Device for manually uncoupling an automatic coupling for rail vehicles in freight and passenger transport

Abstract

It is a device for manually uncoupling an automatic clutch (1) disclosed, comprising a uncoupling actuator (6) for uncoupling a clutch element (2) of the automatic clutch, and a mechanical connecting element (18, 19) which is detachably coupled to the uncoupling actuator (6) for manual uncoupling and is configured such that, when manually actuated, it brings the uncoupling actuator (6) into a uncoupling position instead of by means of an electromechanical or pneumatic or other drive (10).

Description

[0001] The present invention relates to a device for manually uncoupling an automatic coupling for rail vehicles in freight and passenger transport.

[0002] The current state of the art for freight wagons is the screw coupling (also known as a UIC coupling), where a coupling hook on one wagon is first attached to a draw hook on the other wagon. Then, a centrally located spindle (between a lug and the hook) tightens the coupling, allowing tensile forces to be transmitted. Compressive forces must be absorbed by the two side buffers of the wagons. To couple and uncouple, personnel must climb under the side buffers between the vehicles to the center of the track. However, there are also situations, particularly with moving wagons or groups of wagons, where the screw couplings are loosened beforehand ("stretched") and then uncoupled by personnel using an uncoupling bar from a safe location on the shunting track.

[0003] Furthermore, the Scharfenberg coupling principle is used in automatic coupling systems. The coupling process is purely mechanical, involving the movement of the wagons to be coupled together. The coupling can be achieved via a hook disc and spring assemblies in each coupling head. The energy required for the coupling process is supplied by the speed of the wagon being coupled, which collides with the wagon being coupled during the coupling operation.

[0004] However, uncoupling requires actuators that counteract the spring force by pushing the hook disc back into the release position. Passenger trains typically use electro-pneumatic actuators for this purpose, while freight trains predominantly employ electromechanical solutions with a purely electric drive, without the use of any additional operating medium such as compressed air.

[0005] With the so-called Digital Automatic Coupler (DAK), freight wagons can be coupled more conveniently and quickly. Furthermore, both tensile and compressive forces are transmitted, making side buffers obsolete. Uncoupling can be automated or manual, using hand-operated uncoupling devices on the coupler itself. These devices can be designed in various ways (e.g., as levers or with a cable pull), but all require personnel to be in the center of the track, meaning the wagon or group of wagons must be stationary. There is also always a certain risk of accidents for personnel who have to be in the center of the track between the wagons being coupled or uncoupled.

[0006] Furthermore, the coupling mechanism remains in the ready-to-couple position after the uncoupling process, making unintentional re-coupling possible. Preventing unintentional re-coupling is then only possible if the crew continues to hold the frog / hook disc in the uncoupled position, which is impractical.

[0007] An automatic coupling is known, for example, from DE 10 2023 102 659 A1.

[0008] For the reasons mentioned above, manual uncoupling must be shifted more towards the car body or the outside of the car, so that staff do not have to go into the aforementioned dangerous area between the cars in the middle of the track.

[0009] It is therefore an object of the present invention to provide a mechanically operable device that enables uncoupling and preferably the subsequent “prevent coupling” mentioned above, without the need for personnel to move into the track bed between the carriages, and that the uncoupling process is also possible when the train is moving at speeds of up to 5 km / h.

[0010] This problem is solved with a device according to the main claim. Advantageous further developments are the subject of the dependent claims.

[0011] The device for manually uncoupling an automatic clutch comprises the following elements: a mechanical connecting element that is coupled and configured with the uncoupling actuator for manual uncoupling in such a way that it actuates the uncoupling actuator when manually actuated from outside the clutch.

[0012] This allows the uncoupling process to be manually activated from outside the coupling if no electrical power supply is available or in the event of a power supply failure.

[0013] The mechanical connecting element preferably has a flexible shaft element for non-linear torque transmission.

[0014] The mechanical connecting element allows torque to be transmitted to the uncoupling actuator over greater distances, enabling its operation. This distance can be used, for example, to eliminate the need for operating personnel to stand on the track between the wagons for manual uncoupling, thus significantly reducing the risk of accidents.

[0015] The flexible shaft element can, for example, be a flexible shaft capable of transmitting torque, in which, for instance, wire layers expand or contract depending on the direction of rotation. Alternatively, the flexible shaft element can have a solid core with a rotary transmission end, e.g., a square core, for torque transmission. A characteristic feature of flexible shaft elements is their ability to transmit torque even with misaligned axes of rotation.

[0016] The flexibility of the shaft element can ensure that torque transmission is not only possible coaxially to the axis of the decoupling actuator, but that the torque can also be transmitted, for example, across an angle.

[0017] In another embodiment, the mechanical connecting element can have two rigid shaft elements that are coupled to each other via a coupling mechanism in such a way that the torque can be transmitted over an angle, preferably via an articulated coupling mechanism or via a gear mechanism, which preferably has an angle gear.

[0018] This means that torque transmission is not only possible coaxially to the axis of the uncoupling actuator, but also, for example, over any angle.

[0019] In another embodiment, a hollow tube element can be provided in which the mechanical connecting element is at least partially guided, preferably rotatably mounted.

[0020] This makes it easier to guide over longer distances without the risk of being damaged or hindered by external influences.

[0021] Furthermore, the device for manually uncoupling an automatic clutch is preferably designed such that the uncoupling actuator is designed either as a motor-operated ball screw drive, preferably including a motor brake, or as a motor-operated self-locking trapezoidal spindle.

[0022] These common drive mechanisms allow the coupling to be provided cost-effectively and reliably, both manually and electromechanically.

[0023] The device for manually uncoupling an automatic clutch is preferably also configured such that the clutch assumes a re-coupling prevention position after the uncoupling process.

[0024] This prevents the car from accidentally being coupled back to the car that was just uncoupled.

[0025] This can be advantageously achieved using a self-locking trapezoidal spindle or a ball screw drive with an additional motor brake. Alternatively, the spindle can be held mechanically, e.g., by a lever or a gearbox connected to the spindle.

[0026] The mechanical interface for manually connecting a hand-operated actuator to the decoupling actuator is preferably designed according to the plug-and-socket principle (Poka-Yoke). Various options are available for this, allowing for easy connection and equally easy disconnection. For example, the connection can be made via an internal or external polygonal profile, preferably a square or hexagonal profile, which are inserted into or onto each other. The coupling elements can preferably be relatively large to facilitate easy connection by the operator.

[0027] This coupling process can be supported by the fact that, according to one embodiment, the two coupling pieces at the interface and on the hand-operated drive element, such as a cordless screwdriver or torque wrench, are magnetically designed, which support the coupling process by attracting and coupling both parts as soon as they are in sufficient proximity to each other.

[0028] This allows for an easily detachable connection, which provides a high level of safety for staff, as the connection is automatically released if, for example, staff members trip and fall to the ground while the train is moving slowly, thus reliably preventing staff from being injured or dragged along by the train.

[0029] In an advantageous embodiment, the shaft element ensures that the interface is located outside the car body, preferably on the side of the car, so that personnel can operate it from the side of the car.

[0030] In an advantageous embodiment, the flexible shaft element can also be connected to the uncoupling actuator via an articulated connecting element and be movable at least in a predetermined angular range in a plane, preferably in a predetermined angular range of an imaginary cone, wherein the cone tip is provided at the connection point to the uncoupling actuator.

[0031] This ensures the necessary flexibility and allows movements of the coupling or of the two carriages to be decoupled to be compensated for.

[0032] The invention will now be explained in more detail with reference to a preferred embodiment and the accompanying figures. Fig. Figure 1 shows a schematic sectional view of the internal structure of a coupling according to the Scharfenberg principle. Fig. Figure 2 schematically shows the connection of the wave elements to the decoupling actuator.

[0033] Fig. Figure 1 shows a schematic sectional view of the internal structure of a coupling according to the Scharfenberg principle.

[0034] A coupling 1 according to the Scharfenberg principle comprises a housing 1a, an interior 1b of the housing, a hook disc 2 with a pivot axis 2a, a drive section 3 and an output section 4, an eyelet 5 and an electromechanical uncoupling actuator 6, hereinafter also referred to as actuator, which is designed with an actuating element 7 and a threaded spindle 12, as well as an electric motor 10 and a motor brake 11.

[0035] Here, a DC motor is used as an electric drive for the electric motor 10 of the actuator 6 to uncouple the coupling 1, since it is comparatively inexpensive and can also be controlled in a comparatively simple way.

[0036] The electric motor has a motor shaft 10a, and the motor brake 11 is axially flanged to the electric motor 10 and assists the actuator 6 in holding a position such as in the release position shown, which is also called the buffer position.

[0037] In addition, a gear stage of the gearbox 10b, which is designed here as a spur gear gearbox, and a ball screw drive with a threaded spindle 12 and a spindle nut 7b are provided for the linear movement of the actuating element 7.

[0038] Together with two mechanical switches for the start and end positions (designated as limit switches 13 and 14), this electromechanical drive unit with the actuator 6 is installed in each coupling head. Likewise, in an alternative embodiment, a third mechanical switch (limit switch 15) is used, which detects the removal of a counter coupling (not shown), which is also designed like the coupling 1 shown here, at the so-called trigger (here a third limit switch 15).

[0039] It is of course also possible that further positions of the actuating element 7, e.g. intermediate positions between the start and end positions, can be detected by further limit switches.

[0040] Fig. Figure 2 schematically shows the connection of a shaft element 18 to the decoupling actuator 6.

[0041] With the in Fig.In the embodiment shown in Figure 2, a connection is established from a mechanical interface 23 to the actuator 6, more precisely to the threaded spindle 12, in order to operate the actuator mechanism for uncoupling, as well as the prevent coupling position and return to the ready-to-couple position, purely manually. For this purpose, the interface 23 is used for the manual or mechanical resetting of the actuating element 7 of the actuator 6. A shaft element 18 is designed as a flexible, bendable shaft element. It is guided through a tubular, rigid tube element 19 from the housing 1a of the coupling 1 via a feedthrough 20 to the carriage side. The manual actuation of the actuator 6 is achieved via the interface 23 using the flexible shaft element 18, by connecting an actuating device, such as a lever, to the interface 23.a cordless screwdriver or a torque wrench is attached and the shaft element 18 can be set in rotation.

[0042] This interface 23 is designed according to the plug-socket principle (Poka-Yoke).

[0043] The interface 23 is configured such that the actuating device coupled to it can be automatically disconnected from the interface 23 by applying a predetermined release force.

[0044] In particular, separation is enabled if, for example, the operator unexpectedly trips and is holding the actuator. The actuator only detaches from interface 23 if the release force exceeds a certain predetermined holding force. This holding force can be achieved, for example, by means of mutually attracting magnets (not shown) provided in the actuator and interface 23. Alternatively, the holding force could be generated by a plug-socket coupling designed such that a small, for example, spherical, protrusion on the plug portion is easily pressed into the socket portion, and a complementary recess in the socket portion holds the two components (actuator and interface 23) together once the spherical protrusion has entered the complementary recess.

[0045] Alternatively, the detachable connection can also be made via a plug connection based on the principle of a spring-loaded ball which is provided in an opening in the plug part and pushes outwards, as for example in a telescopically extendable extension rod.

[0046] The interface 23 is provided on a car body, in this case on the side of the car near the side buffer 22 of the car. REFERENCE MARK LIST 1 clutch 1a housing 1b Interior 1c Opening 1d coupling neck 2 hook discs 2a Swivel axis 3 Drive section 4 Drive section 4a Pivot point 5 eyelets 6 Uncoupling actuator 6a Central axis 7 Actuating element 7a Printhead 7b Spindle nut 8 Contact point 9 warehouses 10 Electric motor 10a Motor axle 10b gearbox 11 Engine brake 12 threaded spindle 13, 14, 15 Limit switches 16. Pestle plate 17 pestles 17a Tappet shaft 18 flexible wave element 19 hollow tube element 20. Feedthrough into the coupling 21 articulated connecting element 22 side buffers 23 Interface QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] DE 10 2023 102 659 A1

[0007]

Claims

[1] Device for manually uncoupling an automatic clutch (1), comprising: a mechanical connecting element (18, 19) which is coupled to a uncoupling actuator (6) for manual uncoupling and configured such that it actuates the uncoupling actuator when manually actuated from outside the clutch. [2] Device for manually uncoupling an automatic clutch (1) according to claim 1, characterized by , that the mechanical connecting element (18, 19) has a flexible shaft element (18) for non-linear torque transmission. [3] Device for manually uncoupling an automatic clutch (1) according to claim 1, characterized by, that the mechanical connecting element (18, 19) has two rigid shaft elements for torque transmission which are coupled to each other via a coupling mechanism in such a way that the torque can be transmitted over an angle, preferably via an articulated coupling mechanism or via a gear mechanism which preferably has an angle gear. [4] Device for manually uncoupling an automatic clutch (1) according to one of the preceding claims, characterized by , that a pipe element (19) is provided in which the mechanical connecting element (18, 19) is at least partially guided, preferably rotatably mounted. [5] Device for manually uncoupling an automatic clutch (1) according to one of the preceding claims, characterized by, that the uncoupling actuator (6) is designed as a motor-operated ball screw drive, preferably including motor brake (11), or as a motor-operated, preferably self-locking, trapezoidal spindle. [6] Device for manually uncoupling an automatic clutch (1) according to one of the preceding claims, characterized by , that the uncoupling actuator (6) is configured to assume a recoupling prevention position after the uncoupling process, preferably by configuring the mechanical connecting element (18, 19) to be fixed in its position after the uncoupling process. [7] Device for manually uncoupling an automatic clutch (1) according to one of the preceding claims, characterized by, that the mechanical connecting element (18, 19) has a manual interface (23) for the manual connection of a hand-operated drive element for uncoupling with the uncoupling actuator (6), which is designed according to the plug-socket principle (Poka-Yoke). [8] Device for manually uncoupling an automatic clutch (1) according to the preceding claim, characterized by , that the interface (23) is configured such that separation from the drive element for uncoupling is possible automatically by a predetermined force. [9] Device for manually uncoupling an automatic clutch (1) according to one of the preceding claims, characterized by, that the mechanical connecting element (18, 19) is connected to the uncoupling actuator (6) via a hinged connecting element (21), and is provided to be movable at least in a predetermined angular range in a plane, preferably in a predetermined angular range of an imaginary cone, wherein the cone tip is provided on the hinged connecting element (21). [10] Device for manually uncoupling an automatic clutch (1) according to any one of the preceding claims 7 to 9, characterized by , that the manual interface (23) is provided on a car body, preferably on the side of the car. [11] Device for manually uncoupling an automatic clutch (1) according to any one of the preceding claims 7 to 10, characterized by, that the manual interface (23) is configured to be compatible with commercially available tools such as cordless screwdrivers or torque wrenches or hand cranks and is preferably detachably connectable via an Allen coupling, an external or internal polygon, preferably a square or hexagonal coupling. [12] Device for manually uncoupling an automatic clutch (1) according to the preceding claims 7 to 11, characterized by , that the manual interface (23) is magnetically formed. [13] Automatic coupling, preferably digital automatic coupling, comprising a device according to one of the preceding claims.

Images