AUTOMATIC DRIVE COUPLING AND METHOD FOR UNCOUPLING AN AUTOMATIC DRIVE COUPLING

Description

[0001] The present invention relates to an automatic train coupling, in particular for a freight wagon of a railway vehicle, according to the preamble of claim 1 and a method for uncoupling such an automatic train coupling according to the preamble of claim 15.

[0002] In practice, automatic train couplings of this type are known, comprising a coupling head with a coupling housing and a coupling lock with a locking mechanism. The coupling lock is designed as a rotary lock with a coupling eye and a frog, the frog being rotatable about a main axis between a coupled position and an uncoupled position, and the coupling eye being rotatably connected to the frog at one end about a coupling eye axis and having a second free end. The frog has a jaw for receiving a corresponding second end of a coupling eye of a mirror-image coupling head.

[0003] A spring accumulator is associated with the core. The core can be rotated from the coupled position to the uncoupled position against the force of the spring accumulator, and from the uncoupled position to the coupled position by the force of the spring accumulator.

[0004] The uncoupled position is also referred to as the coupling-ready position, since in this position the couplings of the two cars can be moved towards each other and coupled. If necessary, the coupling lock, or its frog, can also be rotated into a position that is further extended than the coupling-ready position, i.e., opened more than necessary. In this extended position, the spring tension is at its maximum. This extended position is also considered a coupling-ready or uncoupled position within the meaning of the present invention. Furthermore, such a coupling-ready or uncoupled position is also referred to as a waiting position.

[0005] The locking mechanism, which holds the coupling in the appropriate position or releases it for transition to another position by rotating the frog, comprises, for example, a plunger that is movable against a spring force in the coupling direction of the train coupling and a latch rod that is movable transversely or obliquely to the coupling direction. The latch rod is pivotally connected to the frog and, when the frog is rotated from the coupled to the uncoupled position, can be moved by the frog into a detent position in which the latch rod blocks any rotation of the frog back, i.e., in the direction from the uncoupled to the coupled position. The plunger, in turn, is movable between a first position and a second position.In the first position, in which the plunger is displaced against the spring force, the plunger blocks the latching rod in the detent position, and in the second position, in which the plunger is displaced from the first position by the spring force, the plunger releases the latching rod from the detent position.

[0006] The function of the generic automatic coupling is as follows: Two opposing coupling heads on two vehicles to be coupled are locked together by inserting the second end of each coupling eye into the jaw of the frog of the other coupling head and holding it in a positive fit by rotating the frog. This mechanically couples the two vehicles. The two coupling mechanisms are subjected exclusively to tensile forces, which are distributed evenly between both coupling eyes within the parallelogram formed by the coupling eyes and the frogs. Compressive forces, on the other hand, are transmitted by a special profile on the front of the coupling head housing, wherein the profile typically comprises, as is advantageously also the case in the present invention, a cone and a funnel enclosed by a wide, preferably flat, end face.The profile can be formed by a separate end 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, define the gripping area in terms of lateral, vertical, and angular offset.

[0007] When the coupling heads meet, they center themselves and slide into each other.

[0008] When two rail vehicles are moved towards each other, their coupling locks and frogs are in the ready-to-couple or uncoupled position, respectively. The frogs are held in this position primarily by the latching rods, which are in the detent position. During coupling, the cones of the couplings engage in the funnels of the coupling head housing profiles. The cones press against the plungers and push them back, causing the plungers to release the latching rods from their detent position. This releases the coupling locks, which are then rotated by the force of the respective spring mechanism until the frog strikes a predetermined stop, usually on the coupling head housing. At this point, the coupling lugs, guided in the funnels, engage with the frog mouths, the two coupling locks interlock, and the coupled position is achieved. Unintentional separation of the coupling locks is impossible.Normal wear and tear does not affect the safety of the dome closure.

[0009] To uncouple the coupling heads, an uncoupling device rotates both coupling locks, i.e., the two frogs, against the force of the spring accumulators until the coupling lugs slide out of the frogs' mouths. The rotating frogs are designed to move the latch rods sufficiently to prevent the frogs from rotating back beyond the ready-to-couple position when the vehicles are separated, as the latch rods are then moved into their detent positions.

[0010] Uncoupling devices are known in various designs. For example, manually operated mechanical uncoupling devices have levers, cables, and / or chain pulls that act on different types of locking bars and release the locking bar when actuated. Automated uncoupling devices include a pneumatic cylinder or an electric motor, in particular a linear actuator, as their drive, which uncouples the train coupling. For example, DE 29 23 195 C2 discloses a remotely operated uncoupling device for a center buffer coupling of a rail vehicle, in which an electric motor actuates a lever, fixedly connected to the main pin, via a cam disc to rotate the frog from the coupled position to the uncoupled position. EP 3 470 295 A1 discloses an electric linear actuator that acts on the main pin via a lever.

[0011] US5,503,280 discloses an electromechanical uncoupling device that acts on the coupling closure from the outside. DE 4222569 C2 discloses a pneumatic uncoupling device.

[0012] US2,290,476 discloses an electro-hydraulic uncoupling device which is mounted on the car.

[0013] From DE 1200337 a non-general automatic intermediate coupling is known in which a bolt of one coupling half which is transversely displaceable to the longitudinal axis of the coupling interacts with a corresponding bolt of the other coupling half, wherein the bolt is designed as a movable part of a pneumatically or hydraulically actuated cylinder.

[0014] The known automated uncoupling devices require a relatively large installation space and are located externally on the automatic train coupler, outside the coupler head housing. To protect the uncoupling devices from environmental influences, enclosures can be provided to shield them from the surroundings. A disadvantage of the known designs is the design complexity associated with these enclosures and the comparatively large installation space they require.

[0015] Another disadvantage of conventional automatic couplers is that, after uncoupling with the uncoupling device, the frog can unintentionally rotate into its coupled position if the corresponding rail vehicle equipped with the automatic coupler is being moved during shunting operations. For example, when pushing a rail vehicle over a hump yard, there is a risk that the automatically coupled coupler, which has just been uncoupled, will re-couple before the rail vehicle reaches the wagon on the designated track. Unintentional coupling requires the coupler to be uncoupled again, which is time-consuming and disrupts shunting operations.

[0016] The present invention aims to improve an automatic train coupler, particularly for a freight wagon of a rail vehicle, for example of the embodiment described above, in such a way as to reduce the design effort and manufacturing costs while simultaneously minimizing the required installation space and providing reliable protection of the uncoupling device against environmental influences. Furthermore, a method for uncoupling an automatic train coupler is to be provided that avoids the aforementioned disadvantages.

[0017] The problem addressed by the invention is solved by an automatic train coupling with the features of claim 1. The dependent claims specify advantageous and particularly expedient embodiments of the invention as well as a rail vehicle with an automatic train coupling according to the invention.

[0018] The automatic train coupling according to the invention, which is particularly designed as an automatic train coupling for a freight wagon of a railway vehicle, has a coupling head comprising a coupling head housing and a coupling lock with a locking mechanism. Locking means that the coupling lock can be locked in at least one position to prevent rotation, as will be explained below.

[0019] The coupling mechanism is designed as a rotary coupling with a coupling eye and a frog, the frog being rotatable about a main axis between a coupled position and an uncoupled position. The coupling eye is rotatably connected to the frog at one end about a coupling eye axis and has a second free end.

[0020] The core piece has a jaw that is arranged to receive a second end of a coupling eye of a corresponding coupling head.

[0021] Furthermore, a decoupling device is provided for at least indirect action on the frog in order to rotate the frog from the coupled position to the uncoupled position, the decoupling device being coupled to the frog via a drive connection.

[0022] A locking mechanism allows the core to be held securely against rotation, particularly in the uncoupled position, the so-called coupling-ready position.

[0023] According to the invention, the uncoupling device is designed as an electro-hydraulic uncoupling device and is either arranged completely within the coupling head housing, or the uncoupling device is arranged completely within the coupling head housing and a coupling rod adjoining the coupling head housing, i.e. in a space that is either enclosed solely by the coupling head housing or enclosed by the coupling head housing together with a corresponding area of ​​the coupling rod.

[0024] The design according to the invention eliminates the need for additional housings for the uncoupling device and simultaneously ensures good protection of the uncoupling device from environmental influences. No installation space needs to be provided for the uncoupling device outside the coupling head housing and, if applicable, the corresponding part of the coupling rod.

[0025] The electro-hydraulic uncoupling device comprises at least one electric motor, a hydraulic pump driven by the electric motor, in particular a hydrostatic pump, and at least one cylinder / piston unit actuated by the pump, wherein the piston of the cylinder / piston unit is arranged and designed such that it acts on the frog via the drive connection, in particular a mechanical coupling mechanism provided therein, in order to rotate the frog from the coupled position to the uncoupled position. The cylinder / piston unit is positioned relative to the frog and connected to the frog via the drive connection in such a way that the travel of the piston is transmitted as a rotary motion at the frog.

[0026] In a particularly advantageous further development, the electric motor and the hydraulic pump are combined into an electro-hydraulic drive unit, which is hydraulically coupled to the cylinder / piston unit. This offers the advantage of eliminating the need for separate suspension and bearings for each component. Furthermore, the electro-hydraulic drive unit can be manufactured, stored, supplied, and installed as a compact and pre-assembled unit. The hydraulic coupling is achieved via one or more hydraulic lines.

[0027] In a first embodiment, the electro-hydraulic drive unit can have at least one connection for establishing a hydraulic connection with an externally arranged operating medium source. The advantage is that the electro-hydraulic drive unit can be arranged independently of the operating medium source, and can utilize either a central or decentralized operating medium source.

[0028] A central operating medium source is, for example, a source of operating medium shared by several such couplings, which can be connected to the individual uncoupling devices. A decentralized operating medium source can be understood as a source of operating medium that is separately assigned to each individual coupling. This could be, for example, a closed tank, a cartridge, etc.

[0029] In both cases, the operating medium source is located outside the electro-hydraulic unit.

[0030] In a second configuration, the electro-hydraulic drive unit includes an internal operating medium source. In this case, a completely decentralized supply of operating medium is possible, free from external pipe connections between the operating medium source and the pump. The electro-hydraulic drive unit in this case has at least connections for hydraulic coupling with the cylinder / piston unit.

[0031] Preferably, a closed hydraulic system is formed in this case, in which only leakage losses need to be compensated.

[0032] There are several possibilities regarding the arrangement of the electro-hydraulic drive unit. Preferably, however, an arrangement in the vicinity of the cylinder / piston unit is chosen to keep the necessary pipe connections as short as possible. In a first embodiment, the electro-hydraulic drive unit can be arranged at least partially within the coupling rod, while in a second embodiment, the integration takes place directly within the coupling head. The first option offers the advantage of a relatively compact coupling head and utilizing the existing free space in the coupling rod connected to it for the arrangement, whereby force-fit or positive-locking fastening options for the individual components or the compact electro-hydraulic drive unit within the coupling rod are conceivable.

[0033] The integration in the coupling head according to a second design offers the advantage that it can be carried out independently of the design of the coupling rod to be connected to it, which means that no special adjustments regarding possible fastening options are required for the latter.

[0034] The uncoupling device can be designed to be particularly compact if the motor has an output axis of rotation that is arranged at least substantially radially to the main axis. The output axis of rotation thus advantageously points in the direction of the main axis or intersects the main axis or at least a main bolt that is rotatable about the main axis and is fixedly connected to the core. Compared to a motor output axis of rotation that is skew or tangential to such a main bolt or the main axis, the uncoupling device requires a significantly narrower installation space. This space extends longitudinally in the direction of the coupling rod's longitudinal axis or the coupling head housing's longitudinal axis, and can therefore be easily accommodated within the coupling head housing and, if necessary, the adjacent area of ​​the coupling rod.

[0035] In a particularly advantageous embodiment, a mechanical coupling mechanism is provided in the drive connection between the motor, especially an electric motor, and the frog for transmitting the stroke motion of the cylinder into a rotary motion of the frog. The input of this coupling mechanism is articulated to the piston of the cylinder / piston unit, and the output is articulated to the frog, with the axes of rotation of the articulated connections being parallel to the main axis. This allows for a compact installation space and provides the necessary freedom of movement for the rotation of the frog without the risk of unwanted blockage or restriction by the coupling mechanism.

[0036] There are several possibilities regarding the design of the coupling mechanism. Preferably, it comprises: a lever element rotatably mounted about an axis of rotation, which is pivotally connected to the piston in a first end region outside the axis of rotation, forming the input of the coupling mechanism, a driver arranged or formed outside the axis of rotation on the lever element for acting on an at least two-part articulated lever, which is pivotally connected to the core and the axis of rotation of the articulated lever.

[0037] The driver can be integrally formed on the lever element or it can be formed by a separate element, for example a bolt, which is attached to the lever element.

[0038] In the simplest case, the lever element can be formed by a rotatably mounted plate- or disc-shaped element, or by an angled or spoked element, with the piston linkage and the driver being located on different legs. Crucially, the linkage for the articulated connection to the piston of the cylinder / piston unit and the driver are positioned at a distance from the axis of rotation, and the articulated connection and the driver are also spaced apart from each other.

[0039] In its simplest form, the lever assembly consists of two parts. This comprises a first lever part, which is pivotally connected to the central component, and a second lever part, which is pivotally connected to both the first lever part and the pivot axis of the lever element. The articulated connections are arranged such that when the lever element rotates, the driver on the second lever part becomes engaged. The driver on the lever element is positioned such that, due to the torque generated by the piston's stroke, the driver moves towards the second lever part until it makes contact and is guided further. In other words, a piston stroke causes the driver to rotate in the direction of engaging the lever part of the lever assembly.

[0040] This design is characterized by a small number of functional components and a particularly simple, compact structure.

[0041] Preferably, the uncoupling device can be actuated independently of the position of the frog. The position of the uncoupling device can preferably be detected by a sensor in order to monitor specific positions of the uncoupling device and / or to control them more precisely. For this purpose, a control device is assigned to the uncoupling device, which controls the electric motor accordingly.

[0042] In a particularly advantageous embodiment, the uncoupling device has a locking position in which it prevents the frog from rotating from the uncoupled to the coupled position. A control device is provided with which the uncoupling device can be actuated to hold it in the locking position for a specified period. The duration of this period can be determined, for example, by active actuation, particularly by means of a switch, such that the locking position is terminated when the driver releases the device. Alternatively, a predetermined time period could be selected, which would then end automatically.

[0043] The uncoupling device according to the invention therefore operates by means of the motor contained therein and is to be distinguished from the aforementioned locking mechanism, which operates purely mechanically by the mutual engagement of two automatic couplings. Rather, the uncoupling device is provided in addition to the mechanical locking mechanism.

[0044] Preferably, a manual operating device is provided with which the frog can be manually moved into the uncoupled position. By rotating the frog into the uncoupled position, the automatic train coupler can be uncoupled.

[0045] As explained at the beginning, the automatic train coupling can be equipped with a locking mechanism, which in particular includes the illustrated latch rod and the plunger and works as described at the beginning.

[0046] A rail vehicle according to the invention has a corresponding automatic train coupling of the type shown.

[0047] The position of the uncoupling device and / or the joint lever can preferably be detected with a sensor in order to monitor certain positions of the uncoupling device and / or to be able to control them more precisely.

[0048] An inventive method for uncoupling an automatic train coupler provides that the frog is rotated from the coupled position to the uncoupled position via the drive connection between the electro-hydraulic uncoupling device and the frog by driving the motor with the uncoupling device. In a preselectable operating mode, the uncoupling device is held in the locked position, thus preventing the frog from rotating from the uncoupled position to the coupled position.

[0049] According to the invention, the automatic train coupling is operated in two different operating modes, wherein a first operating mode can be set with the control device, in which the uncoupling device immediately after the frog is rotated with the uncoupling device from the coupled to the uncoupled position, releases the frog from the uncoupled position to the coupled position again, in particular by rotating the angle gear output from the release position to the zero position, and a second operating mode can be set with the control device, in which the uncoupling device is held in the locking position, as explained.

[0050] The invention will below be described by way of example using an embodiment and the figures.

[0051] They show: Figure 1a shows a sectional view of an automatic train coupling according to the invention; Figures 1b and 1c show the structure of an uncoupling device in a schematically simplified representation; Figure 2 shows a partially sectional view of an automatic train coupling according to the invention in a top view obliquely from above; Figures 3a and 3b show a partially sectional view of an automatic train coupling according to the invention in a top view obliquely from above in the uncoupled and coupled positions.

[0052] In the Figure 1aFigure 1 schematically shows an embodiment of an automatic train coupling according to the invention in a disengaged position of the coupling lock 3 or its frog 6. A related disengagement device 11 is also schematically depicted. Specifically, the automatic train coupling has a coupling head 1, which comprises a coupling head housing 2 and the coupling lock 3. The coupling lock 3 is designed as a rotary lock, with the frog 6 to which a coupling eye 5 is rotatably connected about a coupling eye axis 8. The frog 6, in turn, is rotatable about the main axis 7. For this purpose, the frog 6 is mounted on a main bolt 19 and non-rotatably connected to it.

[0053] At the main bolt 19, as in the Figure 1aAs shown, a hand-operated device 20 can be used to manually uncouple the coupling lock 3. Furthermore, an actuator of a valve (not shown in detail) in a compressed air line, in particular a brake air line, can be actuated via the main bolt 19, so that when the coupling lock 3 is turned into the coupled position, the valve is opened, and when the coupling lock 3 is turned into the uncoupled position, the valve is closed.

[0054] The coupling eye 5 has a first end 5.1, at which it is rotatably connected to the frog 6, and an opposite second end 5.2, which can be clamped into a jaw 9 of the frog 6 of a corresponding coupling head 1 in order to mechanically lock the two coupling heads 1 together. Accordingly, the coupling eye 5 has a transverse bar at its second end 5.2, which is not shown in detail here.

[0055] The core element 6 of each coupling head 1 can be rotated from the uncoupled position to the coupled position against the force of a spring accumulator 4, which is formed, for example, by one or more tension springs.

[0056] In the Figure 1a The figure shows a disengaged position of the coupling head 1 or the coupling lock 3. Such a disengaged position, also referred to as the coupling-ready position, can also be the aforementioned over-engaged position.

[0057] If in the in the Figure 1aIn the uncoupled position of the coupling lock or frog 6 shown, when the two coupling heads 1 are moved towards each other, the cones 21 enter the funnels 22 and unlock the coupling lock 3, for example by pressing on the plungers 26 of the locking mechanism, thereby releasing a detent connection, for example of the latch rods 27, so that the frogs 6 are no longer blocked against rotation into the coupled position and rotate into the coupled position by the force of, for example, the spring accumulator 4. The coupling lugs 5 guided in the funnels 22 then engage in the frog mouths 9 and the two coupling locks 3 are interlocked.

[0058] The dome closures 3 are subjected exclusively to tensile forces, whereas the compressive forces are transmitted via the end faces 23 of the end plate 24.

[0059] The decoupling device 11 comprises at least one electric motor 12, a hydraulic pump 30, in particular a hydrostatic pump, which can be driven by the electric motor 12, and a cylinder / piston unit 32 that can be hydraulically connected to the pump 30, the piston 36 of which acts indirectly, in particular via a mechanical coupling mechanism 14, on the core 6. The hydraulic coupling between the pump 30 and the cylinder / piston unit 32 is designated by 33. The cylinder / piston unit 32 is supplied with operating medium via an operating medium source 34, which is connected to the pump 30 via a hydraulic connection. The hydraulic system can be designed as an open or closed system. Closed systems are particularly suitable for decentralized operating medium supply.

[0060] The electric motor 12 and the pump 30 are preferably combined to form an electro-hydraulic drive unit 31. For this purpose, both can be housed in a common casing or flanged together. In this case, both are preferably arranged coaxially with each other. Such a design of the decoupling device 11 is described in Figure 1b shown in a highly simplified, schematic representation. In this case, the operating medium source 34 can also be integrated into the drive unit 31 or arranged outside of it, as in Figure 1b This is illustrated by a dashed line. Integrating the operating medium source 34 into the drive unit offers the advantage of creating a closed system.

[0061] A more open, modular design is also conceivable, as for example in Figure 1cas reproduced, i.e. electric motor 12 and pump 30 are spatially separated from each other and there is only a drive connection between the drive shaft of the electric motor 12 and an input shaft of the pump 30.

[0062] The piston 36 of the cylinder / piston unit 32 is connected to the core 6 via the coupling mechanism 14. In its simplest form, the coupling mechanism 14 is designed as a mechanical coupling mechanism. This mechanism has an inlet 15, which can be brought into operative contact with the piston 36, preferably directly and pivotally connected to it, and an outlet 16, which can be brought into operative contact with the core 6, preferably directly and pivotally connected to it. There are several possibilities regarding the design of the coupling mechanism 14. A particularly advantageous embodiment is described in Figure 3a and 3b described.

[0063] In the execution according to Figure 1aThe electric motor 12, pump 30, and preferably also the operating medium source 34 are at least partially arranged in the coupling rod 10. Complete integration in the coupling rod 10 is also conceivable.

[0064] The cylinder / piston unit 32 is arranged in the clutch head housing 2. The cylinder / piston unit 32 is arranged at a distance from the electro-hydraulic drive unit 31, but preferably in close proximity to it and hydraulically connected to it via the connection 34.

[0065] The piston 36 and the coupling mechanism 14 are arranged relative to the center 6 such that a moment can be generated at the center 6 about the main axis 7 when the piston 36 moves. The piston 36 of the cylinder / piston unit 32 is spaced apart from the main axis 7 and arranged skew or at an angle, preferably tangentially to it. This also applies to the theoretical axis 25 that describes the travel path of the piston 36.

[0066] In the presentation in the Figure 2 In a partially cut-away view from above, it can be seen that all components of the coupling lock 3 are housed within the coupling head housing 2 and that the coupling rod 10 connects to the coupling head housing 2 in the longitudinal direction of the coupling, which in addition to the coupling head housing 2 also houses part of the electrical uncoupling device 11, here the electric motor 12.

[0067] Furthermore, a control device 13 is provided with which the uncoupling device 11 can be controlled to hold it in a locked position for a specified period of time. The duration of this period can be determined, for example, by active actuation, particularly by means of a switch, such that the holding in the locked position ends when the driver releases it. Alternatively, a predetermined time period could be selected, which would then end automatically.

[0068] An alternative complete recording of the entire electrically operated uncoupling device 11 within the coupling head housing 2 is also possible, but is not shown here.

[0069] The Figures 3a and 3b show a cutaway coupling head 1, with the coupling in Figure 3a in the coupled position and in Figure 3bis shown in the uncoupled position. The uncoupling device 11 is connected to the frog 6 via the coupling mechanism 14 to transmit the stroke movement of the piston into a rotary movement of the frog.

[0070] The inlet 15 of the coupling mechanism 14 is pivotally connected to the piston 36 of the cylinder / piston unit 32. The outlet 16 of the coupling mechanism 14 is pivotally connected to the center piece 6. The axes of rotation of the pivoted connections, i.e., of inlet 15 and outlet 16, are arranged parallel to the main axis 7. In the illustrated case, the coupling mechanism comprises a lever element 17 rotatably mounted about a pivot axis 40. The pivot axis 40 is arranged such that the lever element 17 has two arrangement areas 37 and 38 located at a distance from the pivot axis 40 and further spaced apart from each other. In the simplest case, the lever element can be described by two legs arranged at an angle to each other, which have the common pivot axis 40. In a first end region, which corresponds to the arrangement area 37 and forms the inlet 15, the pivotal connection to the piston 36 takes place.In a second end region, corresponding to the arrangement region 38, a driver 39 is provided. This driver can be integrally formed on the lever element 17 or is formed by a component connected to it, in particular a bolt or disc element. The driver 39 is designed to act on an at least two-part articulated lever 41, which is pivotally connected to the frog 6 and the axis of rotation 40 of the lever element 17. The at least two-part articulated lever 41 comprises a first lever part 42, which is pivotally connected to the frog 6, and a second lever part 43, which is pivotally connected to the first lever part 42 and to the axis of rotation 40 of the lever element 17, such that when the lever element 17 is rotated, the driver 39 on the second lever part 43 becomes effective.Due to the articulated connection to the first lever part 41, the rotary movement of the lever element 17 is transferred to the first lever part and the core 6 when the piston 36 is moved.

[0071] The function of the uncoupling device 11 can be determined using this information. Figure 3a The coupled position and the uncoupled position are explained in section 3b. To switch to the coupled position, the drive unit 32 is controlled accordingly, and the cylinder / piston unit 32 is in its home position with the piston 36 retracted. The frog 6 can perform the switch from "ready to couple" to "coupled" instantly and without force, without any influence from the uncoupling device 11 on the frog movement. The lever parts 42 and 43 are freely movable, since the electro-hydraulic unit 31, and thus also the piston 36 of the cylinder / piston unit 32, are in their home position, i.e., the piston is retracted.

[0072] The change to the uncoupled or ready-to-couple state according to Figure 3bThis occurs through the triggering of a disengagement signal, whereby, for example, the electric motor 12 is controlled accordingly via the control device 13. This pressurizes the cylinder 36 of the cylinder / piston unit 32 via the electro-hydraulic drive unit 31, and the piston 36 extends. The piston 36 rotates the lever element 17 about the axis of rotation 40. The driver 39, which is part of the lever element 17, moves the frog 6 into the disengaged position via the two lever parts 42 and 43. The movement ends in the so-called overshot position of the frog 6, which is designed as a coupling lock. Subsequently, the drive unit 31 switches back and moves the piston 36, along with the lever element 17 and driver 39, back to its initial position, i.e., the retracted position.The frog (lock) 6 now moves back slightly to the detent position (pre-tensioned / coupling-ready position of the lock), whereby the piston 36 has already retracted to its home position and thus has no influence on the frog 6. Since the driver 39 acts on one side only, the lever element 17 can easily be rotated back without simultaneously moving the frog 6 into its coupled position. The lever parts 42 and 43 are thereby dragged into the coupling-ready position without any further influence. Thus, the frog remains in the uncoupled position until the coupling lock 3 is moved into the coupled position by engaging a matching coupling or coupling lock.

[0073] In all versions, the position of one of the elements of the uncoupling device 11 and the drive connection can be detected by a sensor 18. Reference symbol list

[0074] 1 Coupling head 2 Coupling head housing 3 Coupling lock 4 Spring accumulator 5 Coupling eye 5.1 First end 5.2 Second end 6 Core 7 Main shaft 8 Coupling eye shaft 9 Jaw 10 Coupling rod 11 Uncoupling device 12 Electric motor 12.1 Output rotary shaft 13 Control device 14 Coupling mechanism 15 Inlet 16 Outlet 17 Lever element 18 Sensor 19 Main bolt 20 Manual actuation device 21 Cone 22 Funnel 23 End face 24 End plate 25 Travel 26 Piston 27 Latch rod 30 Hydraulic pump 31 Electro-hydraulic drive unit 32 Cylinder / piston unit 33 Hydraulic coupling 34 Operating medium source 35 Connection 36 Piston 37 Arrangement area 38 Arrangement area 39 Driver 40 Axis of rotation 41 Joint lever 42 First lever part 43 Second lever part

Claims

1. Automatic train coupling, in particular for a freight car of a rail vehicle, having a coupling head (1) which comprises a coupling head housing (2) and a coupling fastener (3) having a locking mechanism, wherein the coupling fastener (3) is embodied as a rotary fastener having a coupling eyelet (5) and a core (6), wherein the core (6) is rotatable about a primary axis (7) between a coupled position and a decoupled position, the coupling eyelet (5) by way of a first end (5.1) is connected to the core (6) so as to be rotatable about a coupling eyelet axis (8) and has a second free end (5.2); and the core (6) has a throat (9) which is disposed for receiving a second end (5.2) of a coupling eyelet (5) of a mating coupling head (1); having a decoupling installation (11) that by way of a drive connection is connected to the core (6) so as to rotate the core (6) from the coupled position to the decoupled position; characterized in that the decoupling installation (11) is designed as an electro-hydraulic decoupling installation (31) and is disposed either completely within the coupling head housing (2), or completely within the coupling head housing (2) and a coupling bar (10) adjoining the coupling head housing (2).

2. Automatic train coupling according to Claim 1, characterized in that the electro-hydraulic decoupling installation (31) comprises an electric motor (12), a hydraulic, in particular hydrostatic pump (30) drivable by the electric motor (12) and at least one cylinder / piston unit (32) which can be acted upon by the pump (30), wherein the piston (36) of the cylinder / piston unit (32) is arranged and designed in such a way as to act at least indirectly on the core so as to rotate the core (6) from the coupled position to the decoupled position.

3. Automatic train coupling according to Claim 2, characterized in that the electric motor (12) and the pump (30) are combined to form an electro-hydraulic drive unit (31), which is hydraulically coupled to the cylinder / piston unit (32).

4. Automatic train coupling according to Claim 3, characterized in that the electro-hydraulic drive unit (31) is couplable to an externally arranged operating medium source (34) or the electro-hydraulic drive unit (31) comprises an internal operating medium source (34).

5. Automatic train coupling according to one of Claims 3 and 4, characterized in that the electro-hydraulic drive unit (31) is at least partially disposed in the coupling bar (10).

6. Automatic train coupling according to one of Claims 2 to 5, characterized in that at least the electric motor (12), the pump (30) and, in a development, additionally the cylinder (36) of the cylinder / piston unit (32) are disposed in a common housing.

7. Automatic train coupling according to one of Claims 2 to 6, characterized in that the electric motor (12) has an output rotation axis (12.1) which is disposed so as to be at least substantially radial to the primary axis (7).

8. Automatic train coupling according to one of Claims 1 to 7, characterized in that in the drive connection between the motor, in particular electric motor (12), and the core (6), a coupling mechanism (14), in particular mechanical coupling mechanism, is provided for transferring the stroke movement of the piston (36) into a rotational movement of the core (6), the input (15) of which coupling mechanism is connected in an articulated manner to the piston (36) of the cylinder / piston unit (32) and the output (16) of which coupling mechanism is connected in an articulated manner to the core (6), wherein the rotation axes of the articulated connections are parallel to the primary axis (7).

9. Automatic train coupling according to Claim 8, characterized in that the coupling mechanism comprises: a lever element which is mounted rotatably about a rotation axis and is connected in an articulated manner to the piston in a first end region outside the rotation axis, thereby forming the input of the coupling mechanism, a dog which is disposed or formed on the lever element outside the rotation axis for acting upon an at least two-part articulated lever, which is connected in an articulated manner to the core and the rotation axis of the articulated lever.

10. Automatic train coupling according to Claim 9, characterized in that the at least two-part articulated lever comprises a first lever part (16.1), which is connected in an articulated manner to the core (6), and a second lever part (16.2), which is connected in an articulated manner to the first lever part (16.1) and in an articulated manner to the rotation axis of the lever element, in such a way that, when the lever element is rotated, the dog (34) becomes effective on the second lever part.

11. Automatic train coupling according to one of Claims 1 to 10, characterized in that at least one sensor (18), which detects a position of the decoupling installation (11), in particular of the mitre gear output (15.1) and / or of the articulated lever (16), is provided.

12. Automatic train coupling according to one of Claims 1 to 11, characterized in that the decoupling installation (11) has a locking position in which it blocks rotation of the core (6) from the decoupled position to the coupled position via the drive connection, wherein a control device (28) is provided with which the decoupling installation (11) can be controlled in order to keep it permanently in the locking position over a period of time.

13. Automatic train coupling according to one of Claims 1 to 12, characterized in that a manual activation device (20), by way of which the core (6) is able to be moved manually to the decoupled position, is provided.

14. Rail vehicle having an automatic train coupling according to one of Claims 1 to 13.

15. Method for decoupling an automatic train coupling according to one of Claims 1 to 13, having an electro-hydraulic decoupling installation (11) provided in addition to the mechanical locking mechanism, wherein the core (6) is rotated from the coupled position to the decoupled position via the drive connection by driving of the motor, in particular electric motor (12), with the electro-hydraulic decoupling installation (11), characterized in that in a pre-selectable operating mode, the decoupling installation (11) is kept in a locking position and, with the decoupling installation (11), rotation of the core (6) from the decoupled position to the coupled position is blocked, wherein a first operating mode is adjustable with the control device (28), in which operating mode the decoupling installation (11), immediately after rotation of the core (6) with the decoupling installation (11) from the coupled position to the decoupled position, again enables rotation of the core (6) from the decoupled position to the coupled position, in particular by rotation of the mitre gear output (15.1) from the trigger position to the zero position, and a second operating mode is adjustable with the control device (28), in which operating mode the decoupling installation (11) is kept in the locking position.