Digital automatic coupling (DAC) with an integrated drive for an electromechanical actuator for a rail vehicle, and rail vehicle with such a coupling

Abstract

A central buffer coupler (1) of a rail vehicle comprises a housing (1a), a hook disc (2) with a pivot axis (2a), and an actuator (6) with an actuating element (7), wherein the actuating element (7) interacts with the hook disc (2), the actuator (6) being designed as an electromechanical actuator (6) with at least one electric motor (10, 100, 110, 120). The electric motor (10) of the electromechanical actuator (6) is rigidly connected to a housing (15) of the electromechanical actuator (6). A rail vehicle with such a central buffer coupler (1) is provided.

Description

[0001] The invention relates to a digital automatic coupling (DAK) with an integrated drive for an electromechanical actuator for a rail vehicle according to the preamble of claim 1. The invention also relates to a rail vehicle with such a coupling.

[0002] Digital Automatic Coupling (DAK) plays a significant role in advancing digitalization and automation in rail transport. The abbreviation "DAK" will be used in the following text.

[0003] 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.

[0004] Process automation using DAC allows a freight train to be assembled much more efficiently, flexibly, and cost-effectively, which ultimately brings benefits for both the operator and the end customer. Furthermore, the train-wide digital interfaces enable new functionalities in terms of diagnostics, maintenance, and repair (keyword: condition-based and predictive maintenance).

[0005] The principle of the so-called Scharfenberg coupling is used both for passenger trains and is preferred by the DAK for freight trains.

[0006] The Scharfenberg coupling is well-known. It is a rigid central buffer coupling. The coupling process is purely mechanical, implemented via a hook disc and spring assemblies in each coupling head. The energy required for the coupling process is provided by the speed of the wagon being coupled during the coupling process.

[0007] However, a decoupling process requires actuators that counteract the spring force of a spring (not shown here but conceivable) by pushing the hook disc back into the release position. In passenger trains, electro-pneumatic actuators are typically used for this purpose. The situation is different for freight trains, which is why an electromechanical solution with a purely electric drive without the use of an additional operating medium (e.g., hydraulic) is preferred.

[0008] In Figure 1 is 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. The hook disc 2 is also referred to as the frog.

[0010] For uncoupling, i.e. releasing the central buffer coupling, a pneumatic cylinder is used as actuator 6'.

[0011] The push rod, as the actuating element 7' of the cylinder or actuator 6', is pushed out in the direction of a central axis 6a of the actuator 6' by means of pneumatically supplied energy, thereby rotating the hook disc 2 of the Scharfenberg coupling about a pivot axis 2a in the release direction. A compressive force for pivoting the hook disc 2 is transmitted to a contact point 8 of the contact point between a drive section 3 of the hook disc 2 of the Scharfenberg coupling and a free end of the actuating element 7' of the cylinder.

[0012] Document DE 10 2021 111 207 A1 describes how the same principle can be applied using an electro-hydraulic actuator. The force is also generated via pressure generated by a hydraulic operating medium. An electro-hydraulic drive unit uses an electric motor to generate the necessary compression of the operating medium by means of a hydraulic pump and thus the pressure to move the piston forward. By maintaining the applied pressure, the actuator can maintain the force on the piston in one position for an extended period of time. For example, 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] Document 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] It is considered a disadvantage that electromechanical actuators for uncoupling a center buffer coupling are currently only mounted outside the coupling housing. This is due to the fact that the size of the electromechanical actuator is not suitable for the tight installation space of the coupling.

[0015] With regard to the further development of the center buffer coupling actuator, particularly with optimizations in series production and cost savings in components, functional groups, assembly times, and maintenance, there is a constant need for improvements. The design, connection, and integration of the actuator's electric drive represent a key aspect.

[0016] Therefore, the object of the invention is to provide an improved central buffer coupling with an integrated drive for an electromechanical actuator for a rail vehicle, in which the above-mentioned disadvantages are eliminated or significantly reduced.

[0017] A further task is to provide an improved rail vehicle with such a central buffer coupling.

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

[0019] The further problem is solved by the subject matter of claim 15.

[0020] One inventive idea is the integration of a complete electromechanical actuator together with an electric motor integrated into the actuator in a center buffer coupling of a rail vehicle.

[0021] A central buffer coupling of a rail vehicle according to the invention comprises a housing, a hook disc with a pivot axis, and an actuator with an actuating element, wherein the actuating element interacts with the hook disc. The actuator is designed as an electromechanical actuator with at least one electric motor. The electric motor of the electromechanical actuator is firmly connected to a housing of the electromechanical actuator.

[0022] A particular advantage of this design is that a standard drive from an electric motor manufacturer can be used, but without any modifications, and in fact a product directly from the "catalog".

[0023] From a commercial point of view, it is therefore advantageous that the price for such a component can be kept comparatively low by a manufacturer, since only the number of units has a significant influence on the pricing.

[0024] Furthermore, supplier interchangeability is possible, which in turn offers commercial advantages. Multiple suppliers are available that can offer virtually the same product, allowing access to one or another manufacturer depending on demand and cost. In cases of very high demand, two or more manufacturers can also supply the product simultaneously, enabling high volumes (keyword: "dual sourcing" or "multi-sourcing").

[0025] A rail vehicle according to the invention has the central buffer coupling described above.

[0026] Advantageous embodiments are described in the subclaims.

[0027] In one embodiment, the electric motor of the electromechanical actuator is attached to a protruding flange of the housing of the electromechanical actuator.

[0028] Due to the vibrations and shocks, the drive is advantageously connected in a robust manner by attaching the motor shield to the housing, i.e. to the flange, with significantly larger screw connections.

[0029] A further embodiment provides that the electric motor of the electromechanical actuator is attached to the protruding flange of the housing of the electromechanical actuator and is fastened to a flange section of the housing of the electromechanical actuator by means of an intermediate flange.

[0030] This is advantageous because, due to the length of the drive unit (motor with flanged-on motor brake), a type of intermediate flange is mounted approximately in the middle of the electric motor's longitudinal axis, as otherwise, significant stresses and, consequently, an excessively large lever arm would be created on the actuator housing. This intermediate flange allows for axial play in the motor, but can better absorb radial forces to counteract these calculated stresses. This intermediate flange of the electric motor is attached to a corresponding flange section of the actuator housing using appropriate fasteners.

[0031] In a further embodiment, the electric motor of the electromechanical actuator is at least partially in positive contact with an outer surface on a drive side of the electromechanical actuator, which extends in the direction of a central axis of the electromechanical actuator.

[0032] The advantages here are increased strength, sealing, etc. The weight of the entire actuator and the heat dissipation of the drive can also be positively influenced.

[0033] Another embodiment provides that the electric motor of the electromechanical actuator is arranged in an interior space of a housing section of the housing of the electromechanical actuator.

[0034] Since the drive unit in this concept is usually exposed to external environmental influences, IP protection, sealing, special connectors with pre-assembled cabling, and robust cabling can be advantageously enabled in this way.

[0035] In yet another embodiment, it is provided that the electric motor of the electromechanical actuator is fastened to a stator in the interior of the housing section of the housing of the electromechanical actuator, in particular integrated by a press fit into the interior of the housing section of the housing of the actuator, e.g. shrunk in.

[0036] The advantage here is that the drive components, i.e., the electric motor, are protected from environmental influences by being integrated into the comprehensive and more robust actuator housing. The electric motor is also better protected against electromagnetic interference (EMC). More robust connectors and cabling are no longer required, as these can now be routed via cable ducts within the housing. Assembly and commissioning are also simplified, although different processes and assembly steps are used on the drive, as factory-attached parts (e.g., gears) are no longer required by the manufacturer.

[0037] If the electric motor of the electromechanical actuator is integrated into the interior of the housing section of the housing of the electromechanical actuator as a kit, further advantages arise.

[0038] When integrating the electric motor as a kit, the electric motor is divided into its stator and rotor, as well as its control elements. The motor housing is omitted with this connection, which means the motor cannot simply be bolted to the actuator.

[0039] It would also be conceivable to integrate the stator into the housing using a press fit. The rotor, however, is mounted in the actuator. When using a motor brake, it is no longer connected to the motor as a modular system using the interfaces prefabricated by the manufacturer, but must be attached to the motor shaft with an alternative connection and firmly to the housing or a motor cover.

[0040] The kit method offers even more advantages. As with the previous connection, the housing protects the components inside the actuator. A separate seal for the drive unit and electric motor is also unnecessary. This method also results in a more compact design. Consequently, weight is also reduced due to the more compact dimensions and the absence of a motor housing. Furthermore, the kit system allows for greater customization and flexibility in the connection. The cable routing to the motor can also be implemented within the housing.

[0041] Due to its smaller outer diameter, an electric motor can positively impact the overall installation space of the actuator. Furthermore, the smaller motor is even more attractive in terms of price.

[0042] For easy assembly, it is advantageous if existing threaded holes on the motor housing of the electric motor form fastenings for a cover with a cover plate and for connection to the housing of the electromechanical actuator.

[0043] In another embodiment, the electric motor of the electromechanical actuator is designed with a high cogging torque using suitable magnets.

[0044] This is advantageous because stronger magnets allow the cogging torque of the electric motor to be increased by a factor of 5 - 6, e.g. to approx. 10 - 15% of the rated torque of the electric motor (instead of the standard 1 - 3%).

[0045] This increased cogging torque helps to hold the electric motor, and thus the actuator, in its initial position when de-energized, without the need for a holding brake (e.g., motor brake 11). Even when the electric motor is energized and is required to hold a position or torque, this cogging torque can provide additional support. This means that, in theory, a motor brake for holding the so-called buffer position of the center buffer coupling can be dispensed with.

[0046] Yet another embodiment advantageously provides that the electric motor of the electromechanical actuator is a BLDC (brushless motor), wherein the suitable magnets for a high cogging torque are mounted as rotor magnets on a rotor of the electric motor.

[0047] In another design, the electric motor's axis runs parallel to the center axis of the electromechanical actuator. This is advantageous for a compact design and simple gear arrangements.

[0048] A further embodiment provides for the electric motor of the electromechanical actuator to have a control unit, e.g., with a Hall sensor, for detecting the rotor position of the electric motor. This allows the corresponding electric motor to be advantageously controlled and integrated into control loops.

[0049] An advantageously compact design is made possible if the electric motor of the electromechanical actuator is coupled to a threaded spindle (of a spindle / spindle nut drive) via a gear, wherein the gear is arranged in the flange of the electromechanical actuator.

[0050] In yet another embodiment, the at least one electric motor of the electromechanical actuator includes a motor brake. This can be flanged to the electric motor or integrated into it. It is also advantageous if the motor brake is arranged in a motor cover.

[0051] The invention enables the following advantages: Various concepts for a potential series product. Optimization with regard to robustness, standardization, assembly, etc. commercial aspects, installation space, weight, ... The starting point is the electromechanical actuator 6 of the center buffer coupling 1 of the first embodiment. Several variations are conceivable (including brushless or brushed Motor, with or without additional motor brake and with or without larger gear ratio).

[0052] Embodiments of the invention are described below with reference to the accompanying drawings. The invention is not limited to these embodiments. In particular, individual features of the following embodiments 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; Figure 2 shows a schematic view of a first embodiment of a center buffer coupling with an electromechanical actuator; Figure 3 shows a schematic side view of a housing of the electromechanical actuator according to Figure 2 ; Figure 4 shows a further schematic side view of the housing 15 according to Figure 3 together with an electric motor 10 as a drive; Figure 5 a schematic plan view of a walking gear of the electromechanical actuator according to Figure 2; Figure 6 a schematic sectional view of the electromechanical actuator according to Figure 2 ; Figure 7 is a schematic sectional view of a second embodiment of the electromechanical actuator according to Figure 2; Figure 8 is a schematic perspective view of an internal structure of an electric motor of the second embodiment according to Figure 7 ; Figure 9-9a schematic representations of assembly details of the second embodiment according to Figure 7 ; Figure 10 a schematic sectional view of a third embodiment of the electromechanical actuator according to Figure 2; Figure 11 a schematic sectional view of an electric motor of the third embodiment according to Figure 10 ; Figure 12 shows a schematic sectional view of a fourth embodiment of the electromechanical actuator according to Figure 2; and Figure 13 shows a schematic sectional view of an electric motor of the fourth embodiment according to Figure 12 .

[0053] The terms "top", "bottom", "left", "right" refer to the respective arrangements and representations in the figures.

[0054] Figure 1 from the state of the art is explained above.

[0055] Figure 2 shows a schematic view of a first embodiment of a center buffer coupling 1 with an electromechanical actuator 6.

[0056] Figure 3 shows a schematic side view of a housing 15 of the electromechanical actuator 6 according to Figure 2 represents.

[0057] In Figure 4 is another schematic side view of the housing 15 according to Figure 3 together with an electric motor 10 as drive.

[0058] Figure 5 shows a schematic plan view of a walking gear 10b of the electromechanical actuator 6 according to Figure 2 represents.

[0059] Figure 6shows a schematic sectional view of the electromechanical actuator according to Figure 2 .

[0060] Such a central buffer coupling 1 according to Figure 2 The design and function of the device are described in detail in a not yet published application by the applicant as "Digital Automatic Coupling (DAK) with electromechanical actuator for a rail vehicle and rail vehicle with such a coupling." The electromechanical actuator 6 of this center buffer coupling 1 is a prototype and serves as the starting point.

[0061] The actuator 6 comprises a housing 15 with a flange 15a projecting downwards and a control housing 16. A spindle drive with a threaded spindle 12 is arranged in the housing 15.

[0062] The electromechanical actuator 6 functions with the help of an electric motor 10, which converts electrical energy into mechanical energy.

[0063] The electric motor 10 is flanged to the flange 15a of the housing 15 of the actuator 6. A gear 10b is arranged in this area.

[0064] When the actuator 6 is activated, a rotary motion of the rotor of the electric motor 10 occurs in the electric motor 10. This rotary motion is then transmitted via the gear 10b to the threaded spindle 12. Since the rotating threaded spindle 12 is permanently installed in the axial direction of the actuator 6, i.e., in the direction of the central axis 6a of the actuator 6, this results in a feed motion of a spindle nut 7b and thus of the actuating element 7, which is designed here as a pressure tube and can apply the corresponding force to the hook disk 2 via a pressure head 7b.

[0065] The electric motor 10 has a motor axis 10a and is operatively connected to the threaded spindle 12 via the gear 10b. The gear 10b can be a spur gear, for example. The motor axis 10a and the central axis 6a of the actuator 6 are arranged parallel to each other here.

[0066] After the two trains / wagons have been completely uncoupled, actuator 6 can be returned to its original position. In contrast to the current state of the art, the electromechanical actuator 6 described here is operated purely electrically, i.e., without an additional operating medium such as pneumatics and hydraulics. This has the advantage that additional maintenance, etc., is eliminated, and the dynamics for force build-up and release can also occur faster and more directly.

[0067] The electric motor 10 is a direct current motor or DC motor as the main drive for uncoupling or releasing the central buffer coupling 1.

[0068] In this embodiment, the contact point between the pressure head 7a of the actuating element 7 and a contact point 8 comprises 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 (not shown). This bearing axis runs parallel to the pivot axis 2a of the hook disc 2.

[0069] At the contact point 8, the roller of the bearing 9 contacts a pressure head 7a of the actuating element 7.

[0070] 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.

[0071] In this first embodiment, a motor brake 11 flanged to the electric motor 10 supports the actuator 6 in holding a position such as the release position shown, which is also called the buffer position.

[0072] Together with two mechanical switches for the start and end positions (referred to as limit switches 13 and 14), this electromechanical actuator 6 is installed in each coupling head. The two limit switches 13 and 14 are located in the control housing 16 and are actuated by the spindle nut 10.

[0073] The housing 15 (see Figure 4 ) is formed with the flange 15a. The flange 15a has a mounting surface 15b for the electric motor 10, which is attached to the flange 15a. In addition, a further flange section 15c is formed on the underside 15e of the housing 15. This further flange section 15c serves for additional fastening of the electric motor 10, as Figure 4 and 6 represent.

[0074] An intermediate step of this fastening of the electric motor 10 is in Figure 5 shown, where Figure 5 the other side of the housing 15 Figure 3 shows.

[0075] In the mounted state, the electric motor 10 lies with its outer surface on a drive side 15e, which runs in the direction of the central axis 6a of the electromechanical actuator 6, at least partially in positive contact. This is shown in the Figures 4 and 6 clearly visible.

[0076] To the Figure 3 On the side of the housing 15 shown, fastening domes 15d are also formed, with which the electromechanical actuator 6 is mounted in the housing 1a of the central buffer coupling 1 (see Figure 2 ).

[0077] Technically, this approach usually means more customer-specific adaptations to the actuator 6 or the electric motor 10 by the manufacturer. Due to vibrations and shocks, the electric motor 10 must be connected accordingly robustly by using the motor shield or a motor flange 17 (see Figure 4 and 6) with significantly larger screw connections (fastening elements 17a, e.g. screw connections according to DIN EN ISO 4762) to the housing 15 or the flange 15a of the housing 15 of the actuator 6. In addition, due to the length of the drive unit (electric motor 10 with flanged motor brake 11), a type of intermediate flange 18 must be attached to the electric motor 10 approximately in the middle of the longitudinal axis / motor axis 10a of the electric motor 10. The electric motor 10 is fastened with its intermediate flange 18 to the flange section 15c of the housing 15 of the actuator 6 with fastening elements 18a (here screws). This prevents in the marked area A in Figure 3 of the flange 15a of the housing 15, large stresses and consequently an excessively large lever arm would arise on the housing 15 of the actuator 6.

[0078] This intermediate flange 18 of the electric motor 10 allows for axial play of the electric motor 10, but can better absorb radial forces to counteract these calculated stresses. However, this additional component represents another customer-specific requirement.

[0079] Since the drive unit, ie the electric motor 10 with flanged motor brake 11, is mostly exposed to external environmental influences in this concept, measures must also be taken by the manufacturer for this purpose, such as IP protection, sealing, special plugs with pre-assembled cabling and associated cable guides 21, 22 (motor connection, additional limit switch connections, etc.), as well as robust cabling.

[0080] In Figure 4The electric motor 10 is shown with a gear side 20 and a drive pinion 20a. In the assembled state, the drive pinion 20a is part of the gear 10b, which is then arranged in the flange 19.

[0081] The drive pinion 20a is here, for example, connected in a rotationally fixed manner to a motor shaft end (not designated) of the electric motor 10 via a press fit 20c.

[0082] The gear 10b also has an output gear 20b, which is connected to the threaded spindle 12 and is in engagement with the drive pinion 20a ( Figure 5 ). The gear 10b is closed by a gear cover 19 ( Figure 4 and 6 ).

[0083] A variation here is the use of a larger gear ratio (from the previous 2.22 to 4, see Figure 5), so that even with this concept, installation space can be saved by using a smaller electric motor 10 with lower torque and simultaneously higher speeds...

[0084] This type of connection of the electric motor 10 is very well suited for the rapid development of an initial promising concept or feasibility study, since rapid implementation is fundamentally possible, so that, for example, tests and trials can subsequently be carried out in order to gather valuable knowledge and experience with regard to series development.

[0085] Figure 7 shows a schematic sectional view of a second embodiment of the electromechanical actuator 6 according to Figure 2 represents.

[0086] In Figure 8 is a schematic perspective view of an internal structure of an electric motor 10 of the second embodiment according to Figure 7 shown.

[0087] Figure 9-9ashow schematic representations of assembly details of the second embodiment according to Figure 7 .

[0088] The second embodiment of the electromechanical actuator 6 differs from the first embodiment in another variation. This variation consists in omitting the motor brake 11 in the drive unit, i.e., an electric motor 100, by using stronger magnets, allowing the cogging torque of the electric motor 100 to be increased by a factor of 5-6. By increasing this cogging torque to approximately 10-15% of the rated torque of the electric motor 100 (instead of the standard 1-3%), the electric motor 100 must consume slightly more current or energy to overcome this cogging torque during startup. Furthermore, the running of the electric motor 100 becomes less smooth, which, however, is not a problem in this application, since, unlike other applications, precise positioning is not required.

[0089] This increased cogging torque helps to hold the electric motor 100, and thus also the actuator 6, in its initial position when de-energized, without the need for a holding brake (e.g., motor brake 11). When the electric motor 100 is energized and is required to hold a position or torque, this cogging torque can provide additional support. Thus, in theory, a motor brake 11 for holding the so-called buffer position of the center buffer coupling 1 can be dispensed with, with a current continuing to flow to maintain this state. This must be taken into account by the power supply, for example, when designing a battery or accumulator for the rail vehicle to which this center buffer coupling 1 is assigned.

[0090] The electric motor 100 with stronger magnets is, as in Figure 7 shown, inserted into an interior space 15g of the housing section 15f of the housing 15 of the actuator 6.

[0091] Regarding the cover and connection of the electric motor 100, the threaded holes 106 already existing on the motor housing of the electric motor 100 are used (see Figure 9-9a ). On one end face of the electric motor 100, the housing section 15f is closed by a cover plate 23 with a circumferential sealing element 23a. The cover plate 23 is in turn, as Figure 9-9a shows, with fastening elements 23a (here screws, e.g. according to DIN 7984) attached to the electric motor 100 (threaded holes 106).

[0092] However, due to the mounting of the entire electric motor 100 within the housing section 15f of the housing 15 of the actuator, a robustness of the drive against vibrations and shocks can be achieved despite smaller screw connections.

[0093] On the other end face of the electric motor 100 with a front plate 24, this is also provided with screw connections (fastening elements 25, e.g. according to DIN 7984, see Figure 9a ) is attached to the flange 15a of the housing 15 of the actuator 6.

[0094] The gear ratio of the gear 10b can be increased to 4 in order to also obtain space advantages in the width of the actuator 6 (similar to the first embodiment).

[0095] The drive pinion 20a is connected in a rotationally fixed manner to the rotor shaft of the rotor 103 of the electric motor 100 via a key connection 20d and is provided with an axial lock 20f.

[0096] Since the motor technology used is a BLDC (brushless motor), the stronger magnets are located as rotor magnets 104 on the rotor 103 to enable the higher cogging torques. The internal structure of this electric motor 100 is shown in Figure 8 clarified.

[0097] The electric motor 100 has a stator 101 with stator windings 102 and is inserted with the stator 101 into the housing section 15f of the housing 15 of the actuator 6. The stator windings 102 are provided with suitable connecting lines 105 for connection to a motor control unit (not shown).

[0098] The smaller overall length is advantageous due to the absence of an additional engine brake 11.

[0099] Furthermore, the integration into the comprehensive and more robust actuator housing protects the drive components from environmental influences. The drive is also better protected against electromagnetic interference (EMC). More robust connectors and cabling are no longer required, as the wires can now be routed via cable ducts and cable guides 22 within the housing 15 and the housing section 15f.

[0100] Figure 10shows a schematic sectional view of a third embodiment of the electromechanical actuator 6 according to Figure 2 .

[0101] Figure 11 shows a schematic sectional view of an electric motor 110 of the third embodiment according to Figure 10 represents.

[0102] The third exemplary embodiment differs from the other exemplary embodiments in that the drive unit, i.e. in this case an electric motor 110, is integrated as a kit into the housing section 15f in its interior space 15g. The electric motor 110 is divided into stator 101 and rotor 103 as well as its control elements. A motor housing is omitted with this connection, which means that the electric motor 110 cannot simply be screwed to the housing 15 of the actuator 6. Thus, in this third exemplary embodiment, the electric motor 110 with its stator 101 and its stator windings 102 is integrated, e.g., shrunk, into the interior space 15g of the housing section 15f of the housing 15 of the actuator 6.

[0103] The rotor 103, on the other hand, is rotatably mounted in the housing section 15f of the housing 15 of the actuator 6 and in a motor cover 28, each with a bearing 31 (e.g., a deep groove ball bearing). The gear 10b is sealed dust- and liquid-tight by the gear cover 19, which is attached to the flange 15a with fastening elements 26, e.g., screws.

[0104] The bearing in the motor cover 28 also has disc springs 29 and a disk 30, which are arranged between the bearing 31 and an inner wall of the bearing holder for the bearing 31 of the motor cover 23 and press the rotor 103 in the direction of the motor axis 10a against the flange 15a of the housing 15 of the actuator 6.

[0105] When using a motor brake 11, it is no longer necessary to connect it to the electric motor 110 as a modular system via the interfaces prefabricated by the manufacturer, but rather it is to be fastened with an alternative connection on the rotor shaft 103a and firmly to the housing section 15f or housing 15 of the actuator 6 or to a motor cover.

[0106] This kit method offers several advantages. As with the previous connection, the housing 15 protects the components inside the actuator 6. A separate seal for the drive unit with the electric motor 110 is also unnecessary. Furthermore, this method results in a more compact design. Consequently, weight is also reduced due to the more compact dimensions and the absence of a motor housing. Furthermore, the kit system allows for greater customization and flexibility in the connection. The cable routing 21 to the electric motor 110 can also be implemented in the housing section 15f or in the housing 15.

[0107] Figure 10 This design is very compact in terms of length. It is important to note that the force flow of the rotor bearings must be well and safely designed. Figure 11shows a possible force flow (force curve 32) via the rotor 103 or via the rotor shaft 103a up to the motor cover 28, which, via the screw connection with the fastening elements 27, directs the force back into the housing section 15f of the housing 15 of the actuator 6.

[0108] For the third embodiment, variants of the electric motor 110 can also be considered as a brushless or brushed motor, with or without an additional motor brake 11 and with or without a larger gear ratio, so that these have an impact on installation space, costs, etc.

[0109] Figure 12 shows a schematic sectional view of a fourth embodiment of the electromechanical actuator 6 according to Figure 2 represents.

[0110] Figure 13 shows a schematic sectional view of an electric motor 120 of the fourth embodiment according to Figure 12 .

[0111] The fourth embodiment is a hybrid version of the second embodiment according to Figure 7 (retracted drive) and the third embodiment according to Figure 8 (drive kit).

[0112] The drive is an assembled and mounted electric motor 120, consisting of stator 101, rotor 103, 103a, 103b and control unit 107, e.g. with Hall sensors for rotor position detection, but without its own motor housing and without motor brake 11 or similar. For this reason, a separate motor brake 11 must be taken into account, which is installed, e.g., in the motor cover 28 and is mechanically connected to the rotor shaft 103 at a rotor shaft end 103b via a key and gearing.

[0113] The motor cover 28 is attached here with fastening elements 27 (screws e.g. according to DIN 7984) to the housing section 15f of the housing 15 of the actuator 5.

[0114] Furthermore, the electric motor 120 is connected to the flange 15a of the housing 15 of the actuator 6 via only three fastening elements 26 (e.g., cylinder head screws). A gear ratio of the gearbox 10b, e.g., a spur gear ratio, of 4 is required if the torque of this electric motor 120 is max. 1.2 Nm.

[0115] The other motor shaft end 103a is connected to the drive pinion 20a via a key connection 20d on the gearbox side 20, whereby an axial locking device 20f is also provided.

[0116] The above-described central buffer coupling 1 according to the invention with the electromechanical actuator 6 can be designed, for example, as a Scharfenberg coupling or other central buffer coupling 1.

[0117] The central buffer coupling 1 according to the invention described above offers the following advantages: Various concepts for a potential series product. Optimization with regard to robustness, standardization, assembly, etc. commercial aspects, installation space, weight, ... The starting point is the electromechanical actuator 6 of the center buffer coupling 1 of the first embodiment. Several variations are conceivable (including brushless or brushed Motor, with or without additional motor brake and with or without larger gear ratio).

[0118] The invention is not limited by the embodiments given above, but can be modified within the scope of the claims.

[0119] For example, it is conceivable that the electric motor 100 of the second embodiment according to Figure 7 in principle also in a "dissolved" design as in the third embodiment according to Figure 11 conceivable, what Figure 9 already suggests. List of reference symbols

[0120] 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 7, 7' Actuating element 7a Pressure head 7b Spindle nut 8 Contact point 9 Bearing 10 Electric motor 10a Motor axle 10b Gearbox 11 Motor brake 12 Threaded spindle 13, 14 Limit switch 15 Actuator housing 15a Flange 15b Mounting surface 15c Flange section 15d Mounting dome 15e Drive side 15f Housing section 15g Interior 16 Control housing 17 Motor flange 17a Mounting element 17b Mounting surface 18 Intermediate flange 18a Mounting element 19Gearbox cover 20Gearbox side 20aDrive pinion 20bOutput gear 20cInterference fit 20dKeyway 20eUnderside 20fAxial lock 21, 22Cable guide 23Cover plate 23aSealing element 23bFastening element 24Front plate 25, 26, 27Fastening element 28Motor cover 29Disc spring 30Washer 31Bearing 32Force curve 100, 110, 120 Electric motor 101 Stator 102 Stator winding 103 Rotor 103a, 103b Rotor shaft end 104 Rotor magnet 105 Connecting cables 106 Mounting hole

Claims

1. A central buffer coupling (1) of a rail vehicle, comprising a housing (1a), a hook disc (2) with a pivot axis (2a), and an actuator (6) with an actuating element (7), wherein the actuating element (7) interacts with the hook disc (2), wherein the actuator (6) is designed as an electromechanical actuator (6) with at least one electric motor (10, 100, 110, 120), characterized in that the electric motor (10, 100, 110, 120) of the electromechanical actuator (6) is firmly connected to a housing (15) of the electromechanical actuator (6).

2. Central buffer coupling (1) according to claim 1, characterized in that the electric motor (10, 100, 110, 120) of the electromechanical actuator (6) is attached to a protruding flange (15a) of the housing (15) of the electromechanical actuator (6).

3. Central buffer coupling (1) according to claim 2, characterized in thatthe electric motor (10, 100, 110, 120) of the electromechanical actuator (6) is mounted on the protruding flange (15a) of the housing (15) of the electromechanical actuator (6) and is fastened by an intermediate flange (18) to a flange portion (15c) of the housing (15) of the electromechanical actuator (6).

4. Central buffer coupling (1) according to claim 2 or 3, characterized in that the electric motor (10, 100, 110, 120) of the electromechanical actuator (6) is at least partially in positive contact with an outer surface on a drive side (15e) of the electromechanical actuator (6), which outer surface runs in the direction of a central axis (6a) of the electromechanical actuator (6).

5. Central buffer coupling (1) according to claim 1, characterized in that the electric motor (100, 110, 120) of the electromechanical actuator (6) is arranged in an interior space (15g) of a housing section (15f) of the housing of the electromechanical actuator (6).

6. Central buffer coupling (1) according to claim 5, characterized in that the electric motor (100, 110, 120) of the electromechanical actuator (6) is fastened in the interior (15g) of the housing section (15f) of the housing of the electromechanical actuator (6) with a stator (101), in particular integrated by a press fit into the interior (15g) of the housing section (15f) of the housing (15) of the actuator (6), e.g. shrunk in.

7. Central buffer coupling (1) according to claim 6, characterized in that the electric motor (100, 110, 120) of the electromechanical actuator (6) is integrated as a kit in the interior (15g) of the housing section (15f) of the housing of the electromechanical actuator (6).

8. Central buffer coupling (1) according to claim 6 or 7, characterized in thatthreaded holes (106) already existing on the motor housing of the electric motor (100, 110, 120) form fastenings for a cover with a cover plate (23) and for connection to the housing (15) of the electromechanical actuator (6).

9. Central buffer coupling (1) according to one of the preceding claims, characterized in that the electric motor (10, 100, 110, 120) of the electromechanical actuator (6) is designed with a high cogging torque with suitable magnets.

10. Central buffer coupling (1) according to one of the preceding claims, characterized in that the electric motor (10, 100, 110, 120) of the electromechanical actuator (6) is a BLDC (brushless motor), wherein the suitable magnets for a high cogging torque are mounted as rotor magnets (104) on a rotor (103) of the electric motor (10, 100, 110, 120).

11. Central buffer coupling (1) according to one of the preceding claims, characterized in thata motor axis (10a) of the electric motor (10) runs parallel to a central axis (6a) of the electromechanical actuator (6).

12. Central buffer coupling (1) according to one of the preceding claims, characterized in that the electric motor (10, 100, 110, 120) of the electromechanical actuator (6) has a control unit (107), e.g. with Hall sensors, for detecting the rotor position of the electric motor (10, 100, 110, 120).

13. Central buffer coupling (1) according to one of the preceding claims, characterized in that the electric motor (10, 100, 110, 120) of the electromechanical actuator (6) is coupled via a gear (10b) to a threaded spindle (12) of a spindle / spindle nut drive, wherein the gear (10b) is arranged in the flange (15a) of the electromechanical actuator (6).

14. Central buffer coupling (1) according to one of the preceding claims, characterized in thatthe at least one electric motor (10, 100, 110, 120) of the electromechanical actuator (6) comprises a motor brake (11).

15. Rail vehicle with at least one central buffer coupling (1) according to one of the preceding claims.

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