Automatic train coupler and method for uncoupling an automatic train coupler

Abstract

Automatic train coupling, in particular for freight wagons of a rail-bound vehicle, having a coupling head (1) comprising a coupling head housing (2) and a coupling lock (3) with a locking mechanism, wherein the coupling lock is embodied as a rotary lock with a coupling ring (5) and a central part (6), wherein the central part is rotatable about a main axis (7) between a coupled position and a decoupled position, the coupling ring is rotatably coupled to the central part about a coupling ring axis (8) with a first end (5.1) and has a free second end (5.2), and the central part has a recess (9) arranged for accommodating the second end of the coupling ring of an opposing coupling head; the automatic train coupling further has a decoupling device (11) which is electrically, hydraulically or pneumatically actuated, comprising an electric, hydraulic or pneumatic motor which is at least indirectly coupled to the central part via a transmission connection in order to rotate the central part from the coupled position into the decoupled position, wherein the decoupling device has a blocked position in which the decoupling device prevents the central part from being rotated from the decoupled position into the coupled position via the transmission connection, wherein a control device is provided with which the decoupling device can be actuated in order to continuously hold the decoupling device in the blocked position for a period of time.

Description

TECHNICAL FIELD

[0001] The invention relates to an automatic train coupling for a freight wagon of a rail vehicle and a method for uncoupling such an automatic train coupling. BACKGROUND

[0002] Automatic train couplings of the generic kind are known in practice, which have a coupling head comprising a coupling housing and a coupling lock with a detent mechanism. The coupling lock is embodied as a rotary lock with a coupling ring and a central piece, wherein the central piece is rotatable about a main axis between a coupled position and an uncoupled position and the coupling ring is coupled with the central piece rotatably about a coupling ring axis with a first end and has a free second end. The central piece has a recess for accommodating a corresponding second end of the coupling ring of an opposing (gegengleichen) coupling head.

[0003] The central piece is assigned a spring energy store. The central piece is rotatable against the force of the spring energy store from the coupled position into the uncoupled position and is rotatable by the force of the spring energy store from the uncoupled position into the coupled position.

[0004] The uncoupled position is also referred to as a coupling readiness position, since in this position the train couplings of two wagons are moved towards each other and can be coupled. If necessary, the coupling lock or the central piece thereof can also be rotated into an over-pulled position, which is opposite the coupling readiness position, i.e. is opened more than is necessary. In this over-pulled position, the spring energy store is maximally tensioned. This over-pulled position is also a coupling readiness position or uncoupled position in the sense of the invention. Furthermore, this coupling readiness position or uncoupled position is also referred to as a waiting position.

[0005] The detent mechanism, which keeps the coupling lock in the respective suitable position or releases the coupling lock accordingly for the transition into the other position by rotation of the central piece, has for example a plunger which is movable against the spring force in the coupling direction of the train coupling and a ratchet lever which is movable transversely or obliquely to the coupling direction. The ratchet lever is coupled in a hinged manner with the central piece and can be pushed by the central piece into a latching position when the central piece is rotated from the coupled position into the uncoupled position, in which latching position the ratchet lever blocks the rotation of the central piece back, that is to say in the direction from the uncoupled position into the coupled position. The plunger can in turn be moved between a first position and a second position. In the first position, into which the plunger is pushed against the spring force, the plunger latches the ratchet lever in the latching position, while in the second position, into which the plunger is pushed from the first position by the spring force, the plunger releases the ratchet lever from the latching position.

[0006] The generic automatic train coupler functions as follows: The two opposing coupler heads on two vehicles to be coupled to each other are brought into abutment with each other, so that the second end of the respective coupling ring is introduced into the recess of the central element of the other coupler head and is held there by the central element in a form-fit. Thus, the two vehicles are mechanically coupled to each other. The two coupling locks are loaded only by a tensile force which is uniformly distributed onto the two coupling rings within the parallelogram formed by the coupling rings and the central elements. The pressure is transmitted by a special profile on the front side of the coupler head housing, which profile usually, as is also advantageous in the present invention, comprises a conical portion and a funnel-shaped portion which are enclosed by broad, in particular flat, end faces. The profile can be formed by a separate end plate which is fastened to the front of the coupler head housing. The profile forms a sliding surface and a centering surface with the conical portion and the funnel-shaped portion and determines, in particular, the areas of action for lateral, vertical and angular displacement. When the coupler heads come into abutment with each other, they center and slide into each other.

[0007] When the two rail vehicles move towards each other, their coupling locks or central elements are in a coupling-prepared position or uncoupling position, in which the central elements are held, in particular, by the ratchet lever in the latching position. Upon coupling, the conical portions each penetrate into the funnel-shaped portion of the coupler housing profile. Here, the conical portion presses onto the plunger and pushes it back, so that the plunger releases the ratchet lever from its latching position. The coupling locks are thereby released and are rotated by the force of the respective spring energy store until the central elements come to rest on the predefined stop, usually the coupler head housing. Here, the coupling ring guided in the funnel-shaped element is latched into the central element recess, the two coupling locks hook onto each other and the coupling position is achieved. An undesired separation of the coupling locks is not possible. Normal wear does not impair the safety of the coupling locks.

[0008] In order to uncouple the coupler heads, the uncoupling device rotates the two coupling locks, that is to say the two central elements, against the force of the spring energy store until the coupling ring slides out of the recess of the central element. Here, the rotating central element should push the ratchet lever so that it is brought into its latching position and prevents the central element from rotating back from the over-tensioned position beyond the coupling-prepared position when the vehicles are separated.

[0009] Decoupling devices are known in different embodiments. For example, manually operable mechanical decoupling devices have levers, cables and / or chain sets which act in different forms of latching and cancel the latched position upon actuation. Automated decoupling devices comprise pneumatic cylinders or electric motors as drive devices, in particular linear actuators for decoupling train couplers. For example, DE 29 23 195 C2 discloses a central buffer coupling for a rail vehicle, wherein an electric motor actuates a lever coupled to a kingpin against relative rotation via a cam in order to rotate a center piece from a coupled position into a decoupled position. DE 40 13 521 A1 discloses a coupling and decoupling device for an electric cable coupling and a mechanical coupling with a common rotational drive device. EP 3 470 295 A1 discloses an electric linear actuator which acts via a lever on a kingpin.

[0010] Known automated decoupling devices require a relatively large installation space and are arranged outside the coupling head housing outside the automated train coupler. In order to protect the decoupling device from the environment, a housing can be provided which screens the decoupling device from the environment. A disadvantage of known embodiments is the structural effort associated with these housings and the relatively large installation space required as a result.

[0011] A further disadvantage of known automated train couplers is that when the respective rail vehicle with the automated train coupler is moving in a scheduled operation, the center piece can undesirably be rotated into its coupled position after decoupling with the decoupling device. Thus, for example, in the case of a rail vehicle under pressure on an Abrollberg and the automated train coupler has just been decoupled, there is a risk that the automated train coupler is coupled again before the rail vehicle hits a wagon set arranged in a directional track. Unintentional coupling requires the coupling to be recoupled, which leads to additional time expenditure and disrupts the schedule. SUMMARY

[0012] It is the task of the present invention to improve an automated train coupler, for example of the aforementioned embodiments, in particular for freight wagons of a rail vehicle, and to specify a method for decoupling an automated train coupler, wherein the aforementioned disadvantages are avoided.

[0013] The task according to the invention is solved by an automated train coupler according to the invention and a method for decoupling such an automated train coupler according to the invention.

[0014] The automatic train coupler according to the application, which is embodied in particular as an automatic train coupler of a freight car of a rail vehicle, has a coupler head, which comprises a coupler head housing and a coupling lock with a locking mechanism. The locking mechanism means that the coupling lock can be locked against relative rotation at least in one position, as emerges from the following description.

[0015] The coupling lock is embodied as a rotary lock with a coupling ring and a central piece, wherein the central piece can be rotated about a main rotation axis between a coupled position and a decoupled position. The coupling ring is coupled to the central piece rotatably about a coupling ring axis with a first end and has a free second end.

[0016] The central piece has a recess, which is arranged for accommodating the second end of the coupling ring of the opposite coupler head.

[0017] Furthermore, a decoupling device is provided, which is electrically, hydraulically or pneumatically actuated and which comprises an electric, hydraulic or pneumatic motor, which is coupled at least indirectly via a transmission connection to the central piece in order to rotate the central piece from the coupled position into the decoupled position.

[0018] With the locking mechanism, the central piece can be held against relative rotation in particular in the decoupled position, that is to say in the so-called coupling readiness position.

[0019] According to the application, the decoupling device has a blocked position, in which the decoupling device prevents the central piece from being rotated from the decoupled position into the coupled position by means of the transmission connection, wherein a control device is provided, with which the decoupling device can be actuated in order to continuously hold the decoupling device in the blocked position for a period of time. The length of this period of time can be determined for example by active actuation, in particular by means of a switch, in such a way that the holding in the blocked position is terminated when a release is carried out by a vehicle guide. In principle, a predetermined period of time which is terminated automatically can also be selected.

[0020] The decoupling device according to the application thus differs from the previously mentioned locking mechanism, which is purely mechanical and is actuated by the relative displacement of two automatic train couplers. Rather, in addition to the mechanical locking mechanism, an electrically, hydraulically or pneumatically actuated decoupling device is provided.

[0021] Preferably, the decoupling device is arranged completely within the coupler head housing or the decoupling device is arranged completely within the coupler head housing and a coupler rod which is coupled to the coupler head housing, that is to say in a space which is enclosed either only by the coupler head housing or by the coupler head housing together with the respective region of the coupler rod.

[0022] By this design, it is possible to dispense with additional housings for the electrically, hydraulically or pneumatically operated uncoupling device and at the same time to ensure good protection of the electrically, hydraulically or pneumatically operated uncoupling device from the environment. No additional construction space for the electrically, hydraulically or pneumatically operated uncoupling device has to be reserved outside the coupling head housing and, if necessary, the corresponding part of the coupling rod.

[0023] A further preferred embodiment provides that some parts of the electrically, hydraulically or pneumatically operated uncoupling device are arranged outside the coupling head housing and outside the coupling rod, wherein other parts of the uncoupling device are preferably arranged inside the coupling head housing and / or the coupling rod, for example a motor and in particular a wave gear transmission and / or a bevel gear transmission which will still be explained in the following. The parts arranged outside the coupling head housing can be surrounded by additional housings.

[0024] The electrically, hydraulically or pneumatically operated uncoupling device can be embodied particularly compactly when the motor has an output rotary axis which is arranged at least substantially radially with respect to the main axis. Thus, the output rotary axis advantageously points in the direction of the main axis or intersects the main axis or at least one main pin which is rotatable about the main axis and is coupled to the central piece in a manner resistant to relative rotation. In comparison with a motor output rotary axis which is arranged obliquely or tangentially with respect to such a main pin or with respect to the main axis, the electrically, hydraulically or pneumatically operated uncoupling device requires a significantly narrower construction space which extends with its longitudinal extension in the direction of the coupling rod longitudinal axis or the coupling head housing longitudinal axis and thus can be easily accommodated inside the adjoining region of the coupling head housing and, if necessary, the coupling rod.

[0025] An embodiment which is advantageous for compactness is that a bevel gear transmission is provided in the transmission connection between the motor, in particular an electric motor, and the central piece. Such a bevel gear transmission can consist, for example, of a drive pinion and a crown wheel which is in toothed engagement with the drive pinion, the rotary axis of the crown wheel being parallel to the main axis. The drive pinion can be provided on the output rotary axis or on an output shaft of the motor, in particular an electric motor, which rotates about the output rotary axis or is arranged coaxially thereto and is in transmission connection with the output shaft of the motor. The drive pinion can also be embodied as a bevel gear which meshes with another bevel gear instead of a crown wheel.

[0026] According to an advantageous embodiment of the application, the bevel gear transmission is coupled to the central part via a one- or multi-part articulated lever. In particular, when the articulated lever is one-part, a drive element, for example in the form of a pin on a disc, can be provided on the bevel gear transmission output, which drives the articulated lever to rotate the central part from the coupled position into the decoupled position and which can also effect a rotation of the bevel gear transmission output in the opposite direction without driving the articulated lever.

[0027] According to a further embodiment, the bevel gear transmission is coupled to the central part via a two-part articulated lever, which comprises a first lever part coupled in an articulated manner to the central part and a second lever part coupled in an articulated manner to the first lever part and coupled in an articulated manner to the angle transmission output, wherein the rotation axes of the mentioned articulated couplings are parallel to the main axis. Thus, on the one hand a compact construction space can be achieved and on the other hand the required freedom of movement when rotating the central part can be achieved without the risk of an undesired obstruction or restriction by the bevel gear transmission.

[0028] The bevel gear transmission output can for example be composed of a rotation lever extending radially with respect to the rotation axis of the bevel gear transmission output. According to an embodiment, such a bevel gear transmission output is substantially spoke-like. However, a disc-like or circular bevel gear transmission output or other shapes are also conceivable.

[0029] According to an advantageous embodiment of the application, a reduction gear can be provided between the bevel gear transmission and the motor, the drive and the output of which are advantageously arranged coaxially. The bevel gear transmission can for example be embodied as a planetary gear or an eccentric gear, in particular in the form of a wobble gear. A differential gear is also conceivable, for example. In particular, the output of the reduction gear is formed by the mentioned drive pinion, which represents the input to the bevel gear transmission.

[0030] The reduction gear, in particular in the form of a wobble gear, can be arranged coaxially with the motor or with the rotation axis of its output.

[0031] Preferably, the bevel gear transmission can have a further reduction ratio in order to reduce the rotational speed and preferably simultaneously increase the transmitted torque in the direction of the drive power flow after the bevel gear transmission. Thus, a particularly large torque acting on the central part to rotate the central part from its coupled position into the decoupled position can be achieved.

[0032] The wobble gear and / or the bevel gear transmission can in particular be carried only by the motor or by a motor-carrying and in particular plate-like support.

[0033] Preferably, the bevel gear transmission output is rotatable about a bevel gear transmission output rotation axis between a zero position and a release position. In the zero position, the bevel gear transmission output makes possible a rotation of the central element between the coupled position and the uncoupled position without the bevel gear transmission output obstructing. When the bevel gear transmission output is rotated from the zero position into the release position, the bevel gear transmission output drives the central element, which is thus rotated from the coupled position into the uncoupled position.

[0034] The length of the articulated lever, in particular the length of the first lever portion and the second lever portion, is thus preferably chosen such that the central element can be rotated from the uncoupled position into the coupled position and the bevel gear transmission output remains in the zero position thereby. Thus, when the bevel gear transmission output is rotated from the zero position into the release position, the arc length swept by the rotation axis of the articulated coupling of the second lever portion on the bevel gear transmission output is smaller than or equal to the combined length of the first lever portion and the second lever portion.

[0035] According to a further embodiment of the application, the bevel gear transmission is coupled at least indirectly via a gear mechanism to the kingpin, which is coupled in a transmission connection to the central element. The transmission connection can be a one-way anti-rotation connection with a freewheel acting in the opposite direction, so that with an electrically, hydraulically or pneumatically actuable uncoupling device or with its bevel gear transmission the central element can be rotated from the coupled position into the uncoupled position, whereas the opposite actuation of the angular rotation device can be implemented without a torque being transmitted to the central element in order to release the back rotation of the central element from the uncoupled position into the coupled position, wherein the back rotation is effected as usual by the coupled lock or the two automatic train couplings moving together. Alternatively, according to the preferred embodiment still to be described, a one-way acting entraining element is provided in the transmission connection between the bevel gear transmission and the central element or the kingpin, which transmits the uncoupling movement of the uncoupling device to the central element and does not transmit the reverse movement of the uncoupling movement to the central element.

[0036] For example, the bevel gear transmission also has a bevel gear transmission output in this embodiment, which can be rotated about a bevel gear transmission output axis, which is parallel to the main axis and on which a first cylindrical gear is arranged, which meshes with a second cylindrical gear or a cylindrical gear segment, which is in a transmission connection with the kingpin, wherein the bevel gear transmission output can be rotated between a zero position and an open position. In particular, the central piece is rotated from its coupled position into the uncoupled position when the bevel gear transmission output is rotated from the zero position into the open position, however only the rotation of the central piece from the uncoupled position into the coupled position is released when the bevel gear transmission output is rotated back from its open position into the zero position without the corresponding rotation of the central piece immediately taking place.

[0037] It is particularly preferred that a hand-operating device is provided, with which the central piece can be manually brought into the uncoupled position and / or the bevel gear transmission output can be brought into the zero position. By bringing the bevel gear transmission output into the zero position, the rotation of the central piece from the coupled position into the uncoupled position is prevented. By the rotation of the central piece into the uncoupled position, the automatic uncoupling of the train coupler is possible.

[0038] In a very compact embodiment, which works reliably, the second cylindrical gear or the cylindrical gear segment has a drive element, which unidirectionally loads a lever of the hand-operating device acting on the kingpin in the case of the rotation of the central piece from the coupled position into the uncoupled position.

[0039] Preferably, the uncoupling device can be operated independently of the position of the central piece, and in particular the bevel gear transmission output can be rotated about the bevel gear transmission output axis with the motor both when the central piece is in the coupled position and when the central piece is in the uncoupled position.

[0040] The position of the uncoupling device, in particular the position of the bevel gear transmission output and / or the position of the articulated lever and / or the position of the second cylindrical gear or the cylindrical gear segment can preferably be detected with sensors, in order to be able to monitor the defined positions of the uncoupling device and / or to be able to better target the control.

[0041] The automatic train coupler can be provided with a locking mechanism as previously shown, which in particular comprises a ratchet lever and a plunger and works as previously described.

[0042] The rail-bound vehicle according to the invention has a corresponding automatic train coupler of the type shown.

[0043] The method for uncoupling an automatic train coupling according to the application provides that, by means of the drive of the motor, the uncoupling device, which is electrically, hydraulically or pneumatically actuated, rotates the central element from the coupled position into the uncoupled position via a transmission connection. The uncoupling device is held in the blocking position in a preselectable operating mode and prevents the rotation of the central element from the uncoupled position into the coupled position by means of the uncoupling device.

[0044] Preferably, the automatic train coupling can be operated in two different operating modes, wherein a first operating mode is adjustable by means of the control device, in which, after the rotation of the central element from the coupled position into the uncoupled position by means of the uncoupling device, the uncoupling device releases the rotation of the central element from the uncoupled position into the coupled position again, in particular by means of the bevel gear transmission output, and a second operating mode is adjustable by means of the control device, in which, as shown, the uncoupling device is held in the blocking position. BRIEF DESCRIPTION OF DRAWINGS

[0045] The application is subsequently described by way of example and with reference to the drawings. In which,

[0046] Figure 1 A sectional view of an automatic train coupling according to the application is shown;

[0047] Figure 2 A view of an automatic train coupling according to the application is shown from below;

[0048] Figure 3 A partially sectioned view of an automatic train coupling according to the application is shown obliquely from above in a top view;

[0049] Figure 4 A longitudinal section of an automatic train coupling according to the application is shown;

[0050] Figure 5 A view of an automatic train coupling according to the application is shown obliquely from above, with the coupling head housing concealed;

[0051] Figure 6 An automatic train coupling with a central element in the uncoupled position or in the coupling preparation position is shown in Figure 5

[0052] An automatic train coupling with a central element in the coupled position is shown in Figure 7 Figure 6 An automatic train coupling with a central element in the coupled position is shown in

[0053] Figure 8 An automatic train coupling with a central element in the coupled position is shown in Figure 6 and Figure 7 ​Automatic train coupler in uncoupled position and bevel gear transmission output in released position

[0054] Figure 9a to 9c Alternative design of automatic train coupler with central piece in coupled and uncoupled position and bevel gear transmission output in released and zero position

[0055] Figure 10 Alternative design of automatic train coupler in view from below

[0056] Figure 11 Alternative design of automatic train coupler in longitudinal section

[0057] Figure 12 Alternative design of automatic train coupler in view from below in perspective

[0058] Figure 13 Alternative design of automatic train coupler in schematic side view

[0059] Figure 14 Alternative design of automatic train coupler in further view from below with components of the housing shown in dotted lines DETAILED DESCRIPTION

[0060] Figure 1 An embodiment of the automatic train coupler according to the application is shown schematically with the coupling lock 3 or the central piece 6 thereof in the uncoupled position. The uncoupling device belonging thereto can be seen in Figures 3 to 8 In detail, the automatic train coupler has a coupler head 1 which comprises a coupler head housing 2 and a coupling lock 3. The coupling lock 3 is embodied as a rotary lock with a central piece 6 to which a coupling ring 5 is coupled in a rotationally fixed manner about a coupling ring axis 8. The central piece 6 in turn is rotatable about a main axis 7. To this end, the central piece 6 is supported on a kingpin 19 and coupled thereto in a rotationally fixed manner.

[0061] On the one hand, as shown in Figure 1 , the hand-operated device 20 acts on the kingpin 19 in order to manually uncouple the coupling lock 3. On the other hand, an actuator of a valve, not shown in detail here, of a compressed air line, in particular a brake air line HL, can be actuated via the kingpin 19, so that the valve is opened when the coupling lock 3 is rotated into the coupled position and closed when the coupling lock 3 is rotated into the uncoupled position.

[0062] The coupling ring 5 has a first end 5.1 at which it is rotatably coupled with the central piece 6 and an opposite second end 5.2 which can be snapped into the recess 9 of the opposite coupling head 1 in order to mechanically lock the two coupling heads 1 with one another. Correspondingly, the coupling ring 5 has a crossbar not shown in detail here at its second end 5.2.

[0063] The central piece 6 of each coupling head 1 can be rotated from the uncoupling position into the coupling position against the force of a spring accumulator 4, for example consisting of one or more tension springs.

[0064] The uncoupling position of the coupling head 1 or coupling lock 3 is shown in Figure 1 . In the case of this uncoupling position, also referred to as coupling preparation position, the over-pull position mentioned at the outset can also be involved.

[0065] When the two coupling heads 1 are moved towards one another in the uncoupling position of the coupling lock or central piece 6 shown in Figure 1 , the taper 21 penetrates into the funnel 22 and unlocks the arresting mechanism of the coupling lock 3, for example by pressing onto the plunger 26 of the arresting mechanism, here releasing the latching connection, for example of the ratchet lever 27, so that the central piece 6 is no longer prevented from being rotated into the coupling position and is rotated into the coupling position by the force of the spring accumulator 4, for example. Here, the coupling ring 5 guided in the funnel 22 is snapped into the central piece recess 9 and the two coupling locks 3 hook into one another.

[0066] The coupling lock 3 is loaded only by the tensile force, while the pressure is transmitted via the end face 23 of the end plate 24.

[0067] It can be seen in the case shown in Figure 2 that all components of the coupling lock 3 are accommodated in the coupling head housing 2 and that the coupling rod 10 is coupled with the coupling head housing 2 in the longitudinal direction of the train coupling, the coupling rod also accommodating a part of the electrically operated uncoupling device 11, here an electric motor 12, in addition to the coupling head housing 2.

[0068] The complete accommodation of the electrically operated uncoupling device 11 within the area of the coupling head housing 2 and the adjoining coupling rod 10 is also derived from the horizontal section Figure 3 shown through the area of the coupling head housing 2 and the adjoining coupling rod 10. In the case of the position in Figure 3 , the central piece 6 is here in the coupling position in which the recess 9 is arranged relatively deeply within the coupling head housing 2.

[0069] Figure 4 The coupling head 1 or coupling lock 3 is again shown in longitudinal section in Figure 3arrangement in DE 10 2004 005 858 A1, however without a coupling rod 10 here coupled in the axial direction to the coupling head housing 2. In particular from Figure 4 It can be seen that a wave gear transmission (or generally a reduction transmission, in particular an eccentric transmission or a differential transmission) 25 is coupled first to the electric motor 12 in a transmission connection with respect to the central part 6, which wave gear transmission carries a drive pinion 13 coaxially with respect to an output part rotational axis 12.1 of the electric motor on the output side, which drive pinion meshes with a crown wheel 14 rotating about a vertical rotational axis 14.1 in order to drive the crown wheel 14. The rotational axis 14.1 is parallel to the main axis 7 about which the king pin 19 can rotate together with the central part 6. The output part rotational axis 12.1 is arranged radially with respect to the main axis 7. Instead of the drive pinion 13 and the crown wheel 14, for example, also mutually meshing bevel gears can be considered in order to constitute a bevel gear transmission.

[0070] The drive pinion 13 and the crown wheel 14 (or the bevel gears) together form a bevel gear transmission 15, which, like the wave gear transmission 25, preferably has a reduction ratio.

[0071] The arrangement of the electric motor 12, the wave gear transmission 25 and the bevel gear transmission 15 can also be seen again from Figure 5 .

[0072] The bevel gear transmission output part 15.1 is formed by a rotary lever 17 which can rotate about a bevel gear transmission output part rotational axis 15.2. In the embodiment shown, the bevel gear transmission output part rotational axis 15.2 coincides with the rotational axis 14.1 of the crown wheel 14.

[0073] With the rotation of the crown wheel 14, the rotary lever 17 also rotates about the bevel gear transmission output part rotational axis 15.2. The rotary lever 17 is coupled to the central part 6 via an articulated lever 16 comprising a first lever part 16.1 and a second lever part 16.2. The first lever part 16.1 is coupled in an articulated manner to the central part 6, the second lever part 16.2 is coupled in an articulated manner to the first lever part 16.1 and in an articulated manner to the rotary lever 17.

[0074] The positioning of the rotary lever 17 can be detected, for example, by a sensor 18.

[0075] Next, the function of the electrically operated uncoupling device 11 should be explained in accordance with Figures 6 to 8 . In Figure 6The central part 6 is shown in the disengagement position, the bevel gear transmission output 15.1, which is formed by the swivel lever 17, is in its so-called zero position, in which the bevel gear transmission output does not impede the swiveling of the central part 6 about the main axis 7. The first lever portion 16.1 and the second lever portion 16.2 are folded onto one another or moved towards one another, that is to say they are clamped at a relatively sharp angle therebetween.

[0076] When the central part 6 is now swiveled from the disengagement position shown in Figure 6 into the coupling position shown in Figure 7 , the bevel gear transmission output 15.1 remains in its zero position and the increasing distance between the articulation joint of the articulation lever 16 at the central part 6 and the articulation joint of the articulation lever 16 at the bevel gear transmission output 15.1 is bridged by the unfolding of the first lever portion 16.1 and the second lever portion 16.2 from one another. Thus, in the coupling position of the central part 6, the first lever portion 16.1 and the second lever portion 16.2 extend linearly relative to one another.

[0077] Now, in order to swivel the central part from the coupling position into the disengagement position about the main axis 7 and thus to disengage the coupling lock 3 with the electrically operated disengagement device 11, the bevel gear transmission output 15.1 or the swivel lever 17 is swiveled into the release position shown in Figure 8 by means of the drive of the electric motor 12. In the case of this swiveling, the swivel lever 17 is pulled by the articulation lever 16 at the central part 6, so that the central part is swiveled into the disengagement position.

[0078] Now, in order to achieve the recoupling of the coupling lock 3, for which the central part 6 has to be swiveled into the coupling position, the bevel gear transmission output 15.1 or the swivel lever 17 is preferably re-swiveled into its zero position shown in Figure 6 and Figure 7 before the central part 6 begins to be swiveled into the coupling position.

[0079] Figure 9a The central part 6 is shown in the coupling position and the bevel gear transmission output 15.1 is in its zero position. The articulation lever 16 and the bevel gear transmission output 15.1 are designed differently here than in the embodiment shown in the previous figures. The articulation lever 16 is one piece and is articulated on the one hand to the central part 6 and on the other hand to the swivel lever 17. In order to swivel the central part 6 from the coupling position shown in Figure 9a into the disengagement position shown in Figure 9bIn the disengaged position shown, the rotating lever 17 at the output section 15.1 of the bevel gear drive is rotated via the first drive member 34, causing the rotating lever to be pulled at the center member 6 via the hinge lever 16, so that the center member moves to the disengaged position. Now, when the output section 15.1 of the bevel gear drive rotates back to its disengaged position... Figure 9a and Figure 9c In the zero position shown, this is achieved by the return rotation of the first drive member 34, which is arranged on the output section 15.1 of the bevel gear transmission and resists relative rotation, thereby moving the first drive member away from the rotating lever 17, which is rotatably arranged on the output section 15.1 of the bevel gear transmission, and as shown in Figure 9c As shown, this will not prevent the center member 6 from rotating back to the connected position, in which the rotating lever 17 must also rotate back via the hinge lever 16.

[0080] exist Figure 10 The image below shows a view of the connector head housing 2, an alternative design to the automatic train connector. The functions of the automatic train connector can be adapted to... Figure 1 Description. The connector rod 10 that houses the electric motor 12 is shown in dashed lines.

[0081] Unlike previous embodiments, the electrically operable disengagement device 11 is partially housed within a separate enclosure 31 beneath the connector head housing 2. This is particularly evident from... Figure 11 As can be seen from this, a hand-operated device 20 is provided below the cover 31 and connected to the main pin 19 at the bottom. The hand-operated device 20 is also located below... Figure 14 The diagram shows the components of the electrically operated disengagement device 11.

[0082] exist Figures 10 to 14 The alternative implementation shown is the same as the one previously described. Figures 2 to 8 The difference in the described implementation lies in the design of the electrically operated disengagement device 11. However, the implementation is consistent from the electric motor 12 up to the crown gear 14.

[0083] The bevel gear transmission output 15.1, which can be rotated about the rotation axis 15.2 by 5.2 revolutions, carries a first cylindrical gear wheel 29, which meshes with the cylindrical gear wheel segment 30, which is coupled to the kingpin 19 in a torque-transmitting manner at least in the direction of rotation of the central piece 6 from the coupling position to the uncoupling position. This one-way torque transmission can be achieved by means of a freewheel. In the embodiment shown, the torque transmission is achieved by means of a second drive element 32, which is coupled in a positionally fixed manner to the cylindrical gear wheel segment 30 (or a corresponding second cylindrical gear wheel) and drives a lever 33 of the hand-operated device 20 when the bevel gear transmission output 15.1 is rotated from its zero position into the release position. Correspondingly, the lever 33 is coupled in a rotationally fixed manner to the kingpin 19. In principle, however, it is also possible for the lever 33 or another lever driven by the second drive element 32 to be coupled to the central piece 6.

[0084] Since the second drive element 32 acts in a one-way manner, an easy rotation back of the bevel gear transmission 15 is possible without the central piece 6 being moved simultaneously into its coupling position. The central piece thus remains in the uncoupling position until the coupling lock 3 is brought into the coupling position as a result of the approach of a counter train coupling or a counter coupling lock.

[0085] Furthermore, reference is made to the description of the automatic train coupling or the operating mode of the electrically operated uncoupling device 11 with regard to Figure 1 to the description of Fig. 9.

[0086] Although the application is presented in an advantageous manner in accordance with the embodiment with an electric motor, it is also possible to consider other motors, such as hydraulic or pneumatic motors, instead of the electric motor.

[0087] Reference signs

[0088] 1 Coupler head

[0089] 2 Coupler head housing

[0090] 3 Coupling lock

[0091] 4 Spring energy store

[0092] 5 Coupling ring

[0093] 5.1 First end

[0094] 5.2 Second end

[0095] 6 Central piece

[0096] 7 Main axis

[0097] 8 Coupling ring axis

[0098] 9 Notch

[0099] 10 Coupler lever

[0100] 11 Electrically operated uncoupling device

[0101] 12 Electric motor

[0102] 12.1 Output rotation axis

[0103] 13 Drive pinion

[0104] 14 Crown wheel

[0105] 14.1 Rotation axis

[0106] 15 Bevel gear transmission

[0107] 15.1 Bevel gear transmission output

[0108] 15.2 Bevel gear transmission output rotation axis

[0109] 16 Articulated lever

[0110] 16.1 First lever portion

[0111] 16.2 Second lever portion

[0112] 17 Rotation lever

[0113] 18 Sensor

[0114] 19 Kingpin

[0115] 20 Hand-operated device

[0116] 21 Conical portion

[0117] 22 Funnel-shaped portion

[0118] 23 End face

[0119] 24 End plate

[0120] 25 Wavering gear transmission

[0121] 26 Piston

[0122] 27 Ratchet lever

[0123] 28 Control device

[0124] 29 First cylindrical gear

[0125] 30 Cylindrical gear segment

[0126] 31 Casing

[0127] 32 Second entraining element

[0128] 33 Lever

[0129] 34 first driving member

Claims

1. Automatic train coupler, The automatic train coupler has a coupler head (1) comprising a coupler head housing (2) and a coupling lock (3) with a locking mechanism, wherein The coupling lock (3) is embodied as a rotary lock with a coupling ring (5) and a central part (6), wherein the central part (6) is rotatable about a main axis (7) between a coupled position and a decoupled position, the coupling ring (5) is rotatably coupled with the central part (6) about a coupling ring axis (8) with a first end (5.1) and has a free second end (5.2); and The central part (6) has a recess (9) arranged for accommodating the second end (5.2) of the coupling ring (5) of the opposite coupler head (1); The automatic train coupler further has a decoupling device (11) which is electrically, hydraulically or pneumatically actuated, comprising an electric, hydraulic or pneumatic motor which is at least indirectly coupled with the central part (6) via a transmission connection in order to rotate the central part (6) from the coupled position into the decoupled position; characterized in that The decoupling device (11) has a blocked position in which it prevents the central part (6) from being rotated from the decoupled position into the coupled position via the transmission connection, wherein a control device (28) is provided with which the decoupling device (11) can be actuated in order to continuously hold the decoupling device in the blocked position for a period of time.

2. The automatic train coupler according to claim 1, wherein The motor has an output rotary axis (12.1) which is arranged at least substantially radially with respect to the main axis (7).

3. The automatic train coupler according to claim 1 or 2, characterized in that In the transmission connection, a bevel gear transmission (15) is provided between the motor and the central part (6).

4. The automatic train coupler according to claim 3, wherein The output rotary axis (12.1) has or is arranged coaxially with a drive pinion (13) which is drivingly arranged and which is in tooth engagement with a crown gear (14) or bevel gear whose rotary axis (14.1) is parallel to the main axis (7) in order to constitute the bevel gear transmission (15).

5. The automatic train coupler of claim 3, wherein Between the motor and the bevel gear transmission (15) a reduction gear is arranged.

6. The automatic train coupler of claim 3, wherein The bevel gear transmission (15) is coupled with the central part (6) via an articulated lever (16), wherein the articulated lever (16) is at least two-part, comprising a first lever part (16.1) which is articulatedly coupled with the central part (6) and a second lever part (16.2) which is articulatedly coupled with the first lever part (16.1) and with the bevel gear transmission output (15.1), wherein the rotary axes of the articulated couplings are parallel to the main axis (7).

7. The automatic train coupler of claim 6, wherein The bevel gear transmission output (15.1) is formed by a swivel lever (17) which extends radially relative to a bevel gear transmission output axis of rotation (15.2).

8. The automatic train coupler of claim 3, wherein The bevel gear transmission (15) is coupled to the central part (6) via a hinged lever (16), wherein the hinged lever (16) is one- or multi-part and the bevel gear transmission output (15.1) comprises a first drive element (34) and a swivel lever (17) which is coupled in a hinged manner to the hinged lever (16) and is in operative connection with the first drive element (34) in order to drive the swivel lever (17) in order to swivel the central part (6) from the coupled position into the uncoupled position and in order to release the swivel lever (17) from the swivel of the bevel gear transmission output (15.1) in the opposite direction.

9. The automatic train coupler of claim 6, wherein The bevel gear transmission output (15.1) is swivelable about a bevel gear transmission output axis of rotation (15.2) between a zero position and a release position, and the length of the hinged lever (16) is chosen such that the central part (6) is swivelable from the uncoupled position into the coupled position and the bevel gear transmission output (15.1) remains in the zero position here.

10. The automatic train coupler of claim 3, wherein The bevel gear transmission (15) is coupled at least indirectly to a kingpin (19) via a gear mechanism, which is coupled in a transmission connection to the central part (6).

11. The automatic train coupler of claim 10, wherein, The bevel gear transmission (15) has a bevel gear transmission output (15.1) which is swivelable about a bevel gear transmission output axis of rotation (15.2), which is parallel to the main axis (7), and on which a first cylindrical gear wheel (29) is arranged, which meshes with a second cylindrical gear wheel or a cylindrical gear wheel segment (30), which is in swivel drive with the kingpin (19), wherein the bevel gear transmission output (15.1) is swivelable between a zero position and a release position.

12. The automatic train coupler of claim 9, wherein, A hand-operated device (20) is provided with which the central part (6) can be brought manually into the uncoupled position and / or the bevel gear transmission output (15.1) can be brought into the zero position.

13. The automatic train coupler of claim 11, wherein, A hand-operated device (20) is provided with which the central part (6) can be brought manually into the uncoupled position and / or the bevel gear transmission output (15.1) can be brought into the zero position, wherein the second cylindrical gear wheel or cylindrical gear wheel segment (30) has a second drive element (32) which loads a lever (33) of the hand-operated device (20) which acts on the kingpin (19) unidirectionally in the case of a swivel of the central part (6) from the coupled position into the uncoupled position.

14. The automatic train coupler according to claim 1 or 2, wherein At least one sensor (18) is provided which detects the position of the uncoupling device (11).

15. The automatic train coupler of claim 1, wherein, The automatic train coupling is used for freight wagons of a rail vehicle.

16. The automatic train coupler of claim 2, wherein The motor is an electric motor (12).

17. The automatic train coupler of claim 5, wherein, Between the motor and the bevel gear transmission (15) a reduction gear in the form of an eccentric transmission is arranged coaxially to the output rotational axis (12.1).

18. The automatic train coupler of claim 17, wherein, The eccentric transmission is a wobble gear transmission (25).

19. The automatic train coupler of claim 9, wherein, The length of the first lever portion (16.1) and the second lever portion (16.2) is selected such that the central piece (6) can be rotated from the uncoupling position into the coupling position and the bevel gear transmission output (15.1) remains in the zero position here.

20. The automatic train coupler of claim 6, wherein, At least one sensor (18) is provided which detects the position of the uncoupling device (11), wherein the sensor detects the position of the bevel gear transmission output (15.1) and / or the position of the articulated lever (16).

21. The automatic train coupler of claim 11, wherein, At least one sensor (18) is provided which detects the position of the uncoupling device (11), wherein the sensor detects the position of the second spur gear or spur gear segment (30).

22. Rail vehicle having an automatic train coupling according to any one of claims 1 to 21.

23. Method for uncoupling an automatic train coupler according to any one of claims 1 to 21, wherein, By means of the drive of the motor, the uncoupling device (11) which is electrically, hydraulically or pneumatically operated rotates the central piece (6) from the coupling position into the uncoupling position via a transmission connection, characterized in that in a preselectable operating mode the uncoupling device (11) is held in the blocking position and the central piece (6) is blocked from rotating from the uncoupling position into the coupling position by means of the uncoupling device (11).

24. The method of claim 23, wherein, A first operating mode is adjustable by means of a control device (28) in which, after the central piece (6) has been rotated from the coupling position into the uncoupling position by means of the uncoupling device (11), the uncoupling device (11) releases the rotation of the central piece (6) from the uncoupling position into the coupling position again, and a second operating mode is adjustable by means of the control device (28) in which the uncoupling device (11) is held in the blocking position.

25. The method of claim 24, wherein, In the first operating mode, the uncoupling device (11) releases the rotation of the central piece (6) from the uncoupling position into the coupling position again by the bevel gear transmission output (15.1) being rotated from the open position into the zero position.

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