Automatic train coupling, and method for operating an automatic train coupling

Abstract

The invention relates to an automatic train coupling which has a coupling head (1) that has a coupling head housing (2) and a coupling closure (3) with a lock. The coupling closure (3) is designed as a rotary lock with a coupling link (5) and a core (6) which can be rotated about a main axis (7) between a coupled position and a decoupled position. The train coupling additionally has a decoupling device (11) which has an actuator (12) that is operatively connected to the core (6) and is designed to act on the core (6) if required in order to rotate the core (6) from the coupled position into the decoupled position. In particular, the train coupling can be operated, if required, in a buffer operating mode in which the train coupling is decoupled and not ready to be coupled. In the buffer operating mode of the train coupling, the decoupling device (11) is activated in particular only when the core (6) has been moved from the decoupled position into the coupled position, and the core (6) is then moved back into the decoupled position using the actuator (12) of the decoupling device (11).

Description

[0001] AUTOMATIC TRAIN COUPLING AND METHOD FOR OPERATING AN AUTOMATIC TRAIN COUPLING

[0002] Description

[0003] The present invention relates generally to track-guided vehicles, and in particular to rail vehicles. More specifically, the invention relates to coupling arrangements for track-guided vehicles, in particular rail vehicles, which incorporate automatic train couplings.

[0004] According to one aspect of the present invention, it relates to an automatic train coupling, in particular for a freight wagon of a rail vehicle, according to the preamble of independent patent claim 1.

[0005] In practice, automatic train couplings, such as those with the features of the preamble of independent patent claim 1, are generally known. Such automatic train couplings typically comprise a coupling head with a coupling housing and a coupling lock with a locking mechanism. The coupling lock is designed as a rotary lock with a coupling eye and a frog, the frog being rotatable about a main axis between a coupled position and an uncoupled position.

[0006] The coupling eye is connected to the frog by a first end or end region, rotatably about a coupling eye axis, and has a second free end or a second free end region. The frog has a mouth for receiving a corresponding second end or a corresponding second end region of a coupling eye of a matching coupling head of a mating coupling.

[0007] 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.

[0008] The uncoupled position is also commonly referred to as the ready-to-couple position, since in this position the train couplers of the two car bodies can be moved toward each other and coupled. If necessary, the coupling lock or its frog can also be rotated to a position that is over-extended compared to the ready-to-couple position, i.e., opened more than necessary. In this over-extended position, the spring-loaded mechanism is at its maximum tension.

[0009] This over-extended position also constitutes a ready-to-couple or uncouple position within the meaning of the present invention. Furthermore, such a ready-to-couple or uncouple position is also referred to as a standby position.

[0010] The locking mechanism, which holds the coupling lock in the appropriate position or releases it 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.

[0011] The plunger, in turn, is movable between a first position and a second position. In the first position, in which the plunger is moved against the spring force, the plunger locks the ratchet rod in the detent position. In the second position, in which the plunger is moved from the first position by the spring force, the plunger releases the ratchet rod from the detent position.

[0012] The function of such an automatic train coupling is as follows: two opposing coupling heads on two car bodies or 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 place by rotating the frog. This mechanically couples the two car bodies or vehicles.

[0013] The two dome closures are loaded exclusively by tensile forces, which are evenly distributed between both dome eyes within the parallelogram formed by the dome eyes and the frog pieces.

[0014] Compressive forces, on the other hand, are transmitted through a special profile on the front of the coupling head housing. This profile typically comprises, as is also advantageous in the present invention, a cone and a funnel enclosed by a wide, particularly flat, front surface. The profile can be formed by a separate front plate attached to the front of the coupling head housing. The profile, together with the cone or funnel, can form sliding and centering surfaces and, in particular, determine the gripping area in terms of lateral, vertical, and angular offset. When the coupling heads meet, they center themselves and slide into each other.

[0015] When two rail vehicles or car bodies are moved 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, so that the pistons release the latching rods from their latching position. This releases the coupling locks and rotates 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 safety of the coupling lock. To uncouple the couplers, a uncoupling 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 far that, when the vehicles or car bodies are separated, the frogs are prevented from rotating back from the over-tightened position beyond the ready-to-couple position by moving the ratchet rods into their locking positions.

[0016] Uncoupling devices are available in various designs. For example, manually operated, mechanical uncoupling devices have levers, cables, and / or chain hoists that act on various types of latches and, when activated, release the latch position.

[0017] Automated uncoupling devices comprise, for example, a pneumatic cylinder or an electric motor, in particular a linear actuator, as a drive, which uncouples the train coupling.

[0018] For example, the document DE 29 23 195 C2 discloses a remotely operated uncoupling device for a central buffer coupling of a rail vehicle, in which an electric motor actuates a lever connected to the main bolt in a rotationally fixed manner via a cam disc in order to rotate the frog from the coupled position to the uncoupled position.

[0019] On the other hand, document EP 3 470 295 A1 discloses an electric linear actuator which acts on the main bolt via a lever.

[0020] Since two coupling heads always work together when coupling and uncoupling, the train couplings are designed in such a way that the coupling heads or coupling locks operate alternately.

[0021] For example, if a coupling lock is released with a manual or automated uncoupling mechanism by rotating its frog against the force of the spring-loaded mechanism, this rotational movement is "automatically" transmitted to the opposite frog via the coupling eye articulated to the frog and the mouth of the opposite frog of the counter-coupling. Accordingly, the opposite frog of the counter-coupling transmits its rotational movement to its ratchet rod in such a way that the latter reaches its locking position.

[0022] With regard to the operational positions, an automatic train coupling of the type considered here can be in the buffer position, the unlocked position, the ready-to-couple position, and the locked position. The buffer position must always be set in pairs.

[0023] To separate two train couplings of the type considered here, ie train couplings of the Scharfenberg type, it is sufficient if one train coupling is unlocked.

[0024] The buffer position is always advantageous when direct relocking of the train couplings (train coupling and counter-coupling) is undesirable. The buffer position is particularly necessary when breaking up a train in push-off or push-off mode.

[0025] Push-off operation is primarily used in large shunting yards with humps and is considered energy and resource-saving. In push-off operation, the wagon connection is only finally released at a hump, or in the case of an automatic train coupling, the train coupling is unlocked.

[0026] Push-off operation is mainly used in smaller layouts without a hump. In this process, the inertia of the car bodies is used instead of gravity. This is done by braking a previously accelerated (pushed) train set and allowing an uncoupled group of cars to continue rolling at the front of the train. The detached group of cars is then sorted into the appropriate shunting track in the adjacent track harp. The train couplers must then be switched back to ready for coupling and pushed together using a shunting lock. This process must be repeated for each group of cars. The buffer position is particularly important here because re-coupling of the train couplers cannot be ruled out when accelerating before the push-off process. When a train is broken up, it is fundamentally necessary that the train couplers of the individual car bodies remain safely separated until they reach the next car body in the direction track or the return track.The train must be safely prevented from hitting the control track, i.e., behind the hump (during train-to-train operation). Unintentional coupling during train breakup and especially before rolling off the hump.

[0027] This is achieved by the aforementioned buffer position, in which the uncoupling device of the individual train couplings is held in the pulled or actuated position. In other words, in the buffer position, the uncoupling device of the corresponding train coupling is usually activated, and the actuator of the uncoupling device is operatively connected to the coupling lock or frog of the corresponding train coupling to hold the coupling lock or frog in the uncoupled position. Recoupling is then not possible until the buffer position is released.

[0028] On the direction track or control track, a train coupler in the buffer position may then potentially collide with a train coupler that is in the coupled position, for example, due to a fault. This can cause a high-force impact on the coupling lock of the train coupler in the buffer position, which can counteract the holding force of the locking function and thus damage the actuator of the unlocking device.

[0029] Based on this problem, the invention is based on the object of developing an automatic train coupling of the type described at the outset in such a way that even in the so-called buffer position of the automatic train coupling, low-wear or wear-free operation of the train coupling and in particular of the coupling lock and the uncoupling device is ensured, even if the train coupling in the buffer position encounters a train coupling whose coupling lock is in the coupled position.

[0030] This object is achieved according to the invention in particular by the subject matter of independent patent claim 1, wherein advantageous developments of the train coupling according to the invention are specified in the dependent patent claims.

[0031] The object underlying the invention is further achieved by a method according to the independent patent claim 12.

[0032] Accordingly, the invention relates in particular to an automatic train coupling of a track-guided vehicle, in particular for a freight wagon of a rail vehicle.

[0033] The train coupling according to the invention has a coupling head comprising a coupling head housing and a coupling lock with a locking mechanism. Locking in this context 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.

[0034] 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.

[0035] The frog has a mouth which is arranged to receive a second end of a coupling eye of an opposite coupling head of a counter coupling.

[0036] The automatic train coupling according to the present invention further comprises a decoupling device which has an actuator which can be operatively connected to the frog and is designed to act on the frog as needed in order to rotate the frog from the coupled position to the uncoupled position.

[0037] The solution according to the invention is characterized in particular by the fact that the train coupling can be operated, if necessary, in a buffer operating mode in which the train coupling is uncoupled and not ready for coupling. In the buffer operating mode of the train coupling, the uncoupling device of the train coupling is activated in particular only when the frog moves or has moved from the uncoupled position to the coupled position, wherein the frog is then moved back to the uncoupled position with the aid of the actuator of the uncoupling device.

[0038] The advantages achievable with the solution according to the invention are obvious: in particular, the train coupling according to the invention is designed such that in buffer operation or in the buffer operating mode of the train coupling, the train coupling is always in its uncoupled state. This ensures that when two train couplings collide, no increased impact forces can be exerted on the coupling locks of the train couplings. In buffer operation, the train coupling is always open and in its initial position, exactly as during normal uncoupling, and thus can no longer block re-coupling.

[0039] In order to prevent damage to the actuator of the uncoupling device during the coupling process of two train couplings, a further development of the present invention provides that the uncoupling device of the train coupling according to the invention is designed such that only when the uncoupling device is activated does the actuator of the uncoupling device come into operative connection with the frog of the coupling lock of the train coupling, in order to move the frog into the uncoupled position. This at least reduces the risk of damage to the actuator, while still maintaining the function of safely releasing the train coupling.

[0040] In this context, it is advantageous for the train coupling to have a sensor system configured to detect, preferably automatically, directly or indirectly, at least the coupled position and the uncoupled position of the frog. By providing such a sensor system, the uncoupling device of the train coupling or a corresponding control device of the train coupling assigned to the uncoupling device "knows" the position of the frog in order to, if necessary, bring the actuator of the uncoupling device into operative connection with the frog to move the frog into the uncoupled position. According to preferred implementations of the train coupling according to the invention, it is provided that, in the uncoupled position of the frog, the locking mechanism of the coupling lock is in a latching position, in which the locking mechanism releasably locks the frog in the uncoupled position.However, during a coupling process with an opposite coupling head of a counter-coupling, the locking position of the locking device is released so that the frog moves into the coupled position.

[0041] In this context, the train coupling preferably has a sensor system which is designed to detect directly or indirectly that the frog is locked in the uncoupled position when the coupling lock is locked.

[0042] The sensor system of the train coupling, which is designed to preferably automatically directly or indirectly detect at least the coupled position and the uncoupled position of the frog, and which can additionally be designed to preferably automatically directly or indirectly detect that the frog is locked in the uncoupled position when the coupling lock is locked, has at least one proximity sensor with an inductive pickup according to embodiments of the invention, although other embodiments for the sensor system are also conceivable in principle.

[0043] The proximity sensor makes it possible, for example, to detect a rotation of the main bolt from its coupled position or into its coupled position. Since the respective crossing is connected to the main bolt in a rotationally fixed manner, the functional status of the crossing or coupling eye is also known from the rotation position. During both the coupling process from the ready-to-couple position to the coupled position and the uncoupling process from the coupled position to the uncoupling position, the main bolt and the crossing rotate, so to speak, from a zero position over a predetermined angular range (uncoupling process) or over the predetermined angular range to the zero position (coupling process), in order to assume either the uncoupled position or the ready-to-couple position. During these processes, the proximity sensor can detect whether the coupling lock is still or already in the coupled position.In the same way, it is also conceivable to use the proximity sensor to detect whether the frog is in the uncoupled position locked by the locking of the coupling lock.

[0044] In the case of train coupling halves known in practice, a sensor which cooperates with the inductive pickup of a proximity sensor is usually formed by a standard screw screwed radially into the main bolt, whereby the position of the screw head is detected by a comparatively large inductive pickup, ie by an inductive pickup with a comparatively large receiving surface.

[0045] In other words, the sensor technology used in the solution according to the invention can already correspond in structural terms to the sensor technology that is usually used in train couplings in order to detect that the train coupling is in the coupled state or in the uncoupled state.

[0046] As an alternative to the previously mentioned embodiment, it is of course also conceivable to use a different sensor system, such as in particular a sensor system described in the document DE 10 2019 101 996 A1.

[0047] According to a preferred implementation of the train coupling according to the invention, it is provided that the uncoupling device is assigned a control device which is designed to activate the uncoupling device as required.

[0048] In this context, it is conceivable, for example, that the control device is particularly designed to activate the uncoupling device in the buffer operating mode of the train coupling, preferably automatically and in particular selectively automatically, when the coupled position of the frog is detected with the aid of the sensor system, and to deactivate the uncoupling device again when the uncoupled position of the frog is detected again with the aid of the sensor system, or when the sensor system detects that the frog is locked in the uncoupled position with the locking of the coupling lock.Alternatively or additionally, it is conceivable that the control device is configured to deactivate the uncoupling device, preferably automatically and in particular selectively automatically, when the sensor system detects the uncoupled position of the frog, or when the sensor system detects that the frog is locked in the uncoupled position with the locking of the coupling lock. In particular, it is provided that when the uncoupling device is deactivated, the operative connection between the actuator of the uncoupling device and the frog is released.

[0049] According to embodiments of the invention, it is provided that the train coupling is designed to automatically activate and / or deactivate the buffer operating mode of the train coupling.

[0050] For example, in this context, it is conceivable that a control device is assigned to the train coupling, which is designed to activate and / or deactivate the buffer operating mode of the train coupling, preferably automatically and in particular selectively automatically. In this context, it is conceivable that the control device assigned to the train coupling is designed, in particular, to detect that the car body on which the train coupling is arranged is passing or has passed a predetermined or definable area of ​​a track system, and to activate or deactivate the buffer operating mode of the train coupling depending on this.

[0051] For this purpose, it is conceivable that, for example, similar to the Indusi principle, a corresponding signal is delivered to the control device assigned to the train coupling when the track magnets are passed over via track magnets arranged in predefined or definable areas of the track system, which signal can be used to activate or deactivate the buffer operating mode of the train coupling.

[0052] Of course, other design variants are also possible, particularly for the automatic activation and / or deactivation of the buffer operating mode of the train coupling. In this context, it is conceivable, for example, that the train coupling is assigned an interface device via which the buffer operating mode of the train coupling can be activated or deactivated.

[0053] The interface device can be implemented in a variety of ways. For example, it is conceivable for the interface device to have at least one user interface, particularly in the form of a switch and / or lever, preferably on the train coupling or on the car body on which the train coupling is arranged, via which the buffer operating mode of the train coupling can be manually activated or deactivated.

[0054] Alternatively or additionally, it is also conceivable that the interface device has at least one machine interface via which the control device of the uncoupling device of the train coupling communicates or can communicate with a wagon or train control.

[0055] It is also conceivable that the interface device has a software interface via which the control device of the uncoupling device of the train coupling can communicate with a train control system or a higher-level control unit.

[0056] A further example is a data interface via which corresponding control commands for activating and / or deactivating the buffer operating mode can be supplied to the control device of the decoupling device, in particular wirelessly (for example via radio, Bluetooth, IR, WLAN).

[0057] The invention further relates to a track-guided vehicle, in particular a rail vehicle, with an automatic train coupling according to the type according to the invention described above.

[0058] The object underlying the invention is further achieved by a method according to the independent patent claim 12.

[0059] This is, in particular, a method for operating an automatic train coupling, in particular an automatic train coupling of the aforementioned type according to the invention, particularly when a train is released in a push-off or push-off operation. In the method according to the invention, the train coupling is operated in a buffer operating mode in which the train coupling is uncoupled and not ready to be coupled. A decoupling device of the train coupling has an actuator that is operatively connectable to a coupling lock of the train coupling, wherein the decoupling device is only activated, and in particular only activated, when the coupling lock of the train coupling has been moved from an uncoupled position to a coupled position, in order to move the coupling lock back into its uncoupled position.

[0060] The coupling head housing of the automatic train coupling according to the present invention has a special profile, particularly on the front side. The profile is formed by a cone and a funnel. The cone and funnel are enclosed by a wide, flat end face, or one provided with open-edged recesses on the end face forming recessed surface areas. In the latter case, one or more surface areas are provided on the end face, which interact with a face of a counter-coupling mechanism to introduce forces.

[0061] An exemplary embodiment of the present invention will be described in more detail below with reference to the accompanying drawings.

[0062] They show:

[0063] FIG. 1 shows schematically and in a sectional view an exemplary embodiment of the train coupling according to the invention in the uncoupled and ready-to-couple position;

[0064] FIG. 2 shows a schematic sectional view of two traction couplings according to the exemplary embodiment of the invention during pre-centering via the grippers of the traction couplings;

[0065] FIG. 3 shows schematically and in a sectional view the train couplings according to FIG.

[0066] 2 during fine centering over the cones of the traction couplings; FIG. 4 shows a schematic and sectional view of the traction couplings according to FIG. 3 during fine centering over the cones of the traction couplings, with the cones each in contact with a plunger of a locking mechanism of the respective mating coupling;

[0067] FIG. 5 shows a schematic and sectional view of the train couplings according to FIG.

[0068] 4, after the cones of the traction couplings have released the respective locking device of the counter-coupling from its locking position;

[0069] FIG. 6 shows schematically and in a sectional view the train couplings according to FIG.

[0070] 5, after the coupling locks of the train couplings have been turned into their coupled position;

[0071] FIG. 7 shows a schematic sectional view of the train couplings according to FIG. 6 during the uncoupling process and after the frog pieces of the coupling locks have each been rotated by 60° from the zero position;

[0072] FIG. 8 shows a schematic sectional view of the train couplings according to FIG. 7, after the frog pieces of the coupling locks have been rotated by 70°;

[0073] FIG. 9 shows schematically and in a sectional view the train couplings according to FIG.

[0074] 8 after the frogs have been rotated by 75°; and

[0075] FIG. 10 shows schematically and in a sectional view the train couplings according to FIG.

[0076] 9 when the train couplings move apart.

[0077] FIG. 1 schematically shows an embodiment of an automatic train coupling according to the invention in an uncoupled position of the coupling lock 3 or its center piece 6. In detail, the automatic train coupling has a coupling head 1, which comprises a coupling head housing 2 and the coupling lock 3. In the coupling head housing 2, at least in some areas, an uncoupling device 11 is also accommodated, which is in particular an electrically actuated uncoupling device 11. The coupling head housing 2 has a profile on the front side. The profile is formed by a cone 21 and a funnel 22. Cone 21 and funnel 22 are enclosed by a wide, flat end face 23 for interaction with the end face of a mating coupling.

[0078] 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.

[0079] 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.

[0080] 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.

[0081] FIG. 1 shows a decoupled position of the coupling head 1 or the coupling lock 3. Such a decoupled position, which is also referred to as the ready-to-couple position, can also be the overdrawn position mentioned above.

[0082] The coupling head 1 further comprises a locking device (latch rod 27, plunger 28) associated with the coupling lock 3 or the frog 6, which locking device consists, for example, of a plunger guide and a spring bearing.

[0083] The coupling head 1 mechanically connects two vehicles to each other via the coupling lock 3. During the coupling process, the front profile of the coupling head housing 2 determines the gripping range of the coupling head 1 in terms of lateral, vertical, and angular offset. A gripper 24 formed on the coupling head housing 2 significantly expands the gripping range of the coupling head 1.

[0084] If, as indicated in FIG. 2, two coupling heads 1 are moved towards each other, with both coupling heads 1 in their uncoupled position of the corresponding coupling lock 3 or the corresponding frog 6, 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 stamp guide (stamp 28) of the locking device, thereby releasing a locking connection, for example a locking connection of a ratchet rod 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.

[0085] The coupling closures 3 are loaded exclusively by tensile forces, whereas the compressive forces are transmitted via the end faces 23 of the coupling heads 1.

[0086] To uncouple the coupling heads 1, the uncoupling device 11 of an actively operated coupling head 1 rotates both coupling locks 3 against the force of the spring accumulators 4 until the coupling eyes 5 slide out of the hook mouths 9 of the frogs 6. The ratchet rods 27 of the locking mechanism then engage with a locking tooth in the locking mechanism of the plunger guide 28 and hold the coupling locks 3 in this position. The uncoupled position is then reached.

[0087] When the car bodies are separated, the pistons 28 move forward under the spring force and release the ratchet rods 27. The frogs 6 rotate under the action of the spring-loaded devices 4, pushing the coupling eyes 5 to an edge of the cones 21 and pulling the ratchet rods 27 into the coupler head housings 2 until their locking teeth engage the notch of the piston guide. The spring-loaded devices 4 are tensioned. This restores the coupling-ready position. The frog 6 of each coupler head 1 can be rotated against the force of the spring-loaded device 4 from the uncoupled position into the coupled position or the coupling-ready position.

[0088] As already explained, for locking purposes, each coupling head 1 has a plunger 28 that is movable in the coupling direction of the train coupling, i.e., the direction of the longitudinal axes of the coupling heads 1, and that can be moved linearly in a guide between a first position and a second position. The plunger 28 cooperates with the ratchet rod 27, which is pivotally connected to the frog 6 at one axial end and passes through an opening in the plunger 28.

[0089] Furthermore, the latch rod 27 has a locking projection in the region of the opening, which can be brought into engagement with a locking projection in order to prevent the latch rod 27 from moving in the direction from its second end to its first end connected to the frog 6, and thus a corresponding rotation of the frog 6. In the exemplary embodiment shown, the locking projection is provided on the guide, which forms a counter-bearing for establishing a locking connection with the latch rod 27.

[0090] An elastic spring element engages the latch rod 27 in the sense of bringing the two locking projections into engagement, whereas the plunger 28, when moved from a first position to a second position, releases the latch rod 27 from the locking connection with the counter bearing against the force of the spring element.

[0091] Thus, in the second position of the plunger 28, the heart piece 6 can be rotated by the force of the spring accumulator 4, whereas this rotation is blocked in the locking position of the latch rod 27.

[0092] FIG. 1 shows the coupling-ready position of the coupling head 1 or the coupling lock 3. When two coupling heads 1 are moved towards each other in this position, the cones 21 dip into the funnels 22 and press on the front of the plungers 28, so that the plungers 28 are moved from their first position to their second position and release the locking connections of the latching rods 27 with the counterbearings. The second ends 5.2 of the coupling eyes 5 are pushed into the mouths 9 of the frogs 6, and frogs 6, which are no longer blocked by the latching rods 27, rotate due to the force of the spring accumulators 4 from the coupling-ready position to the coupled position, in which the frogs 6 strike in particular against the coupling head housings 2. The coupling eyes 5 guided in the funnels 22 engage in the frog mouths 9 and the two coupling locks 3 are hooked together.

[0093] In order to uncouple the coupling heads 1, an automated uncoupling device rotates the frog 6 of the actively operated coupling lock 3 against the force of the spring accumulator 4. The coupling eye 5 of the actively operated coupling lock 3 transfers the rotational movement of the frog 6 via the mouth 9 to the frog 6 of the passively operated coupling lock 3, so that this is also rotated against the force of the spring accumulator 4.

[0094] Alternatively or additionally, the core 6 of the actively operated dome closure 3 can transmit the rotational movement to the dome eyelet 5 of the passively operated dome closure 3, so that the core 6 of the passively operated dome closure 3 is subsequently also rotated.

[0095] When the rotation of the frog pieces 6 in the direction of the uncoupled position has progressed far enough, the coupling eyes 5 slide out of the mouths 9 of the frog pieces 6 and the ratchet rods 27 are brought into their locking position, in which, when the stamps 28 are moved into their first position when the coupling heads 1 are moved apart, the locking connection between the ratchet rods 27 and the counter bearings can be established, ie the two locking projections hook into each other in a form-fitting manner.

[0096] A disadvantage of known automatic train couplings is that after uncoupling with the uncoupling device 11, the frog 6 can be unintentionally rotated into its coupled position when the corresponding rail vehicle, which has the automatic train coupling 1, is moved in shunting operation.

[0097] For example, when the rail vehicle is pushed over a bump, there is a risk that the newly uncoupled automatic train coupler 1 will re-engage before the rail vehicle reaches the wagon intended for the direction track. An unintentional re-engagement requires the coupler to be uncoupled again, which takes additional time and disrupts shunting.

[0098] To solve this problem, according to the invention, the train coupling 1 can be operated in a buffer operating mode, in which the train coupling 1 is then in a so-called "virtual buffer position". The buffer position is not physically created, but only set via software; physically, uncoupling is carried out normally, i.e. the actuator 12 of the uncoupling device 11 moves back to the starting position after the ratchet mechanism (ratchet rod 27) has been engaged, whereby the coupling remains open, exactly as during normal uncoupling and no longer blocks re-coupling.

[0099] If the "virtual buffer position" is active, coupling can be performed again, but after coupling, the actuator 12 automatically starts a new uncoupling process so that the desired state is restored.

[0100] The risk of damage to the actuator 12 is thus reduced and the function of safe release of the clutch is maintained.

[0101] During the rolling phase, the "buffer position" status can also be deactivated again via software, so that coupling in the direction track is possible again.

[0102] In detail, in the buffer operating mode, the train coupling 1 is uncoupled and not ready to be coupled, wherein in the buffer operating mode of the train coupling 1, the uncoupling device 11 is activated in particular only when the frog 6 has moved from the uncoupled position into the coupled position, wherein the frog 6 is then moved back into the uncoupled position with the aid of the actuator 12 of the uncoupling device 11.

[0103] In particular, it is provided that the uncoupling device 11 of the

[0104] Train coupling 1 is designed in such a way that only when the uncoupling device 11 is activated does the actuator 12 of the uncoupling device 11 come into operative connection with the frog 6 in order to move the frog 6 into the uncoupled position.

[0105] In this context, it is conceivable that the train coupling 1 has a sensor system configured to directly or indirectly detect at least the coupled position and the uncoupled position of the frog 6. Alternatively or additionally, the train coupling 1 can have a sensor system configured to directly or indirectly detect that the frog 6 is locked in the uncoupled position by the locking mechanism.

[0106] The sensor system can include at least one proximity sensor with an inductive pickup. Such inductive proximity switches react to both ferromagnetic and non-magnetic metallic objects, as well as graphite.

[0107] However, the sensor design as a proximity sensor with an inductive pickup is not considered restrictive. Rather, the sensor can also include at least one capacitive, magnetic, and / or optical proximity switch, for example.

[0108] According to preferred implementations of the invention, it is provided that the uncoupling device 11 is assigned a control device which is designed to activate the uncoupling device 11 as needed, wherein the control device is designed in particular to activate the uncoupling device 11 in the buffer operating mode of the train coupling 1, preferably automatically and in particular selectively automatically, when the coupled position of the frog 6 is detected with the aid of the sensor system, and to deactivate the uncoupling device 11 again when the uncoupled position of the frog 6 is detected again with the aid of the sensor system or when it is detected with the aid of the sensor system that the frog 6 is locked in the uncoupled position with the locking device.

[0109] In particular, the control device is designed to deactivate the uncoupling device 11, preferably automatically, when the uncoupled position of the frog 6 is detected with the aid of the sensor system or when the sensor system detects that the frog 6 is locked in the uncoupled position with the locking device, wherein upon deactivation of the uncoupling device 11, the operative connection between the actuator 12 of the uncoupling device 11 and the frog 6 is released.

[0110] To activate / deactivate the virtual buffer position, according to embodiments of the invention, a control device is assigned to the train coupling 1, which control device is designed to activate and / or deactivate the buffer operating mode of the train coupling 1, preferably automatically and in particular selectively automatically, wherein for this purpose the control device assigned to the train coupling 1 is designed in particular to detect that the car body on which the train coupling 1 is arranged is passing or has passed a predetermined or definable area of ​​a track system, and to activate and / or deactivate the buffer operating mode of the train coupling 1 depending thereon.

[0111] Alternatively or additionally, the train coupling 1 can be assigned an interface device via which the buffer operating mode of the train coupling 1 can be activated and deactivated, wherein the interface device preferably has at least one of the following interfaces: a user interface, in particular in the form of a switch and / or lever, via which the buffer operating mode of the train coupling 1 can be manually activated or deactivated; and / or a machine interface via which a control device of the uncoupling device 11 of the train coupling 1 communicates with a wagon or train control system; and / or a software interface via which a control device of the uncoupling device 11 communicates with a train control system or a higher-level control unit; and / or a data interface via which control commands can be supplied to a control device of the uncoupling device 11, in particular wirelessly.

[0112] Especially when a move is resolved in a push-off or in a

[0113] In push-off operation, the train coupling 1 is operated in a buffer operating mode in which the train coupling 1 is uncoupled and not ready to be coupled, wherein a uncoupling device 11, which has an actuator 12 which can be operatively connected to a coupling lock of the train coupling 1, is only activated when the coupling lock of the train coupling 1 has been transferred from an uncoupled position into a coupled position in order to transfer the coupling lock back into its uncoupled position.

[0114] The invention is not limited to the embodiments shown in the drawings, but results from a combination of all features disclosed herein.

[0115] Reference symbols list coupling head coupling head housing coupling lock spring-loaded coupling eye first end second end frog main axis coupling eye axis jaw uncoupling device actuator main bolt cone funnel end face gripper ratchet rod stamp

Claims

Claims 1. Automatic train coupling, in particular for a freight wagon of a track-guided vehicle, especially a railway vehicle, wherein the automatic train coupling comprises: a coupling head (1) having a coupling head housing (2) and a coupling lock (3) with a locking mechanism, wherein the coupling lock (3) is designed as a rotary lock with a coupling eye (5) and a frog (6), wherein the frog (6) is rotatable about a main axis (7) between a coupled position and an uncoupled position, wherein the coupling eye (5) is rotatably connected to the frog (6) at a first end (5.1) about a coupling eye axis (8) and has a free end, and wherein the frog (6) has a jaw (9) which is for receiving a second end (5.2) a coupling eye (5) of a counter-coupling head (1) of a counter-coupling is arranged; and an uncoupling device (11) which has an actuator (12) that can be operatively connected to the frog (6) and is designed to act on the frog (6) as required in order to rotate the frog (6) from the coupled position to the uncoupled position, characterized in that the train coupling can be operated as required in a buffer operating mode in which the train coupling is uncoupled and not ready to couple, wherein in the buffer operating mode of the train coupling the uncoupling device (11) is activated in particular only when the frog (6) has moved from the uncoupled position to the coupled position, wherein the frog (6) is then moved back to the uncoupled position by means of the actuator (12) of the uncoupling device (11).

2. Automatic coupling according to claim 1, wherein the uncoupling device (11) is designed such that the actuator (12) is only activated when the uncoupling device (11) is activated. The uncoupling device (11) engages with the frog (6) to move the frog (6) into the uncoupled position. An automatic train coupling according to claim 1 or 2, wherein the train coupling has a sensor configured to directly or indirectly detect at least the coupled position and the uncoupled position of the frog (6). An automatic train coupling according to any one of claims 1 to 3, wherein, in the uncoupled position of the frog (6), the locking mechanism is in a detent position in which the locking mechanism releasably locks the frog (6) in the uncoupled position, wherein, during a coupling operation with a counter-coupling head (1) of a mating coupling, the detent position of the locking mechanism is released and the frog (6) moves into the coupled position.Automatic coupling according to claim 4, wherein the coupling has a sensor configured to detect, directly or indirectly, that the locking mechanism engages the uncoupled position of the core (6). Automatic coupling according to claim 3 or 5, wherein the sensor comprises at least one proximity sensor with an inductive transducer.Automatic train coupling according to one of claims 1 to 6 and claim 3 or 5, wherein the uncoupling device (11) is associated with a control device which is configured to activate the uncoupling device (11) as required, wherein the control device is configured in particular to preferably automatically and in particular optionally automatically activate the uncoupling device (11) in the buffer operating mode of the train coupling when the coupled position of the frog (6) is detected by means of the sensors, and to deactivate the uncoupling device (11) again when the uncoupled position of the frog (6) is detected again by means of the sensors. or when the sensors detect that the frog (6) is locked in the uncoupled position. Automatic coupling according to claim 7, wherein the control device is configured to preferably automatically deactivate the uncoupling device (11) when the sensors detect the uncoupled position of the frog (6) or when the sensors detect that the frog (6) is locked in the uncoupled position, wherein when the uncoupling device (11) is deactivated, the operative connection between the actuator (12) of the uncoupling device (11) and the frog (6) is released.Automatic train coupling according to one of claims 1 to 8, wherein the train coupling is assigned a control device which is configured to preferably automatically and in particular optionally automatically activate and / or deactivate the buffer operating mode of the train coupling, wherein for this purpose the control device assigned to the train coupling is in particular configured to detect that the car body on which the train coupling is arranged passes or has passed a predetermined or definable area of ​​a track system, and depending on this to activate and / or deactivate the buffer operating mode of the train coupling.

10. Automatic train coupling according to one of claims 1 to 9, wherein the train coupling is assigned an interface device via which the buffer operating mode of the train coupling can be activated and deactivated, wherein the interface device preferably has at least one of the following interfaces: a user interface, in particular in the form of a switch and / or lever, via which the buffer operating mode of the train coupling can be manually activated or deactivated; and / or a machine interface via which a control device of the uncoupling device (11) of the train coupling communicates with a wagon or train control system; and / or a software interface via which a control device of the uncoupling device (11) communicates with a train control system or a higher-level control unit; and / or a data interface via which control commands can be supplied to a control device of the uncoupling device (11), in particular wirelessly.

11. Track-guided vehicle, in particular rail vehicle, with an automatic train coupler according to one of claims 1 to 10.

12. Method for operating an automatic train coupler, in particular an automatic train coupler according to one of claims 1 to 10, especially during train disengagement in a push-off or push-off operation, wherein the train coupler is operated in a buffer operating mode in which the train coupler is uncoupled and not ready to couple, wherein an uncoupling device (11) having an actuator (12) operatively connectable to a coupling lock (3) of the train coupler is only activated when the coupling lock (3) of the train coupler has been moved from an uncoupled position to a coupled position, in order to move the coupling lock (3) back to its uncoupled position.

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