatic train coupling 1 is at least one device for damping vibrations, in particular a shock absorber arrangement 2 for compensating the axial play and / or tolerances and / or the wear in the connection between the automatic train coupling 1 and the rail vehicle or wagon 3 and / or the individual elements assigned to the automatic pull coupling 1 and the distance between the side buffers (not shown in FIG. 1) and the bolts. The shock absorber arrangement 2 comprises two shock absorbers 2.1 and 2.2 in the case shown. The shock absorbers are devices for damping mechanical vibrations. These can be executed differently. As a rule, however, hydraulic shock absorbers are used. In these, the vibrational energy is converted into heat by the friction of a liquid. The shock absorbers 2.1 and 2.2 are preferably designed as so-called telescopic vibration dampers. These telescopic vibration dampers can be designed, for example, as 2-tube dampers or 1-tube dampers. These essentially consist of a working cylinder 13 , here the working cylinders 13.1 and 13.2 , in each of which a working piston 14.1 or 14.2 , which is connected to the rail vehicle or wagon 3 via a piston rod 15.1 or 15.2, not shown here in detail, can slide up and down.

According to the invention, the shock absorber arrangement 2 , in particular the shock absorbers 2.1 , 2.2 , is connected to the coupling head 4 and is supported at least indirectly on the rail vehicle or the wagon 3 . The support on the rail vehicle or wagon 3 is usually carried out on the front edge 16 of the Wag gonbohle 17th Since the coupling head 4 can experience deflections in accordance with the inscribed double arrows, and for this purpose is rotatably supported by a hinge pin 8 , the shock absorber arrangement 2 , in particular the shock absorbers 2.1 and 2.2 , are assigned means, which likewise deflect the individual shock absorbers in a corresponding manner Allow wise. In the simplest case, the means comprise swivel joints which enable the coupling between coupling head 4 and shock absorber arrangement 2 or shock absorber arrangement 2 and rail vehicle or wagon 3 . These swivel joints are designated here for the shock absorber 2.1 with 20.1 a, 20.1 b and for the shock absorber 2.2 with 20.2 a and 20.2 b. The swivel joints of a shock absorber 2.1 or 2.2 or a shock absorber arrangement 2.1 or 2.2 or the entire shock absorber arrangement 2 can via a so-called rotating frame 19 , here 19.1 and 19.2 , each of which has a console 21 , here 21.1 or 21.2 , with the rail vehicle or Wagon 3 , in particular the front edge 16 of the wagon beam 17 , may be connected. Another possibility is to also store the individual rotating frames 19.1 and 19.2 in a shared frame.

In order to achieve a uniform reduction of the vibrations due to tolerances in the connection between the rail vehicle or wagon 3 and the automatic train coupling 1 and the individual elements of the automatic train coupling 1 , the individual shock absorbers 2.1 and 2.2 are assigned symmetrically to the wagon axis A _W and thus symmetrical to the longitudinal axis A _{LK of} the coupling head 4 . In all viewing levels, a coaxial construction of the form springs 11.1 and 11.2 and the shock absorbers 2.1 , 2.2 , in particular the working cylinders 13.1 , 13.2 , is favored to one another.

If only two shock absorbers 2.1 and 2.2 are provided, the arrangement according to FIGS. 1a and 1b takes place in a plane which can be described by the axis of the coupling arm A _KA and a perpendicular to the latter, which, viewed in the installed position, is determined by the horizontal direction.

In versions of the shock absorbers 2.1 and 2.2 as a telescopic vibration damping device in the form of a 2-tube damper, the working cylinder 13.1 or 13.2 is surrounded by a second cylinder 22.1 or 22.2 , which serves as a reservoir for a pressure medium, preferably hydraulic oil. When the surrounded by the liquid and provided with narrow bores and valves Ar beitskolben 14.1 , 14.2 , the liquid is then pressed through the holes and valves and heats up. The heat is released to the outside.

The shock absorbers 2.1 and 2.2 can be constantly pressurized with hydraulic fluid, especially hydraulic oil. However, it is also conceivable, as shown in FIG. 3a using an embodiment according to FIG. 1 only for a shock absorber 2.31 , to provide means 23 for control, in particular optional provision of the damping effect. In this case, the shock absorber 2.31 with a certain damping force, for example due to a corresponding position of the clutch - "long" or "short" - switched on in terms of its effect. If the damping force is not required, the shock absorbers 2.31 and not shown here 2.32 are not pressurized. For this purpose, the means 23 preferably comprise a pressure medium circuit 46 , which can be designed as an open or closed circuit and has at least one inlet 47 to the shock absorber 2.31 and an outlet 48 , a bypass line 24 , a valve device 25 , or in a further embodiment Shut-off device. Both options can be used alternatively or in combination. In the event that the damping force is not required, the pressure medium is conducted in the bypass line 24 with the valve device 25 open, ie the cylinder / piston device of the shock absorber 2.31 formed from the working cylinder 13 and piston 14 is not pressurized. To implement a damping effect, the bypass line 24 is blocked so that the pressure medium strikes the cylinder / piston unit of the shock absorber 2.31 . Such means 23 are preferably assigned to each shock absorber 2.31 of the shock absorber arrangement 2 . The high damping forces can be controlled with a relatively small working capacity, which is stored in the storage spring.

Fig. 3b alternatively illustrates a possibility of joint control of the shock absorbers 2.31 a and 2.31 b of a shock absorber subassembly 2.31 of the shock absorber arrangement 2.3 , the means 23 here having a shut-off device 26 in the process 48.31 or 48.32 . The pressure medium circuit 46 is designed in this case as an open circuit. In order to fill the shock absorbers 2.31 a and 2.31 b, at least one operating medium feed pump 49 is required. Both shock absorbers 2.31 a and 2.31 b are fed via a common pressure medium supply system 46 ge. In the event that the damping force is not required, no pressure medium is promoted and the shut-off device 26 is open. The pressure medium flows out of the shock absorbers 2.31 a and 2.31 b. To implement a damping effect, the shut-off device 26 is blocked and the operating medium feed pump 49 is put into operation, so that the pressure medium acts on the cylinder / piston units of the shock absorbers 2.31 a and 2.31 b. It is also conceivable for the pressure medium supply system 46 to be jointly assigned to two shock absorber part arrangements 2.31 and not shown here 2.32 . The version with shut-off device 26 is also transferable to a shock absorber.

When the means for optionally providing the damping effect 23 with a shut-off device 26 , as already explained in FIG. 3b, the shut-off device 26 is located in a drain line 48 , preferably two shut-off devices 26.31 and 26.32 are provided, each in the drain lines 48.31 and 48.32 of the cylinder / piston devices of the shock absorbers 2.31 and 2.32 are arranged so that the pressure medium is pressed into the working space of the cylinder / piston device when it is blocked and the pistons 14.31 and 14.32 are acted upon. However, it is also conceivable to provide a shut-off device in the bypass line when executing a pressure medium supply system with a bypass line, the bypass line being blocked by the shut-off device in the event of a desired damping effect.

In an embodiment according to FIG. 1, the compression springs 11.1 and 11.2 of the automatic pull coupling 1 always press the coupling head 4 into the "long" position, which corresponds to the position ready for coupling, on the one hand if the damping effect is not provided, ie the shock absorber is virtually switched off , and also in versions with shut-off valve 26 , if this is still in the closed or locked position with a slow pre-pressure movement, since the amount of damping force can be adjusted by the speed of movement in the carriage axis. For example, the path between the individual positions of the coupling head 4 - position "long" and position "short" - can be damped by an increased damping force in addition to play. The path between the positions can be 60 mm, for example, and the increased damping force can dampen 20 tons, for example.

During the coupling process in the "long" position, the pre-tensioning force of the pre-tensioned pre-compression springs 11.1 and 11.2 is approx. 3000 N to 5000 N, so that smooth coupling is possible even in tight arcs. The higher damping forces that would interfere with the coupling process act in the functional position of the coupling head 4 relative to the coupling arm 10 "short" to the end of the axial play.

FIGS. 2a to 2c illustrate, in a schematically simplified representation based on an automatic traction coupling 1.2 a further possibility of the inventive SEN configuration with a shock absorber assembly 22 comprising at least one device for damping vibrations 2.2. In this case, the shock absorber arrangement comprises two shock absorber subassemblies 2.21 and 2.22 , which have at least two shock absorbers or damping cylinders 2.21 a, 2.21 b and 2.22 a, 2.22 b. The arrangement of the shock absorber part arrangements 2.21 and 2.22 takes place symmetrically to the wagon axis A _W or to the longitudinal axis of the coupling heads A _LK . The rest of the basic structure of the automatic clutch 1.2 corresponds to that described in FIG. 1, which is why the same reference characters are used for the same elements. Here too, the arrangement of the shock absorber parts 2.21 and 2.22 takes place coaxially with the form springs 11.21 and 11.22 or the wagon axis A _W , which corresponds to the longitudinal axis of the coupling heads A _LK . In a shock absorber part arrangement 2.21 or 2.22 , the individual damping cylinders 2.21 a, 2.21 b or 2.22 a, 2.22 b in the installed position in the vertical direction according to FIG. 2b viewed in a common plane E may be arranged. This represents a preferred embodiment, since this is the easiest to implement with regard to the bearings to be provided. However, shock absorber subassemblies 2.21 and 2.22 are also conceivable, in which the individual damping cylinders are arranged in vertical positions offset from one another in the installed position.

In the possibility shown in FIG. 2, in particular FIG. 2c, the connection of the shock absorber subassemblies 2.21 and 2.22 takes place via a single bracket 21.2 together at the center of the joint. The shock absorbers 2.21 and 2.22 are thus supported via a shared bracket 21.2 up to the center of the joint between the coupling arm 10 and the tension spring 9 . For this purpose, the individual damping cylinders of the shock absorber arrangements 2.21 and 2.22 are preferably mounted on both sides in a frame 27 , which is preferably also designed as a rotating frame. It would also be conceivable to perform the connection, not shown here, of the individual damping cylinders 2.21 a, 2.21 b or 2.22 a, 2.22 b on the coupling head 4.2 and the console 21.2 independently of one another, in this case, however, the corresponding installation space required on the coupling head 4 must be taken into account and additional lanyards designed.

Different solutions can be provided to act upon the damping cylinder with pressure medium when the desired choice of providing the damping effect. It is possible to assign each of the damping cylinders 2.21 a, 2.21 b or 2.22 a, 2.22 b its own operating or pressure medium supply system to each, for example, a separate bypass line with corresponding control options. However, it is also conceivable to assign a common system to the damping cylinders of a shock absorber subassembly 2.21 or 2.22 , the systems of both shock absorber subassemblies 2.21 or 2.22 working independently of one another. A third possibility is to assign a jointly usable operating or pressure medium supply system with corresponding means for optionally providing the damping effect to both shock absorber subassemblies 2.21 and 2.22 . The means are generally also control devices which influence the inflow or outflow to the individual working cylinders 13 . The design with the least control engineering effort is characterized in that both shock damper subassemblies 2.21 and 2.22 use the same means for optional provision of the damping effect. The control of the means for optional provision of the damping effect takes place depending on the functional positions to be achieved. In particular, a corresponding control can be achieved, for example, by a purely mechanical coupling between an element which assumes a corresponding position in the “long” functional position and the means for optionally providing the damping effect 23 , in particular, for example, the actuating device of a valve device 25 . The mechanical coupling then inevitably results in a corresponding actuation of the valve device 25 .

FIGS. 4a-4c illustrate the basis of three functional positions of a possible embodiment of an automatic traction coupling, which may be according to the invention equipped with a shock absorber assembly. The automatic train coupling is designated 1.4 . The basic structure corresponds to that shown schematically in FIGS. 1 and 2, which is why the same reference signs are used for the same elements. In addition, the page buffers 45 are also indicated. The automatic train coupling 1.4 assigned to a rail vehicle, in particular wagon 3 , in addition to the assemblies coupling head 4.4 , coupling arm 10.4, consists of a locking system 7.4 and an automatic changeover 28 , at least one actuation system 29 for the automatic changeover 28 and the locking system 7.4 and a supporting device 12.4 . In addition, an air coupling for the main air line and, as shown in Fig. 4d for the coupling head 4.4 for simplicity reasons without the systems already mentioned, a mixed pull coupling 31 can be seen before. This basic version can also be supplemented by other modules. For example, an air clutch for the main air tank line and an electric clutch can be viewed as these components.

The locking system 7.4 has the task of closing the profile of the two coupling heads 4.41 and 4.42 to be coupled together, each of which is assigned to a wagon 3.41 , and to open the profile when uncoupling. This comprises a bolt 35 , a latch pawl 37 with a stop C, a pawl spring 30 and egg NEN locking lever 41 , which acts on the bolt 35 . In the dome-ready position of FIG. 4a is 35 of the latch system 7.4 usually in the lung Kupp head pushed back 4.4, coupling to make room for the not shown here Gemischtzug to provide the bolt. During the coupling process, the bolt 35 is then pushed forward. The coupling center, ie the coupling head 4.4 is located in front of the side buffer level E. The position ready for coupling is determined by an arrangement of coupling head 4.4 and hinge pin 8.4 to each other, which can be changed by a relative movement between coupling head 4.4 and coupling arm 10.4 and describes a first limit position . The spacer 36 of the automatic changeover 28 has not fallen in this position, the bolt 35 has been pushed back to its rear position and a bolt pawl 37 coupled to it is pushed up by a pedal 38 . During the coupling process, the claw of the mating clutch, not shown in this figure, ie the coupling profile 5 of the coupling head 4 of the mating clutch, presses the pedal 38 , and clamps a storage spring 39 and an intermediate spring 40 . The storage spring 39 is supported on the coupling head 4.4 and the pedal 38 , which is rotatably supported on the coupling head 4.4 . The intermediate spring 40 is arranged between bolt system 7.4 and pedal 38 . This acts on the locking lever 41 , which then presses the locking bar 35 in the direction of the connecting axis up to the coupling profile 5.4 . Another forward of the bolt 35 is not possible, since this is opposed by the small claw of the mating coupling introduced. The latch pawl 37 is brought up to the stop C and cannot fall into place. A slider 42 is released by the pivoting locking lever 41 and retightened by a return spring 43 . The pin of the spacer 36 makes an idle in the slide gate 44th In the coupled state in the functional position "long" as shown in FIG. 4b are then pre-presses the two latches 35 of the clutch 1.4 and 35.2 of the counter-coupling 1:42 entirely in the profile of 5.4 and 5:42, the locking pawl 37 is inserted before the stop C falls and the latch 35 is secured. The return spring 43 pulls on the slide 42 and presses on the spacer 36 via a pin D. This cannot occur because it is blocked by the contact point E on the coupling arm 10.4 . For reasons of simplification, the individual elements are only shown for the automatic train coupling 1.4 . The complementary coupling 1.42 works in the same way.

The automatic changeover 28 serves to set the functional positions "long" or "short". The shortening is realized by the spacer 36 , which falls between the coupling head 4.4 and the coupling arm 10.4 . Other possibilities are conceivable. The functional sequence can be described as follows:
When the vehicles 3.41 or 3.42 are pressed on, the coupling head 4.4 or 4.42 is pressed back onto the coupling arm 10.4 or not shown here 10.42 and opens the space for the spacer 36 or 36.2 . It can come up now. Since the automatic train coupling 1.4 or 1.42 is brought into the "short" functional position, as shown in FIG. 4c.

For unlocking the spacer is drawn out 36 and 36.2 on the pin D on the actuator. 39 When moving on the actuating device 29 usually up to the stop in the slide link 44 , the bolt 35 or 35.2 is withdrawn from the profile. This is done in that the contact point F of the slide 42 pivots the locking lever 41 over the contact point G by H, thereby lifting the locking pawl 37 and pulling back the locking bar 35 or 35.2 via the pin K. The latch pawl 37 or 37.2 hooks behind the stroke C and secures the latch 35 against unintentional recoupling.

After releasing the actuation, the slide 42 is advanced by the return spring 43 and the locking lever 41 by the intermediate spring 40 up to the pin B, which would complete the unlocking. To separate the vehicles, the support 12.4 then presses the automatic pull coupling 1.4 back into the "long" function position, as shown in FIG. 4b. The coupling profiles remain fully engaged until the "long" functional position is reached. When moving further apart, the coupling heads 4.4 and 4.42 separate and the storage spring 39 relaxes and presses the pedal 38 into the forward position. The pedal 38 unhooks the latch pawl 37 . To separate the coupling heads 4.4 and 4.42 , the pedal of the second or counter clutch is also pressed forward by the storage spring there. It is pulled out via the locking lever and the slide via the spacer and the locking lever 35.2 is pushed back by the locking lever after the locking lever has lifted the locking pawl. The coupling head 4.42 is advanced into the long position by the support. Unintentional re-coupling is no longer possible because the couplings are already separated too far. After complete separation, the pedal then continues to turn and presses the latch pawl 37 or 37.2 and the latch 35 or 35.2 back. Both clutches are then in the dome-ready position again.

To actuate the automatic changeover 28 or 28.2 and the locking system 7.4 or 7.42 from the vehicle side, a corresponding actuation system 29 is provided. This essentially fulfills the functions of unlocking, long position of the coupling, for example when driving through narrow curves, and holding in the butt position, ie when coupling is no longer possible. To disconnect the vehicles, it is sufficient to unlock only one of the two clutches. The actuation handle is always on the same side of the vehicle, so that there is the possibility at each coupling point to operate the actuation from both sides of the train. The support devices of the two automatic clutches 1.4 and 1.42 , which can be brought into engagement with one another, have the task of carrying the coupling head 4.4 or 4.42 , pushing it forward with a defined force and automatically guiding it back into its central position after a deflection. For this purpose, in a preferred embodiment, at least two compression springs arranged laterally under the coupling head 4.4 or 4.42 are provided in the form of the pre-pressure springs, which transmit the pushing and weight force from the coupling head 4.4 or 4.42 via the coupling arm to the chassis of the vehicle.

Since rail vehicles are usually not only mechanically coupled to each other, but also corresponding additional couplings between the individual wagons to be connected to each other must be provided, the automatic train couplings 1 and 1.4 are cable couplings from air duct couplings and / or electrical couplings assigned, which but are not shown in detail in the figures. The air couplings are arranged on the coupling head 4.4 below the longitudinal axis of the coupling and are in the starting position with the sealing surface in front of the coupling center. This includes, for example, an air tube with a sealing ring and concentrically arranged Grei fer, which get caught in the coupled state and ensure tightness under negative and positive pressure. When coupling itself, the air couplings are pushed back until the grippers have centered. Then a pre-pressure spring pushes the air pipe forward with the grippers. When uncoupling, the coupling profiles initially move transversely to the coupling axis. The opening contours of the coupling heads hit the air coupling grippers and unhook them. The rear of the air coupling is usually designed so that it can also be connected to a half-shell coupling used.

The element shown in Fig. 4d mixed pull coupling 31 consists in wesent union of a hand lever 32 , which is mounted together with a crank 33 on the coupling head 4.4 , a handlebar 34 , the gela in a point B on the crank 33 and in the point C is connected to a tension bracket 50 and a dead center spring 51 and a return spring 52 . In the uncoupled state, the pull bracket 50 of the mixed pull coupling 31 lies behind the profile 5.4 of the automatic pull coupling 1.4 . The mixed train coupling represents a second further coupling system which is integrated in the automatic train coupling 1.4 in order to also couple cars with an equipped screw coupling system during a transition period. For coupling with the conventional screw coupling, the hand lever 32 is turned up and takes the crank 33 and the link 34 with it via the contact points D and E. At the same time, the pulling bracket 50 is pushed out of the coupling head 4.4 by the link 34 , the pivot point of which can pivot against the long position stop, and can be inserted into the pulling hook of the counter carriage. For short coupling, the hand lever 32 is reset, which creates the possibility of pivoting the crank 33 back. This rotation takes place when the vehicles are pressed on. The return spring 52 pulls the drawbar 50 back, the pivot point of the crank 33 being pivoted via the link 32 . The handlebar end is shifted on its curve and the Zugbü gelende falls behind the short position stop. For uncoupling and driving through narrow bends, the mixed train coupling must then be brought into the "long" position. To do this, the hand lever is manually turned up to the long position.

It is secured in this position by the dead center spring. This is awesome head of the drawbar over the crank and the handlebar from the short position in the Long position pressed.

The embodiment of the automatic pull coupling shown in FIG. 4 represents a possible variant which can be combined with a shock absorber arrangement according to the invention. Other versions of the automatic train couplings are also conceivable and are at the discretion of the responsible specialist.

Fig. 5 illustrates in a schematically highly simplified representation of an embodiment of an automatic clutch for rail vehicles with a shock absorber feranordnung in the form of a liquid damper arrangement, comprising at least one shock absorber 2.5 . The shock absorber 2.5 is connected to the coupling head 4.5 and at least indirectly to the rail vehicle 4.5 associated with the coupling head. To ensure the operation, however, a corresponding support device, here designated 53 , is provided. The Abstützvor direction 53 includes a, in the frame unit 54 mounted Zentriervorrich device 55 with a centering arm 56 and means for transmitting at least the pressure and / or weight forces of the coupling head 4.5 via the centering arm 56 on the chassis of the rail vehicle. The means for transmission have little least a tension spring device, which is supported at least indirectly on the coupling head 4.5 and the centering arm 56 , and in each case a pivot bearing arrangement between the coupling head 4.5 and centering arm 56 and chassis of the vehicle. The compression spring device is arranged eccentrically in the installed position in a view from above with respect to the center axis A _{M of} the coupling head. The power transmission takes place essentially on these elements via the pivot bearing arrangements, which allow the centering arm 56 to move relative to the coupling head 4.5 by at least two axes, a horizontal axis and a vertical axis, when viewed in the installed position. The compression spring device of the required supporting device 53 is preferably assigned to the coupling head 4.5 in an area which is limited by the theoretical connection axis of the rail vehicles to be coupled, viewed in the installation position, in the horizontal direction and a side buffer which is assigned to the coupling head on the side which is directed away from the coupling head of the automatic train coupling to be coupled. The support device, in particular the compression spring device, is viewed in the installed position in the horizontal direction, based on the center axis A _{M of} the coupling head below this and viewed in the horizontal direction preferably completely in an area which is defined by the center axis of the coupling head 4.5 and the symmetry line of the Rail vehicle bounded on the side buffer arranged on the side of the coupling head facing away from the automatic train coupling to be coupled, the area below the central axis being essentially free of that in components of the support device.

Reference list

1

,

1.2

,

1.4

automatic coupling

2nd

,

2.3

Device for damping vibrations, shock absorber arrangement

2.1

,

2.2

,

2.21

;

2nd

.22

,

2.31

Shock absorber part arrangement

2.1

,

2.2

,

2.21

a,

2.21

b

2.22

a,

2.22

b

2.31

a,

2.32

b

2.5

Shock absorber

3rd

,

3.4

Rail vehicle or wagon

4th

,

4.4

,

4.42

Coupling head

4.5

,

5

,

5.4

,

5.42

Coupling profile

6

Centering surfaces

7

,

7.4

Bolt system

8th

,

8.4

Hinge pin

9

Tension spring

10th

,

10.4

,

10.42

Clutch arm

11

,

11.1

,

11.2

Form springs

12th

,

12.4

Support device

13.1

,

13.2

Working cylinder

14.1

,

14.2

,

14.31

,

14.32

piston

15.1

,

15.2

Piston rod

16

Front edge of wagon plank

17th

Waggonbohlen

18th

Means for realizing a deflection of the shock absorber assembly

19th

,

19.1

,

19.2

Rotating frame

20.1

a,

20.2

a,

20.1

b

20.2

b swivel joints

21

,

21.1

,

21.2

console

22

a,

22

b second cylinder

23

Means for optional provision of the damping effect

24th

Bypass line

25th

Valve device

26

Shut-off device

27

frame

28

Automatic changeover

29

Actuating system for automatic changeover and locking system

30th

Pawl spring

31

Mixed pull coupling

32

Hand lever

33

crank

34

Handlebars

35

bars

36

Spacer

37

Latch pawl

38

pedal

39

Spring

40

Intermediate spring

41

Latch lever

42

Slider

43

Return spring

44

Sliding gate

45

Page buffer

46

Pressure medium circuit

47

,

47.31

,

47.32

Intake

48

,

48.31

,

48.32

procedure

49

Operating fluid feed pump

50

Drawbar

51

Dead center spring

52

Return spring

53

Support device

54

Frame unit

55

Centering device

56

Centering arm

Claims (18)

1. Automatic coupling for rail vehicles, especially automatic train coupling

• 1.1.1. with a, via a coupling arm ( 10 , 10.4 ) on a tension spring ( 9 ) on a rail vehicle ( 3 , 3.4 , 3.42 ) articulated and opposite the coupling arm ( 10 , 10.4 ) in the installed position in the direction of the theoretical connection axis A _Vtheoretical between the sliding coupling head ( 4 , 4.4 , 4.42 ), which is to be seen as a witness to the rail vehicle to be coupled; characterized by the following features:
• 2. 1.2 with a shock absorber arrangement in the form of a liquid damper arrangement ( 2 , 2.3 ), comprising at least one shock absorber ( 2.1 , 2.2 , 2.21 a, 2.21 b, 2.22 a, 2.22 b, 2.31 , 2.31 a, 2.31 b);
• 3. 1.3 the shock absorber ( 2.1 , 2.2 , 2.21 a, 2.21 b, 2.22 a, 2.22 b, 2.31 , 2.31 a, 2.31 b) is with the coupling head ( 4 , 4.4 , 4.42 ) and at least indirectly with the coupling head ( 4 , 4.2 , 4.42 ) associated rail vehicle ( 3 , 3.4 , 3.42 ) connected.

2. Automatic train coupling according to claim 1, characterized in that the individual shock absorber ( 2.1 , 2.2 , 2.21 a, 2.21 b, 2.22 a, 2.22 b, 2.31 , 2.31 a, 2.31 b) is designed as a telescopic damper. 3. Automatic train coupling according to claim 1 or 2, characterized by the following features:

• 1. 3.1 the shock absorber arrangement ( 2 , 2.3 ) has at least two shock absorber part arrangements ( 2.1 , 2.2 , 2.21 , 2.22 , 2.31 , 2.32 ), each comprising at least one shock absorber ( 2.1 , 2.2 , 2.21 a, 2.21 b, 2.22 a, 2.22 b , 2.31 , 2.31 a, 2.31 b) on;
• 2. 3.2 the shock absorber part arrangements ( 2.1 , 2.2 , 2.21 , 2.22 , 2.31 , 2.32 ) are designed symmetrically to each other and in the installed position with respect to the theoretical connection _axis A _{V theoretically} between the rail vehicles to be coupled with each other, viewed symmetrically on both sides to the coupling head ( 4 , 4.4 , 4.42 ), in particular to the longitudinal axis A _{LK of} the coupling head ( 4 , 4.4 , 4.42 ).

4. Automatic pull coupling according to one of claims 1 to 3, characterized in that the shock absorber arrangement ( 2 , 2.3 ) a plurality of shock absorbers ( 2.1 , 2.2 , 2.21 a, 2.21 b, 2.22 a, 2.22 b, 2.31 , 2.31 a, 2.31 b) has. 5. Automatic train coupling according to one of claims 1 to 4, characterized by the following features:

• 1. 5.1 with a support device ( 12 ) comprising at least two pre-compression springs ( 11.1 , 11.2 ) for acting on the coupling head ( 4 , 4.4 , 4.42 ) with a defined force and automatically returning the coupling head ( 4 , 4.4 , 4.42 ) after a deflection in its middle position;
• 2. 5.2 the pre-compression springs ( 11.1 , 11.2 ) are arranged on both sides of the coupling head ( 4 , 4.4 , 4.42 );
• 3. 5.3 the shock absorbers ( 2.1 , 2.2 , 2.21 a, 2.21 b, 2.22 a, 2.22 b, 2.31 , 2.31 a, 2.31 b) are each arranged parallel to the parallel guide coupling head and axle ( 11.1 , 11.2 ).

6. Automatic pull coupling according to one of claims 1 to 5, characterized in that each individual shock absorber ( 2.1 , 2.2 , 2.21 a, 2.21 b, 2.22 a, 2.22 b, 2.31 , 2.31 a, 2.31 b) at least indirectly via a swivel joint ( 20.1 a, 20.2 a, 20.1 b, 20.2 b) on the coupling head ( 4 , 4.4 , 4.42 ) and / or the rail vehicle ( 3 , 3.4 , 3.42 ) is articulated. 7. Automatic train coupling according to claim 6, characterized in that when executing the shock absorber arrangement ( 2 , 2.3 ) with two shock absorber assembly arrangements ( 2.1 , 2.2 , 2.21 , 2.22 , 2.31 , 2.32 ) with several shock absorbers ( 2.1 , 2.2 , 2.21 a, 2.21 b, 2.22 a, 2.22 b, 2.31 , 2.31 a, 2.31 b) these are mounted in a rotating frame ( 19 ) at least on the rail vehicle side. 8. Automatic train coupling system according to one of claims 6 or 7, characterized denotes ge that, upon execution of the shock absorber assembly (2, 2.3) with two shock absorber sub-assemblies (2.1, 2.2, 2.21, 2.22, 2.31, 2.32) the shock absorber sub-assemblies (2.1, 2.2 2.21 , 2.22 , 2.31 , 2.32 ) is assigned a bracket ( 21 , 21.1 , 21.2 ) that can be attached to the rail vehicle ( 3 , 3.4 , 3.42 ) and the linkage to the bracket ( 21 , 21.1 , 21.2 ) takes place. 9. Automatic pull coupling according to one of claims 6 or 7, characterized in that when the shock absorber arrangement ( 2 , 2.3 ) is designed with two shock absorber part arrangements ( 2.1 , 2.2 , 2.21 , 2.22 , 2.31 , 2.32 ), two shock absorber part arrangements ( 2.1 , 2.2 , 2.21 , 2.22 , 2.31 , 2.32 ) is assigned a common bracket ( 21 ) which can be fastened to the rail vehicle and the linkage to the bracket ( 21 ) takes place. 10. Automatic train coupling according to one of claims 1 or 2, characterized by the following features:

• 1. 10.1 a shock absorber ( 2.5 ) is provided, which is connected to the coupling head and at least indirectly to the coupling head ( 4.5 ) associated rail vehicle;
• 2. 10.2 with a support device ( 53 ) comprising a frame unit ( 54 ) that can be coupled to the rail vehicle ( 3 ) and a centering device ( 55 ) stored in the frame unit ( 54 ), comprising a centering arm ( 56 );
• 3. 10.3 with a compression spring device for transmitting at least the pressure and / or weight forces of the coupling head ( 4.5 ) via the centering arm ( 56 ) to the chassis of the rail vehicle;
• 4. 10.4 the compression spring device is in the installed position in a view from above, based on the central axis (A _M ) of the coupling head, arranged eccentrically.

11. Automatic train coupling according to one of claims 1 to 10, characterized in that the shock absorber arrangement ( 2 , 2.3 ) are assigned means for optionally providing the damping effect ( 23 ). 12. Automatic train coupling according to claim 11, characterized by the following features:

• 1. 12.1 the means ( 23 ) comprise at least one pressure medium supply system ( 46 ) assigned to the shock absorber arrangement ( 2 , 2.3 );
• 2. 12.2 the pressure medium supply system ( 46 ) comprises at least one inlet ( 47 ) and one outlet ( 48 ) for the individual shock absorber ( 2.1 , 2.2 , 2.21 a, 2.21 b, 2.22 a, 2.22 b, 2.31 , 2.31 a, 2.31 b) and Means for optionally applying pressure to the shock absorbers ( 2.1 , 2.2 , 2.21 a, 2.21 b, 2.22 a, 2.22 b, 2.31 , 2.31 a, 2.31 b).

13. Automatic train coupling according to claim 12, characterized in that the means for optionally acting on the shock absorber ( 2.1 , 2.2 , 2.21 a, 2.21 b, 2.22 a, 2.22 b, 2.31 , 2.31 a, 2.31 b) with a pressure medium, a bypass line ( 25 ) include. 14. Automatic train coupling according to claim 12, characterized by the following de features:

• 1. 14.1 the pressure medium supply system ( 46 ) is designed as an open circuit;
• 2. 14.2 the means for the optional loading of the shock absorbers ( 2.1 , 2.2 , 2.21 a, 2.21 b, 2.22 a, 2.22 b, 2.31 , 2.31 a, 2.31 b) include one, in the inflow ( 47 , 47.31 , 47.32 ) to the individual Shock absorbers ( 2.1 , 2.2 , 2.21 a, 2.21 b, 2.22 a, 2.22 b, 2.31 , 2.31 a, 2.31 b) arranged operating equipment feed pump ( 49 ) and a shut-off device ( 26 ) arranged in the outlet ( 48 , 48.31 , 48.32 ).

15. Automatic train coupling according to one of claims 11 to 14, characterized in that each shock absorber ( 2.1 , 2.2 , 2.21 a, 2.21 b, 2.22 a, 2.22 b, 2.31 , 2.31 a, 2.31 b) of the shock absorber arrangement ( 2 , 2.3 ) the means for optionally providing the damping effect ( 23 ) are assigned. 16. Automatic pull coupling according to one of claims 11 to 14, characterized in that the shock absorbers ( 2.1 , 2.2 , 2.21 a, 2.21 b, 2.22 a, 2.22 b, 2.31 , 2.31 a, 2.31 b) each shock absorber part arrangement of the shock absorber arrangement ( 2nd , 2.3 ) or the shock absorbers ( 2.1 , 2.2 , 2.21 a, 2.21 b, 2.22 a, 2.22 b, 2.31 , 2.31 a, 2.31 b) of the entire shock absorber arrangement ( 2 , 2.3 ) share the means for optionally providing the damping effect ( 23 ) assigned. 17. Automatic train coupling according to one of claims 1 to 16, characterized by the following features:

• 1. 17.1 with a locking system ( 7 , 7.4 ) for closing and opening the profiles ( 5 , 5.4 , 5.42 ) of the two coupling heads ( 4 , 4.4 , 4.42 ) to be coupled together, each of which is a rail vehicle ( 3 , 3.4 , 3.42 ), in particular Wag gon are assigned;
• 2. 17.2 an automatic changeover ( 28 ) for realizing two functional positions of the coupling arm ( 10 , 10.4 ) "long" or "short";
• 3. 17.3 with at least one actuation system ( 29 ) for the automatic changeover ( 28 ) and the locking system ( 7 , 7.4 ),
• 4. 17.4 an air coupling for the main air line,
• 5. 17.5 a mixed train coupling ( 31 ) and
• 6. 17.6 a mixed air clutch.

18. Automatic train coupling according to claim 17, characterized by the following features:

• 1. 18.1 with an air coupling for the main air tank line and
• 2. 18.2 with an electric clutch.