Central buffer coupling for a rail vehicle and rail vehicle having such a central buffer coupling

Abstract

A digital automatic coupler for a rail vehicle, wherein the digital automatic coupler is a center buffer coupler (1, 1') with a housing (1a) and comprises a hook disc (2) with a drive section (3), an actuator (6) with an actuating element (7, 7') which interacts with the drive section (3) of the hook disc (2), an electric motor (10) with a motor brake (11), limit switches (13, 14, 15) and a control unit (100). The actuator (6) is fully or at least partially integrated as an electromechanical actuator system together with the control unit (100) in the housing (1a) of the center buffer coupler (1).

Description

[0001] The invention relates to a central buffer coupling of a rail vehicle according to the preamble of claim 1. The invention also relates to a rail vehicle with such a central buffer coupling.

[0002] Digital Automatic Coupling (DAK) plays a significant role in the digitalization and automation of rail transport. The term "Digital Automatic Coupling" is also commonly abbreviated to "DAK."

[0003] In the field of automatic couplings for rail vehicles, the Scharfenberg coupling is well known. It is a rigid central buffer coupling.

[0004] The Scharfenberg coupling principle is used by the German Railways (DAK) both for passenger trains and is preferred by the DAK for freight trains. The coupling process is purely mechanical, implemented via a hook disc and spring assemblies in each coupling head.

[0005] However, the uncoupling process requires actuators that counteract the spring force of the spring assemblies by pushing the hook disc back into the release position. In passenger trains, electropneumatic actuators are typically used for this purpose. The situation is different for freight trains, which is why an electromechanical solution is preferred.

[0006] The situation is different for freight trains, which is why an electromechanical solution is preferred, powered purely electrically without the use of any additional operating medium (e.g., hydraulic). This requires control and diagnostic electronics to manage the electric motor component and monitor operating conditions.

[0007] Center buffer couplings are well known in passenger transport, as is the state of the art. Pneumatic actuators or pneumatic cylinders are used to release these couplings. A push rod or the plunger or piston of the cylinder is pushed out using pneumatically supplied energy and thus pressure, thereby rotating the hook disc or the center piece of the Scharfenberg coupling in the release direction.

[0008] This shows Figure 1 a schematic plan view of an internal structure of a center buffer coupling 1 according to the prior art in a release position.

[0009] The central buffer coupling 1 comprises a housing 1a, a hook disc 2 with a drive section 3 and an output section 4, an eyelet 5 and an actuator 6' with an actuating element 7' designed as a push rod.

[0010] For decoupling, i.e., releasing the coupling, a pneumatic cylinder is used as the actuator 6'. The push rod, the actuating element 7' of the cylinder or actuator 6', is pushed out by means of pneumatically supplied energy, thereby rotating the hook disc 2 about a pivot axis 2a in the releasing direction. A free end of the actuating element 7' of the cylinder contacts the drive section 3 of the hook disc 2 of the Scharfenberg coupling at a contact point 8.

[0011] The electronic control associated with the actuator 6' is arranged outside the clutch housing in a control device 100'.

[0012] DE 10 2021 111 207 A1 describes how the pneumatic principle can be applied via an electro-hydraulic actuator. The force is also generated via pressure, which is generated by the hydraulic operating medium. An electro-hydraulic drive unit uses an electric motor to generate the necessary compression of the operating medium via a hydraulic pump and thus the pressure to move the piston forward. The actuator is capable of maintaining the force on the piston while maintaining the applied pressure so that the position assumed can be maintained for an extended period. In some cases, this is achieved by continuing to operate the electric motor to maintain the built-up pressure. After the decoupling process, the piston is retracted by reducing the pressure.

[0013] DE 10 2021 111 206 A1 also describes, in principle, an electro-hydraulic actuator which, instead of a push rod or similar, actuates and retracts an articulated lever in order to achieve the position of the hook disc for the uncoupling process.

[0014] In both of the above cases it is explicitly stated that the controls are located outside the clutch housing.

[0015] Electromechanical drives for uncoupling a center buffer coupling are currently only mounted outside the coupling housing. The key factor here is their size, which doesn't fit into the tight space of the coupling. Accordingly, no electronic components or systems for controlling the actuator or similar devices are located inside the coupling.

[0016] There is still a lot of catching up to do, especially in the freight transport sector, as the screw couplings between freight wagons that are still common today require both personnel and a lot of time and effort.

[0017] Accordingly, the object of the invention is to provide an improved central buffer coupling as a digital automatic coupling (DAK), wherein the above-mentioned disadvantages are eliminated or at least significantly reduced and a practical, reliable and also cost-effective solution is provided.

[0018] The problem is solved by the subject matter of claim 1.

[0019] One inventive idea of ​​this invention is the integration of a complete electromechanical actuator into the clutch housing, especially in the clutch head.

[0020] A digital automatic coupling of a rail vehicle according to the invention, wherein the digital automatic coupling is a center buffer coupling with a housing and comprises a hook disc with a drive section, an actuator with an actuating element that interacts with the drive section of the hook disc, an electric motor with a motor brake, limit switches, and a control device. The actuator is fully or at least partially integrated as an electromechanical actuator system together with the control device in the housing of the center buffer coupling.

[0021] A particular advantage here is that the electromechanical actuator system is installed in the clutch housing together with control electronics, as this minimizes the installation effort for cabling and the space required for a control device.

[0022] A further advantage is that, in terms of electromagnetic compatibility (EMC), it makes a lot of sense to locate the essential control electronics for the motor, motor brake, etc., in the actuator housing. This not only allows for very short cable lengths, thus allowing for low radiated energy, but also ensures that the metallic housing of the center buffer coupling provides good shielding. At the same time, the potential for interference is significantly reduced.

[0023] This is a significant advantage compared to a control unit located outside the housing of the center buffer coupling, since the required PWM control signals would have to travel a long distance and generate interference, making shielded cabling unavoidable. This, in turn, can impact costs, installation space, and integration.

[0024] This digital automatic clutch according to the invention enables cost advantages for manufacturers and operators, since a motor that is as cost-effective as possible, a simple gear stage, and other standard components are used.

[0025] Advantageous embodiments of the invention are the subject of the subclaims.

[0026] In one embodiment, the control device is arranged entirely or at least partially within a control housing of the actuator. This is advantageous because it eliminates the need for additional short cables, which can be arranged, in particular, on a circuit board.

[0027] A further embodiment provides that a first limit switch of the limit switches is assigned to an initial position of the actuator, and that a second limit switch of the limit switches is assigned to an end position or buffer position of the actuator, wherein the first limit switch and the second limit switch are arranged in the control housing of the actuator. Limit switches are cost-effective, high-quality components.

[0028] In yet another embodiment, a third limit switch is located in the housing of the center buffer coupling and interacts with a contact section of a center buffer coupling to be uncoupled as a counter-coupling. This also advantageously requires only short cable lengths.

[0029] Another embodiment provides for the control device to comprise power semiconductors and electronic components designed to control the electric motor and the motor brake in a controlled manner. This is advantageous because such power semiconductors are available at low cost, with high quality and high performance.

[0030] It is advantageous that the control device has the power semiconductors as a control unit for the electric motor in an H-bridge connection, since this is a compact design.

[0031] In a further embodiment, the control device has at least one control module designed to generate PWM signals for controlling the electric motor and / or the motor brake. This results in further advantages, including reducing the starting current and controlling the speed of the electric motor.

[0032] In one embodiment, it is advantageous if the at least one control component of the control device is embodied as a microcontroller (µC), ASIC, FPGA, and / or one or more logic gates. Such components are available as highly integrated circuits with minimal space requirements and high quality, thus offering high functionality in the smallest possible space. Of course, other such components are also possible as additional and / or redundant components.

[0033] In yet another embodiment, at least one current sensor with an evaluation unit forms a monitoring device. The control device has at least one measuring device for measuring and monitoring the current of the electric motor. This is advantageous because it enables simple monitoring.

[0034] It is advantageous that at least one control module of the control device is designed to monitor the current of the electric motor and to forward evaluation data, as this enables a high level of functionality.

[0035] A further embodiment provides that the control device has electronic means for stabilizing and regulating the voltage supply, for example in the form of a voltage converter, isolation transformer, isolation module, various switches, intermediate circuit capacitors, buffer capacitors, etc., in order to adapt the tolerances and levels of the input voltage to the requirements of the electronic and electromechanical hardware in the actuator. This is of great advantage for galvanically isolating the areas on the electronics board with higher voltages (e.g. power semiconductors) from the area with lower voltages (e.g. sensors, ASIC / FPGA / microcontrollers), for example with so-called isolator ICs. Digital isolators are available, which are particularly useful for PWM signals, since these control signals are generated by an ASIC, an FPGA or a microcontroller, which operate at low voltages.However, they are connected directly to the power semiconductor(s) to control the electric motor, the motor brake, etc., which is why isolation between the two areas is necessary, which can be solved with such ICs for digital isolation.

[0036] In yet another embodiment, the control device features suitable interference suppression means to maintain interference immunity and radiation safety within the framework of electromagnetic compatibility (EMC). This offers the advantage of achieving a high degree of interference suppression and radiation immunity in addition to the shielding of the center buffer coupling housing.

[0037] With the help of process automation with digital automatic couplings (DAK), a freight train can be assembled much more efficiently, flexibly, and cost-effectively, which brings only advantages for both the operator and the end customer. Furthermore, the train-wide digital interfaces enable new functionalities with regard to diagnostics, maintenance, and repair (keyword: condition-based and predictive maintenance).

[0038] The invention also provides the following advantages: In principle, it is conceivable / feasible for use with all electrically operated actuators in the coupling head or in a center buffer coupling for rail vehicles. By generating the required PWM signals for the electric motor and the motor brake in close proximity, i.e., through short cable lengths and housing shielding, there are no EMC problems with respect to both incoming and outgoing radiation, thus eliminating the need for shielded cables. The control unit can contain a small "intelligence" to query sensors and switches, receive control signals, generate the necessary PWM signals for controlling the electric motor and the motor brake, and take action in the event of faults. Basic compatibility with DAC4.5 and DAC5. Strength and resistance to mechanical vibrations and shocks are ensured through appropriate measures, such as:Damping elements for connecting the electronics board, component fixing for larger components on the electronics board, sealing elements for plug connectors, use of screwable connectors (depending on the options).

[0039] An embodiment of the invention is described below with reference to the accompanying drawings. The invention is not limited to this embodiment. In particular, individual features of the following embodiment can be used not only in this but also in other embodiments. They show: Figure 1 shows a schematic plan view of an internal structure of a center buffer coupling according to the prior art; Figures 2-3 show schematic plan views and partial sectional views of an internal structure of an embodiment of a center buffer coupling according to the invention in different positions; Figure 4 shows a schematic circuit diagram of an exemplary control unit of an actuator of the center buffer coupling according to the invention according to Figure 2-3 ; and Figure 5 shows a schematic block diagram of an exemplary control device of the central buffer coupling according to the invention according to Figure 2-3 .

[0040] Figure 1 is already described above.

[0041] Figure 2 shows a schematic plan view of a central buffer coupling 1 according to the invention in the released position.

[0042] In Figure 3 is the central buffer coupling 1 according to the invention Figure 2 shown in a coupling position.

[0043] The central buffer coupling 1 comprises a housing 1a, a hook disc 2 with a pivot axis 2a, a drive section 3 and an output section 4, an eyelet 5 and an electromechanical actuator 6 with an actuating element 7, a threaded spindle 12, an electric motor 10 and a motor brake 11.

[0044] The actuating element 7 is designed here as a pressure tube.

[0045] The electromechanical actuator 6 has a central axis 6a and is configured with a spindle / spindle nut drive. The spindle / spindle nut drive can, for example, be a ball screw drive and is driven by an electric motor 10. The ball screw drive comprises the threaded spindle 12 and a spindle nut 7b rigidly connected to the actuating element 7. The actuating element 7 and thus the spindle nut 7b are guided in the actuator 6 in a rotationally fixed manner and can be longitudinally displaced in a manner not described in detail.

[0046] The electric motor 10 has a motor axis 10a and is operatively connected to the threaded spindle 12 via a gear 10b. The gear 10b can be a spur gear, for example. The motor axis 10a and the center axis of the actuator 6 are arranged parallel to each other here.

[0047] In the first embodiment, the electric motor 10 is a direct current motor or DC motor as the main drive for uncoupling or releasing the center buffer coupling 1. Such an electric motor 10 is comparatively inexpensive and can be controlled and reversed in a simple manner (for example, via relays and / or power semiconductors). This will be described in more detail below.

[0048] The actuating element 7, which is directly connected to the spindle nut 7b of the ball screw, is functionally equivalent to the actuating element 7' (push rod) of the pneumatic cylinder (see Figure 1 ).

[0049] In this embodiment, the contact point 8 has a bearing 9. The bearing 9 is a roller bearing with a roller and is arranged in the drive section 3 of the hook disc 2 so that it can rotate about a bearing axis 9a. This bearing axis 9a runs parallel to the pivot axis 2a of the hook disc 2.

[0050] At the contact point 8, the roller of the bearing 9 contacts a pressure head 7a of the actuating element 7.

[0051] The electric motor 7 is coupled to the engine brake 11 and the transmission 11b.

[0052] The electromechanical actuator 6 functions with the help of the electric motor 10, which converts electrical energy into mechanical energy. When the actuator 6 is activated, the rotor of the electric motor 10 rotates. This rotational movement is then transmitted to the spindle 12 via the gear 10b. Since the rotating spindle 12 is fixed in the axial direction of the central axis 6a, this results in a feed movement of the spindle nut 7b and thus of the actuating element (pressure tube) 7, which can apply the corresponding force to the hook disk 2 via the drive section 3.

[0053] After the two trains / wagons have been completely uncoupled, the actuator 6 can be returned to its original position.

[0054] The motor brake 11 enables the electric motor 10 to hold a position, such as in the shown release position of the center buffer coupling 1.

[0055] The bearing 9 minimizes the transverse forces acting on the actuating element (pressure tube) 7 and is described in more detail in a not yet published application of the applicant. Figure 3 shows the drive section 3 of the hook disc 2 in a partially sectioned view, in which the bearing 9 is shown. Figure 3 In the coupling position shown, the actuating element 7 is retracted into the actuator 6.

[0056] The electric motor 7 and the motor brake 11 have a common motor axis 7a, which here runs parallel to the central axis 6 of the ball screw drive.

[0057] Together with two switches for the start and end positions (referred to as limit switches 13 and 14), this electromechanical drive unit with the actuator 6 is installed in each coupling head. The limit switches 13, 14 are designed as mechanical limit switches. A third (mechanical) switch (limit switch 15) can also be used, which detects the removal of a counter-coupling (not shown), which is also designed like the center buffer coupling 1, at a so-called trigger module 16 with the third limit switch 15.

[0058] It is of course also possible that further positions of the actuating element 7, e.g. intermediate positions between the start and end positions, can be detected by further limit switches.

[0059] The central buffer coupling 1 has a control device 100, which is arranged in the actuator 6 in a control housing 6b. The control device 100 comprises, for example, one or more electronic circuit boards, which here are Figure 3 are only indicated. The control housing 6b - like the entire actuator 6 - has a corresponding, so-called IP protection rating against the ingress of water, dirt, and dust.

[0060] The control device 100 carries out the control of the actuator 6, is also connected to the limit switches 13, 14, 15 via electrical connecting lines and takes into account the signals of the limit switches 13, 14, 15 for controlling the actuator 6. The limit switches 13 and 14 are arranged here within the control housing 6b.

[0061] In addition, the control device 100 is connected to a supply line 6c for the electrical voltage supply for the actuator 6 and provides the electrical voltage supply for the limit switches 13, 14, 15, among others.

[0062] The corresponding control system is also being developed to match the setup presented here, including the implementation of the buffer position. This is presented and described in more detail in a yet-to-be-published application by the applicant as a control concept for an electromechanical actuator for decoupling in a digital automatic coupling (DAK).

[0063] Figure 4 shows a schematic circuit diagram of an exemplary control unit 101 of the actuator 6 of the central buffer coupling 1 according to the invention Figure 2-3 represents.

[0064] To control the electric motor 10, a so-called H-bridge is used, consisting of four power semiconductors Q1, Q2, Q3, and Q4 (here, MOSFET transistors). The H-bridge is connected to a supply voltage via a measuring device 102 in the form of a resistor. Two power semiconductors Q1 and Q2 ("high side") of the H-bridge are connected to the supply voltage Vcc, and two power semiconductors Q3 and Q4 ("low side") are connected to ground / GND.

[0065] The supply lines of the electric motor 10 (here a direct current (DC) motor) (Vcc and GND or + and -) are in this circuit diagram of the Figure 4 connected to the two nodes A and B.

[0066] In one direction, e.g., forward direction, the two power semiconductors Q1 and Q4 are activated by a PWM signal applied to the respective gate contact G1 of Q1 and G4 of Q4 via a respective series resistor R1, R4 (Q2 and Q3 are not controlled), causing the current flow from the supply voltage Vcc through the measuring device 102, Q1, the motor 10, and Q4 to ground. The motor rotates in this direction. The respective PWM signal is indicated by symbolic square waves and is generated in the control device 100.

[0067] For the inverse direction of rotation, Q2 and Q3 must be activated via their gate contacts G2 and G3 (series resistors R2, R3) by means of the PWM signal in order to enable the current flow path from the supply voltage Vcc through the measuring device 102, Q2, the motor 10 and Q3 to ground, while Q1 and Q4 are blocked.

[0068] By means of the measuring device 102 it is possible to measure the current of the electric motor 10 and to monitor it with suitable means of the control device 100.

[0069] To enable a short-circuit position of the electric motor 10, the two power semiconductors Q3 and Q4 are used. During this time, Q1 and Q2 are blocked. The short-circuit position means that the terminals of the electric motor 10, which in this case is a direct current (DC) motor, are short-circuited via the connected (electrically conductive) drain-source (DS) paths of the power semiconductors Q3 and Q4. This is also referred to as regenerative braking of the electric motor 10. This allows the electric motor 10 to be blocked at a standstill up to a certain torque, which depends on the properties of the electric motor 10.

[0070] Since the electric motor 10 here forms a single-phase DC motor, initially only one current sensor is installed as a measuring device 102 in the supply line from Vcc to the drain contacts D of the power semiconductors Q1 and Q2.

[0071] In Figure 5 is a schematic block diagram of an exemplary control device 100 of the central buffer coupling 1 according to the invention according to Figure 2-3 shown.

[0072] Different power lines and signal lines are represented by different lines for easier differentiation.

[0073] The block diagram shows the schematic structure of the control electronics of the control device 100, which is installed in the control housing of the actuator 6 or in the housing 1a of the central buffer coupling 1.

[0074] In the supply line 6c, in the current path to the control unit 101 with the H-bridge, the measuring device 102 with the current sensor / measuring resistor (see Figure 4 ) are arranged.

[0075] In addition to the power semiconductors Q1, Q2, Q3, and Q4 for controlling the electric motor 10, two additional power semiconductors Q5 and Q6 (MOSFETs) are also provided for controlling the motor brake 11. Furthermore, DC-DC converters (voltage converter 106, isolation converter 107), isolators (isolation module 110), various switches (104, 105), and a control module 109 are provided. The control module 109 is a microcontroller (µC) or microcomputer. The supply voltage of the control module 109 is provided via a stabilized 48 VDC (switch 105, voltage converter 106, isolation converter 107).

[0076] In principle, the exact structure on the control board can also be different, since this essentially depends on the components used in the electrically driven actuator 6, but also on the interfaces to the higher-level control or system.

[0077] For example, when using a 2-phase or 3-phase electric motor 10, the number and types of power semiconductors Q1, Q2, Q3, Q4 (MOSFETs) would be changed, as would the number of required intermediate circuit capacitors and current sensors used. In this case, evaluation electronic circuits for rotary encoders (e.g., Hall sensors, resolvers) would also be required to implement the motor control of the electric motor 10 based on the rotor angle position.

[0078] Depending on the design of the actuator 6, the use of the motor brake 11 to hold the buffer position may not always be necessary, for example, if a trapezoidal thread spindle with mechanical self-locking is used instead of a ball screw. In this case, the corresponding electrical components associated with the motor brake 11 are no longer required.

[0079] Another example concerns control module 109, which in this case is a microcontroller and queries the sensors and switches, receives the control signals, generates the necessary PWM signals for controlling the electric motor 10 and the motor brake 11, and provides "intelligence" in certain error cases. Here, too, an FPGA or discrete electronic components (e.g., ASICs, logic gates) can be used instead to emulate or replace one or more functions. Alternatively, it is also possible to leave this "intelligence" to the higher-level controller, so that only the pure control electronics are located in the coupling head of the center buffer coupling 1, including PWM generation and power semiconductors Q1-Q6.

[0080] Depending on the requirements and the expansion level of the Digital Automatic Coupler (DAC4.5 with operation on the car body or DAC5 with an Ethernet-based bus system across the entire train), the small "intelligence" may, for safety reasons, be limited to evaluating sensor signals in the coupling head in order to initiate appropriate measures. This could include, for example, forwarding current values ​​from electric motor 10 for comparison with reference values ​​and storage, as well as warning messages when certain limit values ​​are exceeded.

[0081] Possible sensors include, for example, speed sensors or position sensors, limit switches, but also current sensors on the supply lines to the electric motor 10, the motor brake 11, etc.

[0082] On the electronic board in the control housing 6b or in the housing of the actuator, power semiconductors and electronic components for generating PWM signals are arranged in order to control the electric motor 10, the motor brake 11, etc. (among others). to reduce the starting current, for speed control). In addition, methods for stabilizing and regulating the voltage supply are provided (e.g., DC-DC converter 106, intermediate circuit capacitors, buffer capacitors) in order to adapt the tolerances and levels of the input voltage to the requirements of the electronic and electromechanical hardware in actuator 6.

[0083] To galvanically isolate the areas on the electronics board with higher voltages (e.g., power semiconductors) from the areas with lower voltages (e.g., sensors, ASIC / FPGA / microcontrollers), so-called isolator ICs 107, 110 are used. Digital isolators are particularly useful for PWM signals, as these control signals are generated by an ASIC, an FPGA, or a microcontroller, which operate at low voltages. However, to control the electric motor 10, the motor brake 11, etc., they are connected directly to the power semiconductor(s), which is why isolation between the two areas is necessary. This can be achieved with such ICs for digital isolation.

[0084] As an example, the control lines 111 and 111a for the motor brake 11 from the control module 109 via the isolation module 110 to the supply-voltage-side power semiconductor Q5 are mentioned. On the other hand, the control lines 112 and 112a for the generator brake of the electric motor 10 from the control module 109 to the ground-side power semiconductors Q3 and Q4 are also insulated by the isolation module 110.

[0085] However, if analog signals need to be looped through in isolation between both areas (e.g., the voltage output of a shunt resistor for current measurement on the motor lead / supply line 6b), other isolators must be used. Isolation amplifiers (107) are suitable for this purpose, providing this galvanic isolation and simultaneously ensuring amplification of the original output signal if necessary.

[0086] In principle, this can apply to any electrically driven actuator 6, regardless of whether it is electro-pneumatic, electro-hydraulic, or electromechanical. It is important that the central buffer coupling 1 has one or more electric motors 10 to exert a force on the frog or the hook plate 2 via an operating medium or a mechanical device / connection, thus executing the uncoupling.

[0087] It is also possible for safety-relevant components or functional units to be present in duplicate or multiple copies to enable redundancy. For example, control module 109, converter 106, and isolators 107 and 110.

[0088] The control device 100 may also comprise suitable interference suppression means to comply with the applicable EMC regulations in addition to the shielding properties of the housing 1a of the center buffer coupling 1.

[0089] To protect the electronics board(s) in the center buffer coupling 1 from mechanical shocks and vibrations during operation and coupling (keyword: coupling shock), gel-like damping elements (e.g., Taica GEL Bush) can be used between the electronics board(s) and the fixed screw connection instead of rigid fastenings. Another option is the use of rubber buffers (e.g., with rubber hardness NK 40, 50, or 55), which can be installed between the electronics board(s) and the housing instead of or in addition to the electronics board (PCB) spacers / bolts. Component fixations (e.g., with DOWSIL 744 RTV Adhesive Sealant) also help to "attach" larger electronic components to the electronics board(s), thus extending their service life. Furthermore, sealing inserts (e.g.,For example, the contacts of the connectors on the electronic board(s) can be made even more "slip-resistant" (e.g., for MATE-N-LOK from TE Connectivity). If the installation space is sufficient, screw-type connectors, such as D-Sub, can also be used. These methods are initially discussed here as possibilities or anticipations / outlooks for the sake of completeness, and may form the subject of a further invention on this topic.

[0090] The central buffer coupling 1 according to the invention with integrated control device 100 enables the following advantages. In principle, it is conceivable / feasible for use with all electrically operated actuators 6 in the coupling head or in a center buffer coupling for rail vehicles. By generating the required PWM signals for the electric motor 10 and the motor brake 11 in close proximity, i.e., short cable lengths, there are no EMC problems with respect to both incoming and outgoing radiation, thus eliminating the need for shielded cables. The control device 100 can contain a small "intelligence" to query sensors and switches, receive control signals, generate the necessary PWM signals for controlling the electric motor 10 and the motor brake 11, and take action in the event of faults. Fundamental compatibility with DAC4.5 and DAC5. Strength and resistance to mechanical vibrations and shocks are ensured through appropriate measures, such as:Damping elements for connecting the electronics board, component fixing for larger components on the electronics board, sealing elements for plug connectors, use of screwable connectors (depending on the options).

[0091] The invention is not limited by the embodiment given above, but can be modified within the scope of the claims.

[0092] For example, it is conceivable that instead of reversing the polarity of the electric motor 10 to change the direction of movement of the actuating element 7, a switchable transmission 10b with electromechanical switching could be used. A dual-clutch transmission with electrical control is also conceivable.

[0093] Instead of one measuring device 102 with one current sensor, two or more can also be used, whereby the designs of the current sensors can be different in the case of two or more. List of reference symbols

[0094] 1 Center buffer coupling 1a Housing 2 Hook disc 2a Swivel axle 3 Drive section 4 Output section 5 Eyelet 6, 6' Actuator 6a Center axle 6b Control housing 6c Supply line 7, 7' Actuating element 7a Pressure head 7b Spindle nut 8 Contact point 9 Bearing 9a Bearing axle 10 Electric motor 10a Motor axle 10b Gearbox 11 Motor brake 12 Threaded spindle 13, 14, 15 Limit switch 16 Trigger module 100, 100'Control device 101Control unit 102Measuring device 103Motor brake control 104, 105Switch 106Voltage transformer 107Isolation isolating transformer 108Supply 109Control module 110Isolation module 111, 111a, 112, 112aControl line G1, G2, G3, G4Control connection R1, R2, R3, R4Resistor Q1, Q2, Q3, Q4, Q5, Q6Power semiconductor

Claims

1. Digital automatic coupling of a rail vehicle, wherein the digital automatic coupling is a central buffer coupling (1, 1') with a housing (1a) and comprises a hook disc (2) with a drive section (3), an actuator (6) with an actuating element (7, 7') which interacts with the drive section (3) of the hook disc (2), an electric motor (10) with a motor brake (11), limit switches (13, 14, 15) and a control device (100), characterized in that the actuator (6) is completely or at least partially integrated as an electromechanical actuator system together with the control device (100) in the housing (1a) of the central buffer coupling (1).

2. Digital automatic coupling according to claim 1, characterized in that the control device (100) is arranged completely or at least partially in a control housing (6b) of the actuator (6).

3. Digital automatic coupling according to claim 1 or 2, characterized in thata first limit switch (13) of the limit switches (13, 14, 15) is assigned to an initial position of the actuator (6), and that a second limit switch (14) of the limit switches (13, 14, 15) is assigned to an end position or buffer position of the actuator (6), wherein the first limit switch (13) and the second limit switch (14) are arranged in the control housing (6b) of the actuator (6).

4. Digital automatic coupling according to one of the preceding claims, characterized in that a third limit switch (15) of the limit switches (13, 14, 15) is arranged in the housing (1a) of the central buffer coupling (1) and interacts with a contact section (1c) of a central buffer coupling to be uncoupled as a counter-coupling.

5. Digital automatic coupling according to one of the preceding claims, characterized in thatthe control device (100) comprises power semiconductors (Q1, Q2, Q3, Q4, Q5, Q6) and electronic components which are designed to control the electric motor (10) and the motor brake (11) in a controlled manner.

6. Digital automatic coupling according to claim 5, characterized in that the control device (100) has the power semiconductors (Q1, Q2, Q3, Q4) as a control unit (101) for the electric motor (10) in interconnection of an H-bridge.

7. Digital automatic coupling according to one of the preceding claims, characterized in that the control device (100) has at least one control module (109) which is designed to generate PWM signals for controlling the electric motor (10) and / or the motor brake (11).

8. Digital automatic coupling according to one of the preceding claims, characterized in thatthe at least one control module (109) of the control device (100) is designed as a microcontroller (µC), ASIC, FPGA and / or as one or more logic gates.

9. Digital automatic coupling according to claim 7 or 8, characterized in that the control device (100) has at least one measuring device (102) for measuring and monitoring the current of the electric motor (10).

10. Digital automatic coupling according to claim 9, characterized in that the at least one control module (109) of the control device (100) is designed to monitor the current of the electric motor (10) and to forward evaluation data.

11. Digital automatic coupling according to one of the preceding claims, characterized in thatthe control device (100) has electronic means for stabilizing and regulating the voltage supply, for example as a voltage converter (106), isolation converter (107), isolation module (110), various switches (104, 105), intermediate circuit capacitors, buffer capacitors, etc., in order to adapt the tolerances and levels from the input voltage to the requirements of the electronic and electromechanical hardware in the actuator (6).

12. Digital automatic coupling according to one of the preceding claims, characterized in that the control device (100) has suitable interference suppression means to maintain radiation immunity and radiation safety within the framework of electromagnetic compatibility (EMC)

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