Automatic train coupling

Abstract

The invention relates to an automatic train coupling, in particular for a goods wagon of a rail vehicle, having: a coupling head which comprises a coupling head housing and a coupling fastener having a lock, the coupling fastener being designed as a rotary fastener having a coupling link and a core, the core being rotatable about a main axis between a coupled position and a decoupled position, the coupling link being connected at a first end to the core so as to be rotatable about a coupling link axis and having a second free end, and the core having an opening which is arranged for receiving a second end of a coupling link of a diametrically opposed coupling head; and a decoupling apparatus which is electrically, hydraulically or pneumatically actuated and comprises an electric motor, hydraulic motor or pneumatic motor which is at least indirectly connected to the core via a drive connection in order to rotate the core from the coupled position into the decoupled position. The automatic train coupling according to the invention is characterised in that the decoupling apparatus is arranged so as to be either fully inside the coupling head housing or fully inside the coupling head housing and a coupling rod which adjoins the coupling head housing.

Description

[0001] The present invention relates to an automatic train coupling, in particular for a freight wagon of a rail vehicle, according to the preamble of claim 1.

[0002] In practice, generic automatic train couplings are known which comprise a coupling head with a coupling housing and a coupling lock with a locking mechanism. Such a coupling is disclosed in EP 3689705 A1. The coupling lock is designed as a rotary lock with a coupling eye and a frog. The frog is rotatable about a main axis between a coupled position and an uncoupled position, and the coupling eye is connected to the frog by a first end rotatable about a coupling eye axis and has a second free end. The frog has a mouth for receiving a corresponding second end of a coupling eye of a matching coupling head.

[0003] A spring-loaded mechanism is attached to 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 coupled position by the force of the spring-loaded mechanism.

[0004] The uncoupled position is also referred to as the ready-to-couple position, since in this position the train couplers of the two cars can be moved toward each other and coupled. If necessary, the coupling lock or its frog can also be rotated into a position that is over-tightened compared to the ready-to-couple position, i.e., opened more than necessary. In this over-tightened position, the spring-loaded mechanism is maximally tensioned. This over-tightened position also constitutes a ready-to-couple or uncoupled position within the meaning of the present invention. Furthermore, such a ready-to-couple or uncoupled position is also referred to as the waiting position.

[0005] The locking mechanism, which holds the coupling lock in the appropriate position or releases it accordingly for transition to another position by rotating the frog, comprises, for example, a plunger that can be moved in the coupling direction of the train coupling against a spring force and a ratchet bar that can be moved transversely or diagonally to the coupling direction. The ratchet bar is pivotally connected 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 bar 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, in which the punch is moved against the spring force, the punch blocks the ratchet rod in the locking position and in the second position, in which the punch is moved from the first position by the spring force, the punch releases the ratchet rod from the locking position.

[0006] The function of this type of automatic train coupling is as follows: Two identical coupling heads on two vehicles to be coupled together are locked together by inserting the second end of the respective coupling eye into the mouth of the frog of the other coupling head and holding it in a positive fit by turning 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 by a special profile on the front of the coupling head housing. This profile usually comprises a cone and a funnel, which are enclosed by a wide, particularly flat, front surface, as is advantageous in the present invention.The profile can be formed by a separate end plate attached to the front of the coupling head housing. The profile can form sliding and centering surfaces with the cone and funnel, and in particular, determine the gripping range in lateral, vertical, and angular offset.

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

[0008] When two rail vehicles are moving towards each other, their coupling locks or frogs are in the ready-to-couple or uncoupled position, in which the frogs are held in particular by the latching rods. During coupling, the cones dip into the funnels of the coupler head housing profiles. The cones press on the pistons and push them back, causing the pistons to release the latching rods from their latching 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 engage in the frog mouths, the two coupling locks are interlocked and the coupled position is achieved. Accidental separation of the coupling locks is not possible.Normal wear and tear does not affect the security of the dome closure.

[0009] To uncouple the coupling heads, a decoupling device rotates both coupling locks, i.e., the two frogs, against the force of the spring-loaded mechanisms until the coupling eyes slide out of the frogs' mouths. The rotating frogs are designed to displace the ratchet rods sufficiently so that, when the vehicles are separated, the frogs are prevented from rotating back from the over-drawn position beyond the ready-to-couple position by moving the ratchet rods into their locking positions.

[0010] Uncoupling devices are known in various designs. For example, manually operated, mechanical uncoupling devices have levers, cables, and / or chain hoists that act on different types of locks and, when actuated, release the locking position. Automated uncoupling devices comprise a pneumatic cylinder or an electric motor, in particular a linear actuator, as a 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 connected to the main bolt via a cam disk in a rotationally fixed manner in order 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 bolt via a lever.

[0011] The known automated uncoupling devices require a relatively large installation space and are located on the outside of the automatic train coupling, outside the coupling head housing. To protect the uncoupling devices from environmental influences, enclosures can be provided that shield them from the surroundings. The disadvantage of the known designs is the structural complexity associated with these enclosures and the resulting relatively large installation space.

[0012] DE 660 833 discloses a compressed air actuation for releasing the coupling. For this purpose, a cylinder / piston unit is integrated into the coupling head, with the piston rod engaging directly with the coupling hook. The entire compressed air supply is located outside the coupling head. The cylinder / piston unit must be designed to transmit large forces, which is reflected in a corresponding design of the head.

[0013] The present invention is based on the object of improving an automatic train coupling, in particular for a freight wagon of a rail vehicle, for example of the embodiment shown above, in such a way that the design effort and the manufacturing costs are reduced and at the same time the necessary installation space is minimized, with reliable protection of the uncoupling device against environmental influences.

[0014] In particular, the decoupling device should be characterized by a compact design while at the same time being suitable for transmitting high forces.

[0015] The object of the invention is achieved by an automatic train coupling having 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.

[0016] The automatic train coupling according to the invention, which is designed in particular as an automatic train coupling for a freight car of a rail 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 in a rotationally fixed manner, as will be apparent from the following.

[0017] The coupling lock is designed as a rotary lock with a coupling eye and a frog, with the frog being rotatable about a main rotation axis between a coupled position and an uncoupled position. The coupling eye is connected to the frog at a first end, rotatable about a coupling eye axis, and has a second free end.

[0018] The frog has a mouth arranged to receive a second end of a coupling eye of an opposite coupling head.

[0019] Furthermore, an electrically operated uncoupling device is provided, which comprises an electric motor which is at least indirectly connected to the frog via a drive connection in order to rotate the frog from the coupled position into the uncoupled position.

[0020] The locking mechanism allows the frog to be held in a rotationally fixed position, particularly in the uncoupled position, the so-called ready-to-couple position.

[0021] According to the invention, the decoupling device is either arranged entirely within the coupling head housing, or the decoupling device is arranged entirely within the coupling head housing and a coupling rod adjoining the coupling head housing, i.e. in a space which is either enclosed solely by the coupling head housing or which is enclosed by the coupling head housing together with a corresponding region of the coupling rod.

[0022] The inventive design eliminates the need for additional housings for the electrically operated decoupling device, while simultaneously ensuring effective protection of the electrically operated decoupling device from environmental influences. Outside the coupling head housing and, if applicable, the corresponding part of the coupling rod, no installation space is required for the electrically operated decoupling device, i.e., in particular, the electric motor and the drive connection.

[0023] There are numerous options for the specific arrangement of the drive motor and the design of the drive connection. Drive motors with either a rotary output or a translatory output can be used. However, drive motors with a rotary output are preferred.

[0024] The electrically operated decoupling device can be designed to be particularly compact if the motor has an output rotational axis that is arranged at least substantially radially to the main axis. The output rotational axis therefore advantageously points in the direction of the main axis or intersects the main axis or at least a main pin that is rotatable about the main axis and is connected to the frog in a rotationally fixed manner. Compared to a motor output rotational axis that is arranged skewed or tangentially to such a main pin or to the main axis, the electrically, hydraulically, or pneumatically operated decoupling device requires a significantly narrower installation space, the longitudinal extent of which extends in the direction of the coupling rod longitudinal axis or the coupling head housing longitudinal axis and can thus be easily accommodated within the coupling head housing and, if applicable, the adjacent area of ​​the coupling rod.

[0025] However, arrangements of the motor output axis of rotation skewed and / or tangential to the main bolt are also conceivable if the drive connection is designed accordingly.

[0026] For a compact design, it is advantageous if an angular gear is provided in the drive connection between the motor and the centerpiece. Such an angular gear can be formed, for example, by a drive pinion and a crown gear or bevel gear (even if the drive pinion is conical) meshing with the pinion, the axis of rotation of which is parallel to the main axis. The drive pinion can be provided on the output axis of rotation or on an output shaft of the motor rotating around the output axis of rotation, or it can be arranged coaxially to it and be in driving connection with the output shaft of the motor.

[0027] According to an advantageous embodiment of the invention, the angular gear is connected to the frog via a one-piece or multi-piece articulated lever. Particularly if the articulated lever is a one-piece, a driver, for example in the form of a bolt on a disk, can be provided on the angular gear output. This driver drives the articulated lever when the frog is rotated from the coupled position to the uncoupled position, allowing the angular gear output to be rotated in the opposite direction without driving the articulated lever.

[0028] According to another embodiment, the angular gear is connected to the frog via an articulated lever, which is at least two-part, comprising a first lever part that is articulated to the frog, and a second lever part that is articulated to the first lever part and articulated to an angular gear output, wherein the axes of rotation of said articulated connections are parallel to the main axis. This allows for a compact installation space and, at the same time, the necessary freedom of movement during rotation of the frog to be achieved without the risk of unwanted blockage or restriction caused by the angular gear.

[0029] The angular gear output can be formed, for example, by a rotary lever extending radially to the angular gear output rotation axis. According to one embodiment, such an angular gear output is essentially spoke-shaped. However, a disc-shaped or circular angular gear output, or other shapes, are also possible.

[0030] According to a particularly advantageous embodiment of the invention, a reduction gear, advantageously with a coaxial arrangement of its input and output, can be provided between the bevel gear and the motor. The bevel gear can be designed, for example, as a planetary gear or eccentric gear, in particular in the form of a wave gear or stress wave gear. A differential gear is also conceivable, for example. The output of this reduction gear is then formed, in particular, by the aforementioned drive pinion, which represents the input to the bevel gear.

[0031] The reduction gear, particularly in the form of a strain wave gear, can then be arranged coaxially with the motor or its output rotational axis. This means that the motor output rotational axis, strain wave gear, and preferably the input of the angular gear are arranged coaxially with one another. This embodiment is characterized by a low overall height and compact design. Particularly preferably, the formation and arrangement of the couplings between the angular gear and the core, in particular the articulated lever, takes place in a horizontal plane, and the arrangement of the rotational axes of the motor output shaft, strain wave gear, and input of the angular gear is in a further horizontal plane, wherein the two horizontal planes have only a slight offset from one another when viewed vertically.

[0032] The bevel gear can preferably have a further reduction ratio to further reduce the speed in the direction of the drive power flow behind the bevel gear and preferably simultaneously increase the transmitted torque. This allows a particularly high torque to be applied to the frog for rotating it from its coupled position to the uncoupled position.

[0033] The wave gear and / or the angular gear can be carried, in particular exclusively, by the motor or by a bracket which carries the motor and is in particular plate-shaped.

[0034] Preferably, the angular gear output is rotatable about a angular gear output rotation axis between a zero position and a release position. In the zero position, the angular gear output enables rotation of the frog between the coupled and uncoupled positions without hindrance from the angular gear output. When the angular gear output is rotated from the zero position to the release position, the angular gear output drives the frog, causing it to rotate from the coupled position to the uncoupled position.

[0035] The length of the articulated lever, in particular the lengths of the first lever part and the second lever part, are therefore preferably selected such that the core can be rotated from the uncoupled position to the coupled position while the angular gear output remains in the zero position. Thus, the arc traversed by the axis of rotation of the articulated connection of the second lever part to the angular gear output when the angular gear output is rotated from the zero position to the release position can be less than or equal to the combined lengths of the first lever part and the second lever part.

[0036] Preferably, the uncoupling device can be actuated independently of the position of the frog, and in particular the angular gear output can be rotated with the motor about the angular gear output rotation axis both in the coupled position and in the uncoupled position of the frog.

[0037] The position of the decoupling device, in particular of the angular gear output and / or the articulated lever, can preferably be detected with a sensor in order to be able to monitor certain positions of the decoupling device and / or to be able to control them more precisely.

[0038] Particularly preferably, a manual operating device is provided with which the frog can be manually moved into the uncoupled position and / or the angular gear output into the neutral position. Moving the angular gear output into the neutral position prevents the frog from being blocked from rotating from the coupled position to the uncoupled position. Rotating the frog into the uncoupled position enables the automatic train coupling to be uncoupled.

[0039] As explained above, the automatic train coupling can be provided with a locking device which in particular comprises the illustrated ratchet rod and the plunger and operates as described above.

[0040] Alternative designs of the uncoupling devices, comprising an electric motor coupled to the frog via a drive connection, are conceivable in the following combinations: a) The electric motor, bevel gear, and stress wave gear are arranged one after the other in the power flow, and the output of the stress wave gear is coupled to the frog via a rotary lever connection. In this case, the input of the stress wave gear is aligned at an angle, preferably perpendicular to the output axis of rotation of the drive machine. b) The electric motor, worm gear, and spur gear are arranged one after the other in the power flow, and the output is coupled to the frog.

[0041] Both versions are characterized by a very compact axial design, viewed in the longitudinal direction of the coupling when installed, but require slightly more installation space in the vertical direction.

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

[0043] The coupling head housing of the automatic train coupling has a special profile, particularly on the front side. This profile is formed by a cone and a funnel. The cone and funnel are enclosed by a wide, flat front surface, or by a front surface with open-edged recesses provided on the front surface, forming recessed surface areas. In the latter case, one or more surface areas are provided on the front surface, which interact with the front surface of a counter-coupling to introduce forces.

[0044] The invention will be described below using an exemplary embodiment and the figures.

[0045] They show: Figure 1 shows a sectional view of an advantageous embodiment of an automatic train coupling according to the invention; Figure 2 shows a view of an advantageous embodiment of an automatic train coupling according to the invention from below; Figure 3 shows a partially sectioned view of an advantageous embodiment of an automatic train coupling according to the invention in a plan view obliquely from above; Figure 4 shows a vertical section through an automatic train coupling according to the invention; Figure 5 shows an automatic train coupling according to the invention without the coupling head housing in a view obliquely from above; Figure 6 shows the automatic train coupling from the Figure 5 with the frog in the uncoupled or ready-to-couple position; Figure 7 the automatic train coupling from the Figure 6with the frog in the coupled position; Figure 8 the automatic train coupling from the Figures 6 and 7 in the uncoupled position and the angular gear output in the release position; Figures 9a to 9c show an alternative design of the angular gear output and the articulated lever with the frog in the coupled position and uncoupled position and the angular gear output in the release position and zero position; Figure 10 shows an alternative embodiment of a driver solution based on a section of the uncoupling device

[0046] In the Figure 1 is shown schematically an embodiment of an automatic train coupling according to the invention in an uncoupled position of the coupling lock 3 or of its core 6. The associated uncoupling device, here in a particularly advantageous embodiment in the form of an electrically operated uncoupling device 11, is shown in the Figures 3 to 8removable. In detail, the automatic train coupling has a coupling head 1, which comprises a coupling head housing 2 and the coupling lock 3.

[0047] The coupling head housing 2 has a profile on the front. The profile is formed by a cone 21 and a funnel 22. The cone 21 and funnel 22 are enclosed by a wide, flat end face 23 for interacting with the end face of a mating coupling or by an end face (not shown in detail here) provided with open-edged recesses on the end face 23 to form recessed surface areas. In the latter case, one or more surface areas are provided on the end face, which interact with an end face of a mating coupling to introduce forces. The end face 23 can be formed by an end plate 24 detachably connected to the coupling head housing 2 or by an end plate 24 formed integrally therewith.

[0048] The coupling lock 3 is designed as a rotary lock, with the pivot 6, to which a coupling eye 5 is connected so as to be rotatable about a coupling eye axis 8. The pivot 6, in turn, is rotatable about the main axis 7. For this purpose, the pivot 6 is mounted on a main bolt 19 and connected to it in a rotationally fixed manner.

[0049] On the main bolt 19, as shown in the Figure 1 is shown, on the one hand, a manual actuation device 20 can engage in order to manually uncouple the coupling lock 3. On the other hand, an actuator of a valve (not shown in detail here) of a compressed air line, in particular a brake air line HL, can be controlled 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.

[0050] 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 mouth 9 of the frog 6 of an opposing coupling head 1 to mechanically lock the two coupling heads 1 together. Accordingly, the coupling eye 5 has a crossbar (not shown in detail here) at its second end 5.2.

[0051] The core 6 of each coupling head 1 can be rotated from the uncoupled position into the coupled position against the force of a spring accumulator 4, which is formed, for example, by one or more tension springs.

[0052] In the Figure 1 A decoupled position of the coupling head 1 or the coupling lock 3 is shown. Such a decoupled position, which is also referred to as the ready-to-couple position, can also be the overdrawn position mentioned above.

[0053] If in the in the Figure 1 If two coupling heads 1 are moved towards one another in the uncoupled position of the coupling lock or the frog 6 shown, the cones 21 dip into the funnels 22 and unlock the locking of the coupling lock 3, for example by the cones 21 pressing on the stamps 26 of the locking device, thereby releasing a locking connection, for example of the pawl rods 27, so that the frogs 6 are no longer blocked against rotation into the coupled position and rotate into the coupled position due to the force of, for example, the spring accumulator 4. The coupling eyes 5 guided in the funnels 22 engage in the frog mouths 9 and the two coupling locks 3 are hooked into one another.

[0054] The dome closures 3 are loaded exclusively by tensile forces, whereas the compressive forces are transmitted via the end faces 23 of the end plate 24.

[0055] When presented in the Figure 2 It can be seen that all components of the coupling lock 3 are accommodated within the coupling head housing 2 and that the coupling rod 10 is connected to the coupling head housing 2 in the longitudinal direction of the train coupling, which rod 10, in addition to the coupling head housing 2, accommodates a part of the uncoupling device 11 in the form of an electrically operated uncoupling device 11, here the electric motor 12.

[0056] The inclusion of the complete, electrically operated uncoupling device 11 within the coupling head housing 2 and the adjoining area of ​​the coupling rod 10 also results from the Figure 3 , which shows a horizontal section through the coupling head housing 2 and the adjoining area of ​​the coupling rod 10. In the position in the Figure 3the frog 6 is in the coupled position, in which the mouth 9 is arranged comparatively far inside the coupling head housing 2.

[0057] The Figure 4 shows the arrangement from the Figure 3 again in a vertical section, but here without the coupling rod 10, which is connected in the axial direction to the coupling head housing 2. Especially from the Figure 4It can be seen that the electric motor 12, in the drive connection to the frog 6, is initially connected to a harmonic drive (or generally a reduction gear, in particular an eccentric gear or planetary gear) 25, which carries a drive pinion 13 on the output side coaxial with the output rotational axis 12.1 of the electric motor, which drive pinion meshes with a crown gear 14 rotating about a vertical rotational axis 14.1 in order to drive the crown gear 14. The rotational axis 14.1 is parallel to the main axis 7, about which the main bolt 19 can be rotated together with the frog 6. The output rotational axis 12.1 is arranged radially to the main axis 7. Instead of the drive pinion 13 and the crown gear 14, two bevel gears, for example, can also be provided.

[0058] The drive pinion 13 and the crown gear 14 (or the bevel gears) together form an angular gear 15, which preferably has a reduction gear, as does the wave gear 25.

[0059] Wave gears are, in particular, gears with an elastic transmission element.

[0060] The arrangement of the electric motor 12, the wave gear 25 and the angle gear 15 is also shown in the Figure 5 This shows that the output axis of rotation 12.1 of the electric motor 12 and the harmonic drive 25 are arranged coaxially with one another, as is the input of the angular gear 15. These are preferably arranged in a horizontal plane and free of offset in the vertical direction. In the axial direction, i.e., viewed in the direction of the coupling's longitudinal axis, they are arranged one behind the other. This results in a decoupling device 11 that is particularly compact in the vertical direction and optimally utilizes the installation space already available in the direction of the coupling's longitudinal axis within the coupling head housing 2 and the coupling rod.

[0061] The angular gear output 15.1 is formed by a rotary lever 17, which can be rotated about the angular gear output rotation axis 15.2. In the illustrated embodiment, the angular gear output rotation axis 15.2 and the rotation axis 14.1 of the crown gear 14 coincide.

[0062] With the rotation of the crown gear 14, the rotary lever 17 is also rotated about the angular gear output rotation axis 15.2. The rotary lever 17 is connected to the frog 6 via an articulated lever 16, comprising a first lever part 16.1 and a second lever part 16.2. The first lever part 16.1 is articulated to the frog 6, and the second lever part 16.2 is articulated to the first lever part 16.1 and articulated to the rotary lever 17.

[0063] The position of the rotary lever 17 can be detected, for example, by a sensor 18.

[0064] The function of the electrically operated uncoupling device 11 will be explained below using the Figures 6 to 8 be explained. In the Figure 6 The frog 6 is shown in the uncoupled position; the angular gear output 15.1, which is formed by the rotary lever 17, is in its so-called zero position, in which it does not hinder rotation of the frog 6 about the main axis 7. The first lever part 16.1 and the second lever part 16.2 are folded toward each other or moved toward each other, i.e., they form a comparatively acute angle between them.

[0065] If the frog 6 is now moved from the uncoupled position shown in the Figure 6 in the Figure 7When the coupling position shown is rotated, the angular gear output 15.1 can remain in its zero position, and the increasing distance between the connecting joint of the articulated lever 16 on the frog 6 and the connecting joint of the articulated lever 16 on the angular gear output 15.1 is bridged by folding apart the first lever part 16.1 and the second lever part 16.2. Accordingly, in the coupled position of the frog 6, the first lever part 16.1 and the second lever part 16.2 extend relatively linearly relative to one another.

[0066] In order to rotate the frog from the coupled position to the uncoupled position around the main axis 7 with the electrically operated uncoupling device 11 and thus to uncouple the coupling lock 3, the angular gear output 15.1 or the rotary lever 17 is turned into the position shown in the Figure 8The trigger position shown is rotated by driving the electric motor 12. During this rotation, the rotary lever 17 pulls on the frog 6 via the articulated lever 16, so that it is rotated into the uncoupled position.

[0067] In order to enable the coupling lock 3 to be re-coupled, for which the frog 6 must be rotated into the coupled position, the angular gear output 15.1 or the rotary lever 17 is again rotated into its zero position, which is shown in the vehicles 6 and 7, preferably before the frog 6 begins to rotate into the coupled position.

[0068] The Figure 9ashows the frog 6 in the coupled position and the angular gear output 15.1 in its zero position. The articulated lever 16 and the angular gear output 15.1 are designed differently from the embodiment shown in the previous figures. Thus, the articulated lever 16 is one-piece and is connected to the frog 6 in an articulated manner on the one hand and to the rotary lever 17 on the other hand. The rotary lever 17 on the angular gear output 15.1 is used to rotate the frog 6 from the position shown in the Figure 9a shown coupled position to the position shown in the Figure 9b shown uncoupled position is rotated by a driver 34 in such a way that it pulls on the frog 6 via the articulated lever 16 in order to move it into the uncoupled position. If the angular gear output 15.1 now returns to its zero position, which is in the Figures 9a and 9cshown, is rotated, this is done by turning back the driver 34, which is arranged non-rotatably on the angular gear output 15.1, so that it moves away from the rotary lever 17, which is arranged rotatably on the angular gear output 15.1, and, as shown in the Figure 9c As shown, a reversing of the frog 6 into the coupled position, during which reversing the rotary lever 17 must also be reversed via the articulated lever 16, is not blocked. The uncoupling device can preferably operate without a freewheel or a corresponding coupling.

[0069] The Figure 10 shows an example of a section of the drive connection, in particular the angle gear 15 in a view according to the Figures 9an alternative arrangement and design of the driver 34. In the case shown, this is formed on an annular element that is positively coupled to the output shaft of the angular gear 15 in a rotationally fixed manner and is designed in the form of at least one, preferably two cams 35.1, 35.2. In the case shown, the positive connection takes place via an internally toothed area with an external toothing on the output shaft of the angular gear 15. The cams 35.1, 35.2 forming the drivers 34 interact with the input of the rotary lever 17. For this purpose, the rotary lever has a ring-shaped input part for coupling with the output of the angular gear 15, wherein the coupling takes place via the cams 35.1, 35.2 forming the drivers on the inner circumference of the annular input part of the rotary lever 17. This is adapted on the inner circumference to the outer contour of the cams and forms stop surfaces aligned in the circumferential direction around the axis of rotation 14.1 for the cams forming the drivers. List of reference symbols

[0070] 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 Crosspiece 7 Main axis 8 Coupling eye axis 9 Mouth 10 Coupling rod 11 Electrically operated uncoupling device 12 Electric motor 12.1 Output rotary axis 13 Drive pinion 14 Crown gear 14.1 Rotary axis 15 Angular gear 15.1 Angular gear output 15.2 Angular gear output rotary axis 16 Articulated lever 16.1 First lever part 16.2 Second lever part 17 Rotary lever 18 Sensor 19 Main bolt 20 Manual operating device 21 Cone 22 Funnel 23 End face 24 End plate 25 Wave gear 26 Plunger 27 Ratchet rod 34Carrier 35.1; 35.2Cam

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 wherein the decoupling installation (11) 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), characterized in that the decoupling installation (11) is an electrically activated decoupling installation (11) which comprises an electric motor (12) that by way of a drive connection is at least indirectly connected to the core (6) so as to rotate the core (6) from the coupled position to the decoupled position.

2. Automatic train coupling according to Claim 1, 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).

3. Automatic train coupling according to one of Claims 1 or 2, characterized in that a mitre gear (15) is provided in the drive connection between the electric motor (12) and the core (6).

4. Automatic train coupling according to Claim 3, characterized in that the output rotation axis (12.1) has a drive pinion (13), or is disposed so as to be coaxial with the latter and drive the latter, which meshes with a face gear (14) or bevel gear, the rotation axis (14.1) thereof being parallel to the primary axis (7) so as to configure the mitre gear (15).

5. Automatic train coupling according to one of Claims 3 or 4, characterized in that a reduction gear, in particular in the form of an eccentric gear, in particular harmonic gear (25), disposed so as to be coaxial with the output rotation axis (12.1), is disposed between the electric motor (12) and the mitre gear (15).

6. Automatic train coupling according to one of Claims 3 to 5, characterized in that the mitre gear (15) by way of an articulated lever (16) is connected to the core (6), wherein the articulated lever (16) is at least in two parts, comprising 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 a mitre gear output (15.1), wherein the rotation axes of the articulated connections are parallel to the primary axis (7).

7. Automatic train coupling according to Claim 6, characterized in that the mitre gear output (15.1) is formed by a rotary lever (17) which extends radially to a mitre gear output rotation axis (15.2).

8. Automatic train coupling according to one of Claims 3 to 5, characterized in that the mitre gear (15) by way of an articulated lever (16) is connected to the core (6), wherein the articulated lever (16) is in one part or multiple parts, and the mitre gear output (15) comprises a dog (34) and a rotary lever (17), the rotary lever (17) is connected in an articulated manner to the articulated lever (16) and is operatively connected to the dog (34) so as to entrain the rotary lever (17) for rotating the core (6) from the coupled position to the decoupled position and releasing a rotation of the mitre gear output (15.1) the rotary lever (17) in the opposite direction.

9. Automatic train coupling according to one of Claims 6 to 8, characterized in that the mitre gear output (15.1) is rotatable about a mitre gear output rotation axis (15.2) between a zero position and a trigger position, and the length of the articulated lever (16), in particular the lengths of the first lever part (16.1) and of the second lever part (16.2), is / are chosen in such a manner that the core (6) is rotatable from the decoupled position to the coupled position and the mitre gear output (15.1) thereby remains in the zero position.

10. Automatic train coupling according to one of Claims 1 to 9, characterized in that the decoupling installation (11) is activatable independently of the position of the core (6), and in particular the mitre gear output (15.1) is rotatable about the mitre gear output rotation axis (15.2) in the coupled position as well as in the decoupled position of the core (6) to the electric motor (12).

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 a manual activation device (20), by way of which the core (6) is able to be moved manually to the decoupled position, and / or the mitre gear output (15.1) to the zero position, is provided.

13. Rail vehicle having an automatic train coupling according to one of Claims 1 to 12.

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