Automatic train coupling, in particular center buffer coupling, a coupling arrangement and a method for triggering an emergency brake
Patent Information
- Authority / Receiving Office
- DE · DE
- Patent Type
- Applications
- Current Assignee / Owner
- Filing Date
- 2024-07-26
- Publication Date
- 2026-03-12
Abstract
Description
[0001] Automatic train coupling, in particular central buffer coupling, a coupling arrangement and a method for triggering an emergency brake
[0002] The present invention generally relates to an automatic train coupling for connecting two rail-bound vehicles, in particular to a freight car coupling for connecting two freight cars. The automatic coupling is preferably designed as a center buffer coupling, i.e., an integrated train and buffer device. The invention further relates to a coupling arrangement and a method for triggering an emergency braking action.
[0003] In practice, generic automatic train couplings are known which have a coupling head with a coupling housing and a coupling lock with a locking mechanism. These are used to mechanically connect two rail-bound vehicles. The coupling lock is designed as a rotary lock with a coupling eye and a frog, whereby the frog can be rotated about a main axis between a ready-to-couple position, a coupled position and an uncoupled position, and the coupling eye is connected to the frog by a first end so that it can be rotated about a coupling eye axis and has a second free end which is guided in the cone. The frog has a mouth for receiving a corresponding second end of a coupling eye of a matching coupling head of a counter-train coupling. The coupling head of the counter-train coupling is compatible with that of the train coupling, at least with regard to the coupling and uncoupling function.
[0004] A spring-loaded mechanism is at least indirectly associated with the frog. The frog can be rotated from the coupled position to the uncoupled position against the force of the spring-loaded mechanism, and from the uncoupled position to the ready-to-couple position and from the ready-to-couple position to the coupled position by the force of the spring-loaded mechanism. Depending on the design, the spring-loaded mechanism can be connected to the frog itself or to the coupling eyelet in the first end section.
[0005] The locking mechanism, which holds the coupling lock in the ready-to-couple position or releases it to transition to another position by turning the frog, has a plunger that can be moved against a spring force in the coupling direction of the train coupling and a ratchet rod that can be moved transversely or diagonally to the coupling direction. The ratchet rod is articulated to the frog and, when the frog is rotated from the coupled position to the uncoupled position, can be moved into a detent position. In this detent position, the ratchet rod blocks the frog from rotating backward, i.e. from the uncoupled position to the coupled position. The plunger, in turn, is movable between a first position and a second position. In the first position, the plunger blocks the ratchet rod in the detent position, and in the second position, the plunger releases the ratchet rod from the detent position.
[0006] The function of this automatic train coupling is as follows: Two identical coupling heads, particularly compatible in terms of coupling and uncoupling functions, on two vehicles to be coupled together are locked together by the second end of the respective coupling eye engaging the mouth of the frog of the other coupling head and being held in place by rotating the frog there. This mechanically couples the two vehicles. The two coupling locks are loaded exclusively by tensile forces, which are evenly distributed between both coupling eyes within the parallelogram formed by the coupling eyes and the frogs.Compressive forces, on the other hand, are transmitted through a special profile on the front of the coupling head housing. This profile typically comprises, as is also advantageous in the present invention, a cone and a funnel enclosed by a wide, particularly flat, front surface. The profile can be formed by or on a separate front plate attached to the front of the coupling head housing. The profile, together with the cone and funnel, can form sliding and centering surfaces and, in particular, determine the gripping area in terms of lateral, vertical, and angular offset. When the coupling heads meet, they center themselves and slide into each other.
[0007] When two rail vehicles are moving towards each other, their coupling locks or frogs are in a so-called ready-to-couple position, in which the frogs are held by the ratchet rods that are in a locked position. When coupling, the cones dip into the funnels of the coupler head housing profiles. The cones of the train couplers press on the pistons of the counter-train couplers and push them back, so that the pistons release the ratchet rods from their locked position. This releases the coupling locks and rotates them under the force of the respective spring accumulator until the frog hits a predetermined stop, usually the coupler head housing. The coupling eyes guided in the funnels of the train couplers engage in the frog mouths of the respective counter-train couplers. The two coupling locks are interlocked and the coupled position is achieved.Accidental separation of the coupling locks on the drawbar and counter-drawbar is impossible. Normal wear and tear does not affect the safety of the coupling lock.
[0008] To uncouple the coupling heads of the draw coupling and the counter draw coupling, a decoupling device rotates both coupling locks, i.e., the two frogs, against the force of the spring-loaded mechanisms until the coupling eyes of the draw couplings slide out of the mouths of the frogs of the counter draw couplings. The rotating frogs are designed to displace the ratchet rods sufficiently far that, when the vehicles are separated, the frogs are prevented from rotating back from the uncoupled position beyond the ready-to-couple position by moving the ratchet rods into their locking positions.
[0009] For the prior art, reference is made to, among others, GB 419 590 A and US 2013 / 0146558 A1. Scharfenberg® couplings are also disclosed in Wikipedia: Scharfenberg coupling. URL: https: / / de.wikipedia.org / w / index.php?title=scharfenbergkupplung&olded=184854267. Version dated January 18, 2019.
[0010] Such train couplings are often equipped with additional functional components for coupling assemblies for connecting to corresponding mating coupling assemblies, thus allowing electrical connections and / or fluid connections in addition to the mechanical connection enabled by the train coupling. They can be equipped with an electrical contact coupling and / or air coupling. These are attached to the coupling or integrated into the end plate. To ensure reliable connection between two rail-bound vehicles, the mechanical connection and the electrical and / or fluid connection are coordinated with each other in terms of their operation. Particularly when an air coupling is provided for coupling the main air supply lines of two rail-bound vehicles, the fluid connection is established in conjunction with the mechanical connection.Specifically, the coupling lock is at least indirectly connected to the actuation of the air coupling, in particular the valve device of a main air line supplying a braking system. The position of the valve device is crucial for the realization of the braking function in the individual positions of the coupling.
[0011] The position of the coupling is determined by the position of the coupling lock. When the coupling lock is in the ready-to-couple position, the valve assembly is closed; when the coupling lock is in the engaged position, it is open. When the valve assembly actuator is directly coupled to the coupling lock's main bolt, and the frog is securely connected to it, the main bolt rotates to the engaged position upon coupling and opens the valve assembly. Upon uncoupling, the main bolt rotates in the opposite direction, closes the valve assembly via the coupled actuator, and thus prevents a pressure drop.
[0012] Train couplings are designed with a high degree of safety for predefined tensile and impact loads. However, exceeding these limits can lead to failure of components in the force flow. Such failure can result in irreparable damage due to plastic deformation, even of adjacent components of the coupling locking device. To prevent this, defined predetermined breaking points in the coupling arrangement are conceivable. DE 10 2021 107 936 A1 proposes equipping only the coupling eye bolt with at least one predetermined breaking point. This allows the coupling eye bolt to fail in a controlled manner from a critical shear load corresponding to an assigned response force. This, however, releases the coupling connection because the equilibrium of forces across the coupling eyes is canceled out.There is a risk that the coupling lock of the damaged coupling could be rotated into the uncoupled or ready-to-couple position due to the reaction of the still intact coupling eye connection of the opposing train coupling. However, if the coupling lock is coupled and the valve mechanism of the air coupling or the main air line valve is actuated, this results in the separated wagon continuing to move unhindered while moving, unlike intentional uncoupling at a standstill or at low speeds. This is extremely critical if a triggering event occurs at higher speeds.
[0013] The present invention is therefore based on the object of improving a generic automatic train coupling in such a way that, in the event of an actually unintentional uncoupling, which occurs, for example, through the activation of a predefined predetermined breaking point in the coupling eye bolt in the coupling lock when a predefined tensile load is exceeded, it is also ensured that the previously connected wagons do not move apart in an uncontrolled manner. Furthermore, this should also be ensured when coupling coupling systems from different manufacturers with a non-uniformly designed, defined failure point, i.e., a non-uniformly designed predetermined breaking point in the coupling lock.
[0014] The solution according to the invention is characterized by the features of claims 1, 12, and 15. Advantageous embodiments are set forth in the subclaims.
[0015] An automatic train coupling for use in rail-bound vehicles, in particular for a freight wagon of a rail vehicle, is equipped with a coupling head comprising a coupling head housing and a coupling lock with a locking mechanism. The coupling lock is designed as a rotary lock with a frog that can be rotated about a main axis between a ready-to-couple position, a coupled position, and an uncoupled position, and with a coupling eye rotatably connected to the frog for interaction with the frog of a matching or compatible coupling head of a counter-train coupling for transmitting tractive forces in the coupled state. The locking mechanism blocks the coupling lock in the uncoupled state and in the ready-to-couple position, i.e., holds it in the uncoupled position.A safety system is provided which is effective in the event of an event triggering an interruption in the flow of force via one of the force-transmitting components of the coupling lock in the coupled state. The safety system is designed and arranged in such a way that it is suitable for preventing the coupling lock from being blocked by the locking device in the event of an event triggering an interruption in the flow of force via one of the force-transmitting components of the coupling lock in the coupled state, which triggers a rotation of the frog from the coupled to the uncoupled position, and for causing the frog to return to the coupled position and hold it there.
[0016] An automatic train coupling is understood in particular to be a coupling that automatically establishes a mechanical connection when interacting with a mating train coupling. In particular, this refers to a center buffer coupling, which can be used for rail-bound vehicles, both passenger and freight vehicles.
[0017] In detail, the coupling lock is formed in that the coupling eye of the coupling lock is connected to the frog with a first end so as to be rotatable about a coupling eye axis, has a second free end and the frog is designed with a mouth which is arranged to receive a second end of a coupling eye of a counter-coupling head of a counter-traction coupling, wherein the frog of the traction coupling is rotatable from the coupled position into the uncoupled position against the force of a spring accumulator and from the uncoupled position into the coupled position by the force of the spring accumulator.
[0018] The inventive solution detects the damage mechanically by mechanically detecting the changes in the position of the coupling profile and the force-transmitting components in the coupling lock caused by the damage during unintentional uncoupling, compared to those during intentional uncoupling, and exploits these changes to actively initiate emergency braking. This is achieved essentially by simply and quickly actuating the actuator of the associated valve device, which is operatively connected to the coupling lock. This is achieved essentially by ensuring that the open valve position is maintained in the event of failure of the force-transmitting closure components.The inventive solution ensures, for train couplings in which the position of the coupling lock is at least indirectly linked to the position of a valve device of a main air line, in particular the main brake line, that in the event of a malfunction and interruption of the power flow in the coupled state at the train coupling, an emergency braking action is triggered on both vehicles, including the rail-bound vehicle with the damaged train coupling. Damage to power-transmitting components can occur unplanned by an unforeseeable event or deliberately by designing a predetermined breaking point in the power path, in particular in the connection between the power-transmitting components, for example, a coupling eye bolt.
[0019] The solution according to the invention is based on the assumption that in the coupled position of the coupling lock, this valve device is normally open, but due to the mechanical connection and the resulting fluid connection, it connects the individual line sections on the vehicles to be connected without air escaping. The brakes are open in this state and are directly controlled via a braking system coupled to the main air line. However, if there is an unintentional drop in pressure in the main air line, this triggers braking. This is also the case with the solution according to the invention if the power transmission between the rail-bound vehicles is interrupted in the actually coupled state without prior rotation of the coupling lock and the two coupling heads move apart due to the imbalance in the force parallelogram. The reaction on the undamaged, ieThe intact coupling lock of the counter-coupling coupling, which was previously mechanically correctly connected to the coupling, does not result in an active adjustment of its coupling lock due to the tensile force of the intact coupling eyelet still present when the event occurs. Furthermore, the coupling eyelet of the damaged coupling remains in the coupling head and thus also takes over the function of opening the intact counter-coupling coupling into the ready-to-couple state. This means that the valve device on this counter-coupling coupling remains open, triggering a pressure drop in the main air line on this vehicle.
[0020] However, the coupling lock of the towing coupling is different when a force-transmitting component is damaged. This lock is moved into the uncoupled position due to the action of the still intact coupling eye of the counter-towing coupling when the coupling heads drift apart. This means that in the event of damage, the coupling with the still intact coupling lock essentially takes over the function of a decoupling device for the coupling lock with the damaged one. However, this would result in the valve device on the vehicle with the damaged coupling lock closing, and the vehicle continuing to move without braking.However, the solution according to the invention prevents this by ensuring that, in the event of an interruption in the power flow at the train coupling due to an unforeseeable event, the coupling locks of the coupled couplings both maintain the same positions. Thus, on both couplings - train coupling and counter-train coupling - the same repercussions from the position of the respective coupling locks exist on other systems that are operatively or functionally connected to them. In particular, if the position of the coupling lock acts as an indicator or control variable for the position or state of a valve device of a main air line provided on the vehicle for actuating braking devices, the same conditions can be set or the same boundary conditions can be maintained on both previously coupled vehicles in the event of damage and the resulting separation of the vehicles.This means that in the event of damage, different measures do not have to be taken on both vehicles.
[0021] The solution according to the invention is therefore suitable for triggering the safety system and enabling braking in the event of an incident, even when coupling coupling systems with different predefined predetermined breaking points in the force transmission path in the coupling lock.
[0022] There are a number of options regarding the design of the safety system triggered or activated in the event of an incident. This includes detecting the interruption of the force flow or disruption of the force parallelogram and actively influencing the change in the position of the dome lock. In a particularly advantageous first embodiment, the safety system is designed purely mechanically, making the greatest possible use of the existing components. The mechanically active subsystems are functionally linked to one another. Alternatively, in a second embodiment, it would also be conceivable to detect the damage using sensors and control the subsystems assigned to the individual functions separately, although this would be considerably more complex.
[0023] In an advantageous first embodiment, the safety system therefore comprises, in the simplest case, a blocking prevention device for the coupling lock and a reset device at least indirectly effective on the frog for rotating the frog back into the coupled position and thus the position which the counter-train coupling still holds despite the coupling heads moving apart.
[0024] Depending on the design, the anti-lock mechanism and the reset mechanism can be activated at different times, particularly one after the other, or simultaneously. The specific design and functionality also depend on the specific type and configuration of the locking mechanism.
[0025] In an advantageous embodiment, the locking device comprises a plunger which can be moved in a guide in the coupling direction of the train coupling against a spring force, and a ratchet rod which can be moved transversely or diagonally to the coupling direction. The ratchet rod is connected to the frog in an articulated manner and can be moved by the frog when it is rotated from the coupled position to the uncoupled position into a detent position, in which the ratchet rod blocks rotation of the frog from the uncoupled position to the coupled position. In order to be able to block this rotation of the frog, the plunger blocks the ratchet rod in the detent position in a first position (moved against or in the direction of the spring force, depending on the design) and releases the ratchet rod from the detent position in a second position (moved by the spring force or against the spring force).According to the invention, the blocking prevention device for the coupling lock, which serves to prevent the ratchet rod from engaging, comprises a deflector for deflecting the ratchet rod when it is intentionally moved into the locking position. This deflector can be designed and constructed as a separate component and combined with the coupling lock and the locking mechanism. However, it is particularly preferably provided on components of the locking mechanism, or is connected to them or formed integrally with them. The latter variant offers the advantage of eliminating the need for additional installation space.
[0026] If the punch has an opening which at least partially or completely encloses the latch rod, and if the latch rod forms a latching connection with a counter-bearing, in particular on a guide of the punch, having two latching projections which can be brought into engagement with one another, wherein the latch rod can be actuated by moving the punch from the first to the second position in order to end the mutual engagement of the latching projections, the deflector for the latch rod is preferably arranged on the punch. This takes advantage of the fact that if a force-transmitting component is damaged, the parallelogram lock no longer functions and the couplings move apart. This movement of the coupling heads and their spacing has a direct effect on the movement of the punch and the achievable punch position. The movement of the punch, which already occurs, is used for the deflector.The positioning of the deflector on the ram is a function of the paths and angles to be covered by the ram and the frog in the event of damage.
[0027] If the ratchet bar has a locking projection which is positioned to be displaced over the locking projection of a counter bearing when the frog is rotated from the coupled position to the uncoupled position, wherein the punch comprises a surface area formed thereon for interacting with the ratchet bar when moving in the coupling direction to release the locking position, the deflector is formed by a second surface area on the punch which is arranged at a distance from the first surface area for interacting with the ratchet bar, in particular during the transition from the uncoupled to the coupled position in the coupling direction, and is arranged ahead of the first surface area in the direction of movement of the punch during coupling.
[0028] The deflector and the surface area for moving the ratchet rod out of the locked position during coupling are preferably arranged integrally on the plunger. However, a separate design of the deflector with corresponding fastening in the coupling head housing is also conceivable. The effective surface of the deflector and the effective surface for interacting with the ratchet rod are preferably aligned in the same direction, but spaced apart from one another in the longitudinal direction. Starting from the plunger surface, which projects into the funnel and faces the counter-pull coupling during coupling and which interacts with the cone of the counter-pull coupling during coupling, the effective surface areas of the deflector and the actuation for releasing the locked position between the ratchet rod and the counter bearing are designed to point in the opposite direction on the plunger. Both point in the same direction and are spaced apart from one another.The surface area for canceling the locking position follows the end area for interaction with the counter-pull coupling and the deflector is arranged downstream of this.
[0029] In the simplest case, the reset device is designed as an energy storage unit and acts at least indirectly on the frog. It is designed in such a way that, after being deflected by the deflector, it generates a moment on the frog around the main pin, which moves the frog back to the coupled position.
[0030] There are a number of options regarding the design and arrangement of the reset device:
[0031] The at least indirect action on the frog can be effected by a) attack directly on the frog or b) attack on an element that is at least indirectly connected to the frog in a rotationally fixed manner, in particular a component coupled to the main bolt connected to the frog, for example the lever arm of a manual uncoupling device acting on the main bolt.
[0032] The reset device can be located inside the coupling head housing or outside. The former arrangement offers the advantage that the reset device is protected from environmental influences within the coupling head housing and does not interfere with any other functional components outside the coupling head housing.
[0033] The second arrangement outside has advantages, especially when there is little space available inside the coupling head.
[0034] The reset device can also be based on different functional principles. In the simplest case, in both basic designs (mechanical detection based on changes in the movement sequence of the components between intended and unintended uncoupling or detection using separate sensors), it is formed by a mechanical energy storage device, particularly a spring device, which is activated automatically.
[0035] Preferably, a design of the reset device is chosen that allows for its placement within the coupling head housing and minimizes or eliminates the number of additional components. A distinction is made between variants with additional components and those that utilize existing components.
[0036] In a first variant, the return device is articulated as a separate device, in particular a spring device, on the one hand to the frog and on the other hand to the coupling head housing or another stationary component inside the coupling head. In a particularly advantageous embodiment, this comprises at least one spring device.
[0037] In a second variant, existing components are used, for example the spring devices that are at least indirectly effective on the frog, against which the dome lock is rotated.
[0038] Depending on the design, these can be hinged either to the coupling eye or to the frog and the housing. For redundancy reasons and to enable the use of smaller springs, the required spring force is divided between at least two spring devices acting in parallel. In this case, a particularly advantageous design is to configure one of the spring devices as a return device that acts directly on the frog, while the other is hinged to the coupling eye. The function of the return device is thus taken over by the already existing spring devices in a functional concentration. As already mentioned, a train coupler is often combined with additional functional components to form a coupling arrangement.Particularly in the case of a design with an air coupling, the coupling lock is at least indirectly operatively connected to an actuator of a valve device of a main air line for moving the valve device at least into an open position and a closed position, wherein in the ready-to-couple position and the uncoupled position of the coupling lock, the valve device is in the closed position and in the coupled position of the coupling lock, the valve device is in the open position. In a particularly advantageous embodiment, the valve device for the main air line is integrated in an air coupling which is provided on the automatic coupling or integrated therein, wherein the core is connected in a rotationally fixed manner to a main bolt which is rotatably mounted in the coupling head housing and describes the main axis, and the actuator for the valve device of the air coupling is at least indirectly connected to the main bolt.In this case, there is a direct mechanical coupling between the dome closure and the valve assembly. The actuator is formed by a cam formed on the main bolt or connected to it in a rotationally fixed manner. In this case, the safety system operates completely independently as a purely mechanical system, which moves the damaged dome closure into the coupled position or holds it in this position solely by utilizing the force conditions that arise when damage occurs.
[0039] The method according to the invention for initiating emergency braking in the event of failure of a coupling lock of an automatic train coupling, which is operatively connected to the valve device of a main air line for supplying a braking system, in the coupled state with a counter-train coupling for connecting two rail-bound vehicles due to interruption of the power flow due to damage to a force-transmitting component, in particular breakage of a coupling eye bolt or coupling eye, is characterized in that damage to the coupling lock is first detected and then the safety device is activated, which reliably prevents intentional closing of the valve device due to movement of the coupling lock. Preferably, in the design of the train coupling according to claims 1 to 8, the detection is integrated into the activation of the subsystems of the safety system or is taken over by them and occurs purely mechanically.
[0040] The invention will be described below using an exemplary embodiment and the figures.
[0041] They show:
[0042] Figure 1 is a sectional view of the coupling head of an automatic train coupling according to the invention in the ready-to-couple position;
[0043] Figure 2a is a schematic representation of a train coupling according to the invention in a perspective view with manual uncoupling and actuator for the valve device of an air coupling;
[0044] Figure 2b shows an example of a possible mechanical connection between the dome closure and the actuator valve device of the air coupling;
[0045] Figure 3 is a sectional view of the coupling heads of two interconnected train couplings in the coupled position;
[0046] Figure 4 is a sectional view of the coupling heads of two interconnected train couplings in the uncoupled position;
[0047] Figure 5 shows the design of a stamping element with a blocking prevention device;
[0048] Figure 6 is a sectional view of the coupling heads of two interconnected train couplings in the coupled position when the coupling eye bolt breaks;
[0049] Figure 7 is a sectional view of the coupling heads according to Figure 6 during the separation of the two coupling heads, with rotation of the frog and movement of the ratchet rod; Figure 8 is a sectional view of the coupling heads according to Figure 6 during the separation of the two coupling heads, with rotation of the frog and movement of the ratchet rod along the deflector.
[0050] Figure 1 illustrates, in a simplified schematic representation, the structure of a coupling head 1 for an embodiment of an automatic train coupling 10 according to the invention, in particular an automatic center buffer coupling and hereinafter referred to simply as a train coupling, which can be connected to a first rail-bound vehicle. Figure 1 illustrates the train coupling 10 in the ready-to-couple position. Figure 2a shows, by way of example, an embodiment of the coupling head 1 with a manual uncoupling device 12 and an actuator 20 for a valve device 21 (not shown in detail). Figure 2b shows, using the example of a sectional view in a horizontal plane through an air coupling 25, an embodiment of an actuator 20 and the assignment to a valve device 21.
[0051] The train coupling 10 serves at least for the mechanical connection to a counter-train coupling that can be connected to a second rail-bound vehicle, thus providing the mechanical connection between two adjacent rail-bound vehicles. In the figures in which the counter-train coupling is also shown, it is designated 10', although the counter-train coupling 10' is constructed analogously to the train coupling 10. Therefore, separate designation and marking of the individual components is omitted.
[0052] The train coupling 10 comprises a coupling head 1 with a coupling head housing 2 having a profile provided and formed on the front. The profile is formed by a funnel T and a cone K. The funnel T and cone K can be formed integrally with the coupling head housing 2 or on a front plate that can be detachably or permanently connected to the coupling head housing 2. The funnel T and cone K are enclosed by an end face 3. The end face 3 can be flat in terms of its surface or can be designed with recesses to form continuous or interrupted contact surface areas for interaction with a counter-train coupling.
[0053] A coupling lock 4 is provided for coupling with a counter-traction coupling. The coupling lock 4 is arranged in the coupling head housing 2 and is designed as a rotary lock. This comprises a frog 5 mounted for rotation about a main axis 9. The coupling lock 4 further comprises a coupling eye 7, which is connected or mounted on the frog 5 for rotation about a coupling eye axis 8. The respective rotatable bearings of the frog 5 about the main axis 9 and the coupling eye 7 about the coupling eye axis 8 can be designed in various ways. The decisive factor is the function. The frog 5 is preferably connected at least indirectly, preferably directly, in a drive- or rotationally fixed manner to a main bolt 6, the central axis of which defines the main axis 9. An alternative design (not shown here) with a frog mounted for rotation about the main bolt 6 is also conceivable, in which case the coupling to an actuator 20 would be designed differently than in Figure 2b.
[0054] In the simplest case, the coupling eye pin 8 is formed by a coupling eye bolt 11. The coupling eye bolt 11 can be rigidly connected to the frog 5, and the coupling eye 7, which is designed as a lever element, is rotatably mounted with one end portion thereon. In an alternative embodiment, the coupling eye bolt 11 is rotatably mounted on the frog 5 and rigidly connected to the coupling eye 7.
[0055] An actuator 20 of a valve device 21 (not shown in detail here) of a compressed air line, in particular a brake air line, can be brought into operative connection with the coupling closure 4. In particular, as shown by way of example in Figure 2a, a manual uncoupling 12 (only indicated) can engage the main bolt 6 on the one hand in order to manually uncouple the coupling closure 4. On the other hand, an actuator 20 of a valve device 21 of an air coupling 25 for connecting to the compressed air line, in particular a brake air line, can be controlled via the main bolt 6, which is not shown in detail in Figure 2a but is shown by way of example in Figure 2b, so that when the coupling closure 4 is rotated into the coupled position, the valve device 21 is opened, and when the coupling closure 4 is rotated into the uncoupled position or ready-to-couple position, the valve device 21 is closed.
[0056] The coupling eye 7 has a first end 7.1, at which it is rotatably connected to the frog 5, and an opposite second end 7.2, which can be clamped into a mouth 13 of the frog 5 of an oppositely identical coupling head 1 in order to mechanically lock the two coupling heads 1 together, as shown, for example, in Figure 3. Accordingly, the coupling eye 7 has a crossbar at its second end 7.2, not shown in detail here.
[0057] The core 5 of each coupling head 1 can be rotated from the uncoupled position (Figure 4) into the coupled position (Figure 3) against the force of a spring accumulator 14, which is formed, for example, by one or more tension springs, and can be rotated, in particular with the aid of a uncoupling device, into the position ready for coupling (Figure 1).
[0058] Each coupling head 1 has a plunger 15 that is movable in the coupling direction of the train coupling 10, i.e., the direction of the longitudinal axes of the coupling heads 1, and can be moved linearly in a guide 16 between a first position and a second position. The plunger 15 cooperates with a ratchet rod 17, which is articulated to the frog 5 by a first end portion 17.1 and, as can be seen from Figures 1 and 4, passes through an opening 18 of the plunger 15. Furthermore, the latch rod 17 has a locking projection 19 in the second end region 17.2 opposite the first end region 17.1 and thus in the coupling-ready position shown in Figure 1 in the region of the opening 18, which can be brought into engagement with a locking projection 22 on the guide 16, not visible in Figure 1 but shown in Figures 3 and 4, in order to prevent the latch rod 17 from moving in the direction of its second end region 17.2 to its first end region 17.1 connected to the frog 5, and thus a corresponding rotation of the frog 5. In the embodiment shown, the locking projection 22 is provided on the guide 16, which forms a counter bearing 24 for establishing a locking connection with the pawl rod 17.
[0059] An elastic spring element 23 engages the latch bar 17, bringing the two locking projections 19, 22 into engagement, whereas the plunger 15, when displaced from a first position, as shown in Figure 1, to a second position, as shown in Figure 3, releases the latch bar 17 from the locking connection with the counterbearing 24, counter to the force of the spring element 23. For this purpose, the plunger 15 has a surface area 27, which becomes effective upon displacement on the latch bar 17.
[0060] Thus, in the second position of the plunger 15, the heart piece 5 can be rotated by the spring accumulator 14, whereas this rotation is blocked in the locking position of the latch rod 17.
[0061] Figure 1 shows the coupling-ready position of the coupling head 1 or the coupling lock 3. When two coupling heads 1 of a train coupling and a counter-train coupling are moved towards each other in this position, the cones K dip into the funnels T and press on the front of the plungers 15, so that the plungers 15 are moved from their first position to their second position and release the locking connections of the ratchet rods 17 with the counter bearings 24. For this purpose, the plunger 15 has the surface area 27, which becomes effective on the ratchet rod 17. The second end areas 7.2 of the coupling eyes 7 are pushed into the mouths 13 of the frog pieces 5, and the frog pieces 5, which are no longer blocked by the ratchet rods 17, rotate due to the force of the spring accumulators 14 from the coupling-ready position shown in Figure 1 to the coupled position shown in Figure 3.The coupling eyes 7 guided in the funnels T engage in the frog mouths 13 and the two coupling closures 4 are hooked into each other and form a so-called parallelogram closure for transmitting the forces.
[0062] The dome closures 4 are loaded exclusively by tensile forces, whereas the compressive forces are transmitted via the end faces 3.
[0063] In order to uncouple the coupling heads 1, the uncoupling process can be initiated on only one of the coupled couplings, the traction coupling 10 or the counter-traction coupling 10' coupled to it, or on both.
[0064] When initiated at one of the two couplings, an automated uncoupling device 28 (not shown in detail in Figure 1 but indicated in Figures 3 and 4) or the manual uncoupling 12 rotates the frog 5 of the then actively operated coupling lock 4 against the force of the spring accumulator 14. The coupling eye 7 of the actively operated coupling lock 4 transfers the rotary movement of the frog 5 via the mouth 13 to the frog 5 of the passively operated coupling lock 4, so that this is also rotated against the force of the spring accumulator 14. Alternatively or additionally, the frog 5 of the actively operated coupling lock 3 can transfer the rotary movement to the coupling eye 7 of the passively operated coupling lock 4, so that the frog 5 of the passively operated coupling lock 4 is also rotated as a result.
[0065] When the rotation of the frog pieces 5 in the direction of the uncoupled positions shown in Figure 4 has progressed far enough, the coupling eyes 7 slide on the mouths 13 of the frog pieces 5 and the ratchet rods 17 are brought into their locking position, in which, when the pistons 15 are moved into their first position when the coupling heads 1 are moved apart, the locking connection between the ratchet rods 17 and the counter bearings 24 can be established, i.e. the two locking projections 19, 22 hook into one another in a form-fitting manner.
[0066] Figures 1, 3 and 4 show the individual positions of the coupling lock 4 in normal operation, ie how these are adjusted, free from damage to the components in the force transmission path that participate in the coupled state during force transmission.
[0067] Typically, the automated train coupling 10 for mechanically connecting two rail-bound vehicles is equipped with additional functional components, particularly in the form of line couplings for establishing an electrical or fluid connection. When interacting with a counter train coupling, these systems must also be actuated and moved into the appropriate positions. In particular, the automatic train coupling 10 is combined with an air coupling 25, which connects the main brake lines of the vehicles to be connected. An example of such an air coupling 25 is shown in Figure 2b.
[0068] The air coupling 25 for the main brake line carries the compressed air for the brake control. There is a continuously constant pressure on the main air line. When the air couplings 25 of the two rail-bound vehicles to be connected meet, the valve devices 21 open and compressed air is supplied. However, as soon as there is a drop in pressure in the lines, the vehicle's braking devices are triggered. The air coupling 25 consists in particular of a nozzle 29 and a valve device 21. The position of the valve device 21 depends on the position of the coupling lock 4 in order to either connect the main brake lines to one another or close them. In the ready-to-couple position, the valve device 21 keeps the air line closed. In the coupled position, the valve device 21 keeps the air line open and compressed air flows through.During coupling, the nozzles 29 of both air couplings 25 meet and are pressed together to form an airtight seal. At the same time, the main bolt rotates to the coupled position and opens the valve. During uncoupling, the main bolt rotates in the opposite direction, closing the valve and preventing a pressure drop in the uncoupled state. In the event of unforeseen or incorrect uncoupling, compressed air escapes, causing a pressure drop and automatic braking. This is also always desirable when the coupling assembly is disengaged due to damage to the power path.
[0069] However, if one of the force-transmitting components on the train coupling 10 were damaged, the coupling lock 4 would be moved into the uncoupled or ready-to-couple position due to the cancellation of the force parallelogram and the reaction of the coupling eye 7 on the frog 5, thus closing the valve device 21. This would make braking impossible and the vehicle would continue to move unbraked and uncontrolled. To prevent this, the invention provides a safety system 30 to prevent the coupling lock 4 from becoming blocked and returning it to the coupled position. The safety system 30 is assigned to the coupling lock 4 and, depending on the design, is preferably a component thereof.
[0070] This comprises a blocking prevention device 31 and a return device 32 for returning the frog 5 and thus the main bolt 6 to the coupled position, in which the actuator 20 actuates the valve device 21 in such a way that it is opened.
[0071] The safety system 30 can be designed in various ways. It is particularly advantageous if it is designed and functions purely mechanically. Figures 3, 4 and 5 illustrate a particularly advantageous design of the safety system 30, wherein the system is designed to reliably detect damage to a force-transmitting component when a traction coupling 10 is coupled to a counter-traction coupling. The blocking prevention device 31 is preferably a direct component of the locking mechanism. In detail, in addition to the surface area 27 on the plunger 15, which interacts with the ratchet rod 17 during coupling and moves the latter out of the locking projection 22 on the counter bearing 24, a deflector 34 is provided. This deflector is arranged upstream of the surface area 27 on the plunger 15 in the longitudinal direction and, viewed in this coupling direction with respect to the movement of the plunger 15 during coupling.In other words, the surface area 27 for cooperating with the ratchet rod for moving the locking projection 19 out of the locking connection with the locking projection 22 on the counter bearing 24 is arranged between the deflector 32 and the punch end cooperating with the cone of a counter-pull coupling during coupling.
[0072] In the simplest case, the reset device 32 comprises an energy storage unit in the form of a spring element 33, which engages the frog 5 and is mounted on the coupling head housing 2 or another stationary component. This spring element is designed to effect and maintain a return to the coupled position. This function can generally be performed by the spring accumulator 14, which is already provided, if it is still intact. However, if this is also damaged, a separate element is required. This spring element is preferably designed to hold the freely rotating frog in the coupled position.
[0073] The energy storage unit of the return device 32 shown in the figures, which is shown by means of a broken line and which engages the frog 5 and is mounted on the coupling head housing 2 or another stationary component, is an additional element to the spring accumulator 14 which is already provided. The spring accumulator 14 is hinged to the coupling eye.
[0074] However, it is also conceivable to design the spring-loaded mechanism 14 with two spring devices connected in parallel, one of which engages the coupling eyelet and the other the frog. In this case, no additional components are required to form the return device.
[0075] Figures 6 to 8 illustrate the mode of operation of the safety system 30 in the event of breakage of a force-transmitting component of the coupling lock 4 of the train coupling 10, in particular in the event of unforeseen or deliberately induced breakage of a coupling eye bolt 11. The latter is defined by a corresponding design with a predetermined breaking point when a predefined tensile load is reached.
[0076] Figure 6 shows the coupling arrangements of the traction coupling 10 and the counter-traction coupling 10' in the coupled state after the coupling eye bolt 11 of the traction coupling 10 has already broken. The latch rod 17 is unlocked, i.e. the second end region 17.2 is lifted out of the locking projection on the counter-bearing 24 by the interaction of the surface region 27 on the punch 15 with the latch rod 17 and is thus free from engagement or interaction with the locking projection 22 and is supported on the surface region 27 of the punch 15. The breakage of the coupling eye bolt 11 disrupts the force parallelogram. The connection between the frog 5 of the traction coupling 10 via the coupling eye 8 and the frog of the counter-traction coupling is broken. The processes described below occur suddenly, i.e. in a very short period of time and partly overlapping one another.
[0077] The coupling eye 8 of the counter-traction coupling is still engaged with the frog 5 of the train coupling. The train coupling 10 and the counter-traction coupling 10' move apart. The coupling eye of the counter-traction coupling, due to its continued engagement in the mouth 3 of the frog 5 of the train coupling, causes the frog 5 of the train coupling 10 to rotate towards the uncoupled position. The ratchet rod 17, due to its coupling with the frog and the spring device 23 acting on it, is also moved towards the first end region. On the other hand, as the coupling heads begin to move apart, the piston 15 of the train coupling 10 is relieved of pressure by the cone of the counter-traction coupling moving away from it, so that the piston 15 moves towards its first and thus uncoupled position due to the spring force.The movement of the ratchet rod 17 and the plunger 15 is synchronized in time such that the ratchet rod 17, with its locking projection 19, cannot engage the locking projection 22 on the counter-bearing 24, but is prevented from doing so by the deflector 34 and thus guided past it. Due to the rotation of the frog 5 into the uncoupled position, the ratchet rod 17 is moved in the same direction as during deliberately initiated uncoupling. However, due to the movement of the plunger 15 already occurring due to the relative movement of the coupling heads, which creates a gap between them, it is not brought into engagement with the locking projection 22 on the counter-bearing 24, but is guided along the deflector 34. This position is shown in Figure 7, the maximum extension movement of the ratchet rod 1 17 and the maximum relative movement of the coupling heads 2 until the torn-off coupling eye 8 hooks into the cone K of the traction coupling 10 in Figure 8.The valve device 21 of the air coupling 25 assigned to the train coupling 10 would still be open due to the direct coupling of the coupling lock 4 with the actuator 20 of the valve device 21. Therefore, a reset device 32 on the frog 5 is simultaneously activated to return the coupling lock 4 to the coupled position in order to hold the actuator 20 in the position corresponding to the opening of the valve device 21. This is no longer shown. However, the frog 5 moves into the positions shown in Figures 1 and 4 via the reset device 32. The coupling lock of the counter-train coupling 10' remains in the coupled position due to the action of the spring devices 14, and thus the valve device of the air coupling arranged on it remains open.Due to the separation of the coupling heads 2 and the opening of both valve devices on the traction coupling 10 and the counter-traction coupling 10', the air escapes from the lines of both vehicles and both vehicles are braked by applying the brakes.
[0078] The solution according to the invention utilizes the changed force ratios at the coupling lock 4 that arise in the event of damage and the resulting movements of the individual components in the design of the safety system 30, and uses these specifically to hold the damaged coupling lock 4 in the coupled position in order to prevent the valve device of an air coupling operatively connected to it from closing or to keep it open. In this specific case, the position of the deflector 34 on the plunger is a direct function of the movement of the plunger 15 when the coupling heads move apart and the movement of the first end region 17.1 of the ratchet rod 17, triggered by the unidirectional torque introduced at the frog 5 via the counter-pull coupling. The torque acts in the same direction as with manual uncoupling or targeted uncoupling via a uncoupling device.A reset mechanism is provided for resetting. This can be formed by a separate spring device 33 or by the spring unit 14.
[0079] Reference symbol
[0080] 1 coupling head
[0081] 2 coupling head housings
[0082] 3 Frontal surface
[0083] 4 dome closure
[0084] 5 Heart
[0085] 6 main bolts
[0086] 7 coupling eyelet
[0087] 7.1 first end area
[0088] 7.2 second end area
[0089] 8 coupling eye axle
[0090] 9 Main axis
[0091] 10 central buffer coupling
[0092] 11 coupling eye bolts
[0093] 12 Manual uncoupling
[0094] 13 mouths
[0095] 14 spring accumulators
[0096] 15 stamps
[0097] 16 Guide
[0098] 17 latch rod
[0099] 17.1 first end area
[0100] 17.2 second end area
[0101] 18 Opening stamp
[0102] 19 Latch bar locking projection
[0103] 20 Actuator
[0104] 21 Valve
[0105] 22 locking projection
[0106] 23 Spring element
[0107] 24 counter bearings
[0108] 25 Air coupling
[0109] 26 Coupling arrangement 7 Surface area 8 Uncoupling device 9 Mouthpiece
[0110] 30 Security system
[0111] 31 Blocking prevention
[0112] 32 Reset device
[0113] 33 Spring device
[0114] 34 deflectors
[0115] T funnel K cone
Claims
Patent claims 1. Automatic train coupling (10), in particular for a freight wagon of a rail vehicle, with a coupling head (1) comprising a coupling head housing (2) and a coupling lock (4) with a locking device, wherein the coupling lock (4) is designed as a rotary lock with a frog (5) that can be rotated about a main axis (9) between a ready-to-couple position, a coupled position and an uncoupled position and a coupling eye (7) rotatably connected to the frog (5) for interacting with the frog of an opposite coupling head of a counter-train coupling (10') for transmitting tensile forces in the coupled state, and the locking device blocks the coupling lock (4) in the uncoupled state and in the ready-to-couple position, characterized in thatthat it comprises a safety system (30) which is effective in the event of an event triggering an interruption of the flow of force via one of the force-transmitting components of the coupling lock in the coupled state, which safety system is designed and arranged in such a way as to be suitable for preventing a blocking of the coupling lock (4) by the locking device in the event of an event triggering an interruption of the flow of force via one of the force-transmitting components of the coupling lock (4) in the coupled state, which triggers a rotation of the frog (5) from the coupled to the uncoupled position, and for causing the frog (5) to be returned to the coupled position and held in this position.
2. Automatic train coupling (10) according to claim 1, in which - the coupling eye (7) is connected to the frog (5) with a first end (7.1) so as to be rotatable about a coupling eye axis (8) and has a second free end (7.2); - the frog (6) has a mouth (9) which is arranged to receive a second end of a coupling eye of a counter-coupling coupling head of a counter-traction coupling (10'), and the frog (5) can be rotated against the force of a spring accumulator (14) from the coupled position into the uncoupled position and by the force of the spring accumulator (14) from the uncoupled position into the coupled position; characterized in that the safety system (30) comprises a blocking prevention device (31) for the coupling lock (4) and a return device (32) which is at least indirectly effective on the frog (5) for rotating the frog (5) back into the coupled position.
3. Automatic train coupling (10) according to claim 2, characterized in that the blocking prevention device (31) and the return device (32) are effective one after the other with a time offset from one another.
4. Automatic train coupling (10) according to one of claims 2 to 3, characterized in that the locking device comprises a plunger (15) which can be displaced in a guide (16) in the coupling direction of the train coupling (10) against a spring force (23) and a ratchet rod (17) which can be displaced transversely or obliquely to the coupling direction, and the ratchet rod (17) is connected in an articulated manner to the frog (5) and can be displaced by the frog (5) when it is rotated from the coupled position to the uncoupled position into a detent position, in which the ratchet rod (17) blocks rotation of the frog (5) from the uncoupled position to the coupled position; the plunger (15) blocks the latching rod (12) in the locking position in a first position displaced against the spring force and releases the latching rod (17) from the locking position in a second position displaced by the spring force (23), and the blocking prevention device (31) for the coupling closure (4) comprises a deflector (34) for deflecting the latching rod (17) when it is intended to be moved into the locking position.
5. Automatic train coupling (10) according to claim 4, characterized in that the plunger (15) has an opening (18) which at least partially or completely encloses the ratchet rod (17), the ratchet rod (17) forms a latching connection with two latching projections (19, 22) which can be brought into engagement with one another with a counter-bearing (24), in particular on a guide (16) of the plunger (15), wherein the ratchet rod (17) can be actuated by a displacement of the plunger (15) from the first to the second position in order to end the mutual engagement of the latching projections (19, 22), wherein the deflector (34) for the ratchet rod (17) is arranged on the plunger (15), in particular is fastened to it or is formed integrally with it.
6. Automatic train coupling (10) according to claim 5, characterized in that the ratchet rod (17) has a locking projection (19) which is positioned to be displaced over the locking projection (22) of the counter bearing (24) when the frog (5) is rotated from the coupled position to the uncoupled position, wherein the plunger (15) comprises a first surface area (27) for cooperating with the ratchet rod (17) when moving in the coupling direction to release the locking position and the deflector (34) is formed by a second surface area on the plunger (15) which is arranged at a distance from the first in the coupling direction and viewed in the direction of the dome is arranged in front of the first surface area.
7. Automatic train coupling (10) according to one of claims 1 to 6, characterized in that the return device (32) acting at least indirectly on the frog is arranged outside the coupling head housing and acts at least indirectly on the main bolt connected to the frog, in particular on a transmission element of a manual uncoupling device connected to the main bolt.
8. Automatic train coupling (10) according to one of claims 2 to 6, characterized in that the return device (32) is arranged within the coupling head housing.
9. Automatic train coupling (10) according to one of claims 7 or 8, characterized in that the return device (32) comprises a return spring unit (33) coupled to the frog (5) or to a component at least indirectly connected thereto, which is designed to return the frog (5) to the coupled position and to hold it in this position.
10. Automatic train coupling (10) according to claim 8 or 9, characterized in that the spring accumulator (14) against whose force the frog (5) can be rotated from the coupled position into the uncoupled position and by whose force the frog can be rotated from the uncoupled position into the coupled position, comprises at least one spring unit which is fastened with its end regions to the coupling head housing and to the frog and which forms the return spring unit of the return device. 1 1. Automatic train coupling (10) according to claim 10, characterized in that the spring accumulator (14), against the force of which the frog (5) can be rotated from the coupled position into the uncoupled position and by the force of which the frog can be rotated from the uncoupled position into the coupled position, comprises at least two spring units, one of the two spring units forming a return spring unit and engaging with its end regions on the coupling head housing and the frog, while the other spring unit is connected with its end regions to the coupling head housing and the coupling eyelet.
12. Coupling arrangement (26) with an automatic train coupling (10) according to one of claims 1 to 11, in which the coupling closure (4) is operatively connected at least indirectly to an actuator (20) of a valve device (21) of a main air line for moving the valve device (21) at least into an open position and a closed position, wherein in the coupling-ready position and the uncoupled position of the coupling closure (4) the valve device (21) is in the closed position and when the coupling position of the coupling closure (4) is the valve device (21) is in the open position.
13. Coupling arrangement (26) according to claim 12, wherein the valve device (21) for the main air line is integrated in an air coupling (25) which is provided on the automatic train coupling (10) or is integrated therein, wherein the core (5) is connected in a rotationally fixed manner to a main bolt (6) which is rotatably mounted in the coupling head housing (1) and describes the main axis (9), and the actuator (20) for the valve device (21) of the air coupling (25) is connected at least indirectly to the main bolt (6).
14. Clutch arrangement (26) according to claim 13, characterized in that the actuator (20) is formed by a cam formed on the main bolt (6) or connected thereto in a rotationally fixed manner.
15. Method for initiating an emergency braking operation in the event of failure of a coupling closure (4) of an automatic train coupling (10) according to one of claims 1 to 11, which coupling closure is operatively connected to the valve device (21) of a main air line for supplying a braking system, in the coupled state with a counter-train coupling (10') for connecting two rail-bound vehicles by interruption of the power flow due to damage, in particular to a force-transmitting component, in particular breakage of a coupling eye bolt or coupling eye, in which the damage is detected and a safety device (30) is activated, which prevents an intentional closing of the valve device (21).
16. The method according to claim 15, wherein an actuator of the valve device is operatively connected directly to a coupling lock of the train coupling, wherein in the coupling-ready position and the uncoupled position of the coupling lock, the valve device is held in the closed position and in the coupled position of the coupling lock, the valve device is held in the open position, characterized in that in the event of an interruption of the force flow due to damage, in particular to a force-transmitting component, the blocking prevention device (31) prevents blocking of the coupling lock (4) by deflecting the latch rod (17) and simultaneously or with a time delay returns the coupling lock (4) to the coupled position and the actuator of the valve device operatively connected thereto to the position for opening the valve device (21).