ACTUATOR CLUTCH

Description

[0001] From the publication DE 44 27 809 A1, a friction clutch structurally combined with a ball screw is known. In this clutch, a hollow cylinder, rigidly connected to a spindle nut of the ball screw, in which the spindle nut is arranged for longitudinal displacement, is held by two clutch housing parts as long as the inherent actuating force of the friction clutch is not exceeded. Disc springs build up frictional forces acting on friction surfaces by supporting themselves on one of the housing parts and on the spindle nut via pressure parts in the form of guide rings and a respective thrust bearing, in such a way that a force equilibrium is established.

[0002] Furthermore, DE 36 00 196 A1 discloses a safety coupling for protecting machines or drive trains from torques and torque surges that significantly exceed the nominal torque on which the design is based. This coupling uses contact elements and axial tension to create a positive drive connection between a primary part and a secondary part. This connection transmits the specified torque at nominal load and releases under rolling or sliding friction in the event of an overload. Axial roller bearings or roller rings can be provided as contact elements.

[0003] The invention relates to a power clutch, in particular for an electromechanical point drive in railway traffic, comprising a coupling hub that can be driven rotatably about an axial direction of the power clutch and in which a threaded spindle can be mounted. The coupling hub is mechanically coupled to a rotatable coupling housing of the power clutch via an overload clutch. Furthermore, the invention relates to an electromechanical actuating device for a point drive and a point drive for railway traffic.

[0004] Robust and reliable switches are a crucial factor in improving track utilization in rail traffic. This is especially true given the growing demands placed on modern railways, for example, in long-distance traffic, where high speeds are also encountered on a branch track of the switch. However, local and freight traffic also place high loads on switches. A switch drive therefore plays a key role in ensuring safety in rail traffic. It should operate precisely, be reliable, and highly resilient, as well as be economical and versatile for use in local and long-distance traffic for switches of all types and gauges, if possible.

[0005] An electromechanical switch (setting) drive must perform the following tasks safely and reliably: switching a switch, holding the switch blades in their end positions, mechanically securing the switch lock, electrically / electronically signaling a switching operation and the end position of the switch blades to a signal box, opening the collision coupling in the switch drive when a vehicle approaches the switch, and transmitting a collision signal to a monitoring device, etc.

[0006] Not only during the switching operation of the point machine itself, but also outside of it, high forces are introduced into the point machine when a vehicle passes over the point, especially when driving into the point. These forces can damage the switching coupling and, in the long term, lead to the failure of the switching coupling and thus of the point machine. - It is therefore an object of the invention to provide an improved switching coupling for a point machine and an improved switch machine.

[0007] The object of the invention is achieved by means of a positioning coupling, in particular for an electromechanical point drive in railway traffic, by means of an electromechanical actuating device for a point drive in railway traffic, and by means of a point drive for railway traffic, according to the independent claims. Advantageous developments, additional features, and / or advantages of the invention emerge from the dependent claims and / or the following description of the invention.

[0008] Investigations of long-term service life of switch machines for railway traffic have shown that, despite their already high average service life, a current problem with limiting the service life of switch machines is the forces introduced into a switch machine during its service life, particularly the axial forces introduced into a torque limiting clutch. These axial forces particularly damage the three-part axial deep groove ball bearings used in these machines, with their two axial bearing shells and a ball cage containing the rolling balls.

[0009] Following the functional principle of a force clutch, brief force-free moments also occur during a force limit of the force clutch (right / left stop of an overload clutch of the force clutch). This leads to a separation of the mechanical contact between the axial bearing shells and the ball cage in the axial deep groove ball bearings used.

[0010] This means that when the axial deep groove ball bearing is unloaded, its contact bond is temporarily broken and becomes "airy." The ball cage with its rolling balls falls out of a groove in a thrust bearing shell, and only when a counterload is applied does the ball cage suddenly fall back into the groove in question. The separation of the contact bond can damage the axial deep groove ball bearing and thus lead to less controllable function of the actuating force clutch.

[0011] The actuating force clutch according to the invention comprises a clutch hub which can be driven rotatably about an axial direction of the actuating force clutch and in which a threaded spindle can be mounted, wherein the clutch hub is mechanically coupled to a rotatable clutch housing of the actuating force clutch via an overload clutch.

[0012] According to the invention, it is provided that the clutch housing is rotatably mounted on the clutch hub by means of two coaxial crossed roller bearings. This also applies conversely, that the clutch hub is rotatably mounted inside the clutch housing by means of the two coaxial crossed roller bearings, the clutch hub is arranged radially inside an overload clutch, wherein the clutch hub is axially supported via a respective crossed roller bearing in a respective thrust piece of the overload clutch and wherein the two thrust pieces act on a disk pack of the overload clutch in an axially preloaded manner, a crossed roller bearing outer ring of the crossed roller bearing is arranged inside a thrust piece of the overload clutch, wherein the crossed roller bearing outer ring is axially fixed on both sides or axially on one side in the thrust piece (this can beby means of a shoulder on the inside of the pressure piece and / or a retaining ring on the inside of the pressure piece) and / or the crossed roller bearing outer ring is supported radially over part or all of its surface inside the pressure piece, and a crossed roller bearing inner ring of the crossed roller bearing is arranged on the outside of the clutch hub, wherein the crossed roller bearing inner ring is fixed axially on one side or axially on both sides of the clutch hub (this can be done e.g. by means of a shoulder on the outside of the clutch hub and / or a retaining ring on the outside of the clutch hub) and / or the crossed roller bearing inner ring is supported radially over part or all of its surface on the clutch hub.

[0013] When the coupling hub is mounted on the threaded spindle, they form a rotationally fixed spindle-hub connection, meaning that the rotational movement of the coupling hub can be transmitted to the threaded spindle. This means that if the actuating force coupling is mounted, for example, on the threaded spindle of a switch machine, the threaded spindle, which is rotatably driven by the actuating force coupling, can convert its rotational movement into a linear actuating movement of the ball screw drive away from the actuating force coupling by means of a ball screw drive mounted on it. Alternatively, the ball screw drive can be installed between the coupling hub and the threaded spindle.

[0014] According to the invention, a three-part design of the axial deep groove ball bearings poses a problem in that the two bearing shells and the ball cage as an assembly form a loose contact assembly that is not held together by a positive fit between the three components. - According to the invention, a one-piece solution in the form of a crossed roller bearing results as a positive-locking assembly of an assembly consisting of two bearing shells with, for example, an integrated crossed roller cage with the rolling cylindrical rollers. This prevents the assembly from becoming disintegrated. The structural design of crossed roller bearings ensures that the assembly is maintained (not only axially) even when no axial force is applied. This means that a crossed roller bearing cannot develop any 'air' because the assembly is maintained even when there is no axial load.

[0015] In a crossed roller bearing, directly adjacent cylindrical rollers are oriented perpendicular to each other (X-arrangement) and run in a perpendicular raceway of the crossed roller bearing. Between each two directly adjacent cylindrical rollers, for example, there is a spacer that separates them circumferentially. The crossed roller bearing is rigid and resilient, has high running accuracy, and can have normal clearance, low clearance, or be mechanically preloaded.

[0016] Due to the X-arrangement of its cylindrical rollers rotating in the circumferential direction of the actuating force coupling, the crossed roller bearing transmits forces from both axial directions, forces from any radial direction, tilting moment loads, and any load combination. This allows designs with two bearing points (without overdetermination) from the prior art to be reduced to a single bearing point without overdetermination. - In certain embodiments, the respective crossed roller bearing itself is designed as a one-piece assembly, as a substantially form-fitting assembly, and / or as a low-backlash or, in particular, a mechanically preloaded crossed roller bearing.

[0017] The actuating force clutch can be designed such that the overload clutch remains essentially closed during actuating operation of the actuating force clutch. During actuating operation of the actuating force clutch, the clutch hub rotates the threaded spindle and provides it with an actuating force. The actuating force originates from the rotatable clutch housing, which is essentially non-rotatably connected to the clutch hub via the closed overload clutch.

[0018] Furthermore, the actuating force coupling can be designed such that when the actuating force of the threaded spindle is limited by the actuating force coupling, the overload clutch is released. When the actuating force is limited, e.g., because the threaded spindle can no longer rotate (e.g., the actuating device (see below) is in the end position (first or second stop), possibly also the end position(s) of the switch blades or the end position of the frog), the released overload clutch limits the actuating force applied by the coupling hub to the threaded spindle.

[0019] Furthermore, the actuating force clutch can be designed such that when the actuating force is limited, the axially preloaded plates of the overload clutch slide past each other. This means that the plates of the overload clutch are preferably not disengageable when the actuating force is limited, but retain their mutual preload force. When the actuating force is limited, the circumferential force between the plates becomes greater than the mutual adhesive force due to their mechanical preload force.

[0020] The overload clutch is designed as a multi-disk overload clutch.

[0021] The plate pack of the overload clutch can be arranged axially between the crossed roller bearings. Preferably, the clutch hub carries at least one inner plate radially outward, and the clutch housing holds at least one outer plate of the overload clutch radially inward. Naturally, the respective inner plate and the respective outer plate are provided in a rotationally fixed manner on the clutch hub and in the clutch housing, respectively, and are mounted there for axial displacement.

[0022] The crossed roller bearing can be secured in the actuating force clutch at just two or just three corner areas running in the circumferential direction of the actuating force clutch. This preferably applies to both crossed roller bearings. In an axial-radial half-section of the actuating force clutch, the crossed roller bearing can be secured at least at diagonally opposite corner areas. This preferably applies to both crossed roller bearings. The crossed roller bearing can be secured in the actuating force clutch radially on the outside axially on one side or axially on both sides, and radially on the inside axially on both sides or axially on one side.

[0023] The two pressure pieces can be arranged in the actuating force clutch so as to be axially preloaded relative to one another on the outside by a preloading device. In this case, the preloading device in question is in particular a disc spring or a disc spring arrangement comprising at least two disc springs. A mechanical preload of the respective preloading device can be adjustable and maintained by an adjusting element arranged axially on the outside of the preloading device. A mechanical preload of at least the respective preloading device can be adjusted by means of an adjusting element. The respective adjusting element can be arranged inside the clutch housing, wherein the adjusting element is preferably arranged in the clutch housing so as to be adjustable in the axial direction by means of an adjusting screw connection.

[0024] The invention is explained in more detail below using exemplary embodiments with reference to the attached schematic and not-to-scale drawing. Sections, elements, parts, units, components and / or schemes which have an identical, unique or analogous design and / or function are identified by the same reference numerals in the description of the figures (see below), the list of reference numerals, the patent claims and in the figures (Fig.) of the drawing. A possible alternative not explained in the description of the invention (see above), not shown in the drawing and / or not exhaustive, a static and / or kinematic reversal, a combination, etc. to the exemplary embodiments of the invention or of a component, scheme, unit, part, element or section thereof, can also be found in the list of reference numerals and / or the description of the figures.

[0025] In the invention, a feature (section, element, part, unit, component, function, size, etc.) can be configured positively, i.e., present, or negatively, i.e., absent. In this specification (description (description of the invention (see above), description of the figures (see below)), list of reference symbols, patent claims, drawing), a negative feature is not explicitly explained as a feature unless it is important for the invention to be absent. This means that the invention actually made, and not one constructed by the prior art, consists in omitting this feature.

[0026] A feature of this specification may be applied not only in a specified manner and / or form, but also in another manner and / or form (isolation, combination, replacement, addition, uniqueness, omission, etc.). In particular, it is possible to replace, add, or omit a feature in the patent claims and / or description based on a reference symbol and a feature associated with it, or vice versa, in the description, the list of reference symbols, the patent claims, and / or the drawing. Furthermore, this may allow a feature in a patent claim to be interpreted and / or further specified.

[0027] The features of the description can also be interpreted as optional features (in view of the (initially usually unknown) prior art); i.e., each feature can be understood as an optional, arbitrary, or preferred, i.e., non-binding, feature. This makes it possible to isolate a feature, possibly including its periphery, from an embodiment, whereby this feature can then be transferred to a generalized inventive concept. The absence of a feature (negative feature) in an embodiment shows that the feature is optional with regard to the invention. Furthermore, a species term for a feature can also be interpreted as a generic term for the feature (possibly a further hierarchical division into subgenres, etc.), whereby a generalization of the feature is possible, e.g., taking into account equal effect and / or equivalence.

[0028] The figures (Fig.) are purely exemplary and show: the Fig. 1 a plan view of a conventional railway switch, the switch tongues of which can be actuated by a slide valve of a switch drive to set their travel paths, the Fig. 2 a plan view of a point machine open at the top, with the mechanical, electrical and electromechanical interior of the point machine only shown schematically, and the Fig. 3 a central and axial-radial sectional view through a power clutch for a switch drive in railway traffic, e.g. the switch drive from the Fig. 2 .

[0029] Although the invention is described and illustrated in more detail above and below by means of preferred embodiments, the invention is not limited to the disclosed embodiments, but is of a more fundamental nature. Other variations may be derived from this and / or from the above (description of the invention) without departing from the scope of the invention.

[0030] The invention is explained below with reference to embodiments of a specific embodiment ( Fig. 3 ) of a variant of a servo coupling 100 for a switch drive 1 is explained in more detail. The drawing only shows those spatial sections of an object of the invention that are necessary for understanding the invention. The explanation of the invention with reference to the drawing refers below to an axial direction Ax, a radial direction Ra, and a circumferential direction Um of the servo coupling 100.

[0031] The Fig. 1 shows a switch 8 whose rails define a first track 81 and a second track 82. The first track 81 is the one which, when the switch 8 is in the corresponding position, leads away from a curved track, while the second track 82 runs straight ahead. To set the switch 8, a switch drive 1 is provided with a control slide 2 which can be moved back and forth in a lateral direction (double arrow on the switch drive 1) and is attached to an inner switch blade and an outer switch blade of the switch 8. In this way, the switch blades can be actuated, whereby the tracks 81, 82 for a railway vehicle can be set. The target positions of the control slide 2 are predetermined by the end positions of the switch blades.

[0032] For additional guidance, check rails 83 and a frog 84 are installed in the switch 8. These reduce the risk of a vehicle derailing on the switch 8. This applies in particular if the switch 8 is driven onto by a vehicle. A collision occurs when a vehicle approaches from one direction of travel although the switch 8 is set for the other direction of travel. - During operation of the switch machine 1, shocks occur, for example due to adjusting movements, vehicles driving over it and the approaching of the switch 8, which are introduced into the switch machine 1 in particular via the adjusting slide 2. In particular, an adjusting module 10 (cf. Fig. 2 ) for the adjusting slide 2 must absorb these shocks, whereby the required for a spindle-hub connection 130 (cf. Fig. 3 ) a servo clutch 42 (cf. Fig. 2 ), 100 (cf. Fig. 3 ) a control device 40 of the control slide 2 is loaded.

[0033] The Fig. 2 shows an exemplary point machine 1 with an adjusting device 4 consisting of the actuating module 10 and a drive module 20 in a first end position (stop 65, see below), from which the point machine 1 can be transferred to a second end position (stop 66). The point machine 1 can be positioned to the right or left of a point 8 on a track and is suitable for mechanical connection to reciprocating switch parts, such as switch tongues or an actuatable frog 84. In the following, it is assumed that the point machine 1 with its adjusting slide 2 is mechanically connected to two switch tongues of a point 8 (see Fig. 1 ).

[0034] A drive motor 22 of the drive module 20, designed for example as a three-phase motor 22, rotates via a gear stage 30, e.g. with a pinion, an intermediate gear and a large gear, or a chain drive (both in Fig. 2 not shown), a positioning clutch 42. A spindle-hub connection (not shown) of the positioning clutch 42 is formed with a threaded spindle 52 and has a coupling hub of the positioning clutch 42 that is non-rotatably seated on the threaded spindle 52. The positioning clutch 42 acts on a drive-on mechanism 62, also referred to as a holding clutch device 62, of the positioning module 10. The drive-on mechanism 62 comprises a clutch housing 63 and an adjustable holding clutch 64.

[0035] When the drive motor 22 starts up, the coupling hub rotates and moves an adjusting device 44 of the adjusting device 40, which is guided longitudinally on the threaded spindle 52 in a rotationally secure manner, from the first end position shown, in which the adjusting device 44 rests against a (first) stop 65 of the adjusting module 10, over an adjusting path in an adjusting direction on the threaded spindle 52 until it rests against a (second) stop 66 of the adjusting module 10 (i.e. to the left in the Fig. 2 ). For this purpose, a ball screw drive is arranged between the adjusting device 40 and the threaded spindle 52, which converts or translates the rotational movement of the threaded spindle 52 into a linear actuating movement of the adjusting device 40. The coupling housing 63 is structurally combined with the adjustable retaining coupling 64 of the drive-on mechanism 62.

[0036] Until the adjusting device 44 strikes the second stop 66, the coupling housing 63 is driven from the illustrated first end position to the left in the setting direction and, via the retaining coupling 64, moves the control slide 2 from the illustrated first end position, in which the control slide 2 is largely located in a drive housing 12 of the point machine 1, into a second end position, in which the control slide 2 is extended furthest out of the drive housing 12. Not illustrated here is an external lock of the control slide 2, with which the control slide 2 can be mechanically connected to the switch blades that can be moved back and forth in the setting directions.

[0037] When the switch drive 1 or the control slide 2 returns from the second drive position (adjusting device 44 is located at the second stop 66) to the position shown in the Fig. 2 In the first drive position shown (adjustment device 44 is positioned at the first stop 65), the actuating force coupling 42 travels the actuating path between the stops 66, 65 of the actuating module 10 in the reverse direction. The adjusting device 44 thereby carries the actuating slide 2 via the coupling housing 63 and the retaining coupling 64 up to the first stop 65.

[0038] The holding coupling 64 is designed to protect the point machine 1 from damage, particularly when the point 8 is driven up. The holding coupling 64 then responds and releases the control slide 2 when the point 8 is driven up and high forces are transferred from the outside into the point machine 1. However, the holding coupling 64 cannot prevent the bearing (in Fig. 2 not shown) of the actuating clutch 42 shocks are transmitted.

[0039] The control slide 2 can be fixed in the point machine 1 in both of its end positions, preferably in a force-locking and form-locking manner. A first locking slide 72 and a second locking slide 74 of a locking device 70 are used for this purpose. The first locking slide 72 can engage a corresponding first recess (not shown) in the control slide 2 for the first end position, and the second locking slide 74 can engage a corresponding second recess in the control slide 2 for the second end position (not shown). This is achieved, for example, by means of spring devices. - Upon reaching an end position, shocks can occur, which are introduced by the control slide 2 into the bearing of the actuating force coupling 42 and place mechanical stress on it.

[0040] When the switch 8 controlled by the switch drive 1 is driven (only possible when controlling switch tongues, not possible when controlling a frog), after the release of a switch lock from the switch side, considerable forces are introduced into the switch drive 1 via the control slide 2. As soon as the holding force of the holding coupling 64 is exceeded, the control slide 2 starts to move in one direction or the other under the influence of the force acting on it from the outside, in the present illustration the Fig. 2 to the left. A spring element of the retaining clutch 64 is mechanically decoupled from the adjusting slide 2.

[0041] The Fig. 3 shows a power coupling 100 for a switch drive 1, for example the one shown in the Fig. 2 illustrated or another. The actuating force clutch 100 has a one-piece, one-piece or integral clutch housing 110 with, for example, a drive wheel 112 mounted thereon, which is closed on two opposite end faces by an adjusting member 127 each, which in the present embodiment are preferably designed as adjusting nuts 127. The adjusting members 127 have a through-opening through which a threaded spindle 134 (in the Fig. 3 not shown) can be carried out through ( Fig. 3 left) or extendable ( Fig. 3 right).

[0042] The threaded spindle 134 can be enclosed in the area of ​​the clutch housing 110 by a clutch hub 132 as a drive for the threaded spindle 134, with each adjusting member 127 being supported on the outer circumferential surface by a bearing, in this case designed as a plain bearing, or vice versa. A different bearing is of course also usable. In this way, the clutch hub 132 can not only be rotated in the clutch housing 110, but also displaced in the axial direction Ax. The threaded spindle 134 and the clutch hub 132 form a rotationally fixed spindle-hub connection 130, e.g., by means of a key.

[0043] An overload clutch 120 is formed between the clutch hub 132 and an inner side of the clutch housing 110. In the present embodiment, the overload clutch 120 is a multi-plate clutch with outer plates 113 of the clutch housing 110 and inner plates 133 of the clutch hub 132. The outer plates 113 and the inner plates 133 are designed as friction plates 113, 133 (plate pack 113, 133), with the outer plates 113 being axially displaceable and rotationally fixed inside the clutch housing 110, and the inner plates 133 being axially displaceable and rotationally fixed outside on the clutch hub 131.

[0044] The disk pack 113, 133 of the overload clutch 120 is delimited by two pressure pieces 123 of the overload clutch 120, which in the present embodiment are designed as pressure rings 123. Between each adjusting member 127 and a respective pressure piece 123, a preloading device 125 is arranged, which exerts preload forces on the pressure pieces 123 depending on each adjusting member 127. In the present embodiment, the preloading device 125 is preferably a spring device 125, in particular a disc spring arrangement 125. Other springs or spring devices are, of course, applicable.

[0045] By rotating one or both adjusting elements 127, a preload force and thus also a release force of the overload clutch 120 can be adjusted. In a preferred embodiment, both adjusting elements 127 are rotated by the same amount, so that equal preload forces occur. Directional dependencies can be compensated for by an unequal adjustment. - Furthermore, the clutch hub 132 (crossed roller bearing inner ring 142) is supported by two crossed roller bearings 140 in the respective thrust piece 123 (crossed roller bearing outer ring 143), with the actual overload clutch 120 being arranged between the crossed roller bearings 140 in the actuating force clutch 100. Regarding the crossed roller bearings 140, see the above description of the invention.

Claims

1. Actuating force coupling (100), in particular for an electromechanical switch drive (1) in rail traffic, with a coupling hub (132) which can be driven so as to be rotatable in an axial direction (Ax) about the actuating force coupling (100), in which coupling hub a threaded spindle (134) can be mounted, wherein the coupling hub (132) is mechanically coupled via an overload coupling (120) to a rotatable coupling housing (110) of the actuating force coupling (100), wherein • the coupling housing (110) is rotatably mounted on the coupling hub (132) by means of two coaxial crossed roller bearings (140, 140), • the coupling hub (132) is configured radially (Ra) within the overload coupling (120), wherein the coupling hub (132) is supported via a respective crossed roller bearing (140) in a pressure piece (123) of the overload coupling (120) in each case and the two pressure pieces (123, 123) act axially (Ax) upon a lamination stack (113, 133; ...) of the overload coupling (120) in a pretensioned manner, • a crossed roller bearing outer ring (143) of the crossed roller bearing (140) is configured on the inside in a pressure piece (123) of the overload coupling (120), wherein the crossed roller bearing outer ring (143) is fixed axially (Ax) on both sides or axially (Ax) on one side in the pressure piece (123) and / or the crossed roller bearing outer ring (143) is radially (Ra) supported on the inside in the pressure piece (123) over part of the surface or over the entire surface and, characterised in that • a crossed roller bearing inner ring (142) of the crossed roller bearing (140) is configured on the outside of the coupling hub (132), wherein the crossed roller bearing inner ring (142) is fixed axially (Ax) on one side or axially (Ax) on both sides to the coupling hub (132) and / or the crossed roller bearing inner ring (143) is radially (Ra) supported on the coupling hub (132) over part of the surface or over the entire surface.

2. Actuating force coupling (100) according to the preceding claim, characterised in that the respective crossed roller bearing (140) itself is designed as: • a module (140) held together as a single piece, • an assembly compound (140) which is essentially connected in the manner of a positive fit, and / or • a crossed roller bearing (140) with minimal play or which is mechanically pretensioned.

3. Actuating force coupling (100) according to one of the preceding claims, characterised in that the actuating force coupling (100) is designed such that: • in an actuating operation of the actuating force coupling (100) the overload coupling (120) remains essentially closed, • when an actuating force of the threaded spindle (134) is restricted by way of the actuating force coupling (100), the overload coupling (120) is released, and / or • when the actuating force is restricted, the laminations (113, 133) of the overload coupling (120), which laminations are axially (Ax) pretensioned relative to one another, glide past one another.

4. Actuating force coupling (100) according to one of the preceding claims, characterised in that • the lamination stack (113, 133; ...) of the overload coupling (120) is configured axially (Ax) between the crossed roller bearings (140).

5. Actuating force coupling (100) according to one of the preceding claims, characterised in that: • the crossed roller bearing (140) is fixed at only two or only three corner regions in the actuating force coupling (100) circulating in the circumferential direction (Um) of the actuating force coupling (100), • in an axial / radial (Ax-Ra) half section of the actuating force coupling (100), the crossed roller bearing (140) is fixed at least at corner regions that diagonally oppose one another, and / or • the crossed roller bearing (140) is fixed in the actuating force coupling (100) radially (Ra) to the outside axially (Ax) on one side or axially (Ax) on both sides, and radially (Ra) to the inside axially (Ax) on both sides or axially (Ax) on one side.

6. Actuating force coupling (100) according to one of the preceding claims, characterised in that: • the two pressure pieces (123, 123) are configured in each case in the actuating force coupling (100) to be axially (Ax) pretensioned in each case on the outside relative to one another by a pretensioning facility (125, 125), • a mechanical pretensioning of the respective pretensioning facility (125, 125) can be adjusted and is maintained by an adjustment element (127, 127) configured axially (Ax) on the outside of the pretensioning facility (125, 125) in each case, and / or • the respective adjustment element (127) is configured on the inside of the coupling housing (110), wherein the adjustment element (127) is preferably configured in the coupling housing (110) so as to be adjustable in the axial direction (Ax) by means of an adjustment screw connection.

7. Electromechanical control facility (4) for a switch drive (1) in rail traffic, characterised in that the control facility (4) comprises a drive motor (22) and an actuating force coupling (100), wherein the actuating force coupling (100) is designed according to one of the preceding claims.

8. Switch drive (1) for rail traffic, characterised in that the switch drive (1) comprises a control facility (4) and / or an actuating force coupling (100), wherein the control facility (4) and / or the actuating force coupling (100) is designed according to one of the preceding claims.