WO2024074607A1

WO2024074607A1 - Coupling assembly, and actuating device for pivoting a coupling assembly, in particular train coupling

Info

Publication number: WO2024074607A1
Application number: PCT/EP2023/077556
Authority: WO
Inventors: Herbert Richter; Joachim Ruoff; Jürgen Dauner
Original assignee: Voith Patent Gmbh
Priority date: 2022-10-07
Filing date: 2023-10-05
Publication date: 2024-04-11
Also published as: DE102023127102A1; WO2024074605A1; DE102023127092A1

Abstract

The invention relates to a coupling assembly (100) for a railborne vehicle, in particular a rail vehicle, comprising a connecting rod (1) which extends along the longitudinal axis and has a first end region (2) and a second end region (3), lying opposite the first end region (2), for rotatably mounting a joint pin which describes a pivot axis (GA) which is horizontal and oriented perpendicularly with respect to the longitudinal axis; at least two coupling devices of different configuration which are mounted pivotably about the pivot axis (GA), an actuating device (6) for pivoting at least the first coupling device (20) as required into or out of a horizontal coupling plane (KE) which can be described by the pivot axis and the longitudinal axis. The invention is characterized in that the actuating device comprises a mechanical gear mechanism with an input for introducing a torque which is applied by a drive device into it and an output which is connected at least indirectly, preferably directly, to the joint pin for applying a torque to the latter, wherein the gear mechanism is configured as a gear mechanism for step-down transmission, in particular a step-down gear mechanism.

Description

Coupling arrangement and actuating device for pivoting a coupling device, in particular a traction coupling

The present invention generally relates to a coupling arrangement, in particular a hybrid coupling arrangement or also called a transition coupling arrangement for track-guided vehicles, in particular rail vehicles, with at least one first coupling device with a coupling head which can be moved into or out of the coupling plane as required. The first coupling head is in particular a coupling head of an automatic coupling, such as a Scharfenberg™ type coupling or a Willison type coupling. The invention further relates to an actuating device for pivoting a first coupling device which is mounted pivotably about a pivot axis on or in a drawbar which can be connected to a track-guided vehicle.

Coupling arrangements for the optional use of different coupling devices for coupling with a corresponding counter-coupling are generally known from rail vehicle technology and are used to connect rail vehicles that are equipped with different coupling systems (for example Scharfenberg™ coupling on draw hook). For example, the attachment of a transition coupling to the draw hook of a screw coupling is usually done manually, while the coupling process with the central buffer coupling can take place automatically.

A conventional coupling arrangement for mixed coupling between an automatic coupling and, for example, a screw coupling usually has a coupling carrier which is at least partially designed as a housing, in which a coupling lock can be accommodated for mechanically connecting the transition coupling to a in the coupling head of an automatic central buffer coupling. In the coupled state, the front face of the transition coupling rests against the front face of the coupling head of the automatic central buffer coupling. At the end opposite the front face of the transition coupling, a coupling bracket can be provided as the interface structure of the draw hook module, which can be accommodated, for example, in the draw hook of a screw coupling and can therefore ensure a mechanical connection of the transition coupling with the screw coupling. In this design, the coupling bracket of a transition coupling is placed on the draw hook of a screw coupling to be adapted. For this purpose, the transition coupling is provided with supports on both sides of its rear end that are arranged parallel at a distance from one another and are of the same design and are connected to one another at the free ends by a bolt. The bolt holds the coupling brackets of the transition coupling in the mouth of the draw hook. An angle lifter comprising first and second links is arranged on both sides of the conventional transition coupling. The links on both sides of the transition coupling are connected to and among each other by a common axle, whereby the axle serves as a contact surface on the front face of the draw hook, so that the central position of the transition coupling can be adjusted. By providing the angle lever, height centering can be achieved in the transition coupling known from the prior art. However, manual handling, and in particular manual insertion of the transition coupling into the interface between the couplings to be adapted, such as in the draw hook of a screw coupling, is difficult because it is not possible for an operator to hold the weight of the transition coupling on the one hand and to attach the device for height centering correctly to the draw hook on the other.

Another coupling arrangement, which can be used in particular as a shunting coupling for track-guided vehicles, is known, for example, from EP 2 529 994 A1. This is characterized by the fact that it can be connected to different couplings, so that different shunting tasks can be carried out with one and the same coupling arrangement without changing these and with minimizing set-up times. In particular, both mainline couplings and metro couplings can be coupled with this coupling arrangement without manual intervention by the operator being necessary. For this purpose, the coupling arrangement known from EP 2 529 994 A1 has a coupling head changer, which is used to automatically exchange coupling heads of different designs and/or different types in a vertical coupling plane defined by the coupling arrangement. This coupling head changer is suspended accordingly with the help of a relatively complex arrangement on the draw hook of a screw coupling. This design does allow coupling heads of different designs or different types to be automatically exchanged in the coupling plane defined by the coupling arrangement. The design is disadvantageous if coupling with a screw coupling is to be possible. To do this, it would be necessary to remove the coupling head changer from the tow hook, which in turn entails considerable set-up times.

Systems of this type are characterized by the provision of at least two coupling devices of different designs, which can be pivoted into the coupling plane, i.e. the plane in which the connection with a corresponding counter-coupling is made, as required. In detail, EP 080 759 A1 discloses a coupling arrangement with a pull rod and a pull hook attached to it, as well as at least two different coupling devices, which are pivotably mounted on the pull rod about a horizontal axis, and an actuating device for pivoting the individual coupling devices into the coupling plane. The actuating device comprises drive rods, which engage with one of their ends in an articulated manner on the coupling devices or the connecting parts associated with them. The other ends are in a slotted hole in a support for a lifting cylinder guided on the drawbar, the lifting cylinder having a piston rod acting on the ends of the drive rod. A locking device for the drive rod is also provided. With the coupling arrangement disclosed in EP 080 759 A1, either the drawbar hook or one of the two coupling devices can be used. If the drawbar hook is to be used, both coupling devices are swung up, the upper coupling device being locked in its position, while the other coupling device is lowered by means of the lifting cylinder and the drawbar hook is released. If the lower coupling device is to be used, it is swung into the coupling plane with the aid of the lifting cylinder. This is done in a similar way if the upper coupling device is to be used. The actuating device is arranged below the drawbar and is relatively complex.

A coupling arrangement of this type is known from EP 3 590 784 A1. This comprises a drawbar with a first end region for connection to a car body and a second end region opposite the first end region. In the second end region of the drawbar, a joint arrangement is provided, via which a coupling head of an automatic coupling and a drawbar eye are pivotably mounted about a horizontal pivot axis. The coupling head of the automatic coupling is connected to the joint arrangement in a fixed manner. An actuating device is provided for pivoting the coupling head of the automatic coupling in or out of a horizontal coupling plane as required. This comprises a drive which includes a cable winch which is mounted on a frame attached to the car body and via which the deflection can take place. The disadvantage of this design is essentially the arrangement of the actuating Device, which always depends on the installation situation and the structural conditions of the vehicle, is relatively complex and requires the application and transmission of large forces.

Accordingly, the invention is based on the object of specifying a coupling arrangement which can be connected to different coupling devices, in particular coupling devices of a first type, such as central buffer couplings on the one hand, mainline or metro couplings or the like with coupling devices of a different type and type, such as screw couplings on the other hand, while minimizing set-up times, so that different shunting tasks can be carried out quickly and safely without the transition coupling and in particular a draw hook module of the transition coupling having to be removed from the draw hook of the screw coupling and without the originally carried out height centering being necessary. Furthermore, the effort required and the force to be applied by the operating personnel when converting, in particular pivoting coupling devices, should be kept as low as possible and the risk of accidents due to unwanted pivoting back should be avoided.

This object is achieved according to the invention by a clutch arrangement according to claim 1. An actuating device is described in claim 20. Advantageous embodiments are described in the subclaims.

A coupling arrangement according to the invention for a track-guided vehicle, in particular a rail vehicle, comprising a drawbar extending along a longitudinal axis with a first end region for at least indirectly connecting to a car body and a second end region opposite the first end region for rotatably supporting a hinge pin describing a horizontal pivot axis oriented perpendicular to the longitudinal axis; at least one first coupling device, preferably two differently designed coupling devices - a first coupling device and a second coupling device - for mechanical connection to a complementarily designed counter-coupling device of another track-guided vehicle, which are pivotably mounted about the pivot axis in the second end region of the drawbar, the first coupling device being connected to the hinge pin in a manner that ensures it can be driven along; an actuating device for pivoting at least the first coupling device in or out of a horizontal coupling plane that can be described by the pivot axis and the longitudinal axis, as required; is characterized in that the actuating device comprises a mechanical gear with an input for introducing a torque applied by a drive device into the latter and an output that is at least indirectly, preferably directly, connected to the hinge pin for applying a torque to the latter, the gear being designed with a slow gear ratio between the input and output.

A coupling device of the coupling arrangement is understood to be a device for mechanically connecting two adjacent rail-bound vehicles. This transmits at least tensile forces, but depending on the design of the coupling device, also tensile and impact forces.

The term "carrying-on" or "rotation-proof" refers in particular to a connection between two components which, when one of the components moves, enables the other component to move in the same way. Carrying-on can be achieved by a direct fixed connection between two components or the integral design of these, or indirectly via intermediate components. The connections can be designed to be force-locking or form-fitting. There are a number of options for the design of the individual, fixed connection between the hinge pin and the first coupling device. Form-fitting connections are advantageously used. These can be designed in particular as a key/groove connection or an oil press fit.

An integral design would be characterized, for example, by the formation of the bolt ends directly on the coupling device, whereby from an assembly point of view the pull rod would then have to be designed accordingly.

A coupling level corresponds in particular to the level in which an interaction with a mechanical counter-coupling device of another rail-guided vehicle with an identical coupling profile can take place for the transmission of at least tractive forces.

The use of a gearbox with a slow gear ratio to transfer the torque for pivoting to the hinge pin, in particular the use of a high-reduction gearbox, offers the advantage that only small torques for pivoting need to be introduced at the input of the gearbox and the pivoting range can be covered relatively sensitively. This means that the effort required to pivot the coupling device, in particular the hinge pin with the coupling device fixed to it, can be kept low when operated manually. If appropriate drive devices that use auxiliary or external energy are provided, such as electric motors or hydraulic motors, these can be dimensioned accordingly small. A further advantage is the possibility of arranging the actuating device close to the drawbar and thus a very compact design. The solution according to the invention also offers the advantage of providing a coupling arrangement suitable for adapting different coupling systems by pivoting the at least first coupling device out of the coupling plane while providing the necessary space for introducing and arranging a second coupling device of a different design to the first coupling device in the coupling plane in a very compact design with regard to the required pivoting device. By arranging the actuating device on the drawbar, the coupling arrangement can be used in a wide variety of connection environments, in particular car body designs, without any vehicle-side modifications required for the actuating device. The coupling arrangement can be provided as a pre-assembled unit for connecting different coupling systems, including the actuating device, and can be constructed and designed to be very compact.

In detail, the design according to the invention allows at least the first coupling device, which is preferably designed as an automatic coupling, to be pivoted out of the coupling plane into a plane at an angle to it and to be pivoted back into the coupling plane while the automatic coupling remains in the coupling arrangement. After pivoting out of the coupling plane, another second coupling device, which is also pivotably mounted about the pivot axis, can be pivoted into the coupling plane. The pivoting out can take place upwards or downwards depending on the design and structure of the coupling arrangement. In particular, if the first coupling device is designed as a coupling device with a funnel-cone coupling profile and twist lock and the second coupling device is designed as a screw coupling, the first coupling device will pivot out upwards. The gear with a reduction gear, also referred to as a reduction gear, preferably has a gear ratio of at least 10, ie 10 to 1 (10 revolutions at the input, one at the output), preferably in the range of 20: 1 to 50: 1, particularly preferably in the range of 25: 1 to 30: 1.

High-reduction gears with a coaxial arrangement of input and output are particularly preferred as reduction gears. These are preferably designed as eccentric gears with involute gearing or cycloidal gears or stress wave gears or wave gears, such as Harmonie Drive gears.

A cycloidal gear is understood to be an eccentric gear in which cam disks transmit the torque in a rolling manner. Other designs are planetary gears, Acbar gears and cyclo gears.

In a first preferred embodiment with a coaxial arrangement to the swivel axis, these offer the advantage of a compact design with short transmission paths and thus a direct attachment, preferably flange-mounting, to the pull rod. This has the advantage of being able to arrange the entire actuating device on the pull rod.

The transmission can also be designed as a planetary gear transmission or spur gear transmission, wherein the design as a spur gear transmission according to a second embodiment allows the eccentric arrangement of the drive device and the pivot axis, which may be useful for certain clutch arrangement configurations.

The actuating device comprises an input on the gearbox for introducing a torque via a drive device. The The torque can be applied via one or more drive devices, which generate the required moment for pivoting.

According to a first embodiment, the drive device is connected to the transmission, in particular permanently and at least indirectly mounted on the pull rod. In this case, it is possible to carry out pivoting movements at any time and no special preparations are required for the procurement of a drive device.

According to an advantageous development of this first embodiment, a first drive device can be designed and arranged to introduce a first drive torque into the transmission, which is smaller than the required minimum drive torque for pivoting the first coupling device about the pivot axis against the direction of gravity. The first for pivoting the

The drive torque provided to the coupling device is smaller, particularly taking into account the gear ratio of the transmission, than the total minimum torque required to pivot the coupling device, consisting of the moment of inertia of the coupling device and the required breakaway torque for pivoting. Only an additional torque is then required to apply the breakaway torque in order to pivot the first coupling device. The first drive device is then preferably designed and arranged in such a way as to provide a first drive torque which is equal to or greater than the moment of inertia of the first coupling device to be pivoted, which is particularly advantageous when the additional torque is introduced by manual operation, in particular pivoting via a lever arm or via a hand crank, since the required force input for the additional torque can be kept low.

In a particularly advantageous embodiment, the first drive device comprises at least one drive shaft connected to the pull rod and the gear, in particular a pre-tensioned energy storage element connected to the input of the transmission, the pre-tension of which is dimensioned such that when an additional torque corresponding at least to the difference torque to the minimum drive torque is introduced into the transmission, the stored energy is released to the transmission, in particular at the input for pivoting. In a particularly advantageous development, the first drive device is formed by a drive spring designed as a torsion spring, which is connected at least indirectly, preferably directly, to the pull rod with one end region and at least indirectly, preferably directly, to the input of the transmission with the other end region. For safety reasons, the required pre-tension force is preferably divided between at least two drive spring devices which are arranged parallel to one another. The additional torque which can be described as the difference torque to trigger the pivoting and the breakaway of the drive spring can then be selected to be relatively low depending on the design of the drive spring. For this purpose, the device has at least one further drive device for introducing an additional torque into the transmission which at least corresponds to the difference torque to the minimum drive torque. In a particularly advantageous embodiment, this additional drive device for introducing an additional torque into the transmission that corresponds at least to the difference in torque to the minimum drive torque is a manually operable lever arm that is coupled to the connection between the coupling device and the pull rod, in particular the connection between the coupling device and the hinge pin, and is preferably formed by the coupling device itself. This means that the coupling device functions as a lever arm that can be easily operated manually.

In a particularly advantageous development of this embodiment, the first drive device is formed by a drive spring designed as a torsion spring, which is connected at least indirectly, preferably directly, to the interface device with one end region and with the other End region is at least indirectly, preferably directly connected to the input of the gearbox. For safety reasons, the required preload force is preferably divided between at least two mainspring devices which are arranged parallel to one another. In this case, the entire device for pivoting the first clutch device in or out as required into or out of a horizontal clutch plane defined by the pivot axis and a line perpendicular to it does not require any complex drive device but rather makes do with a simple spring unit which can be braced using the operating mode of the clutch arrangement and which holds the clutch in the clutch plane when it is in the operating position and only releases it when an additional torque is introduced by pivoting the first clutch device and uses the stored energy to drive the input on the gearbox. Furthermore, when the clutch device is later lowered, the mainspring is wound up again and the energy required for pivoting is automatically stored in it again.

In an alternative second embodiment of the arrangement of the drive device, only the gear is coupled to the hinge pin and thus in particular to the pivotable bearing of the first coupling device. The input is designed to be connected to the drive device, but is not necessarily connected, but is free from any coupling with it when the drive device is not needed. The drive device can then be connected to the input of the gear if required. Unintentional or incorrectly triggered pivoting processes are thus reliably avoided. Attachable, manually operated crank devices or handwheels or tools specially designed for this purpose are preferably used as such drive devices.

There are a number of options for the design of the drive system. In an initial design, this can be carried out by a or external energy-operated drive motor, in particular an electric motor or hydraulic motor. These offer the advantage of high speeds when introducing the torque required for swiveling and thus correspondingly fast swiveling and can be controlled and operated either manually or automatically.

The second design of the drive device includes manually operated devices, in particular hand cranks or hand wheels. These are easy to operate and do not require any additional external energy supply. These can be directly or indirectly connected to the pull rod or mounted on it, or are designed as removable drive devices that can be attached as required.

If the drive devices are not securely coupled to the pull rod, they can also be formed by a manually operated tool that can be powered by an external power source to rotate the input of the gear box. In the simplest case, the use of a cordless screwdriver with the appropriate attachment is conceivable.

It is particularly advantageous if the input and output of the gearbox are arranged coaxially to the swivel axis. In this case, a particularly space-saving design is possible in the area of the joint arrangement of the coupling device and pull rod. In a particularly advantageous further development, the drive device and the input and output of the gearbox are arranged coaxially to the swivel axis. The advantage is a compact and space-saving design with the shortest transmission paths, a small number of components and the provision of large torques with little installation space required.

In a first variant, the drive unit and transmission can be assembled as separate components or in a The advantageous second variant is to store and assemble it as a pre-assembled unit.

To hold and fix the position of the first coupling device in the coupling plane (first position) and the swiveled-out position (second position), a locking device is preferably assigned to it, which fixes the coupling device in the respective position relative to the drawbar. In the simplest case, these are so-called locking bolts, which interact with the hinge bolt and prevent it from twisting.

In a particularly advantageous development, in order to avoid an undesirable and incorrect swinging back of the first coupling device, it is provided that the actuating device comprises an automatically switching clutch arranged between the drive device and the hinge pin, in particular between the drive device and the gear or the gear and the hinge pin, which is designed to transmit torque in one direction and to act as a load lock in the opposite direction in the event of an overload in order to block swinging back in the opposite direction. The risk of accidents, particularly when operated manually, for the operating personnel is thus reduced and the coupling device is also held securely in possible intermediate positions.

In order to support the pivoting, particularly during manual operation, a spring device is provided for applying an additional force and thus supporting the drive device, which is connected at least indirectly to the pull rod in one end region and at least indirectly to the hinge pin in the other end region. The spring device is preferably designed as a drive spring running in a ring around the hinge pin. The spring device is also designed and arranged in such a way that it is prestressed in the position of the first coupling device lying in the coupling plane. and to generate a force in the pivoting direction when releasing the locking device and actuating the drive device, particularly when the latter is designed as a hand crank, and thus to reduce the force required to be applied to the drive device.

The individual components of the actuating device - drive device and gear - and optionally spring device and/or automatically switching automatic clutch can each be attached or mounted separately on the drawbar. According to a particularly advantageous embodiment, at least one individual component of the components of the actuating device - drive device and gear - and optionally spring device and/or automatically switching automatic clutch is attached or mounted indirectly on the drawbar via another of the components of the actuating device. In the case of indirect attachment or mounting, the number of connecting elements is significantly reduced and the connection between the individual components can be made simply and directly.

There are a number of options for the arrangement of the individual components of the actuating device. This is preferably done coaxially to the pivot axis and, viewed in the direction of this, next to one another, whereby the arrangement can be on one side, i.e. assigned to one side of the pull rod and thus to one end area of the hinge pin, or on both sides of the pull rod and thus assigned to the two ends of the hinge pin. The decisive factor is that the gear is functionally arranged between the drive device and the hinge pin.

The clutch, which automatically locks in one direction of rotation, can be arranged in a first variant between the drive device and the gearbox and in a second variant between the gearbox, in particular the output and the hinge pin. The spring device, in particular the mainspring, is arranged between the pull rod and the hinge pin, whereby the arrangement can also be arranged, for example, between the housing of the gearbox, which is connected to the pull rod or the housing of the drive device and hinge pin.

The arrangement on one side only offers the advantage of being able to provide pre-assembled components that only need to be connected to the hinge pin and the drawbar. The arrangement of components on both sides offers the advantage of a spatially compact design around the drawbar and the possibility of designing an operation from both sides of the drawbar and thus both sides of the carriages that support it.

Spatially, the arrangement of at least the gear mechanism and preferably additionally the spring device and/or the automatically switching clutch effective in one direction of rotation and acting as a load torque lock can be as desired in the longitudinal direction of the pivot axis between the drive device and the second end region of the pull rod.

According to a particularly advantageous embodiment, the second end region of the pull rod is designed to extend in a fork-like manner on both sides of the longitudinal axis, and the joint bolt is pivotably mounted with its two end regions in the fork-like end region of the pull rod. The components of the actuating device are arranged coaxially to the pivot axis on both sides of the pull rod, with the drive device and the automatically switching clutch that is effective in one direction of rotation and functions as a load torque lock preferably being assigned to the same side of the end region of the pull rod.

The coupling arrangement preferably comprises at least one further second coupling device, which is designed differently from the first coupling device. The second coupling device differs from the first coupling device in terms of coupling type or dimensions. The second coupling device is preferably attached to the joint arrangement provided in the second end region of the pull rod in the circumferential direction. The coupling device is hinged at an angle to the first coupling device when viewed around the pivot axis or is pivotably mounted on the joint arrangement around a horizontal pivot axis. By providing the additional second coupling device in the coupling arrangement, it is available at all times and can be moved to the appropriate position - in the coupling plane or a position outside the coupling plane - via the actuating device. Complex manual setup can be eliminated.

According to advantageous implementations of the coupling arrangement according to the invention, it is provided that the first coupling device is an automatic coupling, in particular a Scharfenberg ™ type coupling, and the further second coupling device is designed as a screw coupling. The first coupling device is characterized in particular by a coupling head and coupling elements with a funnel-Z-cone profile and a coupling lock arranged in the coupling head and interacting with a counter-coupling when coupling. The coupling lock assigned to the coupling head is particularly compatible with a coupling head in a funnel/cone design, such as type 10, type 35, type 330, type 430, type 55 or type 140. Such combinations are particularly advantageous for use in freight and goods transport when assembling wagon sequences.

However, other coupling head types or coupling head designs are also possible, such as Wedgelock coupling heads, BSI coupling heads, or GF coupling heads.

In an alternative embodiment, the first coupling device can also be designed with an exchangeable coupling head. In this context, it is particularly suitable for the joint arrangement of the drawbar to have a first joint arm that can be pivoted about a horizontal axis. or has a coupling shaft region which is connected to the joint bolt in a manner which is fixedly connected to it and to which a coupling head of an automatic coupling is or can be fastened, preferably in a detachable and/or replaceable manner. For this purpose, the shaft region connected to the joint bolt has an interface region via which a coupling head of an automatic coupling can be fastened to it in an exchangeable manner.

In this context, it would be conceivable, for example, if the interface area had at least one shell sleeve arrangement. The interface area basically serves to mechanically connect the shaft area of a first coupling device, which is connected to the hinge pin in a detachable manner, to a coupling head, in particular the coupling head of an automatic coupling.

In particular, a modular design of the coupling arrangement consisting essentially of the drawbar and a separate coupling head of a first coupling device can be implemented in this way. Since different coupling heads can be used to form the first coupling device via the interface area, the coupling arrangement is suitable in this case for coupling with a large number of couplings of different designs or types, whereby in particular no change or replacement of the coupling arrangement from the draw hook of the shunting vehicle is required, but only two systems need to be provided on the coupling arrangement, whereby one of the coupling devices can be variably defined with regard to the exchangeable coupling head. The solution according to the invention can therefore be used in particular to fulfill different shunting tasks, so that overall this is an extremely flexible system.

There are various possible designs for the interface area. In particular, it is advisable to the interface area has at least one shell sleeve arrangement. Alternatively or additionally, the interface area can also have at least one locking pin arrangement with at least one locking pin.

With regard to crash safety, it is also fundamentally advantageous if an energy absorption and/or damping element is integrated into the pull rod of the hybrid coupling to dampen tensile and/or compressive forces transmitted via the pull rod during ferry operation. The energy absorption and/or damping element is preferably regenerative, for example in the form of a spring device or a spring package. Of course, it is also conceivable to use destructively designed absorption elements or a combination of destructive and regenerative components.

The actuating device according to the invention for pivoting a first coupling device mounted pivotably about a pivot axis on a drawbar connectable to a track-bound vehicle comprises at least one drive device for at least indirectly introducing a torque for pivoting the coupling device and a mechanical gear arranged in the power flow between the drive device and the first coupling device, in particular in the connection between the drive device and the pivotable mounting of the first coupling device with a gear ratio to slow down, in particular a reduction gear with a gear ratio of at least 10 _i.e. 10:1, preferably in the range from 20:1 to 50:1, particularly preferably in the range from 25:1 to 30:1.

If the first coupling device is mounted in a drive-proof manner with a hinge pin that can be pivoted on the drawbar and is connected to this, the transmission is arranged in the power flow, in particular in the connection between the drive device and the hinge pin. According to a particularly advantageous embodiment, the gear is designed as an eccentric gear, in particular a cycloidal gear, the input of which can be connected to a drive device and the output of which is connected to the pivotable bearing of the first coupling device, in particular the hinge pin.

Exemplary embodiments of the drawbar or transition coupling according to the invention are described in more detail below with reference to the accompanying drawings.

Show it:

Figures 1 a and 1 b show a kinematic diagram of the clutch arrangement according to the invention in a first and a second embodiment as a hybrid clutch;

Figures 2a to 2c show, in a sectional view through the joint plane, advantageous arrangement and connection options of the basic configuration of drive device and gear according to an embodiment of Figure 1a;

Figures 3a to 3c show a particularly advantageous embodiment of a hybrid clutch in different functional positions;

Figure 4 shows an example of an advantageous embodiment of a transmission in the form of a reduction gear designed as a cycloidal gear;

Figure 5 shows an example of a one-way automatic clutch acting as a load torque lock;

Figure 6 shows a mainspring to support the drive device;

Figures 7a to 7I show possible arrangements of the individual components of the actuating device relative to the pull rod and joint arrangement.

In all figures, the same reference numbers are used for the same components. Figure 1 a shows a schematic, highly simplified representation of the basic structure of a first particularly advantageous embodiment of a coupling arrangement 100 according to the invention in the form of a hybrid coupling. This comprises a drawbar 1 and at least one first coupling device 20 in the form of an automatic coupling 21, which is pivotably mounted on the drawbar 1 about a horizontal geometric axis A. A second coupling device 30 is also provided, which is also pivotably mounted about the geometric axis A. The two coupling devices 20, 30 are designed in different ways. In particular when used in freight transport, the first coupling device 20 is preferably designed as a Scharfenberg ™ type coupling. The second coupling device 30 is designed as a screw coupling.

The drawbar 1 is characterized by an extension along a longitudinal axis L, which, when installed on a rail-bound vehicle, coincides with its longitudinal direction. The horizontal geometric axis A is aligned perpendicular to the longitudinal axis L.

The drawbar 1 has a first end region 2 on the car body side, viewed in the installed position, via which the drawbar 1 can be connected, preferably detachably, to a car body, in particular a car body of a freight or shunting vehicle or its undercarriage. The connection can be made directly or via further intermediate transmission elements. The direct connection is made, for example, via a joint bearing. In addition, the drawbar 1 has a second end region 3 opposite the first end region 2. A joint arrangement 4 is provided on this second end region 3 in order to be able to pivot the first coupling device 20, in particular an automatic coupling 21 having a coupling head 22, into and out of a horizontal coupling plane KE as required. This The coupling plane KE can be described by the longitudinal axis L and the axis A.

The joint arrangement 4 comprises at least one joint pin 5 which is horizontal when viewed in the installation position of the coupling arrangement 100 on the vehicle and which is rotatably mounted in a receiving area 7 of the end area 3 of the drawbar 1, said receiving area having through-openings. The end area 3 of the drawbar 1 is designed like a fork for this purpose. The pivoting takes place about the horizontal axis A, which corresponds to the axis of the joint pin 5 and thus the pivot axis GA of the joint arrangement 4. The horizontal coupling plane KE can then be described by the longitudinal axis L of the drawbar 1 and a perpendicular to it in the horizontal direction when viewed in the installation position on the rail vehicle, in particular the pivot axis GA of the joint pin 5.

The first coupling device 20 is fixed to the hinge pin

5 of the joint arrangement 4. This can be achieved by integrally designing the coupling device 20 with the joint pin 5 or preferably by a detachable connection thereto. The fixed connection can be designed to be force-locking or form-locking. For example, tongue and groove connections are conceivable.

Figure 1 a shows the first coupling device 20 in the horizontal coupling plane KE. The position in this plane is designated I-20. In order to be able to pivot it out of or into this plane according to the direction indicated by the double arrow, an actuating device

6 is provided. The actuating device 6 is attached to the pull rod 1, preferably directly, and comprises at least one mechanical gear 13 with a housing 8, the input 14 of which is connected or connectable to a drive device 12 for applying a torque and the output 15 of which is coupled to the hinge pin 5 for applying a torque thereto. According to the first particularly advantageous In this design, the input 14 and the output 15 as well as the swivel axis GA are arranged coaxially to each other.

The drive device 12 for applying a torque is preferably arranged on the pull rod 1 and connected to the gear 13, whereby the connection is detachable, but a removal of the drive device 12 from the pull rod 1 and a connection intended only temporarily for pivoting are not provided. This means that the coupling arrangement 100 is characterized in that the actuating device 6 comprising the drive device 12 and the gear 13 is permanently arranged on the pull rod 1, whereby the gear 13 and the drive device 12 are either each individually attached to the pull rod 1 or one of the two components is mounted on the other component and the other component is then attached to the pull rod 1.

The gear 13 is designed as a mechanical reduction gear when viewed in the direction of power flow from the input 14 to the output 15. There are a number of possibilities for the design of the gear 13 itself, with the gear designed according to Figure 1a being characterized by a coaxial arrangement of input 14 and output 15, thus enabling a particularly space-saving arrangement. In a particularly advantageous design, as shown in Figure 4 in an exploded view, this is designed as a cycloid gear 10, in which cam disks transmit the torque in a rolling manner. This comprises a drive or eccentric shaft acting as input 14, which can either be connected to the drive device 12 or is preferably connected, and an output shaft acting as output 15. In the case shown, two cam disks 25, 26, an annular disk 23 carrying fixed bolts 27 arranged in a ring around the drive shaft, and a roller disk 24 are also provided. The drive shaft drives the cam disk 25. The bolts 27, which are fixedly arranged above the ring disk 23, interact with the outer contour of the cam disk 25, so that due to the eccentric movement the cam disk 25 can be rotated by these bolts 27 are driven and thereby rotate about their axis of symmetry. This also applies to the second cam disk 26 which is arranged downstream and is coupled to the first cam disk 25 via first rollers 28. Holes are provided in the cam disks 25, 26 which rotate in the opposite direction to the drive shaft. The rollers 28 of the cam disk 26 located behind it and a roller disk 24 arranged behind it engage in these holes. The cam disk 26 thus drives the roller disk 24, to which the output shaft forming the output 15 is also attached, which is located coaxially to the drive shaft forming the input 14. Other designs of the gear 13 are conceivable.

The second coupling device 30 shown in Figure 1 a is shown in the position pivoted out of the coupling plane KE, preferably the end position I-30 which is then present in the installation situation. This is also pivotally mounted about the pivot axis GA. The pivoting can either take place freely without a forced coupling with the pivoting movement of the first coupling device 20 or it can be forced coupled with it. In the latter case, which is only indicated here by a broken line, the second coupling device is also firmly connected to the hinge pin 5, the connection being such that the second coupling device 30 is pivoted out of this coupling plane KE when the first coupling device 20 is pivoted into the coupling plane KE and when the first coupling device 20 is pivoted out of the coupling plane KE, it pivots by the same pivot angle as the coupling plane KE due to the connection between the two coupling devices 20, 30. This is preferably always the case when the second coupling device 30 is also an automatic coupling device, in particular a Willision coupling, SA3 coupling or AAR coupling or a Scharfenberg™ type coupling device characterized by a different design and construction. If the second coupling device 30 is designed as a screw coupling, the pivoting when coupling to a counter-coupling device takes place by manual actuation, in particular lifting and pivoting about the pivot axis GA.

The embodiment shown in Figure 1a represents a particularly compact design and arrangement of an actuating device 6 comprising a drive device 6 and a gear 13. In this case, the entire actuating device 6 is arranged coaxially to the pivot axis GA.

The actuating device 6 with drive device 12 and gear 13 can be formed as a pre-assembled unit or from individual components only when attached to the pull rod 1. The arrangement of drive device 12 and gear 13 can be on one side of the end region 3 or on both sides of the end region 3 in a view of a plane that can be described by the pivot axis GA and a perpendicular to it in the vertical direction, and thus assigned either to only one end region 5.1 or 5.2 of the hinge pin 5 or to both end regions 5.1 and 5.2.

In contrast, Figure 1 b illustrates an alternative second embodiment of a coupling arrangement 100 with eccentric arrangement of input 14 and output 15 with regard to the arrangement of input 14 and output 15. The basic structure and the functions of the individual components are otherwise the same as in Figure 1 a.

The second embodiment of the clutch arrangement 00 is characterized by the eccentric positioning of the drive device 12. Input 14 and output 15 of the gear 13 are arranged eccentrically to each other. The gear 13 is designed as a spur gear 9, comprising at least one spur gear stage between input 14 and output 15, wherein the input 14 is connected in the simplest case to a spur gear acting as a pinion and the output 15 to a second spur gear. First and second spur gear mesh with one another and the second spur gear coupled to the hinge pin 5 is characterized by a larger diameter than the first spur gear. In order to pivot the first coupling device 20 from the position 1-20 in the coupling plane KE into a position 11-20 deflected from this via corresponding positions 111-20 arranged in between, the drive device 12 is actuated and transmits the torque to the gear 13, in particular the input 14. As a result of the reduction, the hinge pin 5 connected to the output 15 of the gear 13 is rotated about the pivot axis GA and, due to the secure connection, causes the coupling device 20 to pivot into the pivoted position II-20.- The first coupling device 20 is secured in its position relative to the drawbar 1 in the respective end positions I-20 and II-20 by means of a locking device 17, for example in the form of a locking pin. The locking device 17 preferably engages directly on the hinge pin 5 and fixes it in the hinge pin 5 in the respective pivot position I-20 or II-20 of the first coupling device 20.

The second coupling device 30 can either be pivoted in a forced manner when pivoting the first coupling device 20. In this case, it is also firmly connected to the hinge pin. Or, particularly when designed as a screw coupling, it can be pivoted separately about the pivot axis GA.

Figures 2a to 2c show, by way of example, possible arrangements and couplings between the individual components of the actuating device 6 based on a sectional view through the hinge pin 5 in a view of the front side of the coupling arrangement 100. The minimum configuration of the gear 13 and drive device 12 is shown in each case, as well as the end region 3 of the pull rod 1 and the end region 8 of the first coupling device 20, which is connected to the hinge pin 5 in a fixed manner. The end region 3 of the pull rod 1 is designed like a fork. The hinge pin 5 extends through the receiving area 7 in the two fork parts extending from the pull rod 1 on both sides to the longitudinal axis L. Figures 2a to 2c illustrate designs with actuating devices 6 with drive devices 12 pre-installed on the pull rod 1.

Figure 2a shows a design with the arrangement of the actuating device 6 in relation to a plane SKE aligned perpendicular to the coupling plane KE formed by the longitudinal axis L and the pivot axis GA on one side of the fork-like end region 3 and thus only assigned to one end region 5.1 of the hinge pin 5. The drive device 12 and gear 13 are arranged coaxially and coaxially to the hinge pin 5. The gear 13 is preferably attached with its housing to the end region 3 of the pull rod 1 and the drive device is carried by it. The hinge pin 5 can be designed as a solid profile element. The input 14 of the gear 13c is connected to the drive device 12, the output directly to the hinge pin ends protruding from the fork-like end region 3.

Figure 2b shows a design with the drive device 12 and gear 13 arranged at the opposite end regions 5.1, 5.2 of the hinge pin 5, viewed in the direction of the pivot axis GA. For this purpose, the hinge pin 5 is provided with a hollow bore 5.3, which enables a connection between the drive device 12 and the input 14 of the gear 13 via a connecting element 18 guided through it. The drive device 12 acts directly on the connecting element 18 and is connected via this to the input 14 of the gear 13. The output 15 of the gear 13 is connected to the hinge pin 5. Preferably, the housing 8 of the gear 13 is connected to the pull rod 1, in particular in the fork-like end region 3. The connecting element 18 and the drive device 12 can be supported on the pull rod 1 via the gear 13, in particular the housing 8. It is also possible to attach the drive device directly to the pull rod 1 .

Figure 2c shows a design according to Figure 2a with two drive devices 12a, 12b, which are arranged on both sides of the end region 3 of the pull rod 1 and thus are each assigned to an end region 5.1 and 5.2 of the hinge pin 5. Here too, the hinge pin 5 has a hollow bore 5.3 through which the coupling of the second drive device 12b assigned to the second end region 5.2 of the hinge pin 5 is guided. The connecting element 18 provided for this purpose is connected to the input of the gear 13. The first drive device 12a is also connected to the input 14 of the gear 13. This is particularly advantageous when the drive device 12a, 12b is designed as a manually operated handwheel or crank, since it can thus be operated from two sides of the coupling arrangement 100 and thus from both sides of the vehicle when installed on a rail-bound vehicle.

Figures 3a to 3c show the various functional positions I, II and III when pivoting the coupling devices 20, 30 of a coupling arrangement 100 for a particularly advantageous first embodiment according to Figure 1a. The coupling device 20 is designed as an automatic coupling 21 of the Scharfenberg ™ type for mechanical connection to a complementary counter-coupling device and the second coupling device 30 is designed as a screw coupling. In detail, the automatic coupling 21 has a coupling head 22 and an adjoining shaft region 31 which is integrally formed with it or detachably connected, the coupling device 20 being connected in the shaft region 31 to the hinge pin 5 in a fixed manner. The coupling head 22 comprises a coupling head housing 22.1 and coupling elements 22.2, 22.3 in the form of a protruding funnel and a cone as well as a coupling closure (not shown) accommodated in the housing, which interact with a complementary counter-coupling device during coupling to produce the mechanical connection. The coupling closure is designed as a rotary closure, with the core, to which a coupling eye is connected so as to be rotatable about a coupling eye axis. The coupling closure can be a one- or two-position closure. The core can, for example, be mounted so as to be rotatable about a main axis, for which purpose it is mounted on a main bolt. mounted and connected to it in a rotatable manner. The coupling eye has a first end 5, at which it is connected to the frog in a rotatable manner, and an opposite second end which can be clamped into a mouth of the frog of an opposite coupling head in order to mechanically lock the two coupling heads together.

The second coupling device 30 is designed here as a screw coupling 32, with which two rail vehicles, each comprising a drawbar 1, can be coupled to one another in their end regions 3. The screw coupling 32 has a threaded rod 33, on the two axial ends of which a coupling element 34 and 35 is provided, preferably screwed on. Each coupling element 33, 34 has a screw body which has an internal thread which is screwed onto the external thread of the threaded rod 33. A coupling eyelet is articulatedly connected to the screw body, which can be pushed or hooked onto a corresponding component on the rail vehicle, for example a hook or bolt, in order to establish a positive connection, at least for tensile forces, with the rail vehicle. In the case shown, the coupling elements 34 and 35 are designed as drawbar eyes, wherein the coupling element 34 is mounted so as to be pivotable about the pivot axis GA, in particular the hinge pin 5 is guided through it. The drawbar eye attached to the other end of the threaded rod 33 is used for hooking into a drawbar hook on a rail vehicle to be coupled. In order to be able to rotate the threaded rod 33 more easily and thereby change the distance between the two screw bodies or coupling elements 34, 35, a lever is connected to the threaded rod 33 in a rotationally fixed manner in the axial center of the threaded rod 33 between two sections of the external thread. This can be gripped and forms a lever for introducing the torque into the threaded rod 33. The screw coupling 32 is only mounted so that it can pivot about the joint axis GA and is free from a forced coupling with the movement of the first coupling device 20. The screw coupling 32 can - not shown here, however - also be connected to the hinge pin 5 in a fixed manner. In this case, the connection is made between the first coupling element 34 and the hinge pin 5. The movement of the second coupling device 30 would then be forcibly coupled with that of the first coupling device 20.

Figure 3a shows the coupling arrangement 100 with the coupling device 20 arranged in the coupling plane KE and thus in a first position I-20. The second coupling device 30, designed as a screw coupling 32, can be seen in its first position I-30 pivoted out of the coupling plane KE.

Figure 3b shows the transition of the first coupling device 20 from the first to the second position I-20 to II-20 as an intermediate position III-20. The screw coupling 32 remains in the first position I-30 due to the lack of forced coupling, while Figure 3c shows the first coupling device 20 in the fully pivoted out position II-20 defined from the coupling plane KE and the second coupling device 30 in the pivoted in position II-30 into the coupling plane KE.

In all designs, a locking device 17 is provided, which fixes the position of the first coupling device 20 in the coupling plane KE but also in the pivoted-out position II-20 relative to the end region 3 of the drawbar 1. In the simplest case, this can be a locking bolt. The designs according to Figures 3a to 3c also show the connection of the end region 2 of the drawbar to the car body, for example via a joint bearing 19.

To achieve easy pivoting and to prevent unwanted backward pivoting, additional devices are provided in the basic configuration. A first such device includes the Function of a load moment lock and comprises a clutch 36 which automatically blocks at least in one direction. One possible embodiment of this is shown as an example in an exploded view in Figure 5. This comprises, for example, a first clutch element 37 which can be coupled to a driven component and which in the case shown has actuating pins, a second clutch part 38 which is coupled to the component to be driven, wherein the first and second clutch parts 37, 38 in the case shown can be coupled to one another in a driving manner in one direction via a hub element 39, and clamping elements 40 which prevent the clutch part 38 from twisting in the opposite direction under overload.

Figure 6 shows a device for facilitating actuation, in particular manual actuation when applying the torque. This comprises an annular spring 41, which has a first end region which is connected to the hinge pin 5 and a second end region which is at least indirectly connected to the pull rod 1. The connection can be made directly to the pull rod 1, in particular the second end region 3, or to a housing of a component of the actuating device 6, in particular housing 8 of the gear 13 or the drive device. Figures 7a to 7I show possible arrangements of the individual components of the actuating device 6 in a view from above of the coupling arrangement 100, i.e. of the coupling plane KE. The first coupling device 20 can be seen in the form of an automatic coupling 21 of the Scharfenberg ™ type with a coupling head 22 and a shaft area 31, which is connected in a fixed manner to the joint arrangement 4, in particular the joint pin 5 of the joint arrangement 4 in the second end area 3, which is designed as a fork-shaped receiving area 7 of the drawbar 1 with fork-like elements on both sides. The drawbar 1 is coupled to the car body of a rail-bound vehicle in the end area 2 on the car body side via a bearing arrangement 19. The coupling takes place, for example, via a joint arrangement in a bearing block that can be attached to the car body. The following can be seen: furthermore the actuating device 6, in particular in a preferred embodiment with drive device 12, gear 13 and optionally provided additional components, such as one-sided automatic clutch 36 designed as a load moment lock and mainspring 41 and their arrangement in relation to the pivot axis GA or the hinge pin 5 and the end region 3 of the pull rod 1. In all embodiments, the components drive device 12, gear 13 and optionally provided additional components, such as one-sided automatic clutch 36 designed as a load moment lock and mainspring 41 are arranged coaxially to one another and coaxially to the pivot axis GA and thus the hinge pin. In the case shown, the drive device 12 is designed as a manually operated hand crank, for example. This is permanently provided on the pull rod 1. It is also conceivable to design this as a removable device and only provide the connection for the drive device 12 on the gearbox. The drive device can then be plugged on as required or a tool, for example a cordless screwdriver with a corresponding attachment, can be used. Alternatively, but not shown here, the drive device 12 can also be pre-installed as a motor, in particular an electric motor, permanently on the pull rod.

A cycloidal gear 10 is preferably used as the gear 13. Other designs with a coaxial arrangement of input 14 and output 15 are also conceivable. The screw coupling 32 cannot be seen in this view.

Figures 7a to 7I serve to illustrate the arrangement of the individual components drive device 12, gear 13 and optional additional components, such as the one-sided automatic clutch 36 designed as a load moment lock and the drive spring 41 in the direction of the pivot axis GA or in relation to the end areas 5.1, 5.2 of the hinge pin mounted in the receiving area 7 in the end area 3 of the pull rod 1. 5. Not shown in detail are the connection of the actuating device 6, in particular of the individual components drive device 12, gear 13 and optional additional components, such as the one-sided automatic clutch 36 designed as a load torque lock and the mainspring 41 and their fastening or support on the pull rod. Each of the components can be fastened to the pull rod 1 on its own or indirectly to it via the fastening to another component and the fastening of this to the pull rod 1. For example, the housing 8 of the gearbox can be fastened to the pull rod 1 and the drive device 12 via this. The decisive factor is that the drive device 12 pivots the hinge pin 5 via the gearbox 13, the output of the gearbox 13 being at least indirectly, preferably directly, connected to the hinge pin 5. The connection between the input 14 of the gearbox 13 and the drive device 12 is also at least indirectly, preferably directly. The coupling device 36, which acts on one side and acts as a load moment lock, and a spring device 41 to support the swivel movement can be arranged in the power flow between the drive device 12 and the hinge pin 5. The load moment lock is preferably arranged functionally between the drive device 12 and the gear 13, but can also be arranged downstream of the gear 13. The spring device 41 is arranged between the pull rod 1 and the hinge pin 5.

Figures 7a to 7j show the arrangement of the components drive device 12, gear 13 and optional additional components, such as the one-sided automatic clutch 36 designed as a load moment lock and the mainspring 41. Figures 7a to 7j show arrangements of the actuating device 6, in particular the components drive device 12, gear 13 and optional additional components, such as the one-sided automatic clutch 36 designed as a load moment lock and the mainspring 41 on both sides of the longitudinal axis L and the thus assigned to the two end areas 5.1, 5.2 of the hinge pin and on both sides of the end area 3 of the pull rod 1.

Figure 7a shows the assignment of the drive device 12 and the one-sided automatic coupling 36 designed as a load moment lock to the second end region 5.2 of the hinge pin 5, while the remaining components - gear 13 and mainspring 41 are assigned to the first end region 5.1 and are thus arranged on the side of the end region 3 of the pull rod 1 opposite the longitudinal axis. The one-sided automatic coupling 36 designed as a load moment lock is arranged between the drive device 12 and the pull rod 1 when viewed in the longitudinal direction of the pivot axis, and the gear 13 is arranged between the mainspring 41 and the end region 3. Figure 7b shows a modification of Figure 7a, wherein the arrangement of the gear 13 and the mainspring 41 are swapped.

In Figure 7c, the mainspring 41 from Figures 7a and 7b is assigned to the second end region 5.2 of the hinge pin and is arranged between the one-sided automatic coupling 36 designed as a load moment lock and the pull rod 1.

In Figure 7d, the arrangements of gear 13 and mainspring 41 are reversed compared to Figure 7c.

Figure 7e shows an arrangement according to Figure 7a, but the assignments to the end areas 5.1 and 5.2 on the hinge pin 5 have been swapped. In detail, Figure 7e shows the assignment of the drive device 12 and the one-sided automatic coupling 36 designed as a load moment lock to the first end area 5.1 of the hinge pin 5, while the remaining components - gear 13 and drive spring 41 are assigned to the second end area 5.2 and are thus arranged on the side of the end area 3 of the pull rod 1 opposite the longitudinal axis. The one-sided automatic coupling 36 designed as a load moment lock is Coupling 36 is arranged between drive device 12 and pull rod 1 when viewed in the longitudinal direction of the pivot axis, and gear 13 is arranged between main spring 41 and end region 3. Figure 7f shows a modification of Figure 7e, wherein the arrangement of gear 13 and main spring 41 at end region 5.2 of hinge pin 5 is swapped.

In Figure 7g, the mainspring 41 from Figures 7e and 7f is assigned to the first end region 5.1 of the hinge pin 5 and is arranged between the one-sided automatic coupling 36 designed as a load moment lock and the pull rod 1.

In Figure 7h, the arrangements of gear 13 and mainspring 41 are reversed compared to Figure 7g.

Figures 7i to I show the arrangement of all components of the actuating device 6, each assigned to one side of the pull rod 1 and thus to an end region of the hinge pin 5. Figures 7i and 7j show the complete actuating device 6 comprising the components drive device 12, gear 13 and optional additional components, such as the one-sided automatic clutch 36 designed as a load torque lock and mainspring 41 to the end region 5.2 of the hinge pin 5, in the arrangement drive device 12, clutch 36 and adjacent gear 13 and mainspring 41 in Figure 7i. In Figure 7j, the arrangement of mainspring 41 and gear 13 is swapped.

Figures 7k and I show the embodiments of the arrangements according to Figures 7i and j, but with assignment to the end region 5.1.

The invention is not limited to the exemplary embodiments shown in the drawings, but results from a combination of all features disclosed herein. Reference symbols

1 drawbar

2 first end area of the pull rod

3 second end section of the pull rod

4 Joint arrangement

5 hinge pins

5.1 first end area

5.2 second end area

6 Actuating device

7 Recording area

8 Housing

9 Spur gear

10 Cycloidal gears

12 Drive system

12a Drive device

12b Drive device

13 Gearbox

14 Input Gearbox

15 Gearbox output

16 Drive shaft

17 Locking device; locking bolt

18 Connecting element

19 Bearing; joint arrangement

20 first coupling device

21 automatic clutch

22 Coupling head

23 Ring disc

24 roller disc

25 Cam disc

26 Cam disc 27 Bolt of the first ring disk

28 first roles

29 second roles

30 second coupling device

31 Shaft area

32 Screw coupling

33 Threaded rod

34 Dome element

35 Dome element

36 one-way automatic clutch; load torque lock

37 Coupling part

38 Coupling part

39 Hub

40 clamping elements

41 Mainspring

41.1 End area

41.2 End area

100 Clutch arrangement, in particular transition or hybrid clutch

A horizontal geometric axis

L Longitudinal axis

GA swivel axis

KE coupling level

Claims

Patent claims

1. Coupling arrangement (100) for a track-guided vehicle, in particular a rail vehicle, comprising a drawbar (1) extending along a longitudinal axis with a first end region (2) for at least indirectly connecting to a car body and a second end region (3) opposite the first end region (2) for rotatably supporting a hinge pin (5) describing a horizontal pivot axis (GA) aligned perpendicular to the longitudinal axis (L); with at least one first coupling device (20), preferably with at least two differently designed coupling devices (20, 30) for mechanically connecting to a complementarily designed counter-coupling device of another track-guided vehicle, which are pivotably mounted about the pivot axis (GA) in the second end region (3) of the drawbar, wherein the first coupling device (20) is connected to the hinge pin (5) in a fixed manner; an actuating device (6) for pivoting the first coupling device (20) in or out as required into or out of a horizontal coupling plane (KE) which can be described by the pivot axis and the longitudinal axis (L); characterized in that the actuating device (6) comprises a mechanical gear (13) with an input for introducing a torque which can be applied or is applied by a drive device (12, 12a, 12b) into the latter and an output which is connected at least indirectly, preferably directly, to the joint pin (6) for applying a torque to the latter, the gear (13) being designed as a gear with a slow gear ratio, in particular a reduction gear. Clutch arrangement (100) according to claim 1, characterized in that the gear (13) has a gear ratio of at least 10 _i.e. 10: 1, preferably in the range from 20: 1 to 50: 1, particularly preferably in the range from 25: 1 to 30: 1. Clutch arrangement (100) according to one of the preceding claims, characterized in that the gear (13) is designed in the form of an eccentric gear, in particular an eccentric gear with involute teeth or a cycloid gear or stress wave gear or the gear is designed as a planetary gear or spur gear. Clutch arrangement (100) according to one of the preceding claims, characterized in that the actuating device (6) has a drive device (12, 12a, 12b) or several

Drive devices which can be connected to the input (14) of the gear (13) as required or are connected to it and are at least indirectly attached to the drawbar. Coupling arrangement (100) according to claim 4, characterized in that the drive device is formed by an electric motor or a manually operable device, in particular a hand crank or handwheel or by a manually operable tool driven by external energy for rotating the input of the gear. Coupling arrangement (100) according to one of the preceding claims, characterized in that the input (14) and output (15) of the gear (13) are arranged coaxially to the pivot axis, preferably the Drive device (12, 12a, 12b), the input (14) and output (15) of the gear (13) are arranged coaxially to the pivot axis (GA).

7. Coupling arrangement (100) according to one of the preceding claims, characterized in that the actuating device (6) comprises an automatically switching clutch arranged between the drive device (12, 12a, 12b) and the hinge pin (5), in particular between the drive device (12, 12a, 12b) and the gear (13) or the gear (13) and the hinge pin (5), which clutch is designed to transmit torque in one direction and to act as a load lock in the opposite direction in the event of an overload in order to block pivoting back in the opposite direction.

8. Coupling arrangement (100) according to one of the preceding claims, characterized in that the actuating device (6) comprises a spring device for applying an additional force, in particular a drive spring, which is connected at least indirectly to the pull rod in a first end region and at least indirectly to the hinge pin at the other end region.

9. Coupling arrangement (100) according to one of the preceding claims, characterized in that the further second coupling device (30) is articulated to the joint arrangement (4) provided in the second end region (3) of the pull rod (1), in particular the joint pin (5) at an angle to the first coupling device (20) in a fixed manner or is mounted on the joint arrangement (4), in particular the joint pin (5) so as to be pivotable about the horizontal pivot axis (GA).

10. Clutch arrangement (100) according to one of the preceding claims, characterized in that the first drive device (12) is designed to take into account the gear ratio of the transmission is designed and arranged to provide a first drive torque for pivoting the first coupling device (20), which is connected fixedly to the hinge pin, about the pivot axis against the direction of gravity, which is smaller than the required minimum drive torque for pivoting the first coupling device about the pivot axis against the direction of gravity, wherein the minimum drive torque for pivoting the first coupling device is defined by the sum of the moment of inertia of at least the first coupling device (20) and the breakaway torque and, with the optional provision of further coupling devices connected fixedly to the hinge pin, by the sum of the moments of inertia of all coupling devices and the required breakaway torque.

11. Coupling arrangement (100) according to claim 10, characterized in that the first drive device (12) is designed and arranged in such a way as to a) provide a first drive torque which is greater than the moment of inertia of the first coupling device (20) to be pivoted when there is only a fixed connection between the first coupling device (20) and the hinge pin, or b) provide a first drive torque which is greater than the moment of inertia of all the coupling devices (20) to be pivoted when there is a fixed connection between at least one further second coupling device (30) and the hinge pin (5) at an angle to the first coupling device (20).

12. Coupling arrangement (100) according to claim 10 or 11, characterized in that the first drive device (12) has at least one drive shaft connected to the pull rod and the input (14) of the Gearbox (13) connected prestressed energy storage element, the prestress of which is dimensioned such that when an additional torque corresponding at least to the difference torque to the minimum drive torque is introduced into the gear box (13), the stored energy is released, in particular the first drive device (12) is formed by at least one drive spring (41) designed as a torsion spring, which is connected at least indirectly, preferably directly, to the pull rod (1) with one end region and is connected at least indirectly, preferably directly, to the input (14) of the gear box (13) with the other end region. Clutch arrangement (100) according to one of claims 10 to 12, characterized in that the actuating device (6) for pivoting at least the first clutch device (20) in or out as required comprises at least one further drive device for introducing an additional torque into the transmission (13) that corresponds at least to the difference in torque to the minimum drive torque, the further drive device for introducing an additional torque that corresponds at least to the difference in torque to the minimum drive torque being connected at least indirectly, preferably directly, to the output of the transmission. Clutch arrangement (100) according to claim 13, characterized in that the further drive device for introducing an additional torque that corresponds at least to the difference in torque to the minimum drive torque into the transmission (13) is formed by a manually operable lever arm that is coupled to the connection between the clutch device (20) and the pull rod (1) and forms an actuation, the lever arm preferably being formed by the first clutch device (20) itself. Coupling arrangement (100) according to one of the preceding claims, characterized in that the individual components of the actuating device (6) - drive device (12, 12a, 12b) and gear (13) - and optionally spring device and/or automatically switching automatic clutch are each separately attached or mounted on the pull rod (1). Coupling arrangement (100) according to one of the preceding claims, characterized in that at least one individual component of the components of the actuating device (6) - drive device (12, 12a, 12b) and gear (13) - and optionally spring device and/or automatically switching automatic clutch is attached or mounted on the pull rod (1) indirectly via another of the components of the actuating device (6). Coupling arrangement (100) according to one of the preceding claims, characterized in that the second end region (3) of the pull rod (1) is designed in a fork-like manner extending on both sides of the longitudinal axis (L) and the hinge pin (5) is pivotally mounted with its two end regions in the fork-like end region of the pull rod (1) and all components of the actuating device are assigned to an end region of the hinge pin (5) coaxially to the pivot axis (GA). Coupling arrangement (100) according to one of the preceding claims, characterized in that, viewed in the direction of the pivot axis, at least the gear (13) and preferably additionally the spring device and/or the automatically switching clutch which is effective in one direction of rotation and functions as a load torque lock are arranged between the drive device (12, 12a, 12b) and the second end region of the pull rod, wherein the arrangement of the components can be as desired viewed in the longitudinal direction of the pivot axis. Coupling arrangement (100) according to one of claims 1 to 16, characterized in that the second end region of the pull rod (1) is designed in a fork-like manner extending on both sides of the longitudinal axis and the hinge pin (5) is pivotally mounted with its two end regions in the fork-like end region of the pull rod and the components of the actuating device (6) are arranged coaxially to the pivot axis on both sides of the pull rod (1), wherein preferably the drive device (12, 12a, 12b) and the optionally provideable automatically switching clutch which is effective in one direction of rotation and functions as a load torque lock are assigned to the same side of the end region of the pull rod (1). Coupling arrangement (100) according to one of the preceding claims, characterized in that the first coupling device is an automatic coupling, in particular a coupling with a funnel-cone coupling profile and a Scharfenberg ™ type twist lock, and the further second coupling device (30) is designed as a screw coupling. Actuating device (6) for pivoting a first coupling device (20) pivotably mounted about a pivot axis on a drawbar (1) connectable to a track-bound vehicle, comprising at least one drive device (12) for at least indirectly introducing a torque for pivoting the first coupling device (20) and a force flow between the drive device (12) and the first

Coupling device (20), in particular a mechanical gear (13) with a slow-speed transmission, in particular a reduction gear with a transmission ratio of at least 10 _i dh, which can be arranged in the connection between the drive device (12) and the pivotable mounting of the first coupling device (20). 10: 1, preferably in the range from 20: 1 to 50: 1, particularly preferably in the range from 25: 1 to 30: 1. Actuating device (6) according to claim 20, characterized in that the gear is designed as an eccentric gear, in particular a cycloidal gear.