Automatic train coupling device

Abstract

The invention relates to an automatic train coupling, in particular for freight wagons of a rail vehicle, having a coupling head (1) comprising a coupling head housing (2) and a coupling lock (3) with a locking device, wherein the coupling lock is designed as a rotary lock with a coupling eye (5) and a core (6), wherein the core is rotatable about a main axis (7) between a coupled position and a decoupled position, the coupling eye is rotatably connected to the core about a coupling eye axis (8) via a first end (5.1) and has a second free end (5.2), and the core has an opening (9) which is arranged for accommodating the second end of the coupling eye of the mirror-symmetrical coupling head. The automatic train coupling is further provided with a decoupling device (11) which is operated electrically, hydraulically or pneumatically, comprising an electric motor (12), a hydraulic motor or a pneumatic motor, which is connected at least indirectly to the core via a transmission connection in order to rotate the core from the coupled position into the decoupled position, wherein the decoupling device is arranged either completely within the coupling head housing or completely within the coupling head housing and a coupling rod (10) which is connected to the coupling head housing.

Description

TECHNICAL FIELD

[0001] The invention relates to an automatic train coupling, in particular for freight wagons of a rail vehicle. BACKGROUND

[0002] An automatic train coupling of the type described at the outset is known in practice, which has a coupling head with a coupling head housing and a coupling lock with a locking device. The coupling lock is designed as a rotary lock with a coupling eye and a core, wherein the core can be rotated about a main axis between a coupled position and a decoupled position, and the coupling eye is connected to the core by a first end in a rotatable manner about a coupling eye axis and has a second free end. The core has an opening for accommodating a corresponding second end of the coupling eye of the mirror-symmetrical coupling head.

[0003] The core is provided with a spring energy store. The core can be rotated from the coupled position into the decoupled position against the force of the spring energy store and can be rotated from the decoupled position into the coupled position by the force of the spring energy store.

[0004] The decoupled position is also referred to as the coupled-ready position, since in this coupled-ready position the train couplings of two wagons can be moved relative to one another and coupled. The coupling lock or its core can also be opened into a position of excessive torsion relative to the coupled-ready position, i.e. to an extent that is greater than necessary. In this position of excessive torsion, the spring energy store is maximally tensioned. In the context of the invention, this position of excessive torsion is also the coupled-ready position or the decoupled position. Furthermore, this coupled-ready position or decoupled position is also referred to as the waiting position.

[0005] The locking device holds the coupling lock in the respective appropriate position or releases it accordingly to transition into another position by rotating the core, which has, for example, a push rod that can be moved against the spring force in the coupling direction of the train coupling, and a claw lever that is moved transversely or obliquely to the coupling direction. The claw lever is hingedly connected to the core and can be moved by the core into a latching position when the core is rotated from the coupled position into the decoupled position, in which latching position the claw lever prevents the core from being rotated back, i.e. in the direction from the decoupled position to the coupled position. The push rod, on the other hand, can be moved between a first position and a second position. In the first position, in which the push rod is moved against the spring force, the push rod latches the claw lever in the latching position, and in the second position, in which the push rod is moved out of the first position against the spring force, the push rod releases the claw lever from the latching position.

[0006] The function of the automatic train coupling device of the type described in the present application is as follows: The two corresponding coupling device heads on the two vehicles to be coupled to one another are thereby locked to one another such that the second end of the respective coupling eye enters the opening of the core of the other coupling device head and is held there by a form fit by turning the core there. The two vehicles are thereby mechanically coupled to one another. The two coupling locks are loaded only by a tensile force, which is distributed uniformly on the two eyes within the parallelogram formed by the coupling eyes and the cores. The pressure is transmitted by a special shaped profile on the front side of the coupling device head housing, which, as is advantageous in the present application, generally comprises a taper and a funnel, which are surrounded by a wide, in particular flat, end face. The shaped profile can be formed by a separate end plate attached to the front of the coupling device head housing. The shaped profile forms a sliding centering surface with the taper and the funnel and determines the gripping area, in particular with respect to lateral, height and angular displacement. When the coupling device heads meet, they center on one another and slide into one another.

[0007] When the two rail vehicles move towards one another, the coupling locks or cores of the rail vehicles are in a coupling-ready position or a decoupling position, in which the core is fixed, in particular by the claw lever in the latching position. Upon coupling, the taper extends into the funnel of the shaped profile of the coupling device head housing. The taper presses on the push lever here and pushes it back, so that the push lever releases the claw lever from its latching position. The coupling locks are thereby released and are turned by the force of the respective spring energy store until the core stops on a predefined stop, which is generally located on the coupling device head housing. The coupling eye guided in the funnel is latched into the core opening here, the two coupling locks are latched into one another and reach the coupled position. An undesired separation of the coupling locks is not possible. Normal wear does not affect the safety of the coupling locks.

[0008] In order to decouple the coupling device heads, a decoupling device turns the two coupling locks, i.e. the two cores, against the force of the spring energy store until the coupling eye slides out of the opening of the core. The turning core should displace the claw lever here to such an extent that, upon separation of the vehicles, the core is prevented from turning back from the over-torqued position beyond the coupling-ready position by the claw lever entering its latching position.

[0009] Decoupling devices are known in different design variants. Mechanically actuable decoupling devices have, for example, levers, cables and / or chain blocks which act on different types of locking devices and release the latching position upon actuation. Automated decoupling devices comprise pneumatic cylinders or electric motors as drive devices, in particular linear actuators which decouple the train coupling. DE 29 23 195 C2 discloses, for example, a remotely operable decoupling device for an intermediate buffer coupling of a rail vehicle, wherein an electric motor operates a lever which is anti-rotationally connected to a kingpin by means of a cam disk in order to rotate a core from a coupling position into a decoupling position. EP 3 470 295 A1 discloses an electric linear actuator which acts on a kingpin by means of a lever.

[0010] Known automated decoupling devices require a relatively large installation space and are arranged outside the automatic train coupling beyond the coupling head housing. In order to protect the decoupling device from the environment, a closure hood can be provided which screens the decoupling device from the surroundings. The known embodiments have the disadvantage that the design effort associated with these closure hoods and the resulting requirement for a relatively large installation space.

[0011] DE 660 833 discloses a decoupling of a coupling by means of compressed air. For this purpose, a cylinder / piston unit is arranged integrally in the coupling head, wherein the piston rod acts directly on the coupling hook. The entire compressed air supply is arranged outside the coupling head. The cylinder / piston unit must be designed accordingly for the transmission of large forces, which is reflected in the corresponding design of the head. SUMMARY

[0012] The technical problem addressed by the present application is to improve an automatic train coupling, in particular for freight wagons of a rail vehicle, as described in the embodiments described above, such that the design effort and the manufacturing costs are reduced and at the same time the required installation space is minimized and the decoupling device is reliably protected from the environment. The decoupling device is distinguished in particular by being suitable for transmitting large forces while being designed compactly.

[0013] The technical problem according to the application is solved by an automatic train coupling. Advantageous and particularly expedient design variants of the application and a rail vehicle having an automatic train coupling according to the application are given in the description.

[0014] The automatic train coupling according to the application, in particular designed as an automatic train coupling for freight wagons of a rail vehicle, has a coupling head which comprises a coupling head housing and a coupling lock having a locking device. The locking device means that the coupling lock can be locked anti-rotationally in at least one position, as will be derived from the following.

[0015] The interlocking design is a rotary lock with a coupling eye and a core, wherein the core can rotate about a main rotation axis between a coupled position and a decoupled position. The coupling eye is rotatably connected to the core via a first end about the coupling eye axis and has a second free end.

[0016] The core has an opening that is arranged to accommodate the second end of a coupling aperture for a mirror-symmetrical coupling device head.

[0017] In addition, an electrically, hydraulically, or pneumatically operated decoupling device is provided, which includes an electric motor, hydraulic motor, or pneumatic motor, which is at least indirectly connected to the core component via a transmission connection device, so as to rotate the core component from the coupled position to the decoupled position.

[0018] The locking device, in particular, enables the core to be torsionally held in the decoupled position, also known as the coupling-ready position.

[0019] According to the present invention, the decoupling device is either completely arranged inside the coupling device head housing, or the decoupling device is completely arranged inside the coupling device head housing and the coupling device rod connected to the coupling device head housing, that is, arranged in a space that is either solely enclosed by the coupling device head housing or jointly surrounded by the corresponding areas of the coupling device head housing and the coupling device rod.

[0020] By adopting the design scheme according to the present invention, the additional enclosure for the decoupling device operated electrically, hydraulically, or pneumatically can be eliminated, while ensuring that the decoupling device operated electrically, hydraulically, or pneumatically is well protected from environmental influences. Apart from the coupling device head housing and corresponding components of the coupling device rod if necessary, no structural space needs to be reserved for the decoupling device operated electrically, hydraulically, or pneumatically, i.e., in particular electric motors, hydraulic motors, or pneumatic motors, and transmission connection devices.

[0021] There are various feasible options for the specific arrangement of the drive motor and the design of the transmission connection device. Drive motors with rotary output devices and drive motors with translational output devices can be used. However, a drive motor with a rotary output device is preferred.

[0022] If the motor has an output rotation axis that is arranged at least substantially radially relative to the main axis, the electrically, hydraulically, or pneumatically operated decoupling device can be designed to be particularly compact. Therefore, the output rotation axis advantageously points in the direction of the main axis, intersects with the main axis, or is at least a kingpin rotatable about the main axis, which is torsionally connected to the core. Compared to a motor output rotation axis that is obliquely or tangentially arranged relative to such a kingpin or main axis, the electrically, hydraulically, or pneumatically operated decoupling device requires significantly less construction space, extending longitudinally along the longitudinal axis of the coupling device rod or the longitudinal axis of the coupling device head housing, and can therefore be easily installed within the coupling device head housing and, if necessary, in the area adjacent to the coupling device rod.

[0023] However, when designing the transmission connection accordingly, it is also possible to consider that the motor output rotation axis is arranged obliquely and / or tangentially relative to the kingpin.

[0024] For a compact implementation, it is advantageous to include an equal-diameter bevel gear transmission in the drive connection between the motor and the core component. This equal-diameter bevel gear transmission can, for example, consist of a drive pinion and a crown gear or bevel gear meshing with it (when the drive pinion is also beveled), with its axis of rotation parallel to the main axis. The drive pinion can be positioned on the output rotation axis or on the motor's output shaft rotating about the output rotation axis, or it can be arranged coaxially with the output shaft and in a drive connection with the motor's output shaft.

[0025] According to an advantageous embodiment of the invention, the equal-diameter bevel gear transmission is connected to the core via a single-component or multi-component hinge rod. Particularly when the hinge rod is a single-component type, a driving member, such as a pin in the form of a disc, can be provided on the output section of the equal-diameter bevel gear transmission. This driving member drives the hinge rod when the core rotates from the coupled position to the discoupled position, and can also cause the output section of the equal-diameter bevel gear transmission to rotate in the opposite direction without driving the hinge rod.

[0026] In another embodiment, the equal-diameter bevel gear transmission is connected to the core component via a hinged rod. This hinged rod is at least a two-component type, comprising a first lever component hinged to the core component and a second lever component hinged to both the first lever component and the output portion of the equal-diameter bevel gear transmission. The rotation axis of the hinged joint is parallel to the main axis. This allows for a compact construction space while simultaneously providing the necessary degrees of freedom for rotating the core component, without the risk of undesirable blockage or restriction caused by the equal-diameter bevel gear transmission.

[0027] The output section of an equal-diameter bevel gear drive can, for example, be composed of a rotating rod that extends radially relative to the output rotation axis of the equal-diameter bevel gear drive. According to one embodiment, such an output section is substantially spoke-shaped. However, disc-shaped or circular output sections, or other shapes, are also contemplated.

[0028] According to a particularly advantageous embodiment of the invention, a reduction gear can be provided between the equal-diameter bevel gear drive and the motor, the drive section and output section of which are advantageously arranged coaxially. The equal-diameter bevel gear drive can be designed, for example, as a planetary gear drive or an eccentric gear drive, particularly as a shaft gear drive or a voltage shaft gear drive. A differential drive can also be considered, for example. The output section of the reduction gear is particularly composed of the drive pinion, which constitutes the input section of the equal-diameter bevel gear drive.

[0029] In particular, the reduction gear transmission, in the form of a shaft gear drive, can be arranged coaxially with the motor or the motor's output rotation axis. That is, the motor's output rotation axis, the shaft gear drive, and preferably the input section of the equal-diameter bevel gear drive are arranged coaxially with each other. This design is characterized by its very small construction height and compact design. The coupling device between the equal-diameter bevel gear drive and the core element, especially the hinge rod, is particularly preferably designed and arranged in one horizontal plane, and the rotation axes of the motor output shaft, the shaft gear drive, and the input equal-diameter bevel gear drive are arranged in another horizontal plane, wherein the two horizontal planes are only slightly offset from each other when viewed in the vertical direction.

[0030] The equal-diameter bevel gear transmission preferably incorporates other speed reduction mechanisms to further reduce the speed in the direction of the drive power flow following the equal-diameter bevel gear transmission and, preferably simultaneously, increase the transmitted torque. This allows particularly large torque to be transmitted to the core element, enabling it to rotate from its coupled position to a decoupled position.

[0031] Shaft gear drives and / or equal diameter bevel gear drives can be carried by, in particular by, a motor or a plate-shaped bracket that carries the motor.

[0032] The output section of the equal-diameter bevel gear drive is preferably rotatable about the output rotation axis of the equal-diameter bevel gear drive between a zero position and a release position. In the zero position, the output section allows the cross point to rotate between the coupled and decoupled positions without being obstructed by the output section. When the output section is rotated from the zero position to the release position, the equal-diameter bevel gear drive drives the core element, thereby causing the core element to rotate from the coupled position to the decoupled position.

[0033] Therefore, the length of the hinge rod, especially the lengths of the first and second rod components, is preferably chosen such that the core member can rotate from the decoupled position to the coupled position when the output of the equal bevel gear transmission is held in the zero position. Thus, when the output of the equal bevel gear transmission rotates from the zero position to the released position, the arc swept by the axis of rotation of the hinge joint of the second rod component on the output of the equal bevel gear transmission may be less than or equal to the combined length of the first and second rod components.

[0034] The decoupling device is preferably operable independently of the position of the core element, and the output of the equal bevel gear transmission can rotate around the output rotation axis of the equal bevel gear transmission via a motor, especially in the coupled and decoupled positions of the core element.

[0035] The position of the decoupling device, especially the output part of the equal diameter bevel gear transmission and / or the position of the hinge rod, is preferably detectable by a sensor so that the specific position of the decoupling device can be monitored and / or controlled more specifically.

[0036] A manual operating device is particularly preferred, which allows the core component to be manually moved to the decoupled position and / or the output of the equal-diameter bevel gear transmission to the zero position. Moving the output of the equal-diameter bevel gear transmission to the zero position prevents obstruction of the core component's rotation from the coupled position to the decoupled position. Moving the core component to the decoupled position decouples the automatic train coupling device.

[0037] The automatic train coupling device may be equipped with a locking device as described at the beginning, which in particular includes the claw lever and push rod shown and operates as described at the beginning.

[0038] Alternative design options for the decoupling device, including a drive motor coupled to the core component via a transmission connection, can be considered in the following combinations:

[0039] a) A drive motor, an equal-diameter bevel gear transmission, and a voltage shaft gear transmission are arranged sequentially in the force flow, with the output of the voltage shaft gear transmission connected to a coupling part coupled to the core via a rotating rod. In this case, the input part of the voltage shaft gear transmission is oriented at an angle, preferably perpendicular to the output rotation axis of the drive machine.

[0040] b) The drive motor, worm gear transmission device and spur gear transmission device are arranged sequentially in the force flow, as well as the coupling part between the output part and the core component.

[0041] From the perspective of the longitudinal installation position of the coupling device, both designs are characterized by a very compact axial structure, but require more construction space in the vertical direction.

[0042] The rail vehicle according to the present invention has a corresponding automatic train coupling device of the type shown.

[0043] The coupling head housing of the automatic train coupling device has a special shaped profile, particularly on the front side. This profile consists of a cone and a funnel. The cone and funnel are surrounded by an end face, which is wide, flat, or has an edge-opening recess formed by a recessed surface area. In the latter case, one or more surface areas are provided on the end face, which interact with the end face of the coupling device to introduce force. Attached Figure Description

[0044] The present invention is described below by way of example with reference to embodiments and accompanying drawings.

[0045] In the attached diagram:

[0046] Figure 1 A cross-sectional view of an advantageous design of the automatic train coupling device according to the invention is shown;

[0047] Figure 2 A view from below shows an advantageous design of the automatic train coupling device according to the invention;

[0048] Figure 3 A partially sectional view from above shows an advantageous design of the automatic train coupling device according to the invention;

[0049] Figure 4 A vertical cross-section of the automatic train coupling device according to the present invention is shown;

[0050] Figure 5 The view taken from an obliquely upward perspective shows an automatic train coupling device according to the invention without a coupling device head housing.

[0051] Figure 6 It shows Figure 5 The automatic train coupling device in the system, wherein the core component is in an undecoupled position or a coupling ready position;

[0052] Figure 7 It shows Figure 6 The automatic train coupling device shown has the core component in the coupling position.

[0053] Figure 8 It shows Figure 6 and Figure 7 The output section of the automatic train coupling device in the decoupled position and the equal diameter bevel gear transmission device in the released position;

[0054] Figures 9a to 9cAlternative design schemes for the output section and hinge rod of the equal diameter bevel gear transmission are shown, wherein the core is in a coupled position and a decoupled position and the output section of the equal diameter bevel gear transmission is in a released position and a zero position.

[0055] Figure 10 Alternative design options for the drive component solution are shown based on a local area of ​​the decoupling device. Detailed Implementation

[0056] Figure 1 An embodiment of the automatic train coupling device according to the invention is illustrated in which the coupling chain 3 or its core 6 is in the decoupled position. Figures 3 to 8 As can be seen here, in this particularly advantageous design, the decoupling device is designed in the form of an electrically operated decoupling device 11. Specifically, the automatic train coupling device has a coupling device head 1, which includes a coupling device head housing 2 and a coupling interlock 3.

[0057] The coupling device head housing 2 has a shaped profile on its front side. This shaped profile is formed by a cone 21 and a funnel portion 22. The cone 21 and the funnel portion 22 are surrounded by a wide, flat end face 23 to engage with the end face of the coupling device, or, not shown in detail, by an end face having an edge-opening recess formed by a retracted surface area. In the latter case, one or more surface areas are provided on the end face, which engage with the end face of the coupling device to deliver force. The end face 23 may be formed by an end plate 24 detachably attached to the coupling device head housing 2 or an end plate 24 integrally designed with the coupling device head housing.

[0058] The interlocking mechanism 3 is designed as a rotary lock with a core 6, to which the coupling eye 5 is rotatably connected about the coupling eye axis 8. The core 6 is also rotatable about the main axis 7. The core 6 is supported on the master pin 19 and is torsionally connected to the master pin.

[0059] On the one hand, the manual operating device 20 can, as Figure 1 The action is shown on the master pin 19 to manually disengage the coupling interlock 3. On the other hand, the actuator of the valve (not shown in detail here) in the compressed air line, especially the brake air line HL, can be controlled by the master pin 19 to open the valve when the coupling interlock 3 is rotated to the coupled position and to close the valve when the coupling interlock 3 is rotated to the disengaged position.

[0060] The coupling eyelet 5 has a first end 5.1 and an opposing second end 5.2. The coupling eyelet is rotatably connected to the core 6 at the first end, and the second end is clamped in the opening 9 of the core 6 of the mirror-symmetrical coupling head 1 to mechanically lock the two coupling heads 1 together. The coupling eyelet 5 correspondingly has a lateral locking device (not shown in detail here) at its second end 5.2.

[0061] The core 6 of each coupling device head 1 can overcome the force of, for example, a spring energy storage device 4 consisting of one or more tension springs, and rotate from the decoupled position to the coupled position.

[0062] Figure 1 The decoupling position of the coupling device head 1 or coupling chain 3 is shown. This decoupling position, also known as the coupling-ready position, can also be the aforementioned over-twisted position.

[0063] At the head 1 of the two coupling devices, the coupling interlock or the core 6 is in the position of Figure 1 When the decoupling positions move towards each other, the cone 21 extends into the funnel portion 22 and unlocks the locking device of the coupling chain 3, for example, by pressing the cone 21 against the push rod 26 of the locking device. This, for example, disengages the locking connection of the claw rod 27, so that the core 6 is no longer prevented from rotating to the coupled position, and rotates to the coupled position, for example, by the force of the spring accumulator 4. The coupling eyelet 5 guided in the funnel 22 engages with the core opening 9, and the two coupling chains 3 hook each other.

[0064] The coupling 3 is only loaded with tensile force, while the compressive force is transmitted through the end face 23 of the end plate 24.

[0065] exist Figure 2 As can be seen in the view, all components of the coupling chain 3 are housed within the coupling device head housing 2. The coupling device rod 10 is connected to the coupling device head housing 2 along the longitudinal direction of the train coupling device. In addition to the coupling device head housing 2, the coupling device rod houses a part of the decoupling device 11, which is an electrically operated decoupling device 11, here an electric motor 12.

[0066] The entire electrically operated decoupling device 11 can also be housed within the area where the coupling device head housing 2 and the coupling device rod 10 are connected. Figure 3 It is concluded that Figure 3 A horizontal cross-section is shown, obtained by cutting through the area where the head housing 2 of the coupling device and the coupling device rod 10 are connected. Figure 3 In the position shown, the core 6 is in the coupling position, in which the opening 9 is arranged relatively far inside the coupling device head housing 2.

[0067] Figure 4 It was shown againFigure 3 The vertical cross-section of the arrangement structure is shown, however, the coupling device rod 10, which is axially connected to the coupling device head housing 2, is not shown here. Especially by Figure 4 As can be seen, in the transmission connection with the core 6, a shaft gear transmission device (or generally a reduction transmission device, especially an eccentric gear transmission device or a planetary gear transmission device) 25 is first connected to the motor 12. This shaft gear transmission device has a drive pinion 13 on the output side, coaxial with the output rotation axis 12.1 of the motor. This drive pinion meshes with a crown gear 14 that rotates about a vertical rotation axis 14.1 to drive the crown gear 14. The rotation axis 14.1 is parallel to the main axis 7, and the kingpin 19 can rotate together with the core 6 about the main axis. The output rotation axis 12.1 is arranged radially relative to the main axis 7. For example, two bevel gears can also be used instead of the drive pinion 13 and the crown gear 14.

[0068] The drive pinion 13 and the crown gear 14 (or bevel gear) together constitute the equal diameter bevel gear transmission device 15. The equal diameter bevel gear transmission device 15 preferably has a reduction device, and the shaft gear transmission device 25 also preferably has a reduction device.

[0069] Shaft gear transmission devices, especially transmission devices with flexible transmission elements.

[0070] The arrangement of the electric motor 12, the shaft gear transmission device 25, and the equal diameter bevel gear transmission device 15 can also be redesigned. Figure 5 Therefore, it can be concluded that the output rotation axis 12.1 of the motor 12 and the input ends of the shaft gear transmission 25 and the equal diameter bevel gear transmission 15 are arranged coaxially with each other. The output rotation axis and the input ends of the shaft gear transmission and the equal diameter bevel gear transmission are preferably arranged on a horizontal plane and without offset in the vertical direction. Viewed axially, i.e. from the longitudinal axis of the coupling device, the output rotation axis and the input ends of the shaft gear transmission and the equal diameter bevel gear transmission are arranged sequentially. This results in a decoupling device 11 with a particularly compact structure in the vertical direction, which optimally utilizes the structural space originally present in the coupling device head housing 2 and the coupling device rod along the longitudinal axis of the coupling device.

[0071] The output section 15.1 of the equal-diameter bevel gear transmission is composed of a rotating rod 17, which is rotatable about the output rotation axis 15.2 of the equal-diameter bevel gear transmission. In the illustrated embodiment, the output rotation axis 15.2 of the equal-diameter bevel gear transmission coincides with the rotation axis 14.1 of the crown gear 14.

[0072] As the crown wheel 14 rotates, the rotating rod 17 also rotates around the output rotation axis 15.2 of the equal-diameter bevel gear transmission. The rotating rod 17 is connected to the core member 6 via a hinged rod 16 comprising a first rod member 16.1 and a second rod member 16.2. The first rod member 16.1 is hinged to the core member 6, and the second rod member 16.2 is hinged to the first rod member 16.1 and hinged to the rotating rod 17.

[0073] The position of the rotating rod 17 can be detected, for example, by the sensor 18.

[0074] The following is based on Figures 6 to 8 The function of the electrically operated decoupling device 11 is described. Figure 6 The diagram shows the core 6 in a decoupled position, with the output section 15.1 of the equal-diameter bevel gear transmission, consisting of the rotating rod 17, in its so-called zero position, where the output section of the equal-diameter bevel gear transmission does not impede the rotation of the core 6 about the main axis 7. The first rod member 16.1 and the second rod member 16.2 are folded together or moved toward each other, that is, the first rod member and the second rod member form a relatively sharp angle.

[0075] If core 6 is made from Figure 6 The decoupling position shown is rotated to Figure 7 In the coupled position shown, the output section 15.1 of the equal-diameter bevel gear transmission can be held in its zero position, and the increased distance between the connecting joint of the hinge rod 16 on the core member 6 and the connecting joint of the hinge rod 16 on the output section 15.1 of the equal-diameter bevel gear transmission is bridged by folding open the first rod member 16.1 and the second rod member 16.2. Therefore, when the core member 6 is in the coupled position, the first rod member 16.1 and the second rod member 16.2 extend relatively straight relative to each other.

[0076] In order to rotate the core member about the main axis 7 from the coupled position to the decoupled position by means of the electrically operated decoupling device 11, thereby decoupling the coupling chain 3, the output part 15.1 of the equal diameter bevel gear transmission or the rotating rod 17 is driven by the motor 12 to rotate to Figure 8 The release position is shown. During this rotation, the rotating rod 17 pulls on the core 6 via the hinge rod 16, thereby rotating the core to the decoupled position.

[0077] In order for the coupling chain 3 to be recoupled, the core 6 must be rotated to the coupling position. Preferably, the output part 15.1 of the equal diameter bevel gear transmission or the rotating rod 17 is rotated back to its zero position before the core 6 begins to rotate to the coupling position. Figure 6 and Figure 7 As shown in the image.

[0078] Figure 9a The diagram shows the core member 6 in the coupled position and the output section 15.1 of the equal-diameter bevel gear transmission in the zero position. The hinge rod 16 and the output section 15.1 are designed differently here from the embodiment shown in the foregoing figures. Therefore, the hinge rod 16 is a single component, hinged to the core member 6 on one side and hinged to the rotating rod 17 on the other side. To move the core member 6 from... Figure 9a The coupling position shown is rotated to Figure 9b In the decoupled position shown, the rotating rod 17 on the output section 15.1 of the equal-diameter bevel gear transmission is rotated by the drive member 34, causing the rotating rod to be pulled on the core member 6 via the hinge rod 16, thereby moving the core member to the decoupled position. If the output section 15.1 of the equal-diameter bevel gear transmission is rotated back to its original position... Figure 9a and 9c In the zero position shown, this is achieved by the rotation of the drive member 34, which is torsionally arranged on the output section 15.1 of the equal diameter bevel gear transmission, thereby moving the drive member away from the rotating rod 17, which is rotatably arranged on the output section 15.1 of the equal diameter bevel gear transmission, and as shown... Figure 9c As shown, this does not prevent the core component 6 from rotating back to the coupling position. When the core component rotates back to the coupling position, the rotating rod 17 must also rotate back via the connecting rod 16. The decoupling device preferably does not have a freewheel clutch or a corresponding coupling device.

[0079] Figure 10 Exemplary alternative arrangements and designs of the drive member 34 are shown in the view according to FIG9, specifically for a portion of the transmission connection, particularly the equal bevel gear transmission 15. In the illustrated case, the drive member is designed as at least one, preferably two, protrusions 35.1 and 35.2 on an annular element that is torsionally coupled to the output shaft of the equal bevel gear transmission 15 in a form-fitting manner. In the illustrated case, the form-fitting is achieved through a region that meshes internally with the external teeth on the output shaft of the equal bevel gear transmission 15. The protrusions 35.1 and 35.2 constituting the drive member 34 cooperate with the input portion of the rotating rod 17. The rotating rod has an annularly designed input portion for coupling to the output end of the equal bevel gear transmission 15, wherein this coupling is achieved through the protrusions 35.1 and 35.2 constituting the drive member on the inner circumference of the annular input portion of the rotating rod 17. The rotating rod is adapted to the outer contour of the protrusion on its inner circumference, and respectively forms a stop surface of the protrusion oriented around the rotation axis 14.1 along the circumferential direction to form a driving member.

[0080] Although the invention has been described with respect to an embodiment having an electric motor 12, it is also possible to replace the electric motor 12 with other types of motors, such as hydraulic motors or pneumatic motors.

[0081] List of reference numerals

[0082] 1. Coupling device head

[0083] 2. Coupling device head housing

[0084] 3. Coupling

[0085] 4. Spring accumulator

[0086] 5 coupling holes

[0087] 5.1 First end

[0088] 5.2 Second end

[0089] 6-core component

[0090] 7 Main Axis

[0091] 8. Coupling hole axis

[0092] 9 Opening

[0093] 10 Coupling device rod

[0094] 11 Electrically operated decoupling device

[0095] 12 Electric motors

[0096] 12.1 Output rotation axis

[0097] 13 Drive pinion

[0098] 14 Crown gears

[0099] 14.1 Rotation axis

[0100] 15. Equal Diameter Bevel Gear Transmission Device

[0101] 15.1 Output section of equal diameter bevel gear transmission device

[0102] 15.2 Output rotation axis of equal diameter bevel gear transmission device

[0103] 16 articulated rods

[0104] 16.1 First rod component

[0105] 16.2 Second rod component

[0106] 17 Rotating rod

[0107] 18 sensors

[0108] 19 Main pin

[0109] 20 Manual operating device

[0110] 21 Cones

[0111] 22. Funnel section

[0112] 23 End face

[0113] 24 end plates

[0114] 25-shaft gear transmission device

[0115] 26 Putter

[0116] 27 Claw Bar

[0117] 34 Drive components

[0118] 35.1, 35.2 bumps

Claims

1. An automatic train coupling device, The automatic train coupling device has a coupling device head (1) which comprises a coupling device head housing (2) and a coupling lock (3) with a locking device, wherein The coupling lock (3) is designed as a rotary lock with a coupling eye (5) and a core (6), wherein the core (6) is rotatable about a main axis (7) between a coupled position and a decoupled position, the coupling eye (5) is rotatably connected to the core (6) about a coupling eye axis (8) by a first end (5.1) and has a free second end (5.2); and The core (6) has an opening (9) which is arranged for accommodating the second end (5.2) of the coupling eye (5) of the mirror-symmetric coupling device head (1); The automatic train coupling device is further provided with a decoupling device (11) which is operated electrically, hydraulically or pneumatically, which comprises an electric motor (12), a hydraulic motor or a pneumatic motor, which is at least indirectly connected to the core (6) by a transmission connection in order to rotate the core (6) from the coupled position into the decoupled position; characterized in that The decoupling device (11) is completely arranged in the coupling device head housing (2) or completely arranged in the coupling device head housing (2) and a coupling device rod (10) which is connected to the coupling device head housing (2).

2. The automatic train coupling device according to claim 1, characterized in that The automatic train coupling device is an automatic train coupling device for freight wagons of a rail vehicle.

3. The automatic train coupling device of claim 1, wherein The motor has an output rotation axis (12.1) which is arranged at least substantially radially with respect to the main axis (7).

4. The automatic train coupling device of claim 3, wherein In the transmission connection between the motor and the core (6) an epicyclic gear transmission (15) is provided.

5. The automatic train coupling device of claim 4, wherein The output rotation axis (12.1) has a drive pinion (13) or is arranged coaxially with and in such a way that it drives the drive pinion, which meshes with a crown wheel (14) or bevel gear to form the epicyclic gear transmission (15), the rotation axis (14.1) of which is parallel to the main axis (7).

6. The automatic train coupling device of claim 4, wherein Between the motor and the epicyclic gear transmission (15) a reduction transmission is arranged in the form of an eccentric gear transmission which is arranged coaxially with the output rotation axis (12.1).

7. The automatic train coupling device of claim 6, wherein The reduction transmission is a shaft gear transmission (25).

8. The automatic train coupling device of claim 4, wherein The constant-velocity bevel gear transmission (15) is connected to the core piece (6) by means of an articulated lever (16), wherein the articulated lever (16) is at least two-part, comprising a first lever part (16.1) which is articulated to the core piece (6) and a second lever part (16.2) which is articulated to the first lever part (16.1) and to a constant-velocity bevel gear transmission output (15.1), wherein the rotational axes of the articulated joints are parallel to the main axis (7).

9. The automatic train coupling device of claim 8, wherein, The constant-velocity bevel gear transmission output (15.1) is formed by a rotational lever (17) which extends radially relative to a constant-velocity bevel gear transmission output rotational axis (15.2).

10. The automatic train coupling device of claim 4, wherein, The constant-velocity bevel gear transmission (15) is connected to the core piece (6) by means of an articulated lever (16), wherein the articulated lever (16) is single-part or multi-part and the constant-velocity bevel gear transmission (15) comprises a drive element (34) and a rotational lever (17) which is articulated to the articulated lever (16) and is in operative connection with the drive element (34) in order to drive the rotational lever (17) in order to rotate the core piece (6) from the coupled position into the decoupled position and to release the rotational lever (17) in order to rotate the constant-velocity bevel gear transmission output (15.1) in the opposite direction.

11. The automatic train coupling apparatus of claim 8, wherein The constant-velocity bevel gear transmission output (15.1) is rotatable about a constant-velocity bevel gear transmission output rotational axis (15.2) between a zero position and a release position, and the lengths of the first lever part (16.1) and the second lever part (16.2) are selected in such a way that the core piece (6) can be rotated from the decoupled position into the coupled position and the constant-velocity bevel gear transmission output (15.1) remains in the zero position in this case.

12. The automatic train coupling device according to claim 1 or 2, characterized in that The decoupling device (11) can be operated independently of the position of the core piece (6).

13. The automatic train coupling apparatus of claim 8, wherein The decoupling device (11) can be operated independently of the position of the core piece (6), wherein the constant-velocity bevel gear transmission output (15.1) can be rotated about the constant-velocity bevel gear transmission output rotational axis (15.2) by means of a motor both when the core piece (6) is in the coupled position and when the core piece (6) is in the decoupled position.

14. The automatic train coupling device according to one of claims 3, 4, 6, 13, characterized in that The motor is an electric motor (12).

15. The automatic train coupling device according to one of claims 1 to 3, characterized in that At least one sensor (18) is provided which detects the position of the decoupling device (11).

16. The automatic train coupling apparatus of claim 8, wherein At least one sensor (18) is provided which detects the position of the constant-velocity bevel gear transmission output (15.1) and / or the articulated lever (16).

17. The automatic train coupling apparatus of claim 11, wherein A manually operated device (20) is provided by means of which the core piece (6) can be brought manually into the decoupled position and / or the constant-velocity bevel gear transmission output (15.1) can be brought manually into the zero position.

18. A rail vehicle having an automatic train coupling device according to one of claims 1 to 17.

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