EP1070646B1 - Automatic coupling for rail vehicles, especially traction coupling - Google Patents

Description

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

The automatic couplings for rail vehicles act as coupling elements, which are used when forming the trains while traveling between the individual Vehicles, especially wagons, compressive and tensile forces as well as Transfer relative movements at the vehicle ends when cornering, cushion and dampen and absorb the relative movements to each other. Other conventional solutions use so-called side buffers for transmission, cushioning and damping of compressive 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 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 there is an increasing switch to automatic coupling for rail 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 bumpers can allow to keep the conversion 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 locking 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 is also a corresponding one Actuating system is assigned. The actuation systems for the automatic changeover and the locking system can be combined in one system become. In addition to realizing the coupling option with a conventional one Screw coupling system, a mixed pull coupling can be provided 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 couplings be equipped or supplemented from electric clutches. Regarding the kinematics of the individual elements of the clutch system can refer to the above Publications are referred to.

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 an automatic changeover, which the coupling head in two operating positions or functional positions can bring. 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 transitional period Coupling the screw coupling system is a mixed pull coupling as the second Coupling system integrated in the automatic train coupling. The automatic Train coupling itself according to the previously used embodiments transmits only tractive forces while maintaining today's divided traction devices be introduced into the vehicle chassis. The pressure forces will from the side buffers already present on the individual carriage. 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 switched into two different ones 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 position of the coupling head relative to the coupling arm, by means of which the coupling head is articulated on the car to be coupled, characterized. The functional positions are compared by a relative displacement of the coupling head the clutch arm of the automatic clutch. Located before coupling the coupling center is some distance away 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 position "long". 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 slope "short" one. Only after the wagons to be connected have been separated the clutch automatically advances to its "long" position.

A major disadvantage of the automatic towing couplings used hitherto is that the automatic coupling and its articulation on the car to be coupled are required for satisfactory operation, in particular the absorption and cushioning of pressure forces. Axial play, tolerances due to the production and wear on the individual elements of the automatic coupling device and the side buffers in the direction of the carriage axis can only be compensated for to a limited extent by the possible relative movements of the individual elements to one another and unsatisfactorily and lead to the introduction of high forces into the automatic coupling.

The invention is therefore based on the object of further developing an automatic coupling of the type mentioned at the beginning for rail vehicles, in particular an automatic train coupling, in such a way that the disadvantages mentioned are avoided. Specifically, a design is to be used which is insensitive to axial play, tolerances due to manufacture, assembly and wear in the individual connections between the individual coupling elements and the coupling-side buffer system in the carriage axis. The solution according to the invention is to be distinguished by a structurally simple structure.

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

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, in particular the tension spring is mechanically connectable, at least one damping device, 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 as well as the individual elements of the automatic train coupling arise, are damped in a simple and controllable manner.

The articulation of the damping device can be done directly on the coupling head 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 in the installed position 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 assigned symmetrically with respect to the theoretical connection _axis A _{V theoretically of} the rail vehicles to be coupled to the coupling, in particular 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 in each case a pivot bearing between the coupling head and centering arm and chassis of the vehicle. The compression spring device is in the installed position in a view from above, with respect to the center axis A _{M of} the coupling head, arranged off-center. The force transmission takes place essentially on these elements via swivel bearing arrangements, which enables movement of the centering arm relative to the coupling head about at least two axes, a horizontal axis and a vertical axis, when viewed in the installed position. However, the individual shock absorber part arrangements are preferably arranged coaxially with the pre-compression springs assigned to the coupling head and supporting them in the horizontal direction in the installed position. Such a design enables optimal use of the available space in a horizontal plane through the dome plane, since the arrangement of the shock absorber part arrangements on both sides of the coupling head takes place between the coupling head 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 a further aspect of the invention within each shock absorber assembly a plurality of shock absorbers are provided, which are connected in parallel are. 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 Placed 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 multiple shock absorbers are provided in a shock absorber part arrangement, it is preferred these are 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 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 rail vehicle can be executed 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 become.

Due to the necessity to drive on curves and thus the swiveling of the coupling head, these swiveling movements are also from the Shock absorber arrangements to be carried out. Therefore, the coupling with the Coupling head and the rail vehicle assigned to this via corresponding 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.

a) Einrohrdämpfer oder

b) Zweirohrdämpfer

in Abhängigkeit des anzuwendenden Verfahrens, durch das sowohl der Ausgleich des Volumens der stetig einseitig angeordneten Kolbenstange, als auch des Differenzvolumens infolge Wärmedehnung des Druckmittels bewirkt wird, ausgestaltet sein können. Diese bestehen jeweils im wesentlichen aus einer Zylinder/Kolbeneinheit, umfassend wenigstens einen Arbeitszylinder, in welchem jeweils wenigstens ein Arbeitskolben, der über eine Kolbenstange mit dem Schienenfahrzeug verbindbar ist, auf- und abgleiten kann. Bei der Ausführung des Stoßdämpfers als Teleskopschwingungsdämpfungsvorrichtung in Form eines Zweirohrdämpfers, ist der Arbeitszylinder von einem zweiten Zylinder umgeben, welcher als Vorratsbehälter für ein Druckmittel, vorzugsweise Hydrauliköl, dient. Bei Bewegung des von der Flüssigkeit umgebenen und mit engen Bohrungen und/oder Ventilen versehenen Arbeitskolbens wird dann die Flüssigkeit durch die Bohrungen und Ventile gedrückt und erwärmt sich. Schwingungsenergie wird somit in Wärmeenergie umgewandelt. Andere Ausführungen sind denkbar. Beispielsweise kann die Zylinder-/Kolbeneinrichtung mehrere Arbeitskammern umfassen, wobei entsprechend der Funktionsweise ein Übertritt des Betriebsmittels von einer Arbeitskammer in die andere erfolgt. 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 have the advantage over pure friction dampers that the damping force also increases with increasing speed. The shock absorbers can be designed as so-called telescopic vibration dampers, which in turn are known, for example, as

a) monotube damper or

b) Two-tube damper

depending on the method to be used, by means of which the volume of the piston rod, which is always arranged on one side, and the differential volume due to thermal expansion of the pressure medium can be equalized. These each consist essentially of a cylinder / piston unit, comprising at least one working cylinder, in which at least one working piston, which can be connected to the rail vehicle via a piston rod, can slide up and down. When the shock absorber is designed as a telescopic vibration damping device in the form of a two-tube damper, the working cylinder is surrounded by a second cylinder, which serves as a reservoir for a pressure medium, preferably hydraulic oil. When the working piston surrounded by the liquid and provided with narrow bores and / or valves is moved, the liquid is then pressed through the bores and valves and heats up. Vibration energy is thus converted into thermal energy. Other designs are possible. For example, the cylinder / piston device can comprise a plurality of working chambers, the operating medium being transferred from one working chamber to the other in accordance with the mode of operation.

According to the invention, the shock absorbers are only optionally available with a Pressure medium, especially hydraulic oil, applied.

a) eine, die entsprechende Funktionsstellung "lang" oder "kurz" der Kupplung wenigstens mittelbar charakterisierende Größe oder

b) eine, durch eine Speicherfeder beschreibbare Stellung des Pedales verwendet werden.

In this 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 necessary. As a signal, for example

a) a size that characterizes the corresponding functional position "long" or "short" of the clutch at least indirectly or

b) a position of the pedal which can be described by a storage spring can be used.

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

In terms of device, either each shock absorber or the whole To assign a shock absorber arrangement to a corresponding equipment supply system, which is a pass through the single cylinder / piston unit of a Shock absorber or the individual cylinder / piston units by providing one Bypasses controls, i.e. the cylinder / piston unit when no damping force is required in a bypass. The bypass line can each shock absorber 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 resource circulation, 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 the bypass solution has the advantage that here with extremely low actuation forces 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 inlet and outlet.

The inventive solution of the arrangement of a damping device between Coupling head and the carriage or The wagon of a rail vehicle is not based on a specific execution of the automatic Towing clutch limited.

1. Adolf Felsing, Eberhard Hoffmann: "Moderne Technik bei der Knorr-Bremse Systeme für Schienenfahrzeuge, die automatische Zugkupplung - Stand der Entwicklung und Versuchsprogramm", Sonderdruck eines Beitrages in der Fachzeitschrift ETR Eisenbahntechnische Rundschau, Heft 4/95

2. EP 0 618 126 A2

3. EP 0 230 263 B1

ausgeführt.The construction of different automatic train couplings is in

1. Adolf Felsing, Eberhard Hoffmann: "Modern technology at Knorr-Bremse systems for rail vehicles, the automatic train coupling - state of development and test program", reprint of an article in the trade journal ETR Eisenbahntechnische Rundschau, issue 4/95

2. EP 0 618 126 A2

3. EP 0 230 263 B1

executed.

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 system, 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 these assemblies can for example the air coupling for the main air tank line and a Electric clutch can be viewed. The locking system has the task of the profile of the two coupling heads to be coupled together, each 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 done by a spacer, which between the Coupling head and the coupling arm can be realized. The concrete constructive Execution 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.

Fig. 1a-1c

verdeutlichen in schematisch vereinfachter Darstellung eine Ausführung der erfindungsgemäßen Ausgestaltung einer automatischen Kupplung für Schienenfahrzeuge mit einer Stoßdämpferanordnung, umfassend zwei Stoßdämpferteilanordnungen mit jeweils einem Stoßdämpfer;

Fig. 2a-2c

verdeutlichen in schematisch vereinfachter Darstellung eine Ausführung der erfindungsgemäßen Ausgestaltung einer automatischen Kupplung für Schienenfahrzeuge mit einer Stoßdämpferanordnung, umfassend zwei Stoßdämpferteilanordnungen mit jeweils einer Mehrzahl von Stoßdämpfern;

Fig. 3a-3b

verdeutlichen beispielhaft in schematisch vereinfachter Darstellung zwei Möglichkeiten der Zuordnung von Mitteln zur wahlweisen Bereitstellung der Dämpfungswirkung;

Fig. 4a-4d

verdeutlicht in schematisch vereinfachter Darstellung beispielhaft eine mögliche Ausgestaltung einer automatischen Zugkupplung, welche zur erfindungsgemäßen Ausgestaltung mit einer Dämpfungsanordnung geeignet ist, in drei Funktionsstellungen;

Fig. 5

verdeutlicht in schematisch vereinfachter Darstellung eine erfindungsgemäße Ausführung einer automatischen Kupplung für Schienenfahrzeuge mit einer unsymmetrischen Stoßdämpferanordnung, umfassend lediglich eine Stoßdämpferteilanordnung.

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

1a-1c

illustrate in a schematically simplified representation an embodiment of the configuration according to the invention of an automatic clutch for rail vehicles with a shock absorber arrangement, comprising two shock absorber part arrangements, each with a shock absorber;

2a-2c

illustrate in a schematically simplified representation an embodiment of the configuration according to the invention of an automatic clutch for rail vehicles with a shock absorber arrangement, comprising two shock absorber part arrangements, each with a plurality of shock absorbers;

3a-3b

illustrate, by way of example, in a schematically simplified representation, two possibilities of assigning means for optionally providing the damping effect;

Figures 4a-4d

illustrates in a schematically simplified representation an example of a possible embodiment of an automatic train coupling, which is suitable for the embodiment according to the invention with a damping arrangement, in three functional positions;

Fig. 5

illustrates in a schematically simplified representation an embodiment according to the invention of an automatic coupling for rail vehicles with an asymmetrical shock absorber arrangement, comprising only one shock absorber part arrangement.

Figures 1a to 1c illustrate in a schematically simplified representation an embodiment of the embodiment of an automatic clutch for rail vehicles, in particular an automatic train clutch 1, with a shock absorber arrangement comprising at least one device for damping vibrations 2 and 2.2 in three views. FIG. 1 a illustrates the view of the automatic train coupling 1 in the installed position in a rail vehicle or wagon 3, the view of it in the direction of the theoretical connecting _axis A _{V theoretically} for the coupling between two rail vehicles or wagons 3 to be coupled to one another. The wagon 3 is here shown only hinted. FIGS. 1b and 1c each show the views from the right and from above according to FIG. 1a. In FIGS. 1a to 1c, for the sake of simplification, only the most important elements of the automatic train coupling 1 are shown to clarify the solution according to the invention. This comprises a coupling head 4, which is provided with a coupling profile 5 and has centering surfaces 6. When moving together two coupling heads 4 designed in this way, each associated with one of the rail vehicles to be connected, in particular wagons, these are brought together by their respective centering surfaces 6 in such a way that their longitudinal axes A _LK , which in the installed position on the rail vehicle are identical to the wagon axis A _W are cursed. 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 and are secured in this position by a locking 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 mounted to be longitudinally displaceable. Also visible in FIG. 1c are 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. These are designed as compression springs and transmit the forward and weight forces from the coupling head to the chassis of the vehicle via a centering arm. 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 illustration 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. In addition to carrying the coupling head 4, the support device 12 has 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 pull coupling 1 is at least one device for damping vibrations, in particular a shock absorber arrangement 2 for Compensation for the axial clearances and / or tolerances and / or wear in the Connection between automatic train coupling 1 and rail vehicle or Waggon 3 and / or the individual elements of the automatic train coupling 1 and the distance between the page buffers not shown in FIG. 1 and the Associated with bolts. The shock absorber arrangement 2 comprises two in the case shown Shock absorbers 2.1 and 2.2. The shock absorbers are devices for damping mechanical vibrations. These can be done differently his. As a rule, however, hydraulic shock absorbers are used. at This becomes the vibrational energy due to the friction of a liquid in heat transferred. The shock absorbers 2.1 and 2.2 are preferably used as so-called telescopic vibration dampers executed. These telescopic vibration dampers can For example, be configured as a 2-pipe damper or 1-pipe damper. This consist essentially 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 has a here piston rod 15.1 or 15.2 not shown in detail with the rail vehicle or wagon 3 is connected, can slide up and down.

According to the invention, the shock absorber arrangement 2, in particular the shock absorber 2.1, 2.2, connected to the coupling head 4 and is supported at least indirectly on the rail vehicle or wagon 3. The support on the rail vehicle or on wagon 3 usually takes place on the front edge 16 of the wagon plank 17. Since the coupling head 4 deflections corresponding to those shown Can experience double arrows, and for this purpose via a hinge pin 8 is rotatably mounted, the shock absorber assembly 2, in particular the shock absorbers 2.1 and 2.2 assigned resources, which are also a deflection of the individual Allow shock absorbers in a corresponding manner. The funds for this include in simplest case swivel joints, which the coupling between coupling head 4 and Shock absorber arrangement 2 or shock absorber arrangement 2 and rail vehicle or wagon 3 enable. These swivel joints are here for the shock absorber 2.1 designated with 20.1a, 20.1b and for the shock absorber 2.2 with 20.2a and 20.2b. 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 be 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 plank 17, be connected. Another option is there in that the individual rotating frames 19.1 and 19.2 also in one store the used frame.

In order to achieve a uniform reduction of the vibrations occurring 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 symmetrically to Longitudinal axis A _{LK of} the coupling head 4. A coaxial design of the pre-compression springs 11.1 and 11.2 and the shock absorbers 2.1, 2.2, in particular the working cylinders 13.1, 13.2, is preferred to one another in all viewing levels.

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

The shock absorbers 2.1 and 2.2 can be constantly with pressure medium, especially hydraulic oil be charged. However, it is also conceivable, as in FIG 1 shown only for a shock absorber 2.31, means 23 for Control, in particular to provide 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. The damping force is there the shock absorbers 2.31 and not shown here 2.32 are not required Pressure medium applied. 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 one outlet 48, a bypass line 24, a valve device 25, or in a further embodiment a shut-off device. Both options can be used alternatively or in Combination can be applied. In the event that the damping force is not required the pressure medium in the bypass line 24 with the valve device 25 open directed, i.e. the cylinder / piston device formed from the working cylinder 13 and piston 14 the shock absorber 2.31 is not pressurized. To implement a damping effect, the bypass line 24 is blocked, see above that the pressure medium acts on the cylinder / piston unit of the shock absorber 2.31. Each shock absorber 2.31 of the shock absorber arrangement 2 is preferably such means 23 assigned. The high damping forces can with a relatively small work capacity, which is stored in the storage spring, controlled become.

Fig. 3b alternatively illustrates a possibility of common control the shock absorber 2.31 a and 2.31 b of a shock absorber part arrangement 2.31 of the shock absorber arrangement 2.3, the means 23 here a shut-off device 26 in the process 48.31 or 48.32. The pressure medium circuit 46 is in this case as open Circuit designed. To fill the shock absorbers 2.31 a and 2.31 b is at least an operating fluid feed pump 49 is required. Both shock absorbers 2.31a and 2.31 b are fed via a common pressure medium supply system 46. In the event that the damping force is not required, no pressure medium is conveyed and the shut-off device 26 is open. The pressure medium flows out of the Shock absorbers 2.31a and 2.31b. To realize a damping effect the shut-off device 26 is blocked and the operating medium feed pump 49 is in operation taken so that the pressure medium the cylinder / piston units of the shock absorbers 2.31a and 2.31b acted upon. It is also conceivable that the pressure medium supply system 46 together two shock absorber part arrangements 2.31 and not shown here 2.32 assign. The version with shut-off device 26 is also on a shock absorber transferable.

When executing 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 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 when locked in the working space of the cylinder / piston device is pressed and the pistons 14.31 and 14.32 acted upon. However, it is also conceivable to use a pressure medium supply system Bypass line to provide a shut-off device in the bypass line, in which In the event of a desired damping effect, the bypass line through the shut-off device is blocked.

In an embodiment according to Figure 1, the form springs 11.1 and 11.2 press the automatic coupling 1 the coupling head 4 always in the "long" position, which corresponds to the position ready for coupling, on the one hand if the damping effect is not provided, i.e. the shock absorber is virtually switched off, and also at Versions with shut-off valve 26 if this is still in the closed or The locked position is in the case of a slow upstream pressure movement because of the damping force level be set by the speed of movement in the carriage axis can. For example, the path between the individual positions the coupling head 4 - position "long" and position "short" - in addition to the game be dampened by an increased damping force. The way between the two Positions can be, for example, 60 mm and with the increased Damping force can be dampened, for example, 20 tons.

When coupling in the "long" position, the pushing force is preloaded form springs 11.1 and 11.2 approx. 3000 N to 5000 N, so that a gentle 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 opposite the coupling arm 10 "short" to the end of the axial play.

FIGS. 2a to 2c illustrate in a schematically simplified representation, using an automatic pull coupling 1.2, a further possibility of the configuration according to the invention with a shock absorber arrangement 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 2.21a, 2.21b and 2.22a, 2.22b. 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 remaining basic structure of the automatic clutch 1.2 corresponds to that described in FIG. 1, which is why the same reference numerals are used for the same elements. Here too, the arrangement of the shock absorber subassemblies 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 . Within a shock absorber part arrangement 2.21 or 2.22, the individual damping cylinders 2.21a, 2.21b or 2.22a, 2.22b can be arranged in a common plane E when viewed in the vertical position according to FIG. 2b. This is a preferred embodiment, since it 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 when viewed in the installed position.

In the case of the option shown in FIG. 2, in particular FIG. 2c, the Connection of the shock absorber part arrangements 2.21 or 2.22 via a single console 21.2 together at the center of the joint. Support shock absorbers 2.21 and 2.22 thus over a shared console 21.2 to the middle of the joint between coupling arm 10 and tension spring 9. The individual damping cylinders the shock absorber arrangements 2.21 and 2.22 are preferred for this purpose stored on both sides in a frame 27, which preferably also as Rotating frame is executed. The possibility not shown here would also be conceivable, the connection of the individual damping cylinders 2.21a, 2.21 b and 2.22a, 2.22b to be carried out independently of one another on the coupling head 4.2 and the console 21.2, in this case, however, the corresponding installation space required on the coupling head 4 to be taken into account and corresponding connecting means additionally embody.

To apply pressure medium to the damping cylinder if desired Providing the damping effect can have different solutions be provided. It is possible to use each of the damping cylinders 2.21a, 2.21b and 2.22a, 2.22b have their own operating and pressure medium supply systems each, for example, a separate bypass line with appropriate Assign tax opportunities. However, the damping cylinders are also conceivable a shock absorber part arrangement 2.21 or 2.22 a common Assign system, the systems of both shock absorber subassemblies 2.21 or 2.22 work independently of each other. A third option is both Shock absorber subassemblies 2.21 and 2.22 a jointly usable operating or pressure medium supply system with appropriate means for optional provision assign the damping effect. This is the means usually also around control devices that close the inlet or outlet influence the individual working cylinders 13. The least expensive version Control engineering effort is characterized in that both shock absorber part arrangements 2.21 and 2.22 the same means of optional provision use the damping effect. The control of the means for optional The damping effect is provided depending on the one to be achieved Functional positions. In particular, for example, by a purely mechanical Coupling between an element, which in the functional position "lang" occupies a corresponding position and the means for optional provision the damping effect 23, in particular, for example, the adjusting device a valve device 25, a corresponding control can be achieved. By the mechanical coupling is then forcibly actuated accordingly the valve device 25.

FIGS. 4a-4c illustrate one possible one based on three functional positions Embodiment of an automatic train coupling, which according to the invention with can be equipped with a shock absorber arrangement. The automatic train coupling is designated 1.4. The basic structure corresponds to that in FIGS. 1 and 2 schematically reproduced, which is why the same reference numerals for the same elements be used. In addition, the page buffers 45 are also indicated. The automatic train coupling assigned to a rail vehicle, in particular wagon 3 1.4 exists in addition to the modules coupling head 4.4, coupling arm 10.4 from a bolt system 7.4 and an automatic changeover 28, at least one Actuating system 29 for the automatic changeover 28 and the locking system 7.4 and a support device 12.4. In addition, an air coupling for the main air line and, as in Figure 4d for the coupling head 4.4 for reasons of simplification without the systems already mentioned, a mixed pull coupling 31 is provided become. This basic version can also be used with other modules can be added. An air clutch, for example, can be used as these assemblies for the main air tank line and an electric clutch.

The locking system 7.4 has the task of coupling the profile of the two together Coupling heads 4.41 and 4.42, each assigned to a wagon 3.41 are to be closed and the profile opened when uncoupling. This includes one Bolt 35, a latch pawl 37 with a stop C, a pawl spring 30 and one Latch lever 41, which acts on the latch 35. In the dome-ready position 4a, the bolt 35 of the bolt system 7.4 is usually in the coupling head 4.4 pushed back to make room for the mixed pull coupling, not shown here to accomplish. During the coupling process, the bolt 35 is then pushed forward. The coupling center, i.e. the coupling head 4.4 is in front of the Side buffer level E. The dome-ready position is determined by an arrangement determined by coupling head 4.4 and hinge pin 8.4 to each other, which by a relative movement between coupling head 4.4 and coupling arm 10.4 changed can be and describes a first limit position. The spacer 36 of the Automatic changeover 28 has not occurred in this position, the latch 35 is on his pressed back position and a coupled with this latch 37 pushed up by a pedal 38. During the coupling process, the claw then pushes in Mating coupling not shown in this figure, i.e. the coupling profile 5 of Coupling head 4 of the counter clutch, the pedal 38, and tensioned a storage spring 39 and an intermediate spring 40. The storage spring 39 is supported on Coupling head 4.4 and the pedal 38, which is rotatably mounted on the coupling head 4.4 is, from. The intermediate spring 40 is between the bolt system 7.4 and the pedal 38 arranged. This acts on the locking lever 41, which then locks the bolt 35 in Presses the direction of the connecting axis up to the coupling profile 5.4. Another one Advance of the bolt 35 is not possible, since this is the small claw of the introduced Counter coupling opposes. The latch pawl 37 is up to the stop C brought and can not come up. Through the pivoting locking lever 41 a slide 42 released and pulled by a return spring 43. The Pin of the spacer 36 makes an idle in the slide link 44th 4b are then in the coupled state in the functional position "long" according to FIG two latches 35 of the coupling 1.4 and 35.2 of the mating coupling 1.42 all the way into that Profile 5.4 or 5.42 pressed forward, the latch 37 has engaged before the stop C. 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 for the automatic train coupling 1.4 shown. How the complementary coupling works 1.42 is done analogously.

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

To unlock the spacer 36 or 36.2 pulled out over the pin D. When pulling on the actuator 29 usually up to the stop in the slide link 44, the bolt 35 or 35.2 withdrawn from the profile. This happens because the contact point F of the slide 42, the locking lever 41 via the contact point G by H pivots, thereby lifting the latch pawl 37 and the latch 35 or 35.2 over the Pulls the pin K back. The latch pawl 37 or 37.2 hooks behind the stop C and secures the bolt 35 against unintentional recoupling.

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

To activate the automatic changeover 28 or 28.2 and the locking system 7.4 or 7.42 a corresponding actuation system 29 is provided from the vehicle side. This essentially fulfills the functions of unlocking, long position Coupling, for example when driving through narrow bends, and holding in the Butt position, i.e. when coupling is no longer possible. It is enough to Uncouple the vehicles, only unlock one of the two clutches. The operating handle is always on the same side of the vehicle, so that there is the possibility of actuating both at each coupling point Operate sides of the train. The support devices of the two together in Automatic clutches 1.4 and 1.42, which can be engaged, have the task of Coupling head 4.4 or 4.42 to carry it forward with a defined force press and return it automatically to its central position after a deflection. For this purpose, in a preferred embodiment, there are at least two on the sides the coupling head 4.4 or 4.42 arranged compression springs in the form of the pre-compression springs provided that the forward and weight force from the coupling head 4.4 or 4.42 transmitted to the chassis of the vehicle via the coupling arm.

Since rail vehicles are usually not only coupled mechanically but also corresponding additional couplings between the individual wagons to be connected to each other must be provided, are the automatic train couplings 1 and 1.4 line couplings Air line couplings and / or electrical couplings assigned, which, however, in Individuals are not shown in the figures. The air clutches are on Coupling head 4.4 arranged below the coupling longitudinal axis 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 grippers, which get caught in the coupled state and the under and overpressure Ensure tightness. When coupling, the air couplings are pushed back, until the grippers have centered. Then a form spring presses it Air pipe with the grippers again. The coupling profiles move when uncoupling initially across the clutch axis. The opening contours of the Coupling heads to the air clutch gripper and unhook them. The back of the Air clutch is usually designed so that it is also used with one Half-shell coupling can be connected.

The element of the mixed pull coupling 31 shown in FIG. 4d essentially consists from a hand lever 32, which together with a crank 33 on the coupling head 4.4 is mounted, a handlebar 34, which is mounted at a point B on the crank 33 and is connected at point C to a tension bracket 50 and a dead center spring 51 and a return spring 52. In the uncoupled state, the drawbar is located 50 of the mixed pull coupling 31 behind the profile 5.4 of the automatic pull coupling 1.4. The mixed train coupling provides a second additional coupling system represents which is integrated in the automatic train coupling 1.4 to during a transition period also includes cars with an equipped screw coupling system couple. For coupling with the conventional screw coupling, the Hand lever 32 turned up and takes crank 33 via contact points D and E. and the handlebar 34 with. At the same time, the drawbar 50 is pulled by the handlebar 34, whose pivot point can pivot against the stop long position from the coupling head 4.4 pushed out and can be in the pull hook of the counter car be inserted. For short coupling, the hand lever 32 is reset, whereby the possibility of pivoting the crank 33 back is created. 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 is thereby via the handlebar 32 pivoted. The handlebar end is shifted on its curve and the drawbar end falls behind the stop short position. For uncoupling and driving through The mixed train coupling must then be brought into the "long" position on narrow curves become. 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 the hammer head the drawbar over the crank and the handlebar from the short position in the Long position pressed.

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

FIG. 5 illustrates an embodiment in a schematically highly simplified representation an automatic clutch for rail vehicles with a shock absorber arrangement in the form of a liquid damper arrangement, comprising at least a shock absorber 2.5. The shock absorber 2.5 is with the coupling head 4.5 and at least indirectly with the rail vehicle assigned to the coupling head 4.5 connected. To ensure the functionality, however, is an appropriate Support device, here designated 53, provided. The support device 53 includes a centering device mounted in the frame unit 54 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 at least point a tension spring device, which is at least indirectly on the coupling head 4.5 and the centering arm 56 supports, and each have a pivot bearing arrangement between coupling head 4.5 and centering arm 56 and chassis of the vehicle. The Compression spring device is viewed from above in the installed position based on the center axis AM of the coupling head arranged off-center. The Power transmission takes place essentially on these elements via the Pivot bearing arrangements, which opposite a mobility of the centering arm 56 the coupling head 4.5 around at least two axes, one horizontal axis and a vertical axis, viewed in the installation position. It is the compression spring device of the required support device 53 preferably assigned to the coupling head 4.5 in an area which is determined by the theoretical Connection axis of the rail vehicles to be coupled, in the installed position considered, is limited in the horizontal direction and a page buffer which is assigned to the coupling head on the side facing away from the coupling head coupling automatic train coupling is directed away. The support device, the compression spring device in particular is in the installed position in the horizontal direction considered, based on the center axis AM of the coupling head below this and viewed in the horizontal direction preferably completely in one area arranged, which through the center axis of the coupling head 4.5 and the line of symmetry of the on the rail vehicle on the of the automatic to be coupled Side buffers located on the side of the coupling head facing away from the coupling limited, the area below the central axis essentially free of the in components of the support device.

1, 1.2, 1.4

automatische Zugkupplung

2, 2.3

Vorrichtung zur Dämpfung von Schwingungen, Stoßdämpferanordnung

2.1, 2.2, 2.21, 2.22,2.31

Stoßdämpferteilanordnung

2.1, 2.2, 2.21a, 2.21b, 2.22a, 2.22b, 2.31a, 2.32b, 2.5

Stoßdämpfer

3, 3.4

Schienenfahrzeug bzw. Waggon

4,4.4,4.42

Kupplungskopf

4.5 5, 5.4, 5.42

Kupplungsprofil

6

Zentrierflächen

7, 7.4

Riegelsystem

8, 8.4

Gelenkbolzen

9

Zugfeder

10, 10.4, 10.42

Kupplungsarm

11, 11.1, 11.2

Vordruckfedern

12, 12.4

Abstützvorrichtung

13.1, 13.2

Arbeitszylinder

14.1, 14.2 14.31, 14.32

Kolben

15.1, 15.2

Kolbenstange

16

Vorderkante Waggonbohle

17

Waggonbohle

18

Mittel zur Realisierung einer Auslenkung der Stoßdämpferanordnung

19, 19.1, 19.2

Drehrahmen

20.1a, 20.2a, 20.1b, 20.2b

Drehgelenke

21, 21.1, 21.2

Konsole

22a, 22b

zweiter Zylinder

23

Mittel zur wahlweisen Bereitstellung der Dämpfungswirkung

24

Bypassleitung

25

Ventileinrichtung

26

Absperreinrichtung

27

Rahmen

28

Umstellautomatik

29

Betätigungssystem für Umstellautomatik und Riegelsystem

30

Klinkenfeder

31

Gemischtzugkupplung

32

Handhebel

33

Kurbel

34

Lenker

35

Riegel

36

Distanzstück

37

Riegelklinke

38

Pedal

39

Speicherfeder

40

Zwischenfeder

41

Riegelhebel

42

Schieber

43

Rückholfeder

44

Schieberkulisse

45

Seitenpuffer

46

Druckmittelkreislauf

47, 47.31, 47.32

Zulauf

48, 48.31, 48.32

Ablauf

49

Betriebsmittelförderpumpe

50

Zugbügel

51

Totpunktfeder

52

Rückzugsfeder

53

Abstützvorrichtung

54

Rahmeneinheit

55

Zentriervorrichtung

56

Zentrierarm

LIST OF REFERENCE NUMBERS

1, 1.2, 1.4

automatic train coupling

2, 2.3

Device for damping vibrations, shock absorber arrangement

2.1, 2.2, 2.21, 2.22,2.31

Shock absorber subassembly

2.1, 2.2, 2.21a, 2.21b, 2.22a, 2.22b, 2.31a, 2.32b, 2.5

shock absorber

3, 3.4

Rail vehicle or wagon

4,4.4,4.42

coupling head

4.5 5, 5.4, 5.42

coupling profile

6

centering

7, 7.4

latch system

8, 8.4

hinge pins

9

mainspring

10, 10.4, 10.42

coupling arm

11, 11.1, 11.2

form springs

12, 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

17

wagon Bohle

18

Means for realizing a deflection of the shock absorber arrangement

19, 19.1, 19.2

rotating frame

20.1a, 20.2a, 20.1b, 20.2b

swivel joints

21, 21.1, 21.2

console

22a, 22b

second cylinder

23

Means for optionally providing the damping effect

24

bypass line

25

valve means

26

shut-off

27

frame

28

diverter

29

Actuating system for automatic changeover and locking system

30

pawl spring

31

Gemischtzugkupplung

32

hand lever

33

crank

34

handlebars

35

bars

36

spacer

37

locking detent

38

pedal

39

storage spring

40

between spring

41

locking lever

42

pusher

43

return spring

44

slide backdrop

45

page buffer

46

Pressure medium circuit

47, 47.31, 47.32

Intake

48, 48.31, 48.32

procedure

49

Resources pump

50

Bail

51

Dead center

52

return spring

53

Support device

54

frame unit

55

centering

56

centering

Claims (19)

1. Automatic coupling for rail-bound vehicles, particularly automatic traction coupling, comprising
   a mechanical coupler head (4, 4.4, 4.42) adapted to be articulated via a coupling arm (10, 10.4) at a tension spring (9) on a rail vehicle (3, 3.4, 3.42) and displaceable relative to said coupling arm (10, 10.4) in the mounted condition, seen in the direction of the theoretic connecting axis (A_Vtheoretisch) between the rail vehicles to be coupled to each other; characterised by the following features:

   a shock absorber assembly in the form of a hydraulic shock absorber assembly (2, 2.3) including at least one shock absorber (2.1, 2.2, 2.21a, 2.21b, 2.22a, 2.22b, 2.31, 2.31a, 2.31b);

   said shock absorber (2.1, 2.2, 2.21a, 2.21b, 2.22a, 2.22b, 2.31, 2.31a, 2.31b) is connected to said coupler head (4, 4.4, 4.42) and adapted to be connected, at least indirectly, to the rail vehicle (3, 3.4, 3.42) associated with said coupler head (4, 4.2, 4.42);

   said shock absorber assembly (2, 2.3) is associated with means for the selective control of the shock-absorbing effect.
2. Automatic traction coupling according to Claim 1, characterised in that the coupler has a functional position "short" and a functional position "long"; and
   that said selective control is a selective provision of the shock-absorbing effect; wherein
   said shock absorber (2.1, 2.2, 2.21a, 2.21b, 2.22a, 2.22b, 2.31, 2.31a, 2.31b) is adapted to be connected or disconnected at a defined shock-absorbing force on the basis of a signal relating to its effect; with
   said signal being a magnitude characterising, at least indirectly, the corresponding functional position "long" or "short" of said coupler.
3. Automatic traction coupling according to Claim 1, characterised in that each shock absorber (2.1, 2.2, 2.21a, 2.21b, 2.22a, 2.22b, 2.31, 2.31a, 2.31b) is configured as telescopic shock absorber.
4. Automatic traction coupling according to Claim 1 or 2, characterised by the following features:

   said shock absorber assembly (2, 2.3) comprises at least two shock absorber sub-assemblies (2.1, 2.2, 2.21, 2.22, 2.31, 2.32) including at least one respective shock absorber (2.1, 2.2, 2.21a, 2.21b, 2.22a, 2.22b, 2.31, 2.31a, 2.31b);

   said shock absorber sub-assemblies (2.1, 2.2, 2.21, 2.22, 2.31, 2.32) are designed in symmetry relative to each other and are arranged, in the mounted position relative to said theoretic connecting axis A_Vtheoretisch, when seen between the rail vehicles to be coupled to each other, symmetrically on both sides relative to said coupler head (4, 4.4, 4.42) and specifically to the longitudinal axis A_LK of said coupler head (4, 4.4, 4.42).
5. Automatic traction coupling according to any of the Claims 1 to 3, characterised in that said shock absorber assembly (2, 2.3) comprises a plurality of shock absorbers (2.1, 2.2, 2.21a, 2.21b, 2.22a, 2.22b, 2.31, 2.31a, 2.31b).
6. Automatic traction coupling according to any of the Claims 1 to 4, characterised by the following features:

   a supporting device (12) including at least two pre-biasing springs (11.1, 11.2) for action upon said coupler head (4, 4.4, 4.42) at a defined force and with automatic return of said coupler head (4, 4.4, 4.42) upon its deflection into its centre position;

   said pre-biasing springs (11.1, 11.2) are disposed on both sides of said coupler head (4, 4.4, 4.42);

   said shock absorbers (2.1, 2.2, 2.21a, 2.21b, 2.22a, 2.22b, 2.31, 2.31a, 2.31 b) are each arranged in parallel with the guiding system for said coupler head and

   said axis (11.1,11.2).
7. Automatic traction coupling according to any of the Claims 1 to 5, characterised in that each shock absorber (2.1, 2.2, 2.21a, 2.21b, 2.22a, 2.22b, 2.31, 2.31a, 2.31b) is articulated, at least indirectly via a swivel joint (20.1a, 20.2a, 20.1b, 20.2b) on said coupler head (4, 4.4, 4.42) and/or the rail vehicle (3, 3.4, 3.42).
8. Automatic traction coupling according to Claim 6, characterised in that when said shock absorber assembly (2, 2.3) is configured to have two shock absorber sub-assemblies (2.1, 2.2, 2.21, 2.22, 2.31, 2.32) with several shock absorbers (2.1, 2.2, 2.21a, 2.21b, 2.22a, 2.22b, 2.31, 2.31a, 2.31b) these shock absorbers are supported in a pivotable frame (19) at least on the side of the rail vehicle.
9. Automatic traction coupling according to any of the Claims 6 or 7, characterised in that when said shock absorber assembly (2, 2.3) is configured to have two shock absorber sub-assemblies (2.1, 2.2, 2.21, 2.22, 2.31, 2.32) a respective bracket (21, 21.1, 21.2) is associated with said shock absorber sub-assemblies (2.1, 2.2, 2.21, 2.22, 2.31, 2.32), which is adapted for being fixed on said rail vehicle (3, 3.4, 3.42), and the articulation is made on said bracket (21, 21.1, 21.2).
10. Automatic traction coupling according to any of the Claims 6 or 7, characterised in that when said shock absorber assembly (2, 2.3) is configured to have two shock absorber sub-assemblies (2.1, 2.2, 2.21, 2.22, 2.31, 2.32), a common bracket (21) is associated with both shock absorber sub-assemblies (2.1, 2.2, 2.21, 2.22, 2.31, 2.32), which is adapted for being fixed on said rail vehicle, and the articulation is made on said bracket (21).
11. Automatic traction coupling according to any of the Claims 1 or 2, characterised by the following features:

    a shock absorber (2.5) is provided that is connected to said coupler head and, at least indirectly, to the rail vehicle associated with said coupler head (4.5);

    a supporting device (53) including a centring device (55) is provided, which is adapted for being coupled to said rail vehicle (3) and is supported in a frame unit (54) whilst it comprises a centring arm (56);

    a compression spring means is provided for transmitting at least the pressure and/or weight forces from said coupler head (4.5) via said centring arm (56) to the chassis of the rail vehicle;

    said compression spring means, in the mounted condition is disposed in an eccentric position relative to the centre axis (A_M) of said coupler head, when seen from above.
12. Automatic traction coupling according to any of the Claims 1 to 10, characterised in that said shock absorber assembly (2, 2.3) is associated with means for selectively providing the shock-absorbing effect (23).
13. Automatic traction coupling according to Claim 11, characterised by the following features:

    said means (23) include at least one system (46) for supplying the pressurising medium, which is associated with said shock absorber system (2, 2.3);

    said system (46) for supplying the pressurising medium includes at least one inlet means (47) into and one outlet means (48) out of the individual shock absorber (2.1, 2.2, 2.21a, 2.21b, 2.22a, 2.22b, 2.31, 2.31a, 2.31b) and means for selective action upon said shock absorbers (2.1, 2.2, 2.21a, 2.21b, 2.22a, 2.22b, 2.31, 2.31a, 2.31b) with a pressurising medium.
14. Automatic traction coupling according to Claim 12, characterised in that said means for selective action upon said shock absorbers (2.1, 2.2, 2.21a, 2.21b, 2.22a, 2.22b, 2.31, 2.31a, 2.31b) with a pressurising medium comprise a bypass line (25).
15. Automatic traction coupling according to Claim 12, characterised by the following features:

    said system (46) for supplying a pressurised medium is configured as open circuit;

    said means for selective action upon said shock absorbers (2.1, 2.2, 2.21a, 2.21b, 2.22a, 2.22b, 2.31, 2.31a, 2.31b) include a pump (49) for conveying the operating medium, which is arranged in said inlet means (47, 47.31, 47.32) leading into the individual shock absorbers (2.1, 2.2, 2.21a, 2.21b, 2.22a, 2.22b, 2.31, 2.31a, 2.31b), and a stopper means (26) arranged in said outlet means (48,48.31,48.32).
16. Automatic traction coupling according to any of the Claims 11 to 14, characterised in that said means for selectively providing the shock-absorbing effect (23) are associated with each shock absorber (2.1, 2.2, 2.21a, 2.21b, 2.22a, 2.22b, 2.31, 2.31a, 2.31b) of said shock absorber assembly (2, 2.3).
17. Automatic traction coupling according to any of the Claims 11 to 14, characterised in that said means for selectively providing the shock-absorbing effect (23) are associated in common with said shock absorbers (2.1, 2.2, 2.21a, 2.21b, 2.22a, 2.22b, 2.31, 2.31a, 2.31b) of each shock absorber sub-assembly of said shock absorber assembly (2, 2.3) or said shock absorbers (2.1, 2.2, 2,21a, 2.21b, 2.22a, 2.22b, 2.31, 2.31a, 2.31b) of the complete shock absorber assembly (2, 2.3).
18. Automatic traction coupling according to any of the Claims 1 to 16, characterised by the following features:

    a latch system (7, 7.4) for closing and opening the profiles (5, 5.4, 5.42) of the two coupler heads (4, 4.4, 4.42) to be coupled to each other, which are associated with a respective rail vehicle (3, 3.4, 3.42), particularly a railway coach;

    an automatic changeover means (28) for realising two functional positions of said coupling arm (10, 10.4) "long" or "short";

    at least one operating system (29) for control of said automatic changeover means (28) and said latch system (7, 7.4);

    an air coupler for the main brake pipe;

    a composite-train coupler (31) and

    a combined air coupler.
19. Automatic traction coupling according to Claim 17, characterised by the following features:

    an air coupler for the main air supply pipe and

    an electric coupler.

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